2016 • A supplement to Marine Propulsion & Auxiliary Machinery

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guide

“The turbocharger business has developed a strong

momentum in the last two years”
Dirk Balthasar, head of turbocharger sales and promotion, MAN Diesel & Turbo, see page 10
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contents guide

07
Special supplement to
Marine Propulsion & Auxiliary Machinery
published July 2016

Editor: Paul Fanning

t: +44 20 8370 1737
e: paul.fanning@rivieramm.com

Sales Manager: Rob Gore

t: +44 20 8370 7007
e: rob.gore@rivieramm.com

Sales: Paul Dowling

t: +44 20 8370 7014
e: paul.dowling@rivieramm.com

Sales: Jo Lewis
t: +44 20 8370 7793
e: jo.lewis@rivieramm.com

Head of Sales – Asia: Kym Tan

t: +65 9456 3165
e: kym.tan@rivieramm.com
Comment Production Manager: Ram Mahbubani
3 Turbocharger innovation takes huge steps t: +44 20 8370 7010
e: ram.mahbubani@rivieramm.com

Korean Representative: Chang Hwa Park

Turbocharger manufacturers Far East Marketing Inc
t: +82 2730 1234
5 ABB Turbocharging previews first dedicated marine auxiliary product; e: chpark@unitel.co.kr
ABB investigates two-stage turbocharging for two stroke engines e: chpark@unitel.co.kr
Japanese Representative: Shigeo Fujii
10 MAN Two-stage turbochargers move into a new era; Shinano Co., Ltd.
New products in the pipeline t: +81 335 846 420
e: scp@bunkoh.com
16 MHI turbochargers now available in hybrid configurations; MET
turbochargers gain approval for all Wärtsilä large marine engines Chairman: John Labdon
19 Compressor squeezes Napier into new markets Managing Director: Steve Labdon
Finance Director: Cathy Labdon
22 MTU two-stage turbocharging systems designed meet its specific engine Operations Director: Graham Harman
needs; In-house turbocharger design is the best option Editorial Director: Steve Matthews
Executive Editor: Paul Gunton
24 KBB produces turbocharger solutions for new engine generations Head of Production: Hamish Dickie
27 PBS Turbo helps emission reductions with new EGR turbo blower
28 New Hedemora HS Turbocharger now on factory test Published by:
Riviera Maritime Media Ltd
Mitre House
Enginebuilders' perspective 66 Abbey Road
Enfield EN1 2QN
31 Two-stage turbocharging brings Wärtsilä benefits UK
32 MES plans new THS option

Service profiles
35 CoroLand www.rivieramm.com
35 Daewin ISSN 2055-5164 (Print)
36 Globe Turbocharger
©2016 Riviera Maritime Media Ltd
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Disclaimer: Although every effort has been made to ensure that the
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TURBOCHARGER
INNOVATION TAKES
HUGE STEPS
T
he 2016 Marine Propulsion Industry
Survey contained a question
entitled ‘Which component
generally causes you the greatest
problems with reliability?‘
Of those sampled, 22 per cent cited
turbochargers as their most problematic
equipment, which put them only second
behind pumps (28 per cent) in terms of causing
shipowners problems.
This may not have made happy reading for
turbocharger manufacturers, but at the same time
it will not have been a particular surprise either.
Paul Fanning, Editor Turbochargers have long had this reputation. In
a conversation recently with ABB Turbochargers
senior general manager Christian Rofka, he
cited the problems caused to turbochargers
by deposits from HFO and the changing
operational profiles under which they have to
work. He summarised this by saying: “I would say
[reliability] is somewhere where we have made
huge steps, but it’s still a major issue.”
Highlighting and celebrating those ‘huge
steps’ is very much at the heart of what the
Worldwide Turbocharger Guide is designed
to do. As will become clear when you
read, turbocharging is a discipline in which
innovation is rampant and where technology is
moving very quickly.
If anything made this clear, it was the recent
CIMAC Congress in Helsinki, Finland. Here, all
of the major turbocharger manufacturers were
represented and all were presenting exciting new
developments and research. All of this, of course,
is in response to the demands of a market that is
struggling with the demands of a difficult market,
ever-more stringent environmental regulation
and the ever-present need to remain financially
competitive at all costs.
These are the challenges are posed to
equipment manufacturers in this sector and
the strides they are making in doing so are
genuinely impressive. These developments
www.mpropulsion.com Worldwide Turbocharger Guide 2016
INTRODUCTION | 3
and more will be reflected in the Worldwide
Turbocharger Guide. To offer some taster of
what the forthcoming pages contain a report
on MAN Diesl & Turbo pushing forward with
introduction of its latest TCX turbocharger and
the development of Ecocharge, its latest two-
stage turbochargers. In addition, MAN has new
products in the pipeline in the shape of itsTCT
turbocharger for two-stroke engines, and the
exhaust turbo blower (ETB).
Meanwhile, Mitsubishi Heavy Industries is
now making its turbochargers available in hybrid
configurations, while KBB continues to expand its
ranges of single-stage turbochargers while also
developing two-stage turbocharger technology.
ABB is also innovating strongly, with the
launch of a new turbocharger for auxiliary
engines (the MXP) having taken place at the
CIMAC Congress and having presented some
highly impressive research into the use of two-
stage turbocharging for two-stroke engines.
That is just a taste of what the OEMs
have done. This Guide also contains a range
of service profiles of those vital companies
whose role it is to provide expert service and
support for the OEM’s turbochargers. Getting
to know these companies, their capabilities
and credentials can be the difference between
successful and unsuccessful operation.
What is clear is that there is no shortage
of expertise, information or innovation in the
turbocharger segment. We believe that this
Guide accurately reflects that. WTG
“WHICH COMPONENT
GENERALLY CAUSES YOU
THE GREATEST PROBLEMS
WITH RELIABILITY?”
 www.tsi.eu.com
Parts Enquiries:sales@tsi.eu.com | Service Enquiries:service@tsi.eu.com
24/7 on +44 2380 861 000 (UK Head office)

Southampton, Rotterdam, Athens and Houston and strategic locations worldwide

TSI - Experts in turbocharger service,

authorised suppliers of NTN-SNR Bearings
to the Marine & power station industry
Specialists in turbocharger repair and service to the marine industry
Comprehensive worldwide 12 month warranty on all parts supplied by TSI

Authorised dealer for

Shanghai Daewin Marine Parts Co., Ltd.

Your Reliable Spares Supplier for

Turbocharger & Marine Diesel Engine

Add: No.1240, Linpu Road, Sanlin Town, Pudong New Area, Shanghai, China ( 200124)
Tel: 0086-21-64930828 Fax: 0086-21-64930829 E-mail: service@daewin.cn www.daewin.cn

ABB Turbocharging previews first
dedicated marine auxiliary product
A
t the recent CIMAC
Congress 2016 in
Helsinki, Finland, ABB
Turbocharging presented its
first dedicated turbocharger
for marine auxiliary engine
applications, in a development
cooperation with IHI
Corporation. Designed for
ease of operation and service,
it supports a condition-based
maintenance concept.
The Marine Auxiliary
Power (MXP) turbocharger is
a key part of the company's
strategy to focus on increased
value for enginebuilders and
operators in the large engine
industry through segment-
and application-specific
turbocharging offerings.
MXP has been designed for
auxiliary engines with power
output up to 2MW, operating
under HFO conditions. In
this dedicated product, the
complexity of parts required
in turbochargers with broader
usage has been simplified
for the specific operational
requirements of this market.
These include: ease of
maintenance by the crew,
based on condition, as well
as optimised load response
behaviour, and improved
efficiency at part load, which
both contribute to fuel savings.
A simplified service
approach was also a significant
focus in product development
as MXP allows for condition-
based maintenance, optimising
operational costs. As a
‘user-friendly’ turbocharger,
it enables easy and fast
service preparation and
simplicity of replacing parts.
Self-service maintenance
by the ship’s crew onboard
www.mpropulsion.com Worldwide Turbocharger Guide 2016
additionally lowers costs
while maximising application
availability and flexibility. This
will be supported by a digital,
interactive solution from ABB.
MXP maintains the
reliable, robust quality of ABB
turbochargers, while delivering
the required auxiliary engine
operation performance for
vessels such as, bulkers,
tankers and mid-sized
container ships. In addressing
emissions regulations, the new
turbocharger enables IMO
II compliance of the engine
without the need for any
additional measures.
Oliver Riemenschneider,
MXP has been designed for auxiliary
engines with power output up to 2MW
ABB TURBOCHARGER MANUFACTURERS | 5
head of ABB Turbocharging
said: “Continually pushing the
boundaries of turbocharging
technology is central to our
offering, which translates into
segment-specific products
and solutions, supporting
our customers to increase
their productivity. With this
new turbocharger, we do this
through combining the roles
and expertise of ABB and IHI.
Highly conscious of the
continuous pressures facing
the global marine industry,
we believe in a focus on
enhancing the operation
and maintenance of our
customers’ applications.
This is demonstrated by the
launch of MXP dedicated for
auxiliary operation, at the most
significant meeting place of
the large engine industry; the
CIMAC Congress.”
Roland Schwarz, head
of Marine Auxiliary Product
Group and ABB Turbocharging
Japan added: “In unveiling
MXP, we are delivering a
dedicated product in response
to true market needs for
auxiliary engines: simplified
and designed for service;
with competitive total cost of
ownership; and fully meeting
load response and fuel
efficiency requirements. The
CIMAC Congress is renowned
for sharing of technical
developments across the
large engine industry, so it is
ideal for our first presentation
of this new product. We look
forward to discussing with
enginebuilders and operators
the value this turbocharger
can bring to their applications
through its optimised
performance matched to
auxiliary engines actual
operating profiles.”
Asked about this focus
on Mr Schwarz continued:
“In the past, it’s fair to say
that our equipment has had
a reputation of being ‘by
engineers, for engineers’. With
the MXP, we have developed a
product that can be maintained
easily by crew using just
standard tools and our custom-
designed app, which takes
users through the maintenance
process step-by-step.
MXP will be produced in at
least three frame sizes and will
be commercially available in
early 2017. WTG
6 | TURBOCHARGER MANUFACTURERS ABB
ABB investigates two-
stage turbocharging
for two-stroke engines
Christoph Rofka, ABB
Turbocharging: “We won’t
develop a two-stage
turbocharger for two-stroke
unless we have a commitment
from engine designers”
I
n one of its presentations at
the recent CIMAC Congress
in Helsinki, Finland, ABB
posed the question ‘Is two-stage
turbocharging interesting for
two-stroke engines?’
In recent years, fuel costs
have become the predominant
part of operating costs of
low-speed engines. Therefore
the thermodynamic cycle of
uniflow scavenged two-stroke
engines needs to be optimised
for the highest possible
efficiency. Additionally, within
the boundaries implied by
the powertrain layout, there
is some potential in changing
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
cylinder geometries, power
density and the corresponding
turbocharging system for
improved system efficiency.
The first attempts to assess
the application of two-stage
turbocharging systems on
two-stroke engines were
made in the 1970s with the
goal of improving improve
fuel efficiency and again in
around 2010 to reduce NOx
emissions. However, progress
in single-stage turbocharger
technology up to now made
further consideration of
two-stage systems for thermal
engine efficiency improvements
obsolete. In another application
approach towards reduction of
NOx the achievements did not
fit to the IMO Tier III target
for ECAs.
However, subsequent
investigation within ABB has
shown that the turbocharging
system efficiencies achievable
with two-stage systems fit
very well to the turbocharging
requirements for a range
of mean effective pressure
between 25 and 30 bar –
assuming today’s engine tuning
approaches and no other
components such as power
turbines are applied.
Two-stage turbocharging
systems' characteristic of
having the maximum efficiency
at the upper end of overall
compressor pressure ratios and
a steeper decline of efficiency
towards lower pressure ratios
is the principal drawback that
one-stage systems do not have.
The full potential of two-stage
turbocharging could therefore
still not be utilised and still
left some space for further
improvement of the engine and
turbocharging system.
Building upon an earlier
study, ABB has focused on
checking how the layout of
the two-stage turbocharging
system could be adapted for
suiting to the characteristics of
low-speed two-stroke engines
and how the engines could
better exploit the potential
of two-stage turbocharging
with flexible intake ports. In
the aforementioned study the
conclusion was formulated
that a range in BMEP of 25 to
30 bar would suit best to the
efficiency of a typical two-stage
turbocharging system.
The layout of a two-stage
turbocharging system at full
load is ideally achieved by
overweighing the pressure ratio
of the low-pressure stage against
the high-pressure stage in order
to preserve high turbocharging
system efficiency also at low
loads. Components of the two
stages' layout can be individually
adapted. For the compressor
layouts in particular, the
moderate pressure ratios allow
for more freedom in matching
map width and position of the
optimum isentropic efficiency to
the operating line of the engine.
A high-pressure turbine
bypass mitigates the inherently
less favourable shape of
turbocharging system efficiency
over compressor pressure ratio.
With such a control device low-
pressure compressor pressure
ratio can be increased at part-
load, what results in a gain of
turbocharging system efficiency
from a higher intercooling
temperature difference.
Christoph Rofka, ABB
Turbo Systems’ senior general
manager products, says: “There is
obviously no gas exchange stroke
on two-stroke engines and that is
where turbochargers usually win.
So we started to play around and
asymmetric variation is where we
found the potential.
Asymmetric timing of intake
ports enables an extension of the
expansion stroke without the
adverse effects seen with a heavily
reduced port height. Based on
a sleeve mechanism it shows a
consistent, quite linear effect on
fuel consumption for the different
considered cases with single-stage
turbocharging at a BMEP of 21
bar and two-stage turbocharging
at a BMEP of 25 bar, as long as
port height is well matched.
Due to the shortened
duration of port opening,
scavenging is deteriorated at a
port height unchanged from
symmetric timing. This is mainly
valid for lower loads, where
turbocharging system efficiency
is lower than at high loads. An
increase of port height corrects
for this issue, but slightly reduces
the gain in efficiency at high
loads. Starting from a single-
stage turbocharged engine at a
BMEP of 21 bar with high-
pressure tuning savings in fuel
consumption by combination of
two-stage turbocharging with
asymmetric port timing may
reach 2-7 g/kWh at 20 per cent
higher BMEP in the considered
load range but a penalty needs
to be subtracted to consider the
auxiliary power requirement for
the actuation of the system.
However, in terms of further
development, Christoph Rofka,
ABB Turbo Systems senior
general manager products
sounds a note of caution. “We
won’t develop a two-stage
turbocharger for two stroke
unless we have a commitment
from engine designers that they
will support it.” WTG

