Napier Turbochargers Limited PDF

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Napier Turbochargers Limited

NT1-10 Operator’s Manual
www.napier-turbochargers.com
INTENTIONALLY BLANK
NT1-10
Turbocharger Operator’s Manual
Edition: 1
Publication TB 8100 September 2013 (Issue 1)

INTENTIONALLY BLANK
Amendment issue register

The manual is compiled on a loose leaf system. Due to modification of equipment or changes in technique it is occasionally
necessary to amend the manual. The amendments are numbered serially and issued to the engine builder who should ensure
that they are distributed to the end user without delay for incorporation into the manual.
Full instructions for incorporation and recording are given with each amendment and, because of the importance of keeping
the manual up to date, it is recommended that amendments are incorporated without delay in all copies.
As occasion demands, Service Bulletins are issued to owners/users. These contain instructions or recommendations either of
an urgent or general nature and it is recommended that the instructions are implemented and the bulletin filed with the manual
set for subsequent reference.
Issue Section affected Amendment Napier Checked by Date
1 New Manual New edition of the manual published. K. Musson G. Ngao 09/2013
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5
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4 NT1-10 Operator’s Manual
NOTES
ii Napier Turbochargers Ltd.

Foreword
This Operator’s manual is provided in support of equipment supplied by Napier Turbochargers Limited. It is
designed to provide information, advice and guidance to the owner/operator on the operation and routine
maintenance of the equipment.
The equipment supplied is complex which is intended for use only by professionally trained competent
personnel. The owner/operator should therefore ensure that all operators are properly trained for the operation
and maintenance of the equipment assigned to them. It is essential that this manual is read before beginning
any operation by all persons working with or at the turbocharger. All operators and routine maintenance staff
must have ready access to a copy of the Operator’s manual. Further copies can be obtained from Napier
Turbochargers.
The instructions set out in this manual assume that operators have a general understanding of the requirements
for safe operation of mechanical and electrical equipment in potentially hazardous environments involving
either gas or liquid fuels. These instructions therefore should be interpreted and applied in conjunction with the
safety rules and regulations applicable at the site and the particular requirements for operation of other
equipment at the site.
The final decision for operating the equipment at the site in a safe and responsible manner rests entirely with you
as the owner/operator. This involves many factors outside Napier’s knowledge and control, and therefore
Napier is unable to accept (and hereby disclaims) any liability (whether based on breach of contract, warranty or
statutory duty, negligence or otherwise) for damage or loss of any kind which may be incurred as a result of
applying the information or advice contained in this manual.
No additional representations or warranties by Napier regarding the equipment or its use are given or implied by
the issue of this manual. The rights, obligations and liabilities of Napier and the owner/operator are strictly
limited to those expressly provided in the contract relating to the supply of the equipment.
The information set out in this manual has been developed from Napier’s standard equipment build
specification. Where possible at the time of publication, information has been included in respect of
modifications to that equipment which are specific to that contract and for additional equipment manufactured
by others. The timing of publication and the ongoing nature of design improvements can mean however, that
features of the equipment supplied will be different from those shown in this publication. No liability is accepted
by Napier for errors, omissions or discrepancies of this nature.
Because of variations in equipment build, it is important that owners/operators should only replace components
with spare parts which are identical to the origInal or contain modifications approved by Napier. When ordering
parts always quote the turbocharger serial number and the specification of build. Napier accepts no
responsibility under its warranty or otherwise for defects, damage or injury which result from the use of repair or
replacement parts not approved by Napier.
This manual must be maintained for the life of the equipment supplied. Updates issued by Napier in the form of
specific Amendments or more generally published as Service Bulletins will be distributed to the engine builder
and they are responsible for the distribution to the end user and should be incorporated without delay for future
reference.
The data, drawings and other information contained in this manual are confidential proprietary information of
Napier. They are disclosed in confidence to the owner/operators of the equipment supplied by Napier under the
contract solely for their use in the operation and maintenance of that equipment. No licence is granted for the
manufacture of replacement equipment or components or other purposes. The contents of this manual shall not
be copied or disclosed to third parties without written authorisation of Napier.
© Copyright Napier Turbochargers Limited. 2013

This document and the information contained in it are confidential to Napier Turbochargers Limited. Intellectual property rights including copyright, patents, utility
models, and design rights may also subsist in the document or in relation to the part depicted.
The reproduction, distribution, use or amendment of the information contained in this document as well as the communication of its contents to others without express
written authorisation from an authorised officer of Napier Turbochargers Limited is prohibited. Misuse of this document or the information contained in it may result in
court action being taken against you for breach of confidence and/or infringement of intellectual property rights.
Napier Turbochargers Ltd.

P.O. Box 1 Lincoln. LN5 7FD England
Tel:- +44 (0)1522 516666 (24 hours)
Fax:- +44 (0)1522 516667
Email:- service@Napier-turbochargers.com
Issue Date: Sept 2013 iii

NT1-10 Operator’s Manual
NOTES
iv Napier Turbochargers Limited

7
Contents v
Contents
Amendment register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 1
Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Correct application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Notes, Warnings and Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.4 General directives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.5 Installation hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.6 Pre-start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.7 Operational hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.8 Maintenance hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Chapter 2
NT1-10 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.1 Turbocharger ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2 Turbocharger casing identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 Useful Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.4 Lubricating oil specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.5 Name plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.6 Spare cartridge assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Chapter 3
Turbocharger construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.1 Turbocharger functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.2 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Chapter 4
Turbocharger installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.1 Installation design considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2 Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.3 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.4 Speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Chapter 5
Turbocharger operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.1 Turbocharger noise emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.2 Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.3 Lubrication oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5.4 Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.5 Routine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.6 Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.7 Operating difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.8 Prolonged shut-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.9 Component lives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.10 Impeller cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Chapter 6
Maintenance and inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.1 Initial inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.2 Standard routine servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.3 Periodic maintenance and inspection periods . . . . . . . . . . . . . . . . . . . . . . . . 33
6.4 Major component replacement intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6.5 Rotor life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6.6 Rotor shaft balance check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6.7 Bearing replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.8 Maintenance spares kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Issue Date: Sept 2013 toc


vi NT1-10 Operator’s Manual
Chapter 7
Operator maintenance tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
7.2 Preparation for dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7.3 Genuine Napier parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7.4 Safety of personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7.5 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7.6 Removing the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
7.7 Removing the cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
7.8 Replacement of the cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
7.9 Removing the turbine inlet casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
7.10 Removing and cleaning the nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
7.11 Speed probe removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Chapter 8
In service cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.2 Compressor washing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.3 Turbine in-service cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
8.4 Water wash recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.5 Mechanical cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Chapter 9
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
9.1 Operating difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Chapter 10
Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10.2 Rotor locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10.3 Turbine outlet casing blanking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Chapter 11
Protection against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
11.1 New turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
11.2 General anti-corrosion treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
11.3 Hot and cold lay-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
11.4 Re-commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Chapter 12
NT1-10 Tool list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
12.1 Tool kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
12.2 List of tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

9
Contents vii
Appendices
Appendix A
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Appendix B
NT1-10 Torque settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Appendix C
Hazardous materials list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Appendix D
Acceptance checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Turbine inlet casing inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Turbine outlet casing inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Nozzle inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Shroud inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Air filter silencer inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Compressor inlet casing inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Insulation inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Appendix E
Customer support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Appendix F
Napier approved agents and service centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Appendix G
End of life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Issue Date: Sept 2013 toc


viii NT1-10 Operator’s Manual
NOTES

1
Introduction 1
Introduction
Napier Turbochargers Limited design, manufacture, market and support a range of high efficiency
Industrial turbochargers. Over the last 60 years the Napier brand has built a reputation based on
quality, reliability and customer service.
Napier have produced in excess of 50,000 turbochargers. Applications include the Marine, Power
Generation and Rail industries. Napier have turbochargers running on fuels ranging from marine
diesel oil and natural gas to varying qualities of heavy fuel oil (HFO) and landfill gas, all operating
in a range of climates and environmental conditions.
The turbochargers that Napier supply can be maintained and serviced to ensure long term
operation by utilising genuine Napier spare parts.
Genuine Napier spares and parts are only available through the Napier Turbochargers Limited
factory and the company’s fully authorised global service centre network. As the source of the
original turbocharger product design all Napier spare parts are designed and manufactured to
precise tolerances to ensure turbocharger efficiency and performance are not affected.
Issue Date: Sept 2013 TM00226:02


NOTES

3
Safety instructions 3
Chapter 1
Safety instructions
1.1 Introduction
The safety instructions in this manual are given for information and guidance and are provided in
the interest of safety of personnel and the installation. Napier Turbochargers cannot accept
responsibility either for the manner in which they are observed or for any consequence of failure to
observe them.
Personnel must become thoroughly familiar with the safety instructions and must observe these
instructions throughout all procedures. Maximum safety of personnel must be of primary
importance, followed closely by protection of equipment from damage. Careful observation of the
instructions for safe equipment operation will also result in minimizing hazards to personnel.
These instructions in no way override local procedures and regulations when operating and
maintaining the installation. Statutory and local requirements, codes of working practices, safety
and/or health precautions must be observed.
1.2 Correct application

This equipment has been designed and constructed so as to be safe and without risks to health
when properly used for the purpose for which it was designed, and in accordance with the
manufacturer’s recommendations.
This Napier turbocharger has been developed exclusively for use on diesel engines to generate
the volume of air and the pressure necessary for the operation of the diesel engine.
The equipment must not be used for any purpose other than for which it was designed.
Any other usage shall be regarded as a special application which must be clarified with Napier
Turbochargers, Napier Turbochargers Limited accepts no liability for other applications.
It is important that the equipment should be installed, operated and maintained by competent and
qualified staff. Acceptable standards of engineering practice, recommendations contained in this
manual, and any instructions specifically advised by the company, with particular reference to
information marked on the equipment, must be employed in these activities.
The turbocharger should only be operated and used in a technically perfect condition, for its
intended purpose and in compliance with the operation manual.
NOTE: You are requested to take such steps as are necessary to ensure that any appropriate
information relevant to our products is made available by you, to anyone concerned in the
installation, operation and maintenance of the contract supplied equipment.
Safety instructions also include procedures to be observed in the event of certain operating
malfunctions.
To avoid personal injury and damage to equipment, adhere to all caution and warning statements
for this product.
1.2.1 Definition and guide to proper use

The performance, reliability and life of a turbocharger depends on:
S A well-defined and monitored operating regime
S A well matched application
S A robust and ’fit for purpose’ installation
S An appropriate maintenance regime


To obtain the optimum for all the above, care and attention to detail during the design and
installation process must be taken. Similarly, provision must be made for the correct flow and
quality of lubricant, coolant, gas and air to the turbocharger during running.
Engine fuels can vary in grade. Heavy fuel oils in particular can cause fouling of the turbocharger
nozzle and turbine blading. Operators should take due care to ensure adequate cleaning regimes
are followed. Build-up of deposits will ultimately cause operating parameters, and particularly
temperatures, to change. This will impact on component life and ultimately result in damage to,
and premature failure of, turbocharger components.
Under no circumstances should the turbocharger be operating without a side entry casing (SEC)
or an air filter silencer (AFS) fitted to the compressor inlet.
1.2.2 Competent personnel
A competent person is considered to be one who has the skill, knowledge, practical experience
and training to enable them to carry out installation, operating or maintenance tasks on the
turbocharger. They should also be aware of and understand any local regulations and safety
procedures.
1.3 Notes, Warnings and Cautions

Personnel should be aware of and be familiar with the Safety Instructions to be observed when
operating or maintaining the turbocharger and equipment before operating or maintaining the
equipment. In addition, attention is drawn to conditions which under certain circumstances can be
injurious to health and safety, by the insertion of notices in the manual under the headings of
‘‘WARNING”, ‘‘Caution” or ‘‘Note”.
A WARNING is given when failure to observe the instruction could result in risk of health and injury
to personnel. An example of how this is indicated in the text is shown below:
WARNING: FAILURE TO OBSERVE THIS INSTRUCTION COULD RESULT IN RISK OF HEALTH

AND INJURY TO PERSONNEL.
A Caution is given where failure to observe the instruction could result in damage to the
equipment. An example of how this is indicated in the text is shown below:
Caution: Failure to observe this instruction could result in damage to the turbocharger and
engine.
A Note is used for emphasis or the provision of information of particular importance. An example of
how this is indicated in the text is shown below:
NOTE: Napier turbochargers are manufactured from approximately 95% recyclable parts.
To avoid personal injury and damage to equipment, adhere to all caution and warning statements
for this product.
1.3.1 Location and content of Warnings, Cautions and Notes
Warnings and cautions are located directly above the text to which they relate and are intended to
emphasize critical or important information. They tell the reader what they must do to avoid the
danger. Any necessary background information follows the initial instruction.
1.4 General directives

1.4.1 Directive on safe operation
A preliminary walk-round safety inspection of the site should be carried out before beginning any
procedures. This inspection should also include any other equipment which may be peculiar to the
installation. Any actual or potential hazard must be corrected before proceeding.
The equipment is designed to provide safe and reliable operation when properly used.
Close observation of the following directives will aid in the prevention of trouble and will ensure
satisfactory operating performance to design standards. The order of listing is not intended to
indicate the measure of importance. Each item is important to overall safety and satisfactory
operation.