OEM SUPPLIERS FAVOURED
BY 87 PER CENT FOR REDUCED DOWNTIME
A
n independent study for ABB Turbocharging found
that 87 per cent of organisations work only or mostly
with original equipment manufacturers (OEMs) for
maintenance support and spare parts procurement. Key
benefits cited were: reduced downtime and better parts availability
according to the Forrester Consulting Technology Adoption Profile.
The individuals surveyed held responsibility for maintenance, repair
and supplier management in 105 organisations that leverage large
engines and capital intensive machinery.
The survey underlines respondents’ need to focus on long-term
productivity and the efficiency of their assets during the service and
maintenance procurement process. It also highlights that quality of
service and parts can have a direct impact on business performance.
In addition to better spare parts access and improved reliability,
OEMs were confirmed by respondents to offer the benefits of:
service responsiveness; expertise and business knowledge; as well as
the required quality of parts and service - which can contribute to
higher application efficiency.
The survey identified that organisations are under pressure to
reduce costs; three quarters always consider the cost implications
of parts and service. Decreasing unplanned downtime, and costs
of maintenance, availability and reliability are therefore significant
considerations for investing in capital intensive machinery.
Furthermore total cost of ownership over the entire application life
cycle is increasingly important.
The survey underlines respondents’ need to focus on long-term productivity and efficiency
www.mpropulsion.com Worldwide Turbocharger Guide 2016
ABB TURBOCHARGER MANUFACTURERS | 7
Highlighting the major challenges to organisations when meeting
their business priorities, the survey respondents viewed working
with non-OEM suppliers as likely to impact their ability to win,
service, and retain customers due to the possible lack of quality and
availability of parts, and more frequent breakdowns. Minimising
such operational risks is a priority for 66% who are focused on
eliminating both the potential for damage to their installations and
breaching of safety regulations caused by parts failures.
Organisations’ expectations for long-term business value from
OEM suppliers were also recognised, with the study highlighting the
importance of relationships for better managed services provision,
expertise, and diagnostics. The majority of respondents identified
importance of meeting key performance indicators and offering
strong service level agreements.
Rolf Bosma, head of service sales, ABB Turbocharging
commented: “In our opinion, this study is well-aligned with the
current increased demand for turbocharger OEM managed service
offerings which we have seen rise by 20% year-on-year. Outsourcing
maintenance of industrial equipment has become prevalent in the
turbocharging market with a focus on maximising uptime and
increasing application efficiency. Through our latest technology
and offerings for turbocharger servicing, spare parts and upgrades,
the multiple benefits of working closely with OEMs are being
recognised by customers for the strong potential to deliver long-term
business gains.” WTG
8 | TURBOCHARGER MANUFACTURERS ABB
ABB services over 300
turbochargers for CSCL
The MMA includes service of the turbochargers on board
container ship CSCL Globe
“Understanding our customers’ specific
service needs is essential, as one contract
solution may not fit the requirements of all
turbocharging applications.”
Allan Wang, ABB Turbocharging, China
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
A
t the end of 2015, ABB Turbocharging signed its third
and largest Operation Performance Package service
agreement with China Shipping Container Lines (CSCL),
the logistics and containerised transportation company based in
Shanghai, China.
The contract covers the service and provision of spare parts for
113 turbochargers on 23 vessels, including 51 TPL type and 62 VTR
type turbochargers. Added to existing service agreements, ABB
now services over 300 turbochargers for CSCL, the largest number
covered under contract with any customer.
The Operation Performance Package (OPAC) provides
customers with a more flexible and cost-effective approach to
service, based around turbocharger running hours, according to
ABB. It includes proactive service to identify potential future issues.
Service is fully delegated to ABB. The service agreement comes
with the guarantee that only ABB parts customised to each specific
turbocharger will be fitted.
CSCL has previously signed two OPAC service agreements
with ABB Turbocharging, first for 60 turbochargers in 2012, and
two years later a second contract was concluded covering the
service of 56 turbochargers. This is a continuation of ABB’s strong
relationship with CSCL which has signed a further Maintenance
Management Agreements (MMA) in addition to the three OPAC
contracts, to meet the differing needs of its turbocharger service
operations. The MMA includes service of the turbochargers on
board container ship, Globe. At the time of launch in early 2015 at
19,100 teu, Globe was the largest container ship in the world, and
still remains the longest container vessel in operation.
“We own a fleet of 74 vessels managed by ourselves,
therefore ensuring they are operating at optimum performance
is crucial to our business. We rely on ABB to ensure that any
potential turbocharger problems are not allowed to mature and
to help us minimise overall vessel downtime. An OEM service
agreement gives us reassurance from their knowledge of our
turbocharger products, and enables us to improve planning and
management of our service requirements,” said a representative
from the Technology and Maintenance Division, China Shipping
Container Lines.
Allan Wang, hub business unit manager, ABB Turbocharging,
China said, “Understanding our customers’ specific service needs
is essential, as one contract solution may not fit the requirements
of all turbocharging applications. This is demonstrated by CSCL
selecting both our OPAC and MMA agreements to cover more
than 300 turbochargers. It clearly indicates that long term care is a
priority for ship operators, underlined by the 22 per cent year-on-
year growth we have seen in signed service contracts.” WTG
MAN Turbocharger
On top of engine performance

MAN Turbochargers TCA TCR TCX

Since 1934, MAN Turbocharger reliably has set the pace for pioneering innovations. It was MAN that rst
introduced the plain bearing design for large turbochargers in 1940, the prevailing design concept until
today. Again, in 2008, MAN was a pioneer with the introduction of the variable turbine area VTA for heavy
fuel oil operated engines. With TCA and TCR Turbochargers MAN has more than 100 million operating
hours of experience and by that proves to have one of the most reliable series in the market.
Find out more at www.mandieselturbo.com
10 | TURBOCHARGER MANUFACTURERS MAN Diesel & Turbo
Two-stage turbochargers
move into a new era
MAN Diesel & Turbo
is pushing forward
with introduction of its
latest TCX turbocharger
and development of
Ecocharge, its latest
two-stage turbochargers
BELOW: V35/44G TS
with TCX turbocharger
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
M
AN Diesel & Turbo (MAN D&T)
is busy testing its latest generation
of turbochargers and various
enhancements at its production and research
base in Augsburg, Germany. The facility
has 12 test beds of various sizes for testing
turbochargers and also engines including
gas engines up to 20MW. MAN D&T is
conducting serial tests for running hours and
specific testing for research and development
(r&d) purposes.
MAN D&T is engaged in a number
of major product developments for its
turbochargers, in particular its two-stage
turbocharger, the Ecocharge project.
Dirk Balthasar, head of turbocharger
sales and promotion, said that in terms of
production the Augsburg plant focuses on the
larger sizes of turbochargers while its facility
in the Czech Republic focuses on smaller
sizes. It also has a plant in China that supplies
the Chinese market, mainly for two-stroke
turbochargers. MAN D&T also has two
licensees for producing turbochargers in Japan
and one South Korea. Mr Balthasar said that
for the first time MAN D&T is supplying
more turbochargers for external customers –
those for engines other than MAN – than for
internal customers.
“No other turbocharger supplier has
such a broad range of models and sizes,”
Mr Balthasar said. As well as marine
turbochargers MAN supplies an extensive
range of turbochargers for land based
applications such as power plants, mining and
locomotives. “The turbocharger business has
developed a strong momentum in the last two
years,” he said.
“Our two-stage turbocharger – Ecocharge
– will bring turbocharging into a new era. We
are working with external customers on two-
stage turbochargers.” He said that in mid-
2016 MAN D&T will supply its 1,000th
engine with a two-stage turbocharger.
Its current turbocharger product range
include the TCA axial turbochargers for
both two-stroke and four-stroke engines,
with more than 7,000 units currently in
service. There are about 9,000 of its TCR
radial turbochargers in operation, for both
two-stroke and four-stroke applications. Mr
Balthasar said that in total for all applications
about 60,000 MAN turbochargers have been
delivered in the last 80 years, half of them in
the last 10 years.
MAN D&T marked the sale of
its 60,000th turbocharger during the
Marintec 2015 marine event in Shanghai in
December, making a presentation to China
Merchants Energy Shipping Co marking
the delivery of two TCA66-21 turbochargers
for a MAN B&W 7G80ME-C9 two-stroke
engine powering a VLCC being delivered
in 2016.
Mr Balthasar said: “Through continuous
development, TCA turbochargers have
become the most reliable and proven series
in the market. Since its initial introduction,
the TCA has improved and undergone
several technological developments. We have
redesigned the TCA’s bearings to increase

their overall lifetime. As a result bearing
inspections are no longer required until the
first main overhaul. The direct benefit for
customers is savings in both time and money.
Going from drydock to drydock without any
intermediate inspection is now a reality.”
The most significant development
at present is the Ecocharge two-stage
turbocharger. Daniel Albrecht, project
manager TCX turbocharger, gave more details
about the Ecocharge system, which provides
2-stage turbocharging of four-stroke engines.
He said that MAN started building the
first versions of two-stage turbochargers as
long ago as 1978, but due to low compression
ratios at that time it was never taken further
due to cost and economy. It was revived in the
late 2000s and it has also developed a two-
stage version for gas engines.
“Two-stage turbocharging provides greater
efficiencies than single stage. The TCA88
and TGA77 are well proven and we have
developed modular designs for low pressure
and high pressure modules for retrofits. Stress
levels are lower for two-stage than single stage
turbochargers.” Mr Albrecht said.
He said that MAN D&T has been field
testing the latest two-stage turbochargers
since 2013 and these have been successful
with no damage to turbochargers reported. So
far 20 units have been sold, 10 of which are
in service.
The latest development is the new TCX
turbocharger series for pressures above 10
bar for high pressure turbocharging. A big
difference in this version is a modified thrust
bearing and a new sealing concept to cope
with the high air pressure. MAN D&T
has established a separate sub-department
specifically for testing the TCX turbocharger.
The TCX is currently undergoing tests on
the test beds at Augsburg for gas and diesel
versions for outputs up to 12MW. It was first
installed in February 2015 with two TCR20
low pressure and two TCX17 high pressure
units with a MAN 12V35/44G TS engine.
They are initially intended for the power
generation market.
“We will do field testing in that market
before a shipboard application,” Mr Albrecht
said. But the results from the Ecocharge
development project so far are good.
In 2012 MAN D&T introduced
the 18V48/60 TS, the first two-stage
turbocharged engine in its class which
reduced specific fuel oil consumption
(SFOC) by 6g/kWh with constant output
and an output increase of 14 per cent with
constant SFOC. Eleven of these units are
in operation so far. It uses TCA88 and
TCA77 turbochargers and features modular
www.mpropulsion.com Worldwide Turbocharger Guide 2016
MAN Diesel & Turbo TURBOCHARGER MANUFACTURERS | 11
Dirk Balthasar (MAN D&T):
No other turbocharger supplier has such a
broad range of models and sizes
“NO OTHER TURBOCHARGER
SUPPLIER HAS SUCH A BROAD
RANGE OF MODELS AND SIZES,”
designs of low pressure and high pressure
turbocharging modules and interfaces so
that they are easy to retrofit to single-stage
turbocharged engines. The first three test
engines went into service in 2013 and the
first engines have aggregated more than
10,000 hours of operation
In 2015 it introduced the 18V51/60G
TS range for gas engines with an output
of 1,050/ 1,150 kW per cylinder. In the
same year it launched the 12/20V32/44CR
TS range for 600/640 kW per cylinder,
and the 12/20V35/44CR TS for 620 kW
per cylinder.
Latest developments are focusing on
optimising the system through higher
pressure ratios and greater efficiency. Higher
efficiency is achieved through reduction
of compression work using two-stage
compression with intercooling.
Mr Albrecht said that its new TCX series
aims to exploit the full potential of two-stage
turbocharging with air pressure of more than
10 bar and the highest flow coefficients to
optimise compactness and dynamics. The
highest efficiencies are at pressure ratios of
1.5-3.5. It features a modified thrust bearing
and impeller-hub connection to allow for
increased gas forces. The high pressure level
posed challenges, such as the need for a new
sealing concept to reduce blow-by. Extensive
testing is being undertaken at MAN
D&T, with two different sizes of TCX
turbochargers having completed more than
1,000 hours of testing.
The first serial application of the new
TCX turbocharger is for 12V/20V35/44G
TS and 12V/20V32/44CR TS engines.
For the 12V32/44CR TS, turbocharger
efficiency is higher at every load point
compared with single stage turbocharging,
according to Mr Albrecht, with the charge
air pressure 40 per cent higher, 40kW per
cylinder higher output and significantly
reduced SFOC at 100 per cent mcr.
He added: “We are trying to widen the
market to include high-speed engines with a
special design of TCX, which we are working
on now, so we can offer a wider portfolio of
tow-stage turbocharging. We already have
some two-stage turbochargers on board
vessels for high speed engines. Field testing of
TCX for medium speed engines is likely to
start in 2019.”
Mr Albrecht said that MAN D&T’s latest
turbocharger developments are in response to
changing market requirements. These include
the need to improve efficiency and reduce
emissions, as well as owners’ focus on cutting
operating costs. “Ecocharge is intended to
address these challenges,” he said. WTG
 Tel: +86
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+86 58400725
58400725
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 MAN Diesel & Turbo TURBOCHARGER MANUFACTURERS | 13

New products in the pipeline

M
AN Diesel & Turbo (MAN D&T) is continuing to develop gas recirculation (EGR) blower.
new turbocharger products and innovations. Sephardim He said that early indications are positive. It is also undertaking a
Koblenz, head of marketing, turbocharger promotion, feasibility study for an ETB to be adapted to an auxiliary blower,
said that there are two significant new turbocharger products especially for slow steaming at low engine loads.
under development, a new version of its TCT turbocharger for Features include a high speed e-motor, stainless steel
two-stroke engines, and the exhaust turbo blower (ETB) impeller and casing. All parts in the exhaust gas flow are of
Mr Koblenz said that for two-stroke engines, scavenging is very stainless steel to counter the risk from the corrosive atmosphere.
important. “We have developed the first TCT for scavenging air The e-motor allows variable speed operation, and there are
pressure of 42-50 bar. But with a change of market requirements, speed and temperature sensors. A frequency converter adjusts
we realised that the two-stroke sector was not following the four- the specific power range. The efficient impeller was designed
stroke trend towards higher pressures, but that air flow is more using 3D simulation. The compressor has been optimised for low
important, so we re-adjusted scavenging pressures, lowering pressure ratios. WTG
them by 3.5-4.7 bar and downsized the turbochargers.” Prototype
testing is currently underway on the MAN D&T test bed for
pressures up to 50 bar.
He said that using this approach can save up to 30 per cent in
size and weight which is a huge step forward compared with the
earlier TCA model. The updated design features a new intake air
silencer. The first field test is expected to take place in 2017 with
the new version currently planned to be revealed publicly at the
Marintec 2017 event in Shanghai in December 2017.
Higher specific volume flows at lower pressure ratios made
downsizing possible and this also means a reduction in costs.
There is a reduction in size of about 30 per cent from 390kg of
the current design to 275kg. Downsizing will also result in lower
operating costs. It requires overhaul every 36,000 operating
hours, with no intermediate inspection required.
Among the other new features in the TCT model are a more
conservative tank design, complete new casing design, new
compressor design, and standardised mounting dimensions. A
new outlet silencer is currently under development.
Verification of the new air intake silencer on the test bed
started in the fourth quarter 2015, it is co-operating with engine
maker Mitsui regarding verification measurements on the engine
during field testing. The new silencer has been undergoing
field testing on TCA55-2 version since February 2016. Once the
test results are validated the new features will be immediately
integrated in the new generation of TCTs.
Regarding the ETB Mr Koblenz said that MAN D&T has
developed its own blower to recirculate exhaust gases. This is
also currently undergoing testing with the first deliveries likely in
2017. It has been developed for exhaust gas recirculation of Tier
III 2-stroke engines. Two frame sizes cover the whole portfolio of
50 bore engines and higher, but he said that a third frame size is
possible if there is demand from the market.
“The blowers are different from those currently in the market,
with a lower pressure of only 1.7 bar. There are two models of two
sizes – ETB30 and ETB40. There is also a third, smaller, version in
the pipeline, Mr Koblenz said.”
Since May 2015 a field test has been ongoing with a prototype
ETB18 2-stage turbocharger onboard the 82,000 dwt bulk carrier
Key Pacifico, owned by Japanese owner NYK Line. It is fitted with
a MES 6S60ME-C8.2 Tier III engine, which is fitted with an exhaust