5
1.4.2 Permit to work

The Safety Instructions included with this manual meets the obligations of the Health & Safety
Regulations regarding the supply and use of machinery and equipment. As our products are
supplied world-wide, the importance of observing the Safety Regulations within a particular
country is strongly emphasized.
It is the responsibility of the user to ensure that all applicable statutory Safety Regulations are
observed during the operation of the turbocharger.
It is recommended that formal ‘Permit to Work’ procedures and logs are implemented, whereby
personnel must adhere to set procedural instructions before undertaking any work on the
turbocharger and associated equipment. It is important that work is carried out by competent
personnel who should be conversant with the procedures.
Personnel should understand and apply these precautions during the various phases of
Operation, Inspection and Maintenance. The site safety officer must be consulted for clearance to
work and where appropriate a work permit issued before carrying out any tests or maintenance
work on the installation.
1.5 Installation hazards
Keep the installation and vicinity clean and unobstructed.
Observe all safety instructions listed in the manuals supplied for the engine and ancillary
equipment.
Exercise caution when climbing access ladders. Do not step, climb or walk on any part of the
turbocharger.
Check pipelines regularly for corrosion, vibration, fretting and security of clamps, and eliminate
any leaks as soon as they are detected.
1.6 Pre-start
Before starting the turbocharger ensure that no maintenance operation is being conducted, and
personnel are clear of the air inlet and exhaust, and that any loose articles, cleaning materials,
tools, etc. have been removed.
Before operating the turbocharger understand the operating procedures and system functions
thoroughly. Know and understand all indicators, normal indications and operating limits.
Be aware of possible malfunctions by studying the instructions supplied, and be prepared to take
appropriate action in the event of any emergency.
1.7 Operational hazards
Stand clear of all pressure lines and fittings during the start.
Turbine speed and temperature are the best indication of performance. Should an abnormal
condition arise take the appropriate action.
When carrying out compressor or turbine wash procedures refer to the instructions in this manual
to ensure that limits are not exceeded; ensure that all drains and vents are kept clear during the
wash procedure.
Appropriate personal protective equipment (masks, goggles, gloves, etc.) must be worn when
using cleaning solvents or solutions. Avoid skin contact with solvents or solutions. Should solution
enter the eyes, rinse immediately and seek medical attention.
Use all cleaning solvents, fuels, oils and adhesives in a well ventilated area. Avoid inhalation of
fumes. Adhere to instructions on the containers for the solutions and solvents being used.
Determine if personnel are working on equipment in the area and whether such work is of a
hazardous nature that precludes work on other equipment.
1.7.1 Safe exposure to noise
Very loud noise causes serious and irreparable hearing damage and studies have shown that
continuous exposure to noise levels over 85dB(A) causes hearing damage. Napier
Turbochargers Limited recommends the use of hearing protection at this level and above.
Indicative safe times in high noise surroundings without ear protection are shown below, however
international standards and regulations should be referred to for definitive figures.


dB Time
85 8 hours
90 2 hours
100 15 min
110 1 min 30 sec
120 10 sec
130 Threshold of pain
Table 1.1. Safe times in high noise areas (indicative only)
It is the responsibility of engine operators to monitor noise levels and advise personnel
accordingly about the use of hearing protection.
1.8 Maintenance hazards
Before disconnecting any pipelines (lubricating oil, water, etc.) or dismantling components in situ
for maintenance, ensure that the applicable system pressure has been isolated at source,
pressure dissipated and the system vented. Ensure that there is no naked flame in the area.
1.8.1 Tooling hazards
Improperly maintained tools and support equipment can be dangerous to personnel and can
damage turbocharger parts. Maintain tools and equipment in good condition to avoid
unanticipated failures. Use tooling only for the purpose for which it was designed, and avoid
abuse. Inspect for wear or damage, and initiate appropriate action for immediate approved repair
or replacement.
Before using any lifting equipment (slings, cranes, etc.) ensure:
1. the equipment is the correct type for the task
2. the equipment has valid test certificate and the safe working load is marked on the
equipment
3. shackles and slings are in good condition
1.8.2 Procedural hazards
Place notices in prominent positions, to indicate that personnel are working on the equipment. It is
recommended that other personnel are in close proximity.
NEVER WORK ALONE.
Do not use fingers as guides when installing parts or to check alignment of bolts.
Cap all open lines and fittings during maintenance to prevent entry of contaminants into systems.
Ensure that all loose items such as nuts, washers and spare wiring are removed from the
installation and air intake before starting the turbocharger.
1.8.3 Use of adhesives and jointing compounds
Before using adhesives and jointing compounds (particularly in confined spaces), check the
manufacturer’s instructions regarding injurious, offensive or inflammable fumes, risk of skin
disease, etc.
1.8.4 Fluorelastomer synthetic rubber products
A fluorelastomer is a synthetic rubber like material containing Fluorine and the most common use
found in engineering products is for gaskets, seals, cables, ‘O’ ring seals and diaphragms.
When used within their designed operating conditions, products manufactured from this material
are perfectly safe to use and handle. If, however, due to abnormal circumstances, the material is
exposed to a temperature in the region of 400oC or higher, it does not burn, but decomposes. In
the event of this situation arising, hydrofluoric acid is produced which is extremely corrosive. If
allowed to contact the skin, it can prove almost impossible to remove once contamination occurs.
As this constitutes a serious potential safety hazard, it is essential that all personnel who are
concerned with the operation and repair of the company products are warned of this risk and are
instructed to follow the procedure detailed below.

7
1. If inspection and dismantling is required upon components which have been exposed to
excessively high temperatures (e.g. if they have become overheated in operation or have
been involved in a fire), carry out a very close examination to determine if there are any seals,
gaskets, etc., which have suffered decomposition. Evidence of this will be displayed by the
presence of charred particles or a black sticky mass.
2. It is of vital importance, if any such indications exist, to ensure that neither the equipment nor
the seals are touched with bare hands. PVC gloves must be worn and it is recommended that
the eyes be protected. All affected material should be carefully placed in double thickness
polythene bags and proper advice obtained on effective disposal. Any equipment
contaminated by the decomposed material must be washed with water.
3. If skin contamination has occurred, the affected area must be washed with copious
quantities of water and then medical attention sought.
The procedures outlined above apply equally if fluorelastomer products are involved in a fire,
including production or spare parts storage locations. It should be emphasised that
decomposition of parts manufactured from a fluorelastomer will only occur under severe overheat
conditions. The designed operating temperatures for this material used in components
manufactured by the company is well below 400oC.
Fluorelastomer products (Viton) ‘O’ ring seals are used in the manufacture of a Napier
turbocharger.
Due to the use of ancillary equipment, it is not practical to indicate all areas where fluorelastomer
products are fitted. It is recommended, that should an overheating problem occur, that users err
on the side of caution and proceed as outlined above.
It should be noted that Napier Turbochargers Limited will accept no liability for any failure on the
part of turbocharger users to ensure compliance of personnel with the recommendations and
procedures outlined above.


NOTES

9
Specifications 9
Chapter 2
NT1-10 Specifications
2.1 Turbocharger ratings

Type NT1-10
Engine power output Max MW 4 MW
Engine power output Min MW 2 MW
Max. permissible speed (rpm) See the fitted Turbocharger name plate for details
Pressure ratio 6:1**
Max. Turbine inlet temperature See the fitted Turbocharger name plate for details
** Maximum pressure (bar absolute)

Napier turbochargers are designed to operate using ‘clean air’ in a temperature range of -35o C to
+45o C.
2.2 Turbocharger casing identification
Fig 2.1 Identification of the casings


2.3 Useful Turbocharger weights

NOTE: All masses quoted are in kilograms [kg]. All masses are approximate.
Casing designation Type Specification Mass kg Remarks

Casing A Turbine inlet casing One entry axial 11A 41 The mass of the
assembly assembly includes
the nozzle and the
One entry radial 12A 74 water wash
components.
Casing B Turbine outlet Forward foot 11B 349 The mass of the
casing assembly assembly includes
the wastegate and
Reverse foot 12B 349 drain covers and
the foot.
Casing
gC Main casing
g No cooling 11C 330 The mass of the
assembly
bl assemblybl includes
i l d
Constant cooling 11C + CC01 330
all the oil drain
Cooling valve 11C + CV01 333 covers.
Casing
gD Compressor
p inlet Air filter silencer 02D 105 The mass of the
casing
i assembly
bl Axial 11D 18 assembly
bl includes
i l d
the compressor
Side entry casing 12D/14D 31 wash components.
35° casing 15D 20
Casing E Compressor outlet - 11E 277 Mass taken for
casing assembly heaviest
compressor insert.
Casing G Thermal insulation - One entry radial 12G 10 -
turbine inlet
Casing H Thermal insulation - - 11H 27 -
turbine outlet +
main casing
Casing K Thermal insulation - - 11K 17 -
compressor outlet
- Rotor assembly Rotor assembly N/A 42 -
Table 2.1. Mass of major casings
2.3.1 Mass of a typical complete NT1-10 turbocharger

The total mass of the turbocharger is dependent on the chosen build configuration e.g. type of
turbine inlet casing, type of compressor inlet casing, with thermal insulation, etc.
To calculate the mass of a specific build simply add together the masses of the appropriate
casings and the chosen options as shown in the example Table 2 2. below:-
Casing Type Specification Mass kg

One entry radial turbine inlet casing 12A 74
Turbine outlet casing with reverse foot 12B 349
Main casing with cooling valve 11C + CV01 333
Air filter silencer 02D 105
Compressor casing with speed probe 11E + SP 277
Turbine outlet casing insulation 11H 27
Main casing insulation - -
Compressor casing insulation 11K 17
Rotor assembly N/A 42
Total mass of configured turbocharger = 1224
Table 2.2. Mass of typical NT1-10 turbocharger

11
Specifications 11
2.4 Lubricating oil specification

2.4.1 Oil grade
Generally the lubricating oil used for the engine will be suitable for the turbocharger. However
Napier Turbochargers recommend that the viscosity grade used should fall in the range SAE20 to
SAE40.
2.4.2 Additives
No additives may be added that will affect in any way the natural anti-foaming agents in the
lubricating oil in the turbocharger supply.
2.4.3 Synthetic oil

The use of synthetic lubricating oil for the turbocharger should not be considered until approval
has been given by Napier Turbochargers.
2.4.4 Oil pressure

Oil pressure 2.2 - 3.3 (Barg)
2.5 Name plates

The turbocharger has a name plate mounted on both sides of the main casing. The location is
shown in Fig 2.2 and the typical information shown on this name plate is explained in Fig 2.3.
(example only)
Caution: The limits stamped on the name plate are the maximum limits for safe continuous
operation.
TD195
Fig 2.2 Location of the turbocharger name plate


NT1-10 FJ
FJA 123
701234
32,500
650
Fig 2.3 A typical example of the data on the turbocharger name plate
2.5.1 Information on the name plate

Item Description Example
Type This indicates the turbocharger type. NT1-10
Frame Letter NT1-10 Frame letter/s identification FJ
Specification The specification of build. FJA 123
Serial No. The turbocharger identification serial number. 701234
Max. Speed Maximum permissible speed in rpm 32,500rpm
Max. Temp Maximum permissible turbine inlet temperature in °C 650°C
Alteration No. Alteration numbers 1 to 28 are already printed on the
plate. Any alterations affecting turbocharger
interchangeability will be indicated by obliterating the
relevant numbers on the plate.
For other details, refer to:
2.6 Spare cartridge assembly
TD194
Fig 2.4 Cartridge assembly

13
Specifications 13
The cartridge assembly consists of the main casing, compressor outlet casing, compressor insert,
rotor assembly and bearings. It can be removed complete leaving the turbine inlet and outlet
casings attached to the engine allowing the unit to be serviced off engine. Nozzle servicing or
replacement can also be carried out from the compressor end with the cartridge removed.
The cartridge approach is designed to reduce downtime because it enables maintenance,
servicing, overhaul and repairs to be carried out quickly. The cartridge design concept allows the
main rotating assembly to be removed without disturbing the major connections to the engine
exhaust system.


NOTES

15
Turbocharger construction 15
Chapter 3
Turbocharger construction
3.1 Turbocharger functions

The function of a turbocharger is to use the exhaust gas energy of an internal combustion engine
(which would otherwise be wasted) to drive a turbine wheel and hence a compressor. The
compressor increases the pressure and density of the charge in the engine cylinder, thereby
increasing the power above that of a naturally aspirated engine.
Fig 3.1 Turbocharger components
The NT1-10 Turbocharger consists of a single stage axial-flow turbine and centrifugal air
compressor connected by a single rotor shaft supported on inboard bearings.
Exhaust gas discharged from the engine cylinders enters the turbine inlet casing and is
accelerated through a nozzle ring into the turbine blades, consequently causing the rotation of the
rotor shaft. The gasses then pass through the turbine outlet casing to an exhaust pipe into the
atmosphere.
Air required by the engine is drawn through an air filter silencer or a compressor inlet casing, and
compressed by an impeller and diffuser into the compressor outlet casing where it is then forced
into the engine combustion chamber, after passing through the charge air cooler.