www.mpropulsion.com

Turbocharger ready for delivery at MAN D&T’s Augsburg facility

14 | TURBOCHARGER MANUFACTURERS MAN Diesel & Turbo
CRUISE SHIP
RETROFITS
TAKE OFF
M
AN Diesel & Turbo (MAN
D&T) has carried out a number
of recent turbocharger retrofits on
cruise ships and is expecting more business
from this sector. It is also carrying out
retrofit projects on other vessel types.
Alexander Schäfer, head of MAN
PrimeServ Turbocharger, said that the
company had received feedback from
customers expressing concern about high
exhaust gas temperatures. “So we looked at
how we could reduce it.” It then developed
attachment kits, and a retrofit turbocharger
for older engines.
A recent project was on the HAL
cruise ship Westerdam, aimed at achieving
higher turbocharger efficiency. The retrofit
was carried out while ship remained in
operation. “This is a major logistical
challenge in terms of getting all the
necessary equipment assembled and on
board,” Mr Schäfer said.
The retrofit involves replacing two
non-MAN turbochargers with one TCA55
MAN TURBOCHARGER CRUISE SHIP RETROFITS
VESSEL ENGINE TYPE
Costa Victoria 6L58/60
Zenith 9L40/54B
Horizon 9L40/54B
Westerdam Non MAN
Grandeur of the Seas 12V48/60
Enhantment of the Seas 12V48/60
Source: MAN PrimeServ
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
reducing the exhaust gas temperature by
75°C. The retrofit of the first engine took
place over a period of 10 days in total
between December 2015 and January 2016.
The project involves one engine at a time,
enabling the vessel to remain in service,
using the other three engines, which will
then be retrofitted in turn.
The high exhaust gas temperature
complained about by the vessel operator
meant that operating at 100 per cent engine
load was impossible, resulted in high wear
on combustion chamber parts, high fuel
consumption and high life cycle costs.
The turbocharger retrofit addresses
these issues. The retrofit project involved
identifying the appropriate size of
turbocharger, analysis of the engineroom
configuration, thermodynamics analysis,
selecting the right turbocharger, in this
case the TCA55, and then designing the
attachment kit.
Measurements were taken of the
complete engine performance, with
OLD TURBOCHARGER NEW TURBOCHARGER
NA48/T
NA40/T
NA40/T
Non MAN
NA40/S
NA40/S
thermodynamic analysis with the MAN
online measuring system. Specific values
were recorded and calculations made
of turbocharger efficiency. There was
an evaluation of measured values and a
comparison of this measured data with
shop trial records. A comparison was made
between measured efficiency curves and the
efficiency curves of a suitable turbocharger
retrofit, leading to preparation of a service
report including performance curves, engine
performance data and efficiency curves.
The project had to be approved and
certified by class. There was a detailed
service report showing engine performance
data, performance curves, performance
measurement sheet, annex to the technical
file and a marine design appraisal document
The retrofit on Westerdam followed
similar turbocharger retrofits on two Royal
Caribbean Cruises vessels and two ships of
its associated company Pullmantur.
The contract covers the retrofit of a
total of 30 turbochargers on board the four
vessels, along with attachment kits and
technical support.
The two RCL vessels Grandeur of the
Seas and Enchantment of the Seas, were
retrofitted with a total of 16 TCA55
turbochargers. Pullmantur’s Horizon and
Zenith, have been retrofitted with four
NA40/S and 10 NA34/S turbochargers.
For the retrofits of the two Royal
Caribbean Cruises vessels, which were
built in the mid 1990s, the aim was to
achieve higher turbocharger efficiency by
4 per cent as well as lower exhaust gas
temperatures and enhanced containment
safety. The results showed an exhaust gas
temperature after the cylinder reduced
by 60 deg. C, with reduced fuel oil
consumption and savings on spare parts.
These retrofits were also carried out
one engine at a time while the vessels
remained in service. WTG
NO. OF UNITS
TCA55 6
NA40/S 7
NA40/S 7
TCA55 2
TCA55 8
TCA55 8
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• Suitable for engines with an output ranging between 100 kW and
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16 | TURBOCHARGER MANUFACTURERS MHI-MET
MHI TURBOCHARGERS
NOW AVAILABLE IN
HYBRID CONFIGURATIONS
S
ince the launch of
its first turbocharger
products in the
1960s, Mitsubishi
Heavy Industries (MHI) has
maintained its reputation for
innovation and its commitment
to improving the efficiency of
its products. More recently, with
the increased global emphasis
towards energy conservation
and environmental performance,
the company has progressed
the development of its MET
Hybrid Turbocharger which,
in addition to delivering high-
pressure charge air, recovers
The MET Hybrid Turbocharger has been jointly developed with Calnetix Technologies LLC
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
excess energy from the exhaust
gas and converts this to
electrical power.
The energy conservation
credentials of this product were
formally acknowledged earlier
this year when Mitsubishi
Heavy Industries Marine
Machinery & Engine Co. Ltd.
(MHI-MME), received the
Japan Machinery Federation
( JMF) 36th President’s
Award for energy conserving
machinery. Announced by
MHI-MME in January 2016,
the product was selected for the
award following the evaluation
of 28 entries. Selection
was based on the product’s
efficiency, its innovative
features and also good practical
service experience, the latter
being highly important for
marine machinery.
The MET Hybrid
Turbocharger has been jointly
developed with Calnetix
Technologies LLC, of the
USA, which provided expertise
for the generators and
power electronics. Calnetix
Technologies has extensive
experience with high-speed
permanent magnet motors and
generators, with installed units
now having recorded over 100
million field running hours.
In the MET installation,
the Magnaforce motor-
generator is installed within
the turbocharger silencer
unit, providing a compact
installation only 313mm
longer than the equivalent
standard turbocharger.
For hybrid turbocharger
installation, the motor-generator
was optimally designed to
match the turbocharger shaft
speed and also to be fully
compatible with Calnetix high-
frequency electronic drives. To
operate in oil-free conditions,
the unit runs on magnetic
bearings integrated into a
special housing arrangement,
resulting in a maintenance-
free system. In the operation
of the hybrid turbocharger, a
small proportion of the energy
recovered from the exhaust
gas during normal cruising is
diverted for the generation of
electrical power.
The high-frequency AC
power generated is converted to
DC by a bi-directional active
rectifier and then converted
back to 60Hz - 440V, for
connection to the ship’s grid
system. The result is an auxiliary
ship electrical power source
with a capacity equivalent of
up to 5 per cent of the main
engine power output. This
supply can offset or even avoid
the need for operation of
auxiliary diesels generators sets
to supply a vessel’s electrical
power demands. In the trial
installation, MHI has advised
that all electrical demand on
board could be serviced by
the unit when the engine was
operating at over 75 per cent of
its rating.
The other benefit of the
installation is that, during slow
steaming, the motor-generator
can be used to boost the
operation of the turbocharger,
resulting in higher pressure
charge air and improved engine
and emissions performance.
MHI’s first hybrid
turbocharger for commercial
application – also the world’s
first – was the MET83MAG.
Successfully developed with
the assistance of the Hitachi
Zosen Corporation, it has seen
service aboard a large bulk
carrier built by Japan Marine
United Corporation. The latest
MET66MAG-VTI hybrid
turbocharger, which includes
both variable turbine features
and an electric motor boost
capability, was developed in
cooperation with Mitsui Zosen
Corporation and Kobe Diesel
Co., Ltd. Operated by Nippon
Yusen Kabushiki Kaisha,
units have been installed on
six of the companies large car
carriers. MHI has told us that
tests showed the power take
out available at 75 per cent
engine load was increased by
approximately 15 per cent when
the VTI was closed.
Standard MET
Turbochargers are available for
marine engines in MA, MB,
SRC and SR11 series. MA
turbochargers are available in
eight frame sizes with charge
air delivery capabilities rising
from 8.8kg/s to 65.8kg/s based
on a pressure ratio of 3.5 to 1.
These are suitable for charging
engines of equivalent powers of
up to 24MW per turbocharger.
Turbines can accept exhaust
gas temperatures of up to 58°C
on a continuous basis with
momentary excursions up to
610°C. The MB series offers
similar capacities but with
higher pressure ratio capabilities
and more options for use in
www.mpropulsion.com Worldwide Turbocharger Guide 2016
hybrid configurations and with
MHI’s variable turbine inlet
(VTI) system. The products
are designed for operational
reliability as well as performance
and are fully compatible with
heavy fuel oil use. They are
provided with purpose designed
silencer units and an integrated
lubricating oil header tank. At a
lower scale, radial turbine SRC
and SR11 series products are
capable of delivering airflow
rates in ranges up to 7.8kg/s
with the high-pressure ratio
SRC capable of continuous
operation at turbine inlet
temperatures of up to 610°C.
Turbochargers incorporating
the MET VTI system
offer significant benefits
for applications where low
load operation is a regular
requirement, such as slow-
steaming applications. Control
of the turbine inlet area allows
boost pressures to be maintained
improving scavenging during
the combustion cycle. The
system features a butterfly valve
operating in a simple two-step
control arrangement, ensuring
high reliability. The gas inlet
casings are fully interchangeable
with standard products making
retrofit an attractive and simple
activity for many applications.
In addition to hybrid
turbochargers, which can
both generate power and
offer electrical boost when
required, MHI is also now
developing a simple electric
assist turbocharger. This is
aimed at applications where
slow steaming and low load
represent a major proportion
of the operational profile. The
electric assist will provide
improved engine performance
under these conditions,
enabling significant operational
cost savings to be made
through better fuel efficiency.
The motor is directly attached
to the turbocharger compressor
end and use of this feature can
mean that a separate auxiliary
blower, to maintain engine
performance, may not
be required.
MET turbochargers can be used on all Wärtsilä large engines
MET turbochargers gain approval
for all Wärtsilä large marine engines
MET turbochargers are already used widely by many major engine
manufacturers, but in February 2016 MHI announced that the Wärtsilä
company Winterthur Gas and Diesel (WinGD) had approved the
installation of MET turbochargers to its X-DF engine series. MET
turbochargers can now be used on all Wärtsilä large low-speed
marine main engines including dual fuel variants.
This most recent approval is for the use of MET-MB series
products on WinGD latest dual fuel engine. The Wärtsilä X-DF engine
is a next-generation engine capable of operating on both diesel and
gas fuels and demand for the engine is being driven by the need
to reduce emissions of carbon dioxide and other pollutants, such a
sulphur dioxide, both of which are reduced with the use of gas fuels.
Validation of operation was carried out at Diesel United, Ltd.
(DU), with which Wärtsilä has a cooperation agreement, using
s DU manufactured W6X72DF engine. This was fitted with two
MET60MB turbochargers and tested on both diesel and gas
operation during December 2015. The testing, which was witnessed
by WinGD's engineering representatives demonstrated that the MET
turbochargers were capable of delivering the performance required
to satisfy WinGD's requirement for Wärtsilä X-DF engines.
MET turbochargers are therefore now approved for application
to all Wärtsilä X-DF engines along with RTflex50DF, X52DF, X62DF,
X72DF, X82DF and X92DF products. The entire range of X-DF
engines, with MET turbochargers, are now available to be delivered
from all South Korean, Chinese and Japanese engine licensees.
MET turbochargers celebrates
50 years of history
At the end of 2015, Mitsubishi MET turbochargers celebrated its
50th anniversary since the beginning of production of its first non-
water cooled products in 1965. The MET 71 turbocharger, unlike
earlier water cooled featured inboard bearings and was free from
risks of sulphuric acid corrosion. MET turbochargers were originally
produced only for MHI low speed, two stroke UE engines but were
later applied to engines built by B&W (now MAN Diesel and Turbo)
and Sulzer (now Win GD). To complement the MET range MET-SR
radial turbochargers were introduced in 1988, to meet the needs of
four-stroke diesel engines.
Development on all product ranges has continued and numbers
of turbochargers produced has now exceeded 25,000. MHI currently
maintains three manufacturing licensees in Korea, with Hyundai
Heavy Industries being appointed in 2001, Doosan Engine in 2010
and STX Heavy Industries in 2011. In 2012 the company produced the
world’s first hybrid turbocharger and development work continues,
with products including an electric assist turbocharger. WTG
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www.ResourcePowerGroup.com

Compressor squeezes Napier
into new markets
New compressor
stage increases airflow
and brings Napier’s
turbochargers to a
wider market of more
powerful engines
by Paul Gunton
BELOW: Napier’s new NT1-14
turbocharger – seen here under
construction on the company’s new
production line – benefits from a high
air capacity compressor
(credit: Napier Turbochargers)
www.mpropulsion.com Worldwide Turbocharger Guide 2016
Napier TURBOCHARGER MANUFACTURERS | 19
N
apier Turbochargers claims that
the pressure ratio of the NT1
series is the best in the business
for a single stage turbocharger
at 6.0:1 and that enginebuilders have
requested that these benefits be made
available across a wider range of engine
platforms and power outputs.
In order to achieve this within the
existing NT1 range envelope and to avoid
reducing efficiency, it would require as
much as 15 per cent more air capacity from
the turbochargers, the company’s head of
sales and marketing, Ewen Hamilton, told
Worldwide Turbocharger Guide. So work
began at the end of Q3 last year to design
a new compressor stage that could deliver
that extra airflow at the same pressure
ratio. During Q1 this year, the new design
was available for initial testing with
enginebuilder customers.
This development, from initial concept
might seem very quick but the basic
architecture of the turbocharger would
not be affected by the design change since
the pressure ratio would not change. “Our
finite element analysis proved that this was
well within the capability of the product
that was already tested and approved,” Mr
Hamilton said.
This new compressor stage has been
designated the ‘LC’ compressor, to
distinguish it from the existing ‘L’ version
originally designed for the NT1 series of
products, and both testing and validation
have been completed for this variant on
the NT1-10 turbocharger – the smallest of
the three in the range. Units have already
been delivered to enginebuilders with the
new LC compressor stage and the design
will be integrated in to the NT1-12 and
the NT1-14.
This extra airflow makes the
turbocharger suitable for higher-powered
engines, extending the range to 12MW
for an LC-equipped NT1-14 unit. When
applied to an NT1-10 turbocharger, it
could make it suitable for applications
where the larger NT1-12 would have been
specified previously, saving both space and
weight – up to 880kg, according to data on
the company’s website.
Although the LC compressor is now
available as an upgrade, not all applications
will need this extra airflow. Every new
engine goes through a process of validation
and application matching to review
the many parameters that contribute
to its operating profile so engines that
are matched to turbochargers using the
current compressor will not necessarily
benefit from switching to the new device –
unless a major engine upgrade is planned.
However, there may be situations
where retrofits with the new compressor
could be beneficial, Mr Hamilton
said. These could include some of the
company’s older 7 Series turbochargers –
of which many thousands are in service.
It might also include replacements for
competitors’ products or where efficiency
gains are needed as part of an IMO
compliance upgrade. WTG
20 | TURBOCHARGER MANUFACTURERS Napier

Tests get underway on Napier’s

largest turbocharger
Tests are now underway on Napier Turbocharger’s latest and
largest development, the NT1-14. It is already detailed on Napier’s
website as part of the company’s NT1 range of turbochargers,
which provide a pressure ratio of 6.0:1 – the highest available for
this sort of turbocharger, the company says.
At the time of last year’s edition of Worldwide Turbocharger
Guide, a test rig was being developed specifically for this model,
since the NT1-14 is larger than the other models in the range. This
was commissioned in December and represented a significant
investment, Ewen Hamilton, head of sales and marketing at Napier Napier Turbochargers has developed a new test rig for its NT1-14
Turbochargers, told Worldwide Turbocharger Guide. Tests began model (credit: Napier Turbochargers)
on the rig that month and a month later units were delivered to
enginebuilders for their own laboratory testing to get under way.
But this is just the start: validation testing through endurance
tests of several thousand hours’ running are expected to take stroke engines and its published data indicates that the NT1-14
place during Q4 this year and into Q1 2017, for which a land-based will be suitable for applications rated from 5-12MW. This rating
trial site has already been identified. Its first sales are expected to is based on it being fitted with the company’s new LC-type
be for land-based applications, Mr Hamilton said. compressor (see above), which increases the airflow by 15 per
Napier’s NT1 turbochargers are designed for large-bore four- cent compared with the current L-type compressor.