3.2 Construction
The NT1-10 turbocharger is an assembly of four casings bolted together, to house a single stage,
axial flow, exhaust gas driven turbine and a centrifugal air compressor, which are mounted on a
common shaft.
The turbocharger is mechanically independent of the engine to which it is applied, but its
lubrication may form part of the engine system or be provided from a separate source.
3.2.1 Turbine inlet assembly

The turbine inlet assembly is attached to the engine exhaust pipe at one end and to the turbine
outlet casing at the other. It also supports the nozzle ring assembly.
3.2.2 Turbine outlet casing

The turbine outlet casing is attached to the main casing and collects the exhaust gas from the
turbine and directs it to the exhaust outlet to which it is connected. Also fitted to the casing is the
shroud ring.
3.2.3 Main casing assembly

The main casing forms the principle structure to which the other casings are attached. The forward
mounting foot is part of the main casing and mounts directly on to the engine and also functions as
the connection point for the lubricating oil inlet and outlets. The lubricating system can either be
integrated through the foot or through standard piped connections attached to the casing.
The main casing also houses the impeller cooling control features - options for impeller cooling are
no cooling, constant cooling or controlled cooling. For further details on impeller cooling, refer to
Chapter 5.
3.2.4 Compressor outlet casing

Air is drawn through either an air filter silencer or air supply ductwork which is attached to the
compressor outlet casing and discharged to the engine via the impeller and diffuser through a
flanged discharge connection.
3.2.5 Air Filter Silencer

The filter section of the air filter silencer is mounted on the exterior of the unit. Its purpose is to
prevent ingress of particles large enough to cause compressor wheel or engine damage.
The wire mesh filter element consists of two equal segmental panels forming a complete annulus
between the front and rear casings. Bolts on the exterior of the silencer attach the filter to the
compressor outlet casing periphery.
All air filter silencer filters provided by Napier are designed to withstand contamination by oil and
water mist/vapour but not soaking or immersion in oil or water during running.
Any cleaning of the filter should be in accordance with the instructions contained within Chapter 6
and all bolts must be torqued to the stated levels in Appendix B.
3.2.6 Compressor inlet casing

If the air supply is to be ducted to the turbocharger from outside the engine room, a compressor
inlet casing can be fitted in place of the air filter silencer.

17
Turbocharger installation 17
Chapter 4
Turbocharger installation
4.1 Installation design considerations

In the design of mounting arrangements for the turbocharger on the engine, due consideration
should be given to the physical aspects of operation and interfaces with other equipment. This
includes loadings applied at connection flanges, oil supply and drain arrangements and vibration
transmission through the foot connection to the engine/intercooler bracket.
During the installation of the complete engine and turbocharger, allowance should also be made
for :
S service access and clearances
S service lifts and craneage arrangements
S cumulative noise levels where other sources are present
S heat loss from the turbocharger to the machinery space
Caution: In particular, consideration should be given to the temperature of the air at entry
to the turbocharger compressor. THIS MAY BE IN EXCESS OF AMBIENT TEMPERATURE
AND THUS IMPACT ON TURBOCHARGER PERFORMANCE AND IMPELLER LIFE. For
example, in the engine room of a marine application, where air is drawn into the turbocharger
from the machinery space itself, there may be a significant amount of heat pick-up from other
equipment resulting in the compressor intake temperature being above the rated ambient.
Allowance should be made for this in the turbocharger specification, the assessment of
component life and the design of the installation.
4.2 Lifting
Use of lifting equipment
The installation must be equipped with a lifting facility suitable for raising and removing the
turbocharger and its ancillaries. Moreover there should be sufficient space to actually remove the
turbocharger without dismantling it. Significant time may be wasted in service due to lack of
provision for this.
Lifting of the turbocharger or its component parts must only be undertaken with suitable lifting
equipment, which can be operated safely and easily. Turbocharger components tend to be
awkward in shape, heavy, and are easily damaged.
Any turbocharger component which has been damaged through poor handling or as a result of
transit damage must not be used without first consulting Napier.
NOTE: In order that maintenance of the turbocharger may take place without removing it from
the engine, the necessary space and lifting facilities must be available. Available downtime for
turbocharger maintenance is increasingly at a premium and this important provision is frequently
overlooked.
WARNING: LIFTING EQUIPMENT MUST BE THE CORRECT TYPE FOR THE TASK, HAVE A VALID
TEST CERTIFICATE AND BE MARKED WITH THE SAFE WORKING LOAD. SHACKLES AND SLINGS
MUST BE IN A GOOD CONDITION.


4.2.1 Slinging Arrangement
Fig 4.1 Slinging arrangement for a complete turbocharger and a cartridge
4.3 Instrumentation
General
There are specific requirements for instrumentation in order to meet the requirements of
Certification Societies. In addition to these, however, Napier strongly recommends that
consideration is given to provision of the following, with associated monitoring systems, in order to
safeguard the operation and integrity of the turbocharger :
S vibration monitoring equipment (casing/AFS)
S oil pressure sensor(s) at the point of supply to the turbocharger
S speed monitoring equipment
S temperature monitoring equipment (including ambient)
Alarms and shut-downs should be set accordingly to protect equipment from operating outside its
design limits.
4.3.1 Pressure gauge connection

Pressure gauge tappings in the outlet of the compressor casing and turbine outlet casing, are
provided. To eliminate the possibility of damage due to engine vibration, the gauge must be
mounted clear of the engine structure. Under no circumstances must a gauge be mounted directly
on the turbocharger induction manifold. If it is necessary to adopt some form of attachment to the
engine, the gauge should be protected by a suitable flexible mounting.
The pressure gauge is outside Napier’s scope of supply. Any reputable supplier will satisfy.
Connection size is M18 x 1.5mm pitch.
4.3.2 Overspeed protection

Current Napier turbocharger products are designed and specified to operate safely under engine
overload conditions but this will reduce the lives of some components due to the higher resultant
stresses and temperature. In some components, this will reduce life, e.g. in the impeller where
creep life will be adversely affected. All current Napier turbochargers can be provided with a speed
probe, fitment of which is mandatory to meet the requirements of Classification Societies for

19
Turbocharger installation 19
marine applications. The output from this must be incorporated into the engine control system to
detect overspeed both to ensure safety and to enable critical component life to be calculated
based on actual operating conditions.
Maximum acceptable speed will depend on a range of factors and must be established for
individual installations and reference should be made to Napier accordingly.
The turbocharger should not, however, be allowed to operate beyond data plate speeds and
control systems should be designed accordingly. Operation above these speeds will introduce
risk of component failure, and may invalidate any existing warranty.
4.4 Speed measurement

Caution: The limits stamped on the name plate are the maximum limits for safe continuous
operation.
It should be noted that some turbocharger insulation covers may need to be removed to locate the
speed probe.
The speed sensor is arranged to count the impeller vanes during each revolution of the
turbocharger shaft.
Caution: It is essential that during and after fitting of the speed probe, the cable is not twisted.
This will cause damage to the internal wires and could lead to probe failure.
4.4.1 Push fit speed probes

Visual identification of the push fit speed probe can be confirmed from the compressor outlet part
number and the presence of the circular cover plate and four fasteners.
The “push fit” speed probe, has a remote amplifier (the design may vary) and is fitted with a cable
connector.
The speed sensor head is held in place by a screw, and may be accessed through the cover on the
on the compressor outlet casing (if fitted).
Push fit speed probe technical data:
Temperature range -25o - +180oC.
Operating frequency max. 20kHz
Amplifier Unit
Supply voltage - UB +18 - 32v DC
Current consumption < 50mA
Load current < 10mA
Operating temperature -25o - +85oC.
Minimum recommended bend radius of the cable 60mm
Sensor Gland nut Amplifier Connector
Fig 4.2 Typical push fit speed probe
Caution: To avoid irreparable damage, the amplifier must be remotely mounted in a location
where the temperature will not exceed +85oC.


4.4.2 Connectors
The speed probe may be ordered with one of two available types of connector.
1. ITT Canon - Hadimec connector
index
Pin A
Pin B +V
Signal
View on the male pin end C,E,F with Pins but not
connected
Air gap Pin D 0V

Schematic diagram
+V Pin A
C,E,F with Pins but
Signal Pin B not connected
0V Pin D
screen
Fig 4.3 ITT Canon (Hadimec) connector wiring and schematic diagram
2. Amphenol- Bendix connector

index
Pin C Pin A
GND Signal
View on the male pin end

Pin B
Schematic diagram +V
Air gap
red
B Contact configuration:
brown
A: Signal
A C B: +V (+10 to +30 VDC
black C: GND
screen
Fig 4.4 Amphenol- Bendix connector wiring and schematic diagram

21
Turbocharger operation 21
Chapter 5
Turbocharger operation
5.1 Turbocharger noise emissions

By far the most intrusive noise from the turbocharger is compressor ‘whine’, i.e. the sound
generated by pressure waves shedding from the impeller vane tips as they pass the diffuser. The
characteristics of the noise are a function of the impeller vane arrangement (size, shape, number
of vanes) and running speed. The noise radiates axially out of the compressor delivery casing
(volute) insert, compressor discharge bellows, and radially through the intake ductwork and
turbocharger compressor delivery casing.
Very loud noise causes serious and irreparable hearing damage, mental disturbances, irritation
and diminished attention. Studies have shown that continuous exposure to noise levels over
85dB(A) causes hearing damage.
Caution: Always wear ear protectors when the noise level is above 85dB(A), and when the
engine is running.
5.2 Commissioning
5.2.1 Inspection
The following checks need to be made on a newly installed, or newly overhauled turbocharger at
the first running of the turbocharger.
Before starting the engine check that all bolts, holding the turbocharger to the engine mounting
faces are secure. Remove the access panels that are provided on the turbine outlet and main
casing insulation in order to access the foot bolts (refer to chapter 7).
Caution: It is strongly recommended that the entire lubrication system is flushed thoroughly
with warm oil before commissioning and after every servicing operation on the lubrication
system.
In order to protect the turbocharger from debris (in the event that flushing of the oil supply lines
does not remove 100% of unwanted particles), initial start-up of the engine prior to running in,
should be carried out with a 75-micron running-in filter in place to ensure a clean supply of
lubricating oil.
Caution: Failure to flush the lubrication system and not using a running-in filter may cause
serious damage to the turbocharger.
A running-in filter is fitted inside of the optional side entry oil block. If the optional side entry oil
block is not fitted, it is the responsibility of the engine builder to provide a suitable running-in filter.
Caution: Any running-in filter fitted to the lubrication system MUST be removed on
completion of engine commissioning/acceptance.
5.2.2 Turbocharger priming

Oil flow is required at the turbocharger bearings as soon as the rotor begins to rotate.
It is recommended that priming is carried out until the maximum lubricating oil pressure is
registered by the engine instrumentation (2.2 - 3.3 barg).
Or the turbocharger is primed for a minimum of 5 minutes.


It is often possible to achieve priming of the turbocharger with just an engine driven lubricating oil
pump. However, in some cases the design of the lubricating oil system and the speed of starting
can result in the turbocharger operating without oil.
5.2.3 Initial start
Caution: In order to prevent bearing damage the turbocharger bearings must be fully
lubricated prior to any rotation, preferably with oil preheated to 50°C.
It is necessary to prime the unit until the lubricating oil pressure of 2.2 - 3.3 barg is registered at the
turbocharger oil pressure monitoring port. Refer to 5.2.2.
1. Start and run the engine up to idling speed.
2. Check and record the oil pressure at the turbocharger inlet.
3. Check all pipelines for leakage.
4. At various engine loads, to serve as a basis for future checks on turbocharger and engine
performance, record:-
a. turbocharger rotor speed
b. air delivery pressure
c. temperatures before and after the turbine
d. temperatures before and after the compressor
e. temperatures before and after the charge air cooler
The turbocharger does not require a special run-in period. If a running-in compound has been
used in the engine it is recommended that the turbocharger bearings are examined upon
completion of the commissioning / acceptance tests.
NOTE: Checking the turbocharger bearings is outside of the scope of this manual and will need
to be performed by Napier Turbochargers or by an approved Napier Turbochargers service agent.
5.2.4 Post commissioning / acceptance

1. Remove the running-in filter from the side entry oil block (if fitted) and replace the plug and
copper washer.
Oil block
Plug
TD206
Running-in filter
Fig 5.1 Removing the running-in filter from the side entry oil block
5.3 Lubrication oil

The turbocharger requires oil for lubrication and cooling of its journal and thrust bearings. All
Napier turbochargers require an external lubrication source. This may be from a main engine oil
pump or an ancillary system. Provided that the guidelines identified in this chapter are followed,
the turbocharger will operate reliably with the oil used by the engine.

23
Routine operation of the turbocharger does not of itself lead to any significant increase in oil
foaming, oxidation or general degradation. However, the oil must be carefully monitored to ensure
that it is fit for service in the turbocharger. Most engine builders will specify quality limits and
sample rates for engine lubricating oil. These guidelines must also apply to any independent
turbocharger lubricating circuit. If the operator adheres to the regimes there are unlikely to be any
specific oil related problems with the turbocharger. Conversely, if routine engine oil analysis is
neglected or improperly performed, damage to the turbocharger bearings, rotating parts or seals
may occur.
The thrust and journal bearings are the only parts of the turbocharger that require lubrication.
Lubricating oil for the rotor bearings may be drawn directly from the filtered side of the engine
system or from any other suitable source, provided that correct arrangements are made for
filtration.
For Napier turbochargers, 90% separation of particles above 0.020mm, with an absolute mesh
size of 0.035mm maximum, would be appropriate.
Caution: Ensure the turbocharger is fed with clean filtered lubricating oil by cleaning the
engine oil filters according to the Engine manufacturers manual.
Napier Turbochargers are designed to run on most high quality turbo-diesel oils in the viscosity
range SAE 20 to SAE 40.
To ensure satisfactory operation of the turbocharger and to obtain optimum bearing life it is
recommended that the cleanliness of the lubricating oil conforms to BS554 (ISO4406) level 19/15
or better.
Impeller cooling block

Oil block/running-in filter
Oil drain cover
Fig 5.2 Side entry lubricating oil inlet and drain cover
Where engines are required to start rapidly, oil should be supplied from a priming tank or from an
accumulator designed to discharge oil to the turbocharger until the engine pump becomes
operable.
5.3.1 Pitch and roll
List and trim limits for all Napier Turbochargers is +/- 35 degrees from the horizontal mounting
plane. Rate of pitching and rolling is not to exceed +/- 30 degrees per second.
If emergency / survival conditions require, then these limits may be exceeded by 10 degrees i.e.
list and trim limits +/- 45 degrees from the horizontal mounting plane with the turbocharger
continuing to function.