New tools for
new turbos
A new production line has been built at Napier’s
UK factory to building the NT1-14 turbocharger.
Because of its size, new tooling was necessary.
Trials in Q4 of last year were carried out using
larger versions of the equipment used for the
smaller turbochargers but it proved to be inefficient
so a new production method was devised.
A key difference is that the established
production method allows workers to manipulate
the turbocharger as they work on it; the new
technique has the turbocharger static, with the
technicians moving around it, Ewen Hamilton, head
of sales and marketing at Napier Turbochargers, LA parts
told Worldwide Turbocharger Guide.
The first of three build stations was installed
hub opens
early in the first quarter of this year and, after trials,
two more were added, completing the installation in
workshop
April. A further station can be added later if needed.
Creating this new production concept has not Napier turbochargers can now
increased production costs, Mr Hamilton said, but it be overhauled in Los Angeles in
has reduced the time taken to assemble each unit. a workshop that has been added
And it is a versatile installation. Although the NT1-14 to its Californian spare parts hub.
model is still in development and will not begin full It is operated by Turbonetics,
production for some months, the new assembly which is a sister company to
line is already in use for the NT1-12 model. “It Napier Turbochargers in the
increases our overall capacity and gives us more Wabtec group.
options,” Mr Hamilton said. Training and tooling was
provided towards the end of last
year and overhauls began early
this year. The workshop is well

Napier goes for gold against a range of parameters and Napier

Napier Turbochargers was granted
Caterpillar’s Supplier Quality Excellence
Process (SQEP) certification in November last
year and it plans to raise its status within the
scheme when it reapplies later this year.
The scheme recognises a range of factors,
in particular product quality and on-time
delivery, Ewen Hamilton, head of sales
and marketing at Napier Turbochargers,
told Worldwide Turbocharger Guide. It
awards certificates based on a supplier’s
performance over a 12-month period
was awarded a ‘bronze’ certificate. But Mr
located for marine customers,
commented Ewen Hamilton,
Hamilton is confident that it will reach the Head of Sales and Marketing
‘gold’ standard at its next assessment, one at Napier Turbochargers, but
level down from the top level, ‘platinum’. it will serve all of Napier’s
In a statement earlier this year he had said turbocharger markets.
that the company “worked tirelessly to ensure Napier has also recently
our performance and embedded processes added a service partner to its
mirror [Caterpillar’s] expectations and pre- global network: Barloworld
requisites” but said that it would “strive to Finanzauto in Gran Canaria.
improve upon this foundation.” It joins a network of
Asked what measures were being independent Napier service
taken to make that improvement, he partners that cover major
underlined the importance of inventory shipping locations in the
control and efficiency. Americas, Europe and Asia. WTG

Worldwide Turbocharger Guide 2016 www.mpropulsion.com

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22 | TURBOCHARGER MANUFACTURERS MTU
MTU TWO-STAGE TURBOCHARGING
SYSTEMS DESIGNED MEET ITS
SPECIFIC ENGINE NEEDS
Demands for emissions reductions also impact strongly on turbocharging requirements
R
olls-Royce subsidiary MTU, based in Friedrichshafen
Germany, has been a long-term manufacturer of
turbochargers and sees advanced turbocharging technology
as a key factor in the performance of its engines. Unlike
some other manufacturers, MTU develops its own turbochargers
and systems for specific application to its engine ranges and matched
exactly to individual applications. These are wide-ranging as MTU
produces engines for power generation, land based propulsion
applications and marine power and propulsion.
For turbocharger manufacturers, the challenges not only include
the need for high efficiencies, but also the ability to operate across
broad power and speed bands whilst still being capable of delivering
high boost pressures. Added to this, demands for emissions reductions
also impact strongly on turbocharging requirements and the designs
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
and features required in engine air systems. To reduce the levels of
diesel particulates and nitrogen oxides formed during the combustion,
features such as Miller timing and exhaust gas recirculation (EGR)
have been introduced, both of which impact on turbocharger
requirements and system designs.
Miller timing in particular drives the need for higher pressure
charge air to be delivered to the engine cylinders. Further to this,
additional downstream exhaust gas treatment my also need to
be added, in the form of selective catalytic reduction (SCR) or
a diesel particulate filter (DPF), which further impact upon the
conditions seen by the turbocharger. In MTU’s view, the turbocharger
performance and compatibility of the system with the engine is
therefore becoming ever more critical in both engine performance and
the achievement of necessary emissions levels.

MTU concluded at an early stage that traditional single-stage
turbocharging systems would not be sufficient to meet the needs
of many future applications and sequential turbocharging, where a
second turbocharger is brought into operation at higher engine loads,
would also not assist with increasing boost pressures. The company
therefore began the development of two-stage turbocharging
systems, with its first fully integrated system being installed on Series
1163 engine during the 1980s. Up to five sequentially-arranged
turbocharger groups with low and high pressure stages now allow this
engine to deliver up to 7,400kW of power.
The current MTU two-stage system ensures a high rate of charge
air can be delivered to the engine at all operating points and ambient
conditions. Low-pressure turbochargers provide pre-compression of
the intake air, which passes through an intercooler before undergoing
further compression in the high-pressure turbocharger stage. It is then
further cooled before delivery to the engine cylinders. Control of the
system is integrated into the MTU electronic engine management
system via its Engine Control Unit (ECU), which the company
developed in-house to exactly match product needs.
Two-stage turbocharging can be applied in two different
configurations. Sequential two-stage turbocharging operates in
a similar manner to sequential single stage systems. In the latter,
individual turbochargers are added sequentially, and in parallel, by
the operation of valves in the intake and exhaust system, which
respond to rises in engine speed and load demands. The sequential
two-stage system reacts in the same way but with matched pairs
of turbochargers – low and high pressure – being connected or
disconnected as required.
The regulated two-stage turbocharging system developed by
MTU also uses turbochargers arranged in series. However the
exhaust gas from the engine is divided such that part of the flow is
used to drive the high-pressure turbocharger turbine wheel with the
balance being diverted through a wastegate valve. All of this flow
then passes through the low-pressure turbine stage. The innovative
regulated system is now being applied to MTU’s Series 4000 engine
and, in locomotive applications, meets EU Directive 97/68/EC
Stage IIIB emission requirements.
inner housing wall
cooling water
outer housing wall
The two-stage turbocharging system developed by MTU
uses turbochargers arranged in series
www.mpropulsion.com Worldwide Turbocharger Guide 2016
MTU TURBOCHARGER MANUFACTURERS | 23
In-house turbocharger
design is the best option
MTU produces a wide range of engines for applications including
agricultural equipment, oil and gas, military use and marine service,
in power generation and primary propulsion configurations. The
turbocharging requirements of some of its engines can be satisfied
through the purchase of standard turbochargers but, for others,
MTU believes that its best option is to manufacture its own specialist
products to enable it to deliver the best performance from its engines.
As such, the company currently manufactures turbochargers
to meet approximately 50 per cent of its total demands engine
demands. Its present range covers five series, from the smallest
ZRT 12, through the ZRT 13, ZRT 35, ZRT 36 to the largest ZRT 57.
Although varying in scale, one of the design concepts is the use of as
many common parts as possible across the series. A further example
of this standardisation is the regulated two-stage turbocharging
system fitted to the Series 4000 engine for rail applications, where
all three turbochargers are identical. This simplifies production and
logistics and the supply of spare parts to users.
In addition to in-house turbocharger design allowing optimum
engine matching, systems can be configured to integrate efficiently
with engine designs. This means reduced air ductwork and a more
compact overall package, offering considerable installation benefits
for fast vessels such as coastal patrol craft and superyachts, where
space is at a premium.
Many engine service requirements are also becoming more
demanding, with greater numbers of load cycles and higher load
excursions. MTU has considered these increased demands in its
turbocharger products, optimising times between overhauls (TBO)
to bring these in line with engine maintenance schedules. For the
Series 4000 rail engine, for example, turbocharger TBO can be as
high as 15,000 hours, but the number of load cycles in the operating
pattern still has a bearing on recommended intervals. New designs
also take into consideration the increasing needs of industries to
control costs and maximise equipment up-time.
When a new MTU turbocharger is released, it has already been
subject to advanced analysis and optimisation of thermodynamics,
structural and mechanical design. It’s durability and casing
containment abilities will also have been evaluated before
bench testing is carried out. Finite element analysis is carried
out to ensure operating stresses are within safe limits and both
aerodynamic and thermodynamic performance will have been
analysed using computational fluid dynamics software. To offer
protection from the high thermal loads seen in turbocharger
operation, seals and bearings are thermally isolated and, where
necessary, water-cooling provided. To further limit critical
temperatures, designs incorporate water-cooling technology on
highly turbocharged engines, which reduces thermal loads on the
intercooler. For marine applications, the turbine is also housed in
a water-cooled casing, which further allows designs to meet the
SOLAS Directive that, for safety reasons, limits permissible surface
temperatures to within 220°C.
Further features have also been developed to enhance the
performance of the turbocharger in some applications. This
includes the option for variable geometry on the turbine stage on
some turbocharger products. This technology enhances efficiency
at lower turbocharger speeds and also helps the rotor to spool-up
more quickly under rapid load demand. WTG
24 | TURBOCHARGER MANUFACTURERS KBB
KBB PRODUCES TUBOCHARGER SOLUTIONS
FOR NEW ENGINE GENERATIONS
KBB continues to expand its ranges of single-
stage turbochargers while also developing
two-stage turbocharger technology
K
ompressorenbau Bannewitz GmbH (KBB) has
been developing and manufacturing exhaust-gas
turbochargers for large diesel and gas engines since
1953. More than 60,000 turbochargers have left the
company over a period of 63 years, boosting engines with an
accumulated output of more than 40GW.
KBB turbochargers are designed for four-stroke medium and
high speed diesel, gas, dual fuel and heavy fuel oil engines in
the power output range from 500 to 5000kW per turbocharger.
With substantial industrial experience in the development and
manufacture of turbochargers gathered over eight design
generations. The company has found its customers among
diesel and gas engine manufacturers all over the world with all
typical fields of application like marine propulsion and auxiliary
engines, stationary power plants as well as locomotive engines.
New turbocharging technologies have been under
development over the last decade in view of a range of
important requirements such as improved performance, low
lifecycle costs and reduced exhaust-gas emissions. These new
technologies include single-stage high-pressure turbocharging,
two-stage turbocharging as well as various exhaust-gas
recirculation (EGR) concepts. It is not yet clear which of these
technologies will dominate the market in the future. However,
KBB is prepared to cover all future customer demands with its
turbocharging portfolio and solutions.
On the one hand gas engines tend to make use of two-stage
turbocharging systems to use the benefit of the intercooling for
better performance. On the other hand, diesel engines have to
include new engine technologies, like exhaust gas recirculation
(EGR) or aftertreatment systems, to manage the trade-off
between emissions and specific fuel oil consumption demands.
Dual fuel engines, being more or less a combination of both
engine types, are characterised by much higher compressor
pressure ratios for diesel mode in comparison to gas mode.
This poses new challenges for single-stage turbocharging
due to the demands posed by high pressure ratios and wide
compressor maps for mode switching. In the majority of cases,
the effectiveness of all these new technologies depends on
optimised or even customised turbocharger solutions.
KBB’s seventh generation single stage, high-pressure
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
KBB offers a new compressor family for the
ST27 series of single-stage turbochargers
turbochargers from the ST27 series are suitable for engines
with an output range from 300kW to 4,800 kW and have been
developed for operation with pressure ratios of up to 5.5:1 to
satisfy the demands of IMO II engines. Since 2010 more than
3,500 units having been installed in more than 100 different
versions. The cumulative number of running hours for these
units amounts to 21 million.
As announced in 2015 the next step in turbocharger
development is ongoing to further increase the pressure ratio
for single-stage turbocharging to reflect the requirements
of new engine generations. The company will offer a newly-
designed compressor family for the well-accepted turbocharger
series ST27 to fulfil the pressure ratio requirements up to 6:0
for the engine maximum continuous rating. The new portfolio
will be launched on the market in 2017.
The performance of turbocharged engines can be improved
significantly by increasing the charging pressure even further.
This is also true for the reduction of emissions so that exhaust-gas
after treatment is not necessary. The exhaust-gas turbocharging
process has to generate pressure ratios of more than 6:1 on the
engine with a simultaneous increase in the overall turbocharging
efficiency. Two-stage turbocharging with intermediate cooling
satisfies these requirements. Since 2013, KBB has been offering
exhaust-gas turbochargers for such a two-stage turbocharging
system under the name K2B (Knowledge to Boost). They provide
the possibility of turbocharging diesel, heavy fuel-oil and gas
engines with an engine output between 0.5 and 5 MW. The

maximum pressure ratio of a turbocharging group comprising a
low-pressure stage and a high-pressure stage may be 10:1.
First series operation of the K2B turbocharging technology
started in the beginning of 2014 on a newly designed main
propulsion engine for a vessel. This led to an increase of up to 8
per cent turbocharging efficiency against a standard single-stage
turbocharger at the same pressure ratio. This was a further benefit
for the overall engine performance. The K2B turbocharging system
was also subjected to performance and endurance tests on
several spark-ignition gas engines.
Unlike MDO or HFO marine applications, these engines have
much higher exhaust-gas temperatures of over 650°C before
turbine and the most common operating regime is full-load
operation. As a result, the demands on endurance and full load
performance are very challenging. But results after these tests on
gas engines confirm the high potential of two-stage turbocharging
with a K2B system..
The new ERT20 EGR turbocharger was developed by KBB
and successfully tested on the engine test rig for single-stage
turbocharged diesel engines in an output range between 0.5
and 1.5 MW. The biggest challenge of EGR operation that KBB
faced during all the tests was not the complex system and
turbocharger matching process, as may have been expected, but
the turbochargers' corrosion and fouling. There is also a demand
for effective exhaust gas recirculation (EGR) solutions in the field
of diesel engines. The combination of one-stage turbocharging
and HP-EGR in particular offers an alternative to exhaust-gas after-
treatment in locomotive and marine applications.
The main challenge here lies in the matching of the
Since its launch in 2014, the K2B system has
been installed on several diesel and gas engines
www.mpropulsion.com Worldwide Turbocharger Guide 2016
KBB TURBOCHARGER MANUFACTURERS | 25
compressor and turbine design due to the atypical turbocharger
operating conditions in a high-pressure EGR system. Additional
requirements are high durability at EGR specific entry conditions
with intake temperatures of up to 140°C and sufficient wear
resistance against condensate and particle impact on compressor
side. Conventionally designed exhaust-gas turbochargers require
considerable redesign to achieve efficiencies in these conditions.
KBB has therefore developed an EGR turbocharger that goes
by the name ERT20 especially for diesel applications with an
engine output range between around 0.5MW and 2MW. The
ERT20 is based on an oil-cooled exhaust-gas turbocharger
with a radial turbine as used in commercial vehicles. Due to the
more severe operating conditions in EGR operation, only the
turbocharger shaft, the shaft bearing and individual screwed
connection elements of the original series-produced turbocharger
were used in the new product. All other ERT20 components were
newly developed or modified. New features of the turbocharger
include speed measurement and a modified oil supply. Apart
from maximum turbocharger efficiency, the focus is primarily on
reasonable costs and an acceptable service life.
The new EGR turbocharger was successfully tested on the
engine test rig for single-stage turbocharged diesel engines. The
biggest challenge of EGR operation that KBB faced during all the
tests was not the complex system and turbocharger matching
process, as may have been expected, but the turbochargers'
corrosion and fouling. KBB has approached the project from
design and thermodynamic points of view and developed different
use-specific solutions to greatly enhance the turbochargers'
performance and service life in EGR operation. WTG
Istanbul Deri Organize San. Sitesi. 1.Yol X5-A Parsel Aydinli-Orhanli Mevkii Tuzla, Istanbul

Tel: 0090 216 394 04 73/74 Fax: 0090 216 394 04 75

info@istmarin.com

24/7 Call: 0090 532 682 90 97


HIGH-EFFICIENCY TURBOCHARGERS
FOR MEDIUM- AND HIGH-SPEED ENGINES
T
he PBS business has a history of turbocharger production
that dates back 60 years. Today, trading as PBS
Turbo s.r.o., the company is a significant manufacturer
of turbochargers for marine, locomotive and other
motive-power applications.Since 1997, the company has been
established as a joint venture between MAN and PBS and has
been wholly-owned by MAN Diesel & Turbo since 2005. Today,
PBS Turbo – based at Velká Bíteš in the Czech Republic – runs its
own technology programme but also works in close conjunction
with MAN Diesel & Turbo on key projects.
In recent years, PBS Turbo has become key supplier to
engine builders around the world. A clear focus on TCR
turbochargers, with a power range of up to 2,700kW per
turbocharger, allows PBS Turbo to act as an independent
turbocharger supplier.
While MAN produces turbocharger sizes from TCR20 and
up, PBS Turbo produces all small-size turbochargers from
TCR10 up to TCR18. With this portfolio, PBS Turbo covers
multiple turbocharger applications for high-speed and medium-
speed engines.
Besides production, quality control and validation, engineering
is also a key competence at Velká Bíteš where the continuous
development of TCR turbochargers is especially important.
Depending on the application in question, PBS Turbo offers
several customer-specific designs and, in certain instances, even
develops custom solutions where standard solutions are not quite
the right fit.
Ivana Kratka, head of sales for PBS Turbo, said: “For us, it is
vital to have engineering resources sited locally. Engineering
needs to be close to production and validation so we can
efficiently test new designs but this also gives us a flexibility
that is really appreciated by our customers. As a result, we can
concentrate on individual customer requirements and deliver a
quick response time. Allied with the technical support we receive
www.mpropulsion.com Worldwide Turbocharger Guide 2016
PBS Turbo TURBOCHARGER MANUFACTURERS | 27
PBS Turbo at the
CIMAC Conference
from our colleagues in Augsburg, these are important factors in
our success.”
Besides the continuous development of TCR turbochargers, PBS
Turbo also takes part in several MAN Diesel & Turbo key projects.
A recent example of this is the Electrical Turbo Blower (ETB)
used in MAN Diesel & Turbo’s Exhaust Gas Recirculation (EGR)
system, which is a key technology in the emissions control of the
company’s two-stroke, marine diesel engines. The scope of the ETB
joint research and development programme covered all aspects of
the product – including design, simulation and testing – and was
introduced during this year’s CIMAC conference in Helsinki that PBS
Turbo participated in and where it also had a stand.
As previously mentioned, apart from collaborating on the
development of new products and technologies with MAN Diesel
& Turbo, PBS Turbo maintains a strong focus on the continued
production of its own, conventional turbocharger product ranges,
which currently include the NR/R, NR/S and TCR series.
At the top end of the present portfolio are the successful TCR
products, with a range of frame sizes capable of delivering charge-
air for engine powers up to and beyond 2,700kW per turbocharger.
Sales growth for these products has been strong and new frame
sizes continue to be introduced both at high and low ends of the
capacity range.
With peak efficiency levels – i.e. as much as 70 per cent – TCR
turbochargers can achieve pressure ratios of 5.4 to 1, helping engine
manufacturers to meet emission limits and keep fuel consumption to
a minimum. TCR Turbochargers can run on all fuel types.
Until today, PBS Turbo was reported to have built 120,000
turbochargers in Velká Bíteš a number that has grown since
owing to the strong growth of the PBS turbo business with
various engine builders that has enabled PBS Turbo to increase
annual production. PBS Turbo was an exhibitor at this year’s
CIMAC conference in Helsinki and also regularly participates at
SMM in Hamburg. WTG
28 | TURBOCHARGER MANUFACTURERS HS
New Hedemora HS Turbocharger
now on factory test
H
edemora Turbo and
Diesel, based in the
town of Hedemora,
Sweden, has firmly established
its position as a turbocharger
manufacturer in recent
years through the success
of its HS4800 and HS5800
products. In an interview with
Worldwide Turbocharger
Guide, the company has
revealed that it has now
developed a new, higher
capacity product to the point of
in-house prototype testing.
“We realised that there
was an opportunity for us to
develop an increased capacity
turbocharger to extend our
range.” said Ernst Dahlin,
senior sales manager. “We
have maintained the same
interfaces as the current
HS5800, which makes the
new turbocharger attractive for
retrofit opportunities as well
as new engine applications”.
Designated the HS7800, the
product builds on technology
already well proven in
current turbochargers but
key components have
undergone redesign to provide
increased flow, particularly the
compressor and its casing. Mr
Dahlin went on to explain that
“We have based the design
on similar pressure ratios
to current products but the
improvements made have
enabled the air flow-rate to be
raised to over 8kg/s, compared
to the typical 5.8kg/s available
from the HS5800.”
Turbocharger speeds are
reportedly similar to current
products and the compressor
design is such that
temperatures are held within
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
The HS7800 is currently under in-house testing
material limits, so design
life can be achieved without
any new impeller cooling
features. Aspects of the new
turbocharger have, however,
presented challenges for the
company, both aerodynamic
and mechanical. In addition to
revised compressor design,
one critical component is the
thrust bearing, the capacity
of which will be increased
to allow for the increased
loading resulting from
higher flow-rates. The same
pressure-fed bearing designs
are being retained and works
testing will include detailed
evaluation of the bearing
performance and resilience, to
ensure that a 24,000 hour life
can be reliably achieved.
As with many businesses,
Hedemora has not been
immune to the slowdown
of the market but has
maintained its position
and its employee base
during the past year, taking
the opportunity to re-
direct efforts to product
development. All technology
development work is now
based in the Hedemora
facility where it also has its
dedicated rig test facilities.
A degree of upgrading work
has been carried out on these
to accommodate the higher
air flow-rates of the HS7800.
Hedemora has continued
to develop relationships
with a range of customers
and has a number of units
on validation trials, including
with users in South America,
where it continues to see
significant business potential.
The company also has other
up-coming projects for new
rail users and, based on
installed units and potential
new business, the lifting of
sanctions on Iran will present a
further major opportunity.
From a marine market
perspective, Hedemora has
recently secured approvals
from the Russian Maritime
Register of Shipping (RS) for
application of its HS4800
and HS5800 products.
This will provide immediate
opportunities for retrofits
in marine applications and
Hedemora is confident that
new unit business will follow.
The company also intends
to pursue approvals through
other major class societies
and references from RS
approved installations will
help in gaining these.
The Hedemora range is
currently represented by
HS430 and HS550 water-
cooled turbochargers along
with the core HS4800 and
HS5800 products to which
the new HS7800 is being
added. These are capable of
delivering air requirements
for engines with equivalent
powers of 740kW to 3,700kW
per turbocharger, extending
to 4,200kW with the HS7800.
Delivery pressure capabilities
are based on ratios of up
to 4.5 to 1. Based on the
new design of the HS7800,
Hedemora is also planning
to introduce further new
turbocharger models, to
complete the step between
the HS5800 and HS7800.
The name Hedemora
Turbo & Diesel has recently
been changed from Drivetrain
Sweden to better reflect
Hedemora’s history in diesel
engines. The company is now
a direct part of the Engenco
Ltd., of Australia, and will next
be exhibiting at InnoTrans in
Berlin, in September 2016. WTG
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Two-stage turbocharging
brings Wärtsilä benefits
In its presentation
at the recent
CIMAC Congress,
Wärtsilä outlined its
experience with two-
stage turbocharging
W
ärtsilä has
performed full-
scale engine tests
with advanced Miller timing
and two-stage turbocharging
on diesel engines in the
Engine Laboratory since
2006. The main objective
was to explore the potential
of advanced Miller timing
as a means to reduce
NOx emissions and fuel
consumption and also to
explore the potential for
increased power density.
In total, eight test engines
of different types, including
a single-cylinder research
engine, have been tested
since then at an overall
pressure ratio of up to 13 and
brake mean effective pressure
(BMEP) of up to 36 bar. The
total operating time of these
engines was 11,400 hours, and
most of the operation was on
heavy fuel.
With gas engines, both
spark-ignited gas (SG) engines
and dual fuel (DF) engines
testing started in 2011. The
main objective with these tests
was to explore the potential for
an increased BMEP through
a widened operating window
between knock and misfiring
www.mpropulsion.com Worldwide Turbocharger Guide 2016
limits. Considerably higher
engine efficiency was also
expected. In total, six test
engines of different type and
size, including a single-cylinder
research engine, have been
tested. The total operating
time of these test engines is
6500 hours. A BMEP of up to
32.5 bar was reached without
facing problems with self-
ignition and knocking.
The main principles for the
design and layout of two-stage
turbocharged engines have
been clear and consistent from
the beginning. The target is
to reach a compact design
and dimensions by building all
modules and components that
are related to turbocharging
on the engine and, meanwhile,
maintaining excellent engine
dynamic properties and good
serviceability. These targets
The Wärtsilä 31 engine is one of the engine types to have resulted
from the company’s research
Wärtsilä ENGINEBUILDER | 31
are valid for all medium speed
diesel and gas engines. Recent
engine developments with the
two-stage system prove that
the highest efficiency can be
reached with a compact design
while the engine dynamics
still meet the same targets
as previous Wärtsilä engines
despite of the added mass due
to two-stage turbocharging.
In order to make full use
of the potential of the two-
stage system, fundamental
development on other
technology areas has been
carried out as well. For
instance: variable valve timing;
fuel system performance and
flexibility; engine controls;
and peak pressure capability.
Based on this development,
two engine types have been
released for production: the
Wärtsilä 32-based W20V32TS
in 2014 and the most efficient
medium-speed engine family
Wärtsilä 31, including diesel,
DF and SG versions, in 2015.
Extensive experience
collected from the long
series of two-stage testing on
Wärtsilä engines has realised
a number of benefits, revealed
prerequisites for optimum
utilisation and verified the
targets set for the design and
performance. With two-stage
turbocharging, the engine
output and BMEP can be
increased and, simultaneously,
both the fuel economy and
environmental footprint can
be improved.
On the performance side, it
is also shown that the loading
capability and high altitude
performance are improved,
compared to one-stage
charging. On the other hand,
variability in valve operation,
full set of control valves and
elevated peak pressure
capability are required to be
able to fully utilise the potential
available with two-stage. From
a mechanical and design point
of view, Wärtsilä believes it has
proven that it is possible to
build a two-stage system with
all components built on the
engine without any compromise
in compactness, safety,
serviceability and reliability.
This gives customer benefits
in lifecycle and operating
cost, load-aking ability, power
density and compact design.
Improved lifecycle and
operating cost is gained by
better fuel efficiency and power
density. Faster load taking
ability is offering better fit e.g.
for many back up and peaking
power plant applications. Good
altitude capability gives higher
power density and possibility
for reduced investment for high
altitude plants. Compact design
with high power density saves
space in engine room and
plant design. All in all two-stage
turbo charging is giving various
possibilities for improved
business case in many kind of
engine applications. WTG
32 | ENGINEBUILDER Mitsui
MES PLANS NEW THS OPTION
Tests will begin in the next few
months of a new arrangement for
MES’s energy-saving THS concept
J
apanese enginebuilder Mitsui Engineering & Shipbuilding
(MES) is developing a new version of its turbo hydraulic
system (THS) for transferring excess energy from a
turbocharger’s rotor shaft.
This has been a feature in past issues of Worldwide Turbocharger
Guide, which have tracked its development from its initial ‘recover’
concept – in which a hydraulic pump took the excess energy from
the turbocharger to a hydraulic motor connected to the engine – to
the opposite ‘assist’ arrangement, in which engine power would be
used to improve the turbocharger’s performance at low engine load.
All the THS installations made so far have used the ‘recover’ layout.
Now, MES is working on a further refinement. Instead of using
the turbocharger’s excess power to directly augment the main
engine’s power, the hydraulic pump’s output will be used to operate
the engine’s fuel injection pump and exhaust valve actuator via the
engine’s accumulator block, as shown in the diagram on this page. In
this version, the hydraulic motor will be eliminated from the system,
which will reduce the number of parts and optimises the hydraulic
system, MES believes.
MAN Diesel & Turbo’s ME engines use hydraulic power to
activate those two components, powered by hydraulic pumps.
On ME-B engines, these are driven by electric motors but on
ME-C engines, these pumps are driven by the engine via a gear
or chain drive, using some of the engine’s power. The new THS
arrangement will supply the hydraulic power to these items and
any excess energy will be led to the hydraulic pump on the engine
to help drive the crankshaft using the pump as a motor.
Masaki Ohtsu, a technical advisor at MES, told Worldwide
Turbocharger Guide that most of the ships so far fitted with
a THS are probably sailing at low engine loads “where
THS cannot show its effectiveness,” and said that this new
arrangement will be trialled on its test engine before the
end of the current fiscal year, which ends next March. Once
development work has been finished, this version will replace the
previous arrangements as the standard THS model, he said.
MES TCA TURBOCHARGER PRODUCTION
TCA55 TCA66
2012 4 118
2013 40 88
2014 91 59
2015 80 67
2016* 71 68
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
At lower powers, he explained, it is necessary to increase the
scavenging pressure by using the auxiliary blowers, for which the
‘assist’ mode was developed. This will still be possible with the
new arrangement by using the hydraulic pumps on the engine to
supply hydraulic power to both the engine control gears and to
its turbocharger.
Eight engines are currently in service with a THS, all delivered
on newbuildings from Tsuneishi Shipyard. The engines are all
MAN Diesel & Turbo 7S50ME-B9.3 machines fitted with the
same manufacturer’s TCA55 turbochargers. “We hear nearly
nothing from the ships, which means that everything is fine,”
Mr Ohtsu said. Seven more similar engines with THS are on
order for newbuildings at that yard while Namura Shipyard will
be installing three 6G70ME-C9.5 engines fitted with TCA77
turbochargers and THS units.
MES is the longest-standing of MAN Diesel & Turbo’s
licensees and was the first licensee for MAN Diesel & Turbo’s
TCA turbocharger. As the table on this page shows, the TCA55
turbocharger has continued to grow in popularity since its
introduction in 2012 in response to growing demand for engines of
up to 50cm cylinder bore and in response to a trend towards lower
powered de-rated engines.
At the other end of the range, the TCA88 has seen its
numbers decline at MES but it is still a vital part of the builder’s
portfolio. It currently holds an order for two MAN Diesel &
Turbo 11S90ME-C9.2 engines that will be fitted with TCA88
turbochargers, with work on those starting next year. MES also
supplies the TCA44 turbocharger, but these are obtained as
complete sets by MAN Diesel & Turbo in Germany.
As mentioned in last year’s edition of Worldwide Turbocharger
Guide, MES is working with MAN Diesel & Turbo on the
development of its next generation of turbochargers, the TCT range,
which is described elsewhere in this guide. “We will cooperate with
MAN Augsburg in the form of some service tests or shop tests,” Mr
Ohtsu said, “and we look forward to those new turbochargers.”
Not every engine that MES builds is fitted with an MAN Diesel
& Turbo turbocharger, however: it currently has two large orders
that will be fitted with Mitsubishi units. Ten 11S90ME-C10.5
engines will each be fitted with three MET66MA turbochargers
while three MET71MA turbochargers will be fitted to each of 13
11G95ME-C9.5 engines. The enginebuilder has considered taking
taking a licence for ABB or Mitsubishi turbochargers, Mt Ohtsu
said, “but so far we have not decided to go for that.” WTG
TCA77 TCA88 TOTAL
21 30 173
13 9 150
12 8 170
19 5 171
14 1 154
 2016
service section
guide