Depending upon the severity of the inclination and the dwell time at that attitude then there is a risk
of the shaft seals being compromised and a temporary oil leak occurring. This should not affect the
operation of the turbocharger short term, but if extended periods are experienced it is
recommended that the turbocharger is partially disassembled to check for evidence of oil leakage.
If found the turbocharger should be fully dismantled to clean excess oil residue and deposits.
5.4 Monitoring
The turbocharger must be continuously monitored for running speed, oil pressure and
temperature. This information should be data logged to aid problem solving by both the client and
Napier engineers in the event of an operational problem.
A reduction in turbocharger speed can signify:
S Damaged turbine or bearing
S Severe soiling of the turbine and/or nozzle
Caution: If the speed signal fails, it is recommended that the engine should be run down
progressively to idle and the engine stopped. The cause of the failure should then be
determined.
5.4.1 Oil temperature

The lubricating oil for the turbocharger under load, whether taken from the engine system or from
an independent pump, must meet the maximum temperature of 115°C at the outlet, at the
maximum turbocharger speed of 32,500rpm.
5.4.2 Oil pressure

The lubricating oil pressures (hot) stated below are the pressures required between the orifice and
the turbocharger bearings:
Oil pressure at the maximum turbocharger speed of 32,500rpm must be within 2.2 - 3.3 barg.
At part load or half turbocharger speed, oil pressure must be within 1.8 - 3.3 barg.
Where the turbocharger is operated at a very low load, or idle conditions (i.e. less than 5% of
engine power) the oil inlet conditions must be reduced:
S where idle conditions are expected to be seen for up to 3 hours, the oil pressure must be
within 1.0 - 3.3 barg
S where idle conditions are expected to be seen for over 3 hours, the oil pressure must be
within 0.1 - 0.5 barg
Oil pressure during priming, prior to a start must be 0.1 - 0.5 barg.
With the engine stopped, oil pressure must be within 0 - 0.5 barg.
NOTE: An orifice must be placed in the oil supply line, as close to the turbocharger as is
practically possible. Napier Turbochargers Limited supplies the orifice for the integrated
turbochargers. Non-integrated products require the orifice to be located in the oil feed pipe, in
which case the engine builder is responsible for the supply and fitting of the orifice.
5.4.3 Alarms
Under normal operating conditions alarms should be set as follows for all turbochargers.
Caution: Levels identified as shut-down, are levels beyond which damage to the
turbocharger is likely to occur.
Lubricating oil at Lubricating oil at Lubricating oil at Lubricating oil at outlet

inlet low pressure inlet low pressure outlet high high temperature
alarm shut-down temperature alarm shut-down
2.2 barg 1.5 barg 115 oC 125 oC
Table 5.1. Lubricating oil, alarm conditions

25
If pressure or temperature levels go beyond warning limits, immediate action should be taken to
identify and correct problems that have caused this to occur. Immediate action should be taken to
shut down the equipment if its operation is not safety critical. In the case of marine applications this
may not be possible due to the overall need for ship safety. All possible actions should, however,
be taken to limit risks of equipment failure including reduction of load to the minimum possible for
safe ship operation.
5.4.4 Vibration
In order to avoid costly failure during validation and into early service, there are requirements to be
met by the turbocharger and mounting bracket, in order to ensure that high amplitude vibrations
are not excited in the turbocharger.
Both the turbocharger rotor and body are inherently rigid and do not themselves normally induce
vibration levels of any concern. The main source of vibration is the engine.
5.4.5 Vibration sources

During operation, turbocharger vibration may be induced through the dynamic response of the
turbocharger rotor, or through forced excitation from the engine, which is transmitted through the
mounting bracket.
The engine manufacturer should ensure through design and validation, that the transmission of
vibrations from the engine is minimised.
5.4.6 Minimising Turbocharger vibration

The minimisation of vibration from the rotor is ensured at the outset through bearing and rotor
design, and achievement of a fine state of residual balance during rotor assembly. Beyond this,
bearing characteristics and rotor condition should be maintained through fulfilment of the
requirements of 5.3 Lubrication oil, Chapter 8 (In service cleaning) and 6.2.1 Air filter removal and
cleaning.
Unless some aspect of rotor system condition changes dramatically, rotor induced vibration
amplitude will not exceed the limits for safe operation, as stipulated by ISO10816-6.
5.4.7 Vibration monitoring

Vibration is measured in vertical, lateral and transverse planes. With reference to ISO10816-6,
the following measurement locations are advised. A reference measurement should be taken at
the turbocharger / mounting bracket interface. This will indicate the amplitude of the excitation
from the engine. The response of the turbocharger with respect to this excitation may then be
gauged through measurements taken at an appropriate boss on the outside of the compressor
delivery casing.
5.5 Routine operation

5.5.1 Routine starting
Before starting the engine, make the following checks:
S Check in the log book and by observation if possible, that any maintenance work required
has been completed in accordance with the Maintenance and Inspection schedule given in
Chapter 6.
S Proceed as described in 5.2.2 Turbocharger priming and 5.2.3 Initial start of the engine, but
now with the running-in filter removed.
5.5.2 Running
During routine operation, continue to inspect and monitor the turbocharger.
Check the oil supply.
Record
b. air delivery pressure
c. gas temperature at the turbine inlet


A gradual or sudden deterioration in these figures will indicate the need for internal cleaning or
overhaul of the turbocharger, and may also assist in deciding the cause of unsatisfactory engine
operation.
Engine fuels can vary in grade. Heavy fuel oils in particular can cause fouling of the turbocharger
nozzle and turbine blades. Operators should take due care to ensure adequate cleaning regimes
are followed. Refer to Chapter 8 for guidelines on the procedures and frequency of washing for the
turbocharger.
Caution: Build-up of deposits will ultimately cause operating parameters, and particularly
temperatures, to change. This will impact on component life and ultimately result in damage to,
and premature failure of, turbocharger components.
5.6 Stopping
In order to assure safe turbocharger lubrication and heat extraction during shut-down these
procedures should be followed.
5.6.1 Normal stop