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 advertising features SERVICE PROFILES | 35

CoroLand benefits from fleet expansion and overseas partners

CoroLand has developed from its local turbocharger service and
supply industry to overseas customers including shipowners and
land power plants.
Leading shipowners never stop their aggressive investments in
fleet expansion while the shipping market’s tough economic situation
is far from ending. CoroLand offers a focused solution to the rapidly
increasing need for reliable turbocharger services and suitable parts.
CoroLand carried out turbocharger services for dozens of
shipowners’ newly-purchased vessels in the first year of 2015
Balancing a turbocharger rotor in
CoroLand’s workshop (credit: CoroLand)
and supplied parts for even more vessels. Services have been
performed on models including MAN’s TCA66, TCA77, TPL77,
TPL80, TCR12, NR17S, NR20S; Mitsubishi’s MET66SE; IHI’s
AT14 and RH203.
From the company's turbocharger service station in Shanghai,
a complete range of services are offered: welding, machining,
heat treatment, surface hardening and reconditioning. Its work is
supported by a partner engaged in the offshore sector and with
nuclear power station work.
CoroLand has carried out dynamic balancing for customers’
rotors and complete cartridges suitable for turbochargers from
ABB’s TPS, IHI’s AT14 and RH and MAN’s NR12S and NR17S
models more than 50 times in the first half of this year.
Today, stationary power plants play an important role in
CoroLand’s business. During the past two years, it has been especially
successful in supplying turbochargers to land-based power plants in
Latin America and South-East Asia.
It also now works with a group of service stations whose
previous approval from a major engine OEM has not been renewed,
providing service assistance and supplying parts to those service
stations, which it believes share its professional outlook as demand
for their services has increased.
CoroLand also makes its own facilities available to others,
saying that it cooperates and keeps an open mind towards
technical and quality-oriented third parties. It will carry out
work on their behalf and even allow them access to its workshop
facilities, including its dynamic balancing machine and other
special tools.

Daewin offers compete turbocharger service

Shanghai Daewin Marine Parts has a professional team with
a strong technical background. It can provide not only reliable
replacement parts for marine turbocharger parts, but can also
manufacture according to customer’s sample or drawing. Besides the
spare parts supply, it also provides recondition and repair service.
Daewin works to the highest standards and each component
that enters the warehouse under a series of rigorous checking,
Daewin prides itself on being an independent company ensuring the
flexibility to offer services for all models of marine turbochargers.
Daewin provides turbocharger maintenance, repair and
overhauling of all turbocharger types, providing 24-hour services,
seven days per week. It provides the turbocharger repair service to
all of China’s Main ports, especially Shanghai.
Because shipping is a risky business with movable parameters,
Daewin also provides a 24-hour action team that can take
responsibility for all aspects of a breakdown from supply of spare
parts to organising logistics.
Daewin understands that customers need at all times to be
certain of high levels of product quality and professional service. Its
core efforts are therefore focused on maintaining high efficiency
service to its customers. The company would be delighted to hear
feedback as well as proposals and suggestions.
Daewin also focuses on continuously improving and expanding ABOVE: Daewin provides maintenance, repair
its global service network. and overhauling of all turbocharger types

www.mpropulsion.com Worldwide Turbocharger Guide 2016

 36 | SERVICE PROFILES advertising features
Globe modifies components to meet flow
rate and pressure ratio requirements

Globe Turbocharger Specialties

excels in flow rates
Globe Turbocharger Specialties has been providing new and rebuilt
turbochargers and components to the diesel locomotive, marine and
power generation industries for more than 30 years. It has worked
with several low and medium-speed engine manufacturers to
retrofit legacy engines, providing them with re-engineered and new
aerodynamic components specifically designed to achieve new flow
requirements, thus meeting the newest emissions criteria.
It also has experience of manufacturing turbochargers itself, as a
result of its 1998 purchase of the assets and manufacturing rights of
the Alco Turbocharger.
Through the use of computer-aided design and flow simulation
software, Globe can match, create, or modify a turbocharger’s
various aerodynamic components to meet specific engine flow rate
and pressure ratio requirements at several operating conditions,
whether a high- or low-pressure ratio is required.
In many instances, subtle changes such as impeller flow
reductions, re-designs of vaned diffusers and modifications to the
turbine inlet area will result in significantly increased turbocharger
efficiency and reduced turbine inlet and compressor discharge
temperatures, thereby decreasing fuel consumption and reducing
emissions. Re-evaluating compressor- to-turbine component
matching for maximum efficiency is another area of expertise.
To ensure all technical requirements are met, Globe has partnered
with the Natural Gas Machinery Laboratory (NGML) at Kansas
State University. The NGML provides Globe with a testing facility
that also provides objective third-party test data to its customers.
A complete mapping of the turbocharger’s aerodynamic
performance validation, vibration analysis and mechanical
performance validation ensures customer satisfaction.
For example, a low pressure ratio turbocharger built with new
and modified aerodynamic components was shown to meet the
desired engine flow requirement within 1 per cent with high
efficiency and ample surge margin. In another installation, by
modifying a few key aerodynamic components the design point
compressor efficiency was increased by 7 per cent while increasing
the available surge margin and reducing the required gas power
by nearly 12 per cent. In both instances the turbocharger’s main
casings, flange locations, oil and cooling water requirements and
auxiliary systems remained unchanged.

IMT provides quick and quality repairs in Turkey

Time has always been a major
factor in the shipping business,
especially when vessels are in
need of repair. Shipowners
always look for a company that
can be ready in a short period
of time during tight repair
schedules and transit passages
that offers quality service,
said Istanbul Marine Turbine
(IMT) executive and sales
manager Metin Gungoren.
Beyond that, the need for
a reliable service partner
during shipyard periods is
indispensable, he added.
The company’s 1,400m2
technical facility includes
workshops, offices, a warehouse,
bearing and oil pump
reconditioning room and
a blade welding room. It is
situated close to the Bosphorus
and Tuzla – the main shipyard
area in Istanbul – and IMT
also has affiliate service
companies in the ports of
Izmir and Mersin. This makes
it capable of carrying out
turbocharger service and repairs
to meet its customers’ needs all
around Turkey.
Among the tools available
to its engineers are glass
bead blasting machines and a
number of cleaning machines,
using hot water, high pressures
and chemicals. Cleaned or
repaired rotors have to be
balanced – especially those
that have had blades replaced
– which has to be done by
a specialist. IMT has three
balancing machines and can
balance all types of rotor.
IMT can supply new and
reconditioned parts, such as
bearings, oil pumps, rotors,
casings, nozzle rings, turbine
blades and compressor wheels,
for all types of turbochargers.
IMT was established in
1992 and has experienced
significant growth since the
arrival of Gursel Tezcanli
and Demir Holat, the two
shareholders. The company's
history spans more than 20
years and it believes that
its reputation entitles it to
be considered as one of the
leading turbocharger servicing
organisations in Turkey.
IMT is an authorised
service centre and genuine
spare parts supplier of Napier
Turbochargers of the UK, KBB
Turbocharger of Germany,
STX Turbochargers of Korea,
Mitsubishi MET of Japan and
SKBT Turbochargers of Russia.
With service engineers trained
in the UK for Napier, in
Nagasaki, Japan, for Mitsubishi
MET, in Dresden, Germany,
for KBB and in Penza, Russia,
for SKBT turbochargers,
the company combines its
long turbocharger experience
with the latest training
methods and developments in
turbocharger technology. Its
service engineers’ experience
and training allows them to
deal with every breakdown and
routine maintenance needed on
site and in the workshop.
IMT is also a part of the
global turbocharger service
network and a service partner
of Engine Partners. The
company’s effective sales policy,
dynamic response and proactive
business manner enable IMT
to satisfy its customers’ needs
for turbocharger service.

www.mpropulsion.com
IMT can carry out a full range of repairs on the
leading makes of turbochargers (credit: IMT)

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World Wide Waiver Services
Independent Waiver Service BV (IWS) is the first European waiver
office which its main focus on creating waiver documents. We are
able to create waiver documents world-wide from any loading port
to any waiver required country.
Waiver Certificates are required by certain African countries. They
are needed to control and manage the import and export effectively.
For all cargoes, the shipper or its forwarder is obligated to issue a
Waiver document in the port of loading. At transmission of the
document a unique waiver number is generated which is required
to be mentioned on the B/L. Cargoes arriving without valid Waiver
document will be blocked for delivery by the local customs.
Why choosing IWS?
• KNOWLEDGE
When creating a waiver document you should be aware of the most
recent legislations of each single African country for which a waiver
is required. Just leave this with us and focus on your core business!
www.mpropulsion.com Worldwide Turbocharger Guide 2016
advertising features SERVICE PROFILES | 37
IWS
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To get a waiver validated you need to get in contact with different
authorities and embassies. IWS has built a strong network. Hence
we receive all necessary documentation in time we can get a
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Thanks to our transparent fees, you know what to expect.
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establish a waiver for your customer without risking to lose it. We
are no competition at all!
With a specialised team of professionals we provide you an
excellent service in which we act as an independent intermediate.
Our procedure is quite simple. You send us the necessary
documents and we take care of the validated Waiver document.
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38 | SERVICE PROFILES advertising features

MTD celebrates
30 years of success
The historic heart of the port of Genoa is still home to a dense
network of companies operating in various segments of the shipping
industry. La Meccanica Turbo Diesel Srl (MTD) has been part of this
network since 1986 and is celebrating its 30th anniversary this year.
MTD specialises in maintenance, spare parts, servicing and
regeneration of turbochargers of all types and for all applications. It
currently employs 30 people and handles all the processes in its own
workshop of 1,400 square meters on which it has invested considerable
resources for new equipments and skilled and trained human resources.
The company can deal with a wide range of turbochargers installed
on propulsion and auxiliary engines belonging to vessels ranging from
pleasure craft to large cargo ships and the latest passenger vessels.
Today the activities of MTD are divided into almost equal
parts between the maritime and industrial sectors. The company is
structured and organised in order to operate in a flexible, fast and
efficient way and to satisfy customers’ needs and requirements. MTD
is fully committed to a quality policy and has been certified by RINA
in compliance with ISO 9001:2008 for 12 years. The core business is
turbochargers even if in 1994 MTD decided to diversify its activities
and to create a company called “F.B.R. Service”, which is specialised
in automation, pneumatic and electronic field.
MTD is an authorised service station for MHI MET
turbochargers KBB, Mitsubishi Heavy Industries UE Engines and
Turbo Partners/ STX and Dantec Dynamics. LMTD carries out a wide range of servicing activities

Since Marine Partner requirements from clients all

Marine Partner caters for (MP) was set up in 2003 over the world, it develops

the ‘3H’ conditions in Shanghai by a couple

of marine engineers and
manufacturers, ‘reliable’
has always been the
fundamental motto for
everyone of MP’s employees.
It fully understands that
a turbocharger has to run
under ‘3H’ conditions – high
temperature, high pressure
and high speed – so it is
always trying its best to offer
turbocharger parts and service
according to their original
standards. In this endeavour,
the company believes it has
been successful.
As a turbocharger
specialist, Marine Partner
manufactures most spare
parts of all common types of
turbochargers. It also regularly
machines spare parts from
drawings or can reverse-
engineer from samples, even if
MP’s teams work around the clock to meet the they have been used.
emergency service requirements of its clients In order to meet
new products using its
strong technical ability. This
expertise is supported not only
by the factory’s 20 years of
turbocharger spares machining
experience, but also by a
quality control team that has
many years of experience of
repairs on board.
MP employs well-trained
and certified technicians
who have gained rich
experience from working for
turbocharger OEMs such as
ABB and MAN. MP’s teams
work around the clock to
meet the emergency service
requirements of its clients.
MP understands that
reliability is of the utmost
importance when it comes
to products and services. It
provides quality service backed
by in-depth knowledge and
innovation. The company’s
guiding principle is that
‘reliable means value’.

Worldwide Turbocharger Guide 2016 www.mpropulsion.com

 PowerFal recently
undertook retrofit
of 8x Napier NA355
turbocharger units

PowerFal continues to deliver

a comprehensive service
PowerFal has been providing a comprehensive technical and
service facility for all makes of turbochargers since January 1995. It
supports numerous marine and industrial customers from its well
equipped workshop and office near the international deep water
port of Falmouth in Cornwall.
As a service company the nature of Powerfal’s work is espoused
in sustainability and environmental awareness. Its mission is to
restore the customers’ product as closely as possible to its optimum
condition within the boundaries of the technical or financial
parameters specified. By aspiring to this goal its end product
results in delivering its customers reduced emissions and increased
efficiency. It also strives to ensure its workshop practices are passed its third audit maintaining its Achilles certification for 2016.
environmentally responsible to comply with ISO 14001 standards. PowerFal’s turbocharger service division is supported by other
PowerFal has for many years operated a quality management services within the organisation. These include diesel engine and
system to ISO 9001:2008. It is experienced with industrial ancillary maintenance and repair, also specialist cleaning including
turbocharger units as well as marine applications and in 2013 it chemical, ultrasonic and vapour blast of marine and industrial
decided to apply for inclusion on the Achilles Utilities Vendor components and systems.
Database. This is a list of pre-qualified suppliers that was established PowerFal has recently completed major overhaul and
nearly 20 years ago to support the UK’s utility industries, but which refurbishment of 4 x ABB VTR401 turbocharger units for Royal
is now used by others – in particular by ports and airports. Fleet Auxiliary vessel Argus and retrofit of 8 x Napier NA355
PowerFal underwent auditing and assessment for this and in turbocharger units to replace obsolete HP300 units.
January 2014 achieved accreditation. The company has recently PowerFal is an authorised repair agent for Mitsubishi turbochargers.
40 | SERVICE PROFILES advertising features
Royston is UK's only Napier
authorised service centre
O
ver 40 years of specialist turbocharger expertise that
includes a dedicated engineering team and the supply
of genuine parts has helped Royston build a worldwide
reputation for high-quality repairs to turbochargers.
Royston specialises in repairing, servicing and refurbishing all
types of diesel engines and this expertise includes overhauling,
balancing and re-blading all types of turbochargers.
Royston is the UK’s only Napier-authorised service centre.
The longstanding relationship between the two companies gives
customers in the marine and maritime sectors the option of using an
officially approved service provider capable of maintaining all OEM
product certifications and approvals.
As part of this role, Royston has made a substantial investment
in the bespoke overhaul tool kits, spares and equipment that are
needed to ensure that all Napier turbocharger repairs and servicing
are carried out in complete compliance with required specifications
and technical standards.
Royston’s engineers are fully Napier-trained and its authorised
service centre status means that only genuine parts are used in
turbocharger repairs. OEM engineering standards are maintained
during all repairs, ensuring the highest component quality and
optimum turbocharger performance.
For Napier, the company’s capabilities extend from the current
5- and 7-Series models, through the earlier SA range of the 1970s,
right back to the MS-HP range of the 1960s.
Worldwide Turbocharger Guide 2016 www.mpropulsion.com
LMTD carries out a wide
range of servicing activities
In addition, under a ‘supply-only’ option, Royston carries all
current Napier turbocharger overhaul kits, with same-day despatch
of spares and parts from stock for immediate worldwide delivery,
ensuring that repairs can be completed quickly, reducing vessel and
engine downtime.
The company’s extensive stockholding also means that parts
for older turbochargers can still be supplied, regardless of age,
extending the operational life of parts that would otherwise be
regarded as obsolete.
Royston’s comprehensive turbocharger product knowledge and
engineering expertise also extends to other manufacturers’ products
and systems, including ABB, MAN, Garret, Holset, MET, KKK
and STX. The company can therefore meet the overhaul needs of
all types of turbochargers used in vessels from small pleasure craft
right through to large ocean-going tankers.
Depending on the scope of work required, turbocharger
repairs and overhauls are carried out by specialist teams working
on board vessels or undertaken in the company’s fully-equipped
workshops located on the banks of the River Tyne in the north-
east of England.
Dedicated Royston turbocharger engineers regularly travel
overseas to complete service and repair work while vessels are
docked and the company’s client list includes major shipping
operators such as Maersk, Seacor, Svitzer, Sentinel, Caledonian
MacBrayne and many others. 

AWARD-WINNING TRU-MARINE
IS A REPAIR PIONEER
D
avid Loke, group managing director at Singapore’s
turbocharger specialist Tru-Marine, started the company in
1977 and has built it up since then. Now it has a leading
position providing turbocharger repairs and servicing for most of the
leading original equipment manufacturers (OEMs).
Tru-Marine was initially a general shiprepair company but Mr
Loke decided to specialise to become more competitive and changed
the company’s focus in 1985 to concentrate on turbocharger repair
and servicing. It was a far- sighted decision.
“We have built a strong reputation for our extensive technical
expertise, offering full turbocharger service coverage from scheduled
overhauls to in-situ emergency repairs, representing the majority of
turbocharger makers as their authorised and co-operative repair shop,”
he said.
From its origins as a local Singapore company, Tru-Marine has
expanded to become an international player. It now has seven overseas
service centres – China (Shanghai, Zhoushan, Tianjin and Guangzhou),
the UAE (Dubai), The Netherlands (Rotterdam) and the USA
(Houston) – in addition to its main base in Singapore. Taken together,
these service centres have a total workforce of about 200.
Along the way, both he and the company have collected numerous
awards. Mr Loke was named Singapore’s Marine Engineering
Entrepreneur of the Year in 2007 by Ernst & Young and in 2009 the
company was recognised by the Singapore Quality Award (SQA),.
Tru-Marine represents the majority of the leading turbocharger
makers as their authorised repair shop, including Mitsubishi Heavy
Industries, Mitsui Engineering & Shipbuilding, Kawasaki Heavy
Industries, KBB and Napier Turbochargers.
“Through ongoing advances of relevant, high quality reclamation
alternatives, we have been able to revolutionise commonplace repair
methods to deliver better value by optimising the performance and
lifespan of useful components,” Mr Loke said.
In 2015, the company has successfully 3D printed the world’s
first nozzle ring for marine turbochargers using exotic super metal
alloy. The new reclamation method recovers damaged nozzle rings
to ‘like-new’ condition as and when the vessel calls for it, either as
an intermediary option, or as a reconditioned spare part, within a
fraction of the time typically required.
Tru-Marine is also the first company to have developed laser-
aided additive manufacturing technology to repair new-generation
turbochargers made in super alloys. “This technology revolutionises
the treatment of damaged components that were previously
condemned,” he said. “We are now able to restore those components
to become as good as new, extending their useful life and achieving
substantial repair quality and productivity gains.”
It is also now applying the technique to other marine
components and, in 2014, Tru-Marine Rotterdam became one of
the first in Europe to implement laser cladding for piston ring
grooves with class certification.
The company provides a full turbocharger service, from
www.mpropulsion.com Worldwide Turbocharger Guide 2016
advertising features SERVICE PROFILES | 41
scheduled overhauls to in-situ emergency repairs and believes it can
offer alternatives that provide better value than most maintenance,
repair and overhaul methods.
It lists a number of progressive service capabilities in addition to
its laser cladding techniques. These include:
• Turbocharger overhauls;
• Cover ring reclamations;
• Turbine blade repairs;
• Rotor shaft repairs;
• Non-destructive testing;
• Reconditioning of bearings;
• Reconditioning of lubricating oil pumps;
• Dynamic balancing;
• Turbocharger spares and technical support; and
• Customised repairs for non-turbo machinery.
Tru-Marine is always looking for new techniques in its quest
to restore turbochargers to their original maker’s condition and to
keep up with turbochargers’ increasing technical sophistication. To
support this aspiration, it has a research and development programme
that began in 1991 that “enables us to continuously reinvent our
maintenance, repair and overhaul processes so that we can pass on to
our customers the productivity and quality gains that are made over
commonplace turbocharger repair methods,” Mr Loke said.
That R&D benefits not only from work carried out in-house, but
also through collaboration with various research agencies and industry
partners. “We are advancing towards sustainable technologies that
reuse resources and reduce down time and wasted by-products. Cost
savings are in turn passed on to the customers when the lifespans of
high-value components are extended,” he added.
At the same time, constant staff training is instrumental in
keeping up to date with the latest turbocharger technologies. Tru-
Marine’s experienced workforce receives annual training from
the various turbocharger makers so that they are competent to
undertake repairs on all types and models of turbochargers.
Every Tru-Marine engineer is a fully qualified turbocharger expert
42 | SERVICE PROFILES advertising features
Turbo Belgium offers
a complete service
T
urbo Belgium was
originally established
in 2008 and recently
became a member of
Turbo World Services, an
international group with a
worldwide network of partners.
Turbo Belgium tries to
innovate continuously and
therefore recently moved to a
new workshop situated in the
middle of the Port of Antwerp,
where it installed a new, state-
of-the-art Schenck balancing
equipment. We also provided
this base service station with
all the mandatory machines
and tools in order to service all
types of turbochargers. All of its
engineers and technicians have
the experience and knowhow
necessary to provide the service
its clients need. They are always
ready to travel around the globe
on short notice.
This is the real strength of
Turbo Belgium. As it often
works with repeated orders from
various shipping companies, as
well with shore-based power
plants, this is an approach for us
of measuring and monitoring
the quality of our spare parts
and provided services.
The company’s clients
expect to get the highest quality
of service, 24/7. Together with
its team of service managers
and managing assistants, its well
skilled and experienced field
service engineers can provide
a reliable service for all types
of turbochargers.
Due to its global network
of partners, Turbo Belgium can
send its engineers anywhere in
the world on short notice. Its
engineers will not only take
care of any problem, but will
also suggest how to get a better
performance if necessary.
The company’s mission is
to provide its customers with
service and technical support
that meet their needs.
Turbo Belgium specialises
in dealing with the issues
relating to turbochargers. For
instance, poor quality fuel
can cause immense damage
to a turbocharger. Incomplete
combusted particles from the
diesel engine can chip pieces
from the blades and often
bend them. The ‘blasting’
effect of these dirt particles
causes erosion while the high
sulphur or water content of the
fuel causes corrosion. Foreign
objects passing through the
nozzle ring also cause damage
(pieces of broken valve, piston
ring etc.). Turbo Belgium
specialises in repairing and
reconditioning these blades,
resulting in a more economical
solution for the client.
Also, damaged rotor
blades can cause imbalance.
When the imbalance exceeds
the permissible tolerance,
vibrations wearing the bearing
cause damage to the entire
turbocharger. Extensive
Turbo Belgium uses
state-of-the-art Schenck
balancing equipment
repairs and downtime are
then unavoidable. The result
is an unstable blade with an
unbalanced rotor.
After reconditioning the
shaft and the turbine blades,
the rotor will be balanced on
the company’s state-of-the-art
Schenck test bench. Once the
rotor is placed on the balancing
bench, every step is carefully
handled according to the
instruction book values.
After analysing the visual
computerised system, the
imbalances on the rotor are
corrected by grinding down
on the correction planes. Our
experienced team of technicians
adds clear and professional
balancing reports to the client’s
service report.
When requested, the
dynamic balancing can be
executed together with a
surveyor of Lloyd’s Register,
followed by a certificate.
Turbo Belgium’s warehouse
situated in the Port of Antwerp,
contains a wide range of
turbocharger parts, new and
reconditioned, both original
parts and European made
parts with 1 year of warranty.
Furthermore, Turbo Belgium
has a varied stock with a net
worth of over US$1.5m. SNR
Bearings and oil pumps can
be purchased on direct sale
base or on exchange base and
the company is committed to
provide high-quality products at
competitive prices.
For the sale of several spare
parts, such as rotors and casings,
the Turbo World Services-
group can also provide a Lloyd’s
Register certificate.
www.mpropulsion.com
 advertising features SERVICE PROFILES | 43

authorised agent for KBB, MAN, Napier and Mitsubishi. More

Turbo Cadiz’s workshops have been designed and equipped
to handle all types of turbocharger repairs
Turbo Cadiz celebrates
three decades of service
One of the leading turbocharger repair and maintenance specialists
in the Mediterranean region, Turbo Cadiz was established in Cadiz
in 1986.
At the beginning Turbo Cadiz was a small family-run company,
whose main purpose was to service ABB Turbochargers. Soon,
though, Turbo Cadiz being licensed as an official partner and
recently, it has been licensed to act as official agent for STX Metal
and HS turbochargers.
Antonio Hurtado, managing director, points out: “Turbo Cadiz
has a fluid and constant policy of collaboration with all the leading
turbocharger manufacturers. Our engineers are fully trained and
prepared by these companies.”
The Turbo Cadiz headquarters in Chiclana del La Frontera
covers an area of around 3000m2 and is strategically located close
to the straits of Gibraltar and a number of significant shipyards.
In addition, Turbo Cadiz now has turbocharger maintenance and
repair facilities in Las Palmas de Gran Canaria and in Algeciras and
Tangier. In total the group currently has 40 employees across these
four sites.
Further investment to expand capacity is underway. Hurtado
adds, “In order to assist customers in north Africa we are building
new facilities covering over 1000m2 in Tangier close to the
important hub port of Tanger Med. These will be equipped with
the latest technology and we expect they will be ready by the end
of 2016.”
Looking forward to this year, Hurtado is upbeat. “Our goal
for 2016 is to improve what we have done in 2015,” he says. In
particular he points out that its policy of expansion and investing
in storage capacity means it can turn round turbocharger repairs
and maintenance projects very quickly. “
Turbo Cadiz’ workshops have been designed and equipped
to handle all types of turbocharger repairs. Its main facility
near Cadiz has machines for dynamic balancing, wet and dry
blasting, micro blasting, steam cleaning, ultrasonic cleaning,
crack detection, the measurement of wall thickness and hydraulic
testing. This is supported by an extensive stock of all types of
turbocharger spare parts. The company’s turbocharger services
are supported by management system certified to ISO 9001:2008
and ISO 14001:2004.

Turbo Internacional is committed to quality

Turbo Internacional is an
independent multi-brand
turbocharger service company
based in Spain solely dedicated
to maintaining, repairing and
selling exhaust gas turbochargers.
It provides services for the
main turbocharger brands, such
as ABB, MAN, PBS, Mitsubishi,
KBB and Napier, both in its own
workshops and on site in power
plants, offshore installations,
vessels and on railways.
Its services range from
scheduled overhauls, retrofits and
precise reconditioning to on-site
emergency repairs, carried out
by its service engineers, who it
said are highly skilled, resourceful
and certified. They can carry
out the most complex or routine
tasks, guaranteeing success and
peace of mind for its customers,
the company told Worldwide
Turbocharger Guide. “We are
committed to give a high quality
service whenever and wherever a
customer requires it,” it said.
It values its customers,
and understands that when
their engines fail, each second
counts. As a result, it maintains
a growing stock of spare parts,
mainly consisting of ABB and
PBS (OEM) components,
which it said allows it to be
ahead of its competition because
of its speedy response times,
which it keeps to a minimum.
The spare parts it supplies
are the best-in-class and
meet the highest quality
standards, it said. They meet
the requirements of its most
demanding customers and
provide “a solid and smart
alternative to the OEM, at a
fraction of the cost,” it said. This
gives it the confidence to offer
a one-year warranty for all its
spare parts.
Its global presence consists Turbo Internacional's
of its main offices and engineers can complete
workshop located in Madrid, complex tasks
a branch workshop in the (credit: Turbo Internacional)
Canary Islands and cooperation
agreements and partnerships
for the Asian and North
American markets, allowing honest and independent
it to provide a swift and assessment of a turbocharger
prompt response in emergency on request and to provide
situations wherever required. a quotation tailored to a
It offers to provide an customer’s specific needs.

www.mpropulsion.com Worldwide Turbocharger Guide 2016

44 | SERVICE PROFILES advertising features

TurboSpares
®

Your supplier for

TurboSpares BV
Deventerseweg 5a
2994 LE Barendrecht
The Netherlands

T: +31 10 760 24 20
info@turbospares.com Port of Rotterdam
www.turbospares.com

Turbocharger Spares supply for Power

Generation and Marine applications
TurboSpares specialises in supplying Turbocharger spare our customers the highest service level on technical aspects.
parts suitable for various turbocharger brands: OEM, OEM Whether you need a service kit for overhaul or a complete
improved and genuine spare parts for power generation and cartridge with radial flow turbines, our operational and technical
marine applications. team is available for you.
Since 1996 TurboSpares has specialised in supplying quality
spare parts and technical assistance, as well as for High Loaded Do you want to know more about our services?
Applications as power generation, ferries and cruise liners.
TurboSpares is located in the port area of Rotterdam. Due to Just contact us!
its large stock facility it can guarantee our customers fast delivery
times. Besides this, a state of the art measuring room is available to • Quick response time
carry out assembly and adjusting of complete bearing units and to • Competitive pricing
provide measuring procedures for technical expertise. • High technical expertise
It is constantly improving our service level and product range • Fast delivery service
according to the highest standards and market developments. In this • 1 year warranty on spare parts
way we are able to assist in the utmost way of service and provide • Available 24/7.

Worldwide Turbocharger Guide 2016 www.mpropulsion.com

 advertising features SERVICE PROFILES | 45

company ensuring the flexibility to offer services for all models of

The company has a purpose-built workshop in Rotterdam
TSI expands its global
service network
TSI Turbo Service International and its experienced team have been
at the forefront of marine turbocharger overhaul, engineering and
service since 1989.
The company has sophisticated purpose-built workshops
in Rotterdam (Re-located to a larger facility in ‘s-Gravendeel
Rotterdam), Houston, Southampton and strategic international
partners in Dubai, Hong Kong, Shanghai, Singapore and Turkey.
In addition, TSI has sales offices in Greece and Cyprus in order to
service these very important markets locally.
TSI works to the highest standards and each component that
enters the workshop undergoes a series of rigorous checks. Trained
professionals carry out comprehensive measurements, wear analysis
and inspection of components, transmitting the results to owners
anywhere in the world. TSI prides itself on being an independent
marine turbochargers.
Specialised weld repair methods can restore most damaged turbine
blades and shafts, to their original shape, strength and integrity,
offering customers a significant saving on replacements. All repairs
are subject to stringent tests to ensure conformity and are of course
covered by TSI’s comprehensive 12-month warranty.
The company can also provide new and reconditioned parts on
direct sale or on an exchange basis. These include oil pumps, rotors
and bearings. TSI partners with NTN-SNR to assemble and market
a full range of high-quality rollers bearings from its state-of-the-art
bearing room which has been operating in Rotterdam since May
2013. TSI supplies bearing units to the global marine and power
station markets.
TSI’s 24-hour dedicated breakdown team can take responsibility
for all aspects of a breakdown from supply of spare parts to organising
logistic support and attendance of engineers worldwide. To achieve
this, the company works with specialist logistic partners, who have
positive relationships with airlines around the world to ensure priority
treatment when required. A door-to-deck service covers the entire
supply chain from collection, including dealing with customs and port
authorities, to delivery on board. Every TSI engineer regularly attends
OEM factory courses to ensure their skills remain current, ensuring
TSI is a cost-effective alternative to OEM service.
Shipping is a risk business with movable parameters. TSI is as
flexible as its customers are and will always react accordingly.
TSI aims to deliver on time, every time, to its customers’ exact
specification and satisfaction.

Asian Marine
Engineering
conference
8-9 November 2016, Singapore

book now at
www.marine
engineeringasia.com

Gold sponsors

Providing information on the latest developments in marine engines,

auxiliary equipment, fuels, lube oils and turbochargers

With over 50 per cent of the world fleet owned or operated in Asia and 85 per cent of
global shipbuilding capacity, the Asian maritime industry plays a vital role in influencing the
development of technologies in the marine sector. The 2016 Asian Marine Engineering
Conference will focus on the operational challenges of Asian shipowners and how technology
can help improve efficiency and profitability in the current challenging environment. Silver sponsors

To find out more or to book your place today visit www.marineengineeringasia.com

or contact Kym Tan on +65 6809 3098 or at kym.tan@rivieramm.com
 46 | SERVICE PROFILES advertising features

Turbocharger specialist
T
urboUSA’s tag line is ‘Installing Turbocharger Confidence’. It
TurboUSA is an doesn’t manufacture engines or turbochargers. It doesn’t dabble
authorised MET agent in engine repairs. Instead, since 1999 TurboUSA has specialised
in the provision of parts, repair and service for marine and power plant
diesel operators. Its diverse customers operate cruise ships, cargo vessels,
naval ships and power plants.
The company is based in Fort Lauderdale, Florida, USA which is in
close proximity to Port Everglades and the Port of Miami. In addition to
Florida, the company has traditionally had a strong field service presence
throughout North America, Central and South America and the
Caribbean. TurboUSA can take the hassle out of operating several brands
of turbochargers as it has proven expertise in the service and repair of all
major turbocharger brands. TurboUSA offers true 24/7 Customer Service
which also applies to weekends and holidays.
In cooperation with TurboNL, a Rotterdam area-based turbocharger
company, TurboUSA now offers expanded service in Europe. The
TurboNL team brings a wealth of turbocharger experience and prides
itself on “Experience You Can Trust.” The company also offers a full
service workshop including repair capabilities.
As an ISO 9001:2008 certified company, TurboUSA is obligated to
source its spare parts from world class manufacturers. TurboUSA supplies
parts suitable for every major brand of turbocharger.
As an example of part quality, TurboUSA offers NTN-SNR bearings.
This ISO certified company manufactures bearings for many precision
applications including aerospace. As TurboUSA is confident about it
part quality, it offers a one-year warranty on both new and attractively
priced reconditioned. While all MET agents are trained in Nagasaki,
TurboUSA is an authorised MET agent boasting engineers with over 25
years of MET in-the-field experience. Due to its MET expertise, some
MET agents subcontract their MET work to TurboUSA.
Some MET representatives limit their offerings to cleaning, balancing
and new parts. TurboUSA carries a large inventory of reconditioned
MET spare parts such as compressor wheels, shafts and turbine
blades. This large stock of attractively priced OEM inventory permits
TurboUSA to perform service and repairs on short notice. Of course,
TurboUSA can also provide new MET parts.
TurboUSA calls it workshop its Technical Center. Its logic is
that workshops offer simple turbocharger overhaul services such as
cleaning and balancing, which of course TurboUSA performs. However,
TurboUSA strives to offer a state-of-the-art Technical Center.
For example, TurboUSA has the only Lloyd's Register® approved
thermal spray shaft repair process in the Americas. TurboUSA’s procedure
fuses the sprayed layer and the underlying metal at a temperature
approximating 1,200°C. The hot metal spray technology permits
machined surfaces such as keyways and threads to be treated and the
shaft can be balanced on the new layer without risk of damage.
Hot metal spray works well when the entire shaft can be sprayed. In
cases where only sections of the shaft are to be sprayed, then laser metal
cladding is the optimal solution. With laser cladding, the concentrated
beam of the fully automated laser avoids heat damage to neighboring
areas. The powder coating material is carried by an inert gas through a
powder nozzle that results in an incredibly strong metallurgical bond.
Both the hot metal spray and laser metal cladding procedures are backed
by TurboUSA’s 1-year warranty. WTG

www.mpropulsion.com
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Just visit
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Westcon Turbo was established in 2003 when Turbo Norway and
Westcon merged following many years of successfully working
together. The last 12 months have seen the company pass a
significant milestone: it has moved into the spare part business
and opened a fully equipped workshop with storage facilities in
Drammen, close to Norway’s main international airport.

From its workshop in Ølensvåg, Norway, Westcon Turbo specialises

in the repair and maintenance of turbochargers for marine engines.
The scope of services includes: repair of damaged shafts, journals,
turbine blades and nozzle rings; turbocharger rotor balancing;
rotor shaft cleaning by glass pearl blasting ; rotor shaft re-blading;
ultra sonic sound measurement of wall thickness; and water
pressure testing of gas casings. It also carries out assignments on
turbochargers for powerplants.

Westcon Turbo AS – Norway

N-5582 Ølensvåg - Norway
(Norway) t: + 47 53 77 50 17 • Fax: +47 53 77 50 01
e: turbo@westcon.no • www.westcon.no
 SERVICE DIRECTORY | 49

WORLDWIDE TURBOCHARGER SERVICE

AND SPARES SPECIALISTS
ARGENTINA Tru-Marine Machinery Engineering Turbomed SA
TurboGen Guangzhou Co., Ltd www.turbomed.gr
www.turbogen.com www.trumarine.com
Turbotechniki Ltd
Turbomotor S.R.L. Tru-Marine Machinery Engineering www.turbotechniki.com
www.turbomotor.com.ar Shanghai Co., Ltd
www.trumarine.com Turbo Service International
www.turbosi.com
AUSTRALIA Turbo Diesel Engineering Corp
MAN Diesel & Turbo Australia Pty Ltd www.turbodieseleng.com
www.mandieselturbo.com.au GUATEMALA
Elliott Turbocharger Guatemala S.A.
MTQ Engine Systems (Aust) Pty Ltd COLOMBIA www.elliott-guatemala.com
www.mtqes.com.au Ferrostaal de Colombia Ltda
Royston Australia www.ferrostaal.com
www.royston.co.uk HUNGARY
CROATIA Ferryker Turbo Kft
www.ferrykerturbo.hu
BAHAMAS Motortech Consulting d.o.o.
Grand Bahama Shipyard Ltd www.motortech.hr
www.grandbahamashipyard.com ICELAND
CYPRUS Stalsmidjan EHF
BANGLADESH Wenzel Marine Trading & Consultants Ltd www.stalsmidjan.is
Dalwin Marine Bangladesh Ltd www.wenzelmarine.com
www.dalwin.com INDIA
CZECH REPUBLIC Dalwin Marine Turbo
BELGIUM MTC Ltd Engineering Pvt Ltd
MAN Diesel & Turbo Benelux NV www.mtcltd.ru www.dalwin.com
www.mandieselturbobenelux.com Malwi Marine
Turbo Belgium DENMARK www.malwimarine.com
www.turbobelgium.com Pon Power AS
Tru-Marine Vigil Engineering
www.pon-cat.com
Services Pvt Ltd
BRAZIL www.trumarine.com
DLC Diesel ECUADOR
www.dlcdiesel.com.br/pt Turbomotores Ecuatorianos S.A.
INDONESIA
Metalock Brasil Ltda www.grupotme.com
PT Assindo Perniagaan Internasional
www.metalock.com.br www.ptapijak.com
Turbogen do Brasil Ltda EGYPT
Meridian Marine Ship PT Dynamic Turbocharger Systems
www.turbogen.com.br
Repair & Supply Co www.dynamicturbocharger.com
www.meridianmarine.org
BULGARIA
Sea Princess Maritime ISRAEL
Seny Ltd
Services Company Radion Engineering Co Ltd
www.senyltd.com
www.spmarine.net www.radion.co.il
CANADA
Allied Marine & Industrial Inc FRANCE ITALY
www.allmind.com Sud Moteurs La Meccanica Turbo Diesel Srl
www.sudmoteurs.fr www.mtd.it
Dynamic Engineering Inc
www.dynamicengineering.com Wenex Equipements SA Palumbo SpA
www.wenex-equipements.fr www.palumbo.it
CHILE
Maestranza Diesel Ltda GERMANY JAPAN
www.md.cl Barthels + Lüders Showa Co., Ltd
www.barthels-lueders.com www.turbo110.com
Turbodal SA
www.turbodal.cl H. Albert GmbH
www.albert-gmbh.de LEBANON
CHINA Joseph Tehini & fils
Rostock Diesel Service GmbH
B&F Turbo Dynamic Machinery Co., Ltd www.tehini.com
www.rostockdieselservice.de
www.quickmarine.com
Turbinen & Motoren-Service GmbH MALTA
Coroland (Shanghai) Co., Ltd www.turbinen-motoren.de
Palumbo Malta Shipyard
www.coroland.com
www.palumbo.it
Marine Partner Ltd GREECE
www.marine-partner.com Eltrak S.A.
MEXICO
www.eltrak.gr
Shanghai Daewin Marine Parts Ltd Maquinaria Industrial Moderna,
www.daewin.cn Turbo General S.A. de C.V.
www.generalturbos.com www.maquimsa.com.mx
Tru-Marine Cosco (tianjin)
Engineering Co., Ltd Turbomare Resource Power Group
www.trumarine.com www.turbomare.com www.rpgmarine.com

www.mpropulsion.com Worldwide Turbocharger Guide 2016

50 | SERVICE DIRECTORY

NETHERLANDS ANTILLES SOUTH KOREA PowerFal Ltd

Curacao Drydock Company Inc DSK Co Ltd www.powerfal.co.uk
www.cdmnv.com www.dskworld.com Royston Diesel Power
Jonghap Maritime Inc www.royston.co.uk
NETHERLANDS www.jonghap.co.kr Turbo Dynamics
Independent Waiver Service www.turbodynamics.co.uk
Jonghap Polestar Engineering Co Ltd
www.waiver.nl www.jhpolestar.co.kr Turbo Service International
Marine Bearing Solutions BV www.turbosi.com
www.marinebearingsolutions.nl SPAIN Universal Turbo
Tru-Marine Rotterdam BV Turbo 3 www.universal-turbos.com
www.trumarine.com www.turbo3.com
Turbo Diesel Engineering Europe BV Turbo Cadiz SL UNITED STATES OF AMERICA
www.turbodieseleng.com www.turbocadiz.com Cameron Compression System
Turbo NL B.V Turbo Internacional www.c-a-m.com/cs
www.turbonl.com www.turbointernacional.com Dresser-Rand
Turbo Service International Turbo Vigo 10 SL www.dresser-rand.com
www.turbosi.com www.turbovigo10.com Eastern Turbo co., Ltd
TurboSpares BV www.easternturbo.com
www.turbospares.com SRI LANKA Globe Turbocharger Specialties, Inc.
Colombo Dockyard Plc www.globeturbocharger.com
www.cdl.lk
NEW ZEALAND Marine Turbo
NZ Marine Turbochargers Ltd www.marineturbo.us
www.turbocharger.co.nz SWEDEN
HS Turbochargers Motor Service Hugo Stamp, Inc
www.hedemoradiesel.se www.mshs.com
NORWAY
SEVI AS Resource Power Group
www.sevi.no THAILAND www.rpgmarine.com
Taknas Thailand Co. Ltd Tru-Marine Houston, LLC
Westcon Turbo AS
www.taknasth.com www.trumarine.com
www.westcon.no
World Tech Engineering Turbo Diesel Engineering
www.worldtech.co.th www.turbodieseleng.com
PAKISTAN
Shirazi Trading Co (Pvt) Ltd Turbo Service International
www.shirazitrading.com.pk TRINIDAD & TOBAGO www.turbosi.com
Resource Power Group
www.rpgmarine.com Turbo USA
PANAMA www.turbo-usa.com
Diesel Engine Services (Panama), S. A.
www.dieselenginespanama.com TUNISIA
La Tunisie Industrielle VENEZUELA
PHILIPPINES www.sti-tunisia.com Ferrostaal de Venezuela SA
www.ferrostaal.com
Turbo Engine Recovery, Inc.
www.turboengineering.com TURKEY
GTS turbo Ltd YEMEN
POLAND www.gtsturbo.com Algarmani Trading Corp
PPUH Nauta Turbo Sp. z.o.o. Istanbul Marine Turbine Service Ind www.algarmani.com
www.nautaturbo.com.pl & Tra. Co. Ltd
www.istmarin.com
PORTUGAL
Lisnave – Estaleiros Navais, SA UNITED ARAB EMIRATES
www.lisnave.pt Albwardy Marine Engineering LLC
www.albwardymarine.com
RUSSIA Goltens Dubai
Baltic Turbo Ltd www.goltens.com
www.balticturbo.ru Topaz Marine Repair
MTC Ltd (Nico Middle East Limited)
www.mtcltd.ru www.topazworld.com
TurboLink
SINGAPORE www.linkmarine.ae
Cell (Singapore) Pte Ltd Turbomot Marine Engineering LLC
www.cellspore.com.sg www.turbomot.com
Dalwin Marine Pte Ltd Tru-Marine Pte Ltd Shj Br
www.dalwin.com www.trumarine.com
MTQ Corporation Limited
www.mtq.com.sg UNITED KINGDOM
AET Engineering Ltd
Pmax One Technologies Pte Ltd
www.aet-turbos.co.uk
www.pmax.com.sg
A R Turbo Engineering Ltd DISCLAIMER: While every care has been
Tru-Marine taken in the compilation of this directory,
www.arturbo.co.uk
www.trumarine.com.sg Riviera Maritime Media Ltd will not be
Bartech Marine Engineering held responsible for any loss, damage or
SOUTH AFRICA www.bartechmarine.com inconvenience caused by reliance placed on
DORMAC (pty) Ltd DMI Marine BV the information contained in it or through
www.dormac.net www.dmiglobal.com omission or errors.

Worldwide Turbocharger Guide 2016 www.mpropulsion.com

 Proudly presents
the newly developed

Turbocharger HS 7800
The unique compact design gives higher performance
for the small size with up to 8 kg/s and a total weight
below 500 kg. The HS 7800 has the same high efficiency,
up to 74% as our well proven HS 5800.

Hedemora Turbo & Diesel AB, Sweden

www.hedemoratd.com