When shutting down, it is desirable that the turbocharger speed be allowed to stabilise. The
engine should be run down progressively to idle, before finally stopping. This procedure applies
particularly where rapid load shedding occurs.
Caution: Following an engine stop, it can take up to 90 seconds for the turbocharger to stop
rotating. Post lubrication is extremely important following an engine stop. It is recommended that
a delay of at least 90 seconds is introduced, between engine shut-down and pump shut-down.
This will maintain lubricating oil supply whilst the turbocharger is still rotating.
Caution: Following a normal or emergency stop, it is recommended that oil pressure is
maintained to the turbocharger for a minimum period of 20 - 30 minutes. This can be achieved
via the priming pump and will allow the residual heat to dissipate, thus avoiding damage to the
seals and bearings.
NOTE: Conditions may vary between installations and the engine manufacturers instructions
should take precedent over these guidelines unless specifically instructed otherwise.
When the engine is stopped, heat transfers from the turbine to the sealing and bearing areas. If the
temperatures become excessive, coking and subsequent wear/damage could occur when the
engine is restarted. Over a period of time in extreme cases, this could lead to a breakdown.
After shutdown, the optimum solution is to incorporate an intermittent post lubrication sequence
following an engine stop. This involves running the priming pump four times, each for 20 minute
periods with 10 minute breaks in between. Oil pressure 0.5 barg.
5.6.2 Emergency stop
Caution: Failure to provide sufficient lubrication to the turbocharger during shut-down may
cause bearing damage. In these circumstances inspection of bearings is recommended.
As for a normal stop, but subject to prevailing local conditions and legislation.
Caution: There should always be provision of a pump as a standby, for priming and for a
supply of oil in the event of a hot or emergency shut-down.
In the event of an emergency stop with the turbocharger rotating, a standby oil pump, activated by
an oil pressure sensor in the feed line adjacent to the turbocharger, should immediately supply oil
to the turbocharger. A suitably mounted tank, activated by low supply pressure at load, may also
provide sufficient run down oil following hot shut down. Following this event it is important to
reinstate the oil pressure as soon as possible and continue for 2 hours (for 20 minute periods with
10 minute breaks in between) to prevent coking of turbine bearings and seals.
Should circumstances dictate that the oil supply to the turbocharger be shut off before it has
run-down, then it is recommended that the bearings be inspected before attempting a restart.

27
5.7 Operating difficulties

Refer to Chapter 9 Troubleshooting.
5.7.1 Turbocharger matching

Output of a turbocharger is matched to the engine air demand and exhaust characteristics by the
selection of impeller, compressor diffuser, turbine nozzle and turbine blades of the length
necessary to drive the impeller at the correct speed with maximum efficiency. Consequently,
although the same Napier frame size of turbocharger may be fitted to more than one size of
engine, the various diffuser, nozzle and rotor combinations are NOT interchangeable.
5.7.2 Turbocharger surging

Surging is a phenomenon which can occur in all turbocharger systems irrespective of type or
make.
Surging is defined as the operating point at which the compressor ceases to maintain a steady
flow for a given boost pressure, and reversal of the flow takes place. This is usually accompanied
by noise in the form of pulsations or panting, sometimes mildly and sometimes noisily with a large
amplitude.
Caution: It is essential that surging during engine operation is avoided. Damage may be
caused to the rotating parts with consequent damage to the complete turbocharger.
The following may give rise to surge:

S a violent change of engine load or excessive overload
S an excessive rise of cooling water temperature in the charge air cooler
S extreme fouling of the inlet or exhaust manifolds
S mismatching of compressor and turbine components in respect of a particular engine
S the turbine nozzle and blades have heavy carbon deposits from the burnt residue of fuel
NOTE: The residue due to fuel impurities and lubricating oil additives may result in high turbine
speeds, high boost pressure and exhaust gas temperature rise. Continued deposits will raise the
exhaust gas temperature sufficiently to cause surging.
Caution: It is essential that the cause of surging is identified and remedied immediately and
parts assessed for damage. If necessary, parts may need to be replaced by a Napier
Turbochargers service centre.
5.8 Prolonged shut-down

The turbocharger should be inhibited at the beginning of any period of disuse which is expected to
extend beyond a period of one month. Details of the procedure are given in Chapter 11 Protection
against corrosion.
5.9 Component lives

5.9.1 The effect of turbocharger speed and ambient temperature
All turbochargers are designed to operate up to the maximum speed identified on the data plate.
Lives are, however, affected by other factors such as speed and ambient temperatures. All Napier
turbochargers have a design life of 50,000 hours and 50,000 cycles (no load to full load), when
operating within the data name plate maximum speed limit. The life will be reduced if, for example,
the air intake temperature to the turbocharger is above the design figure. It is critical, therefore,
that all operating conditions are clearly understood and defined and that records of operation are
maintained to establish when component lives have expired and components require change.
Information recorded must include:
S Turbocharger rotor speed
S Ambient temperature


S Running hours at conditions recorded

S Number and nature of operating load cycles
Ambient temperature assumed to be 25°C.
Caution: All turbocharger components have finite lives.
WARNING: DUE TO THE INCREASED RISK OF FAILURE, TURBOCHARGERS SHOULD NOT BE

OPERATED WHEN THE RECOMMENDED LIVES OF THE FOLLOWING COMPONENTS HAVE
EXPIRED. ALL LIFE-EXPIRED COMPONENTS SHOULD BE REPLACED WITH NAPIER ORIGINAL
EQUIPMENT PARTS.
Components critical for product integrity and safety are:
S Impeller
S Turbine
5.10 Impeller cooling

5.10.1 Impeller cooling controlled via the cooling valve
To achieve the higher pressure ratios, the NT1-10 turbocharger operates at higher rotor speeds
than its predecessors. The higher rotor speed results in higher compressor temperatures and
would consequently reduce the life of the impeller were it not for the inclusion of an impeller
cooling valve.
To achieve the required operating life of 50,000 hours the NT1-10 is fitted with an impeller cooling
valve that actuates at a trigger speed of 29,500rpm. When the impeller cooling valve is switched
on, it allows cooling air to flow down the back of the impeller thus keeping it operating within the
required temperature limits.
The impeller cooling valve is fitted either side of the main casing. It requires a compressed air
source to move the cooling control piston and a 3-way solenoid valve to control the start and end of
cooling as determined by the rotor speed:
S below 29,500rpm there is no requirement for cooling
S at 29,500rpm and above the impeller will require cooling
The provision of the supply of cooling air and the solenoid valve used to switch the supply is the
responsibility of the engine builder.
The operation of the cooling valve can be checked visually by observing the movement and
position of the piston. When the valve is open the end of the shaft will be visible and protruding
from the valve body. In the closed position it will be flush with the valve body.
The valve has been designed to be failsafe - in the event of solenoid valve failure or disruption to
the compressed air supply, the impeller cooling valve will move to the open position, ensuring that
cooling air is provided to the impeller at all times.
A 3 way, normally closed solenoid valve will need to be provided to control the supply of air. For a
typical schematic diagram, refer to Fig.5.4.
There are two further options the can be specified as determined by the engine builder:
S Constant impeller cooling - when constantly operating above 29,500rpm
S No impeller cooling - when there is no operating above 29,500rpm

29
Piston position indicator
Air supply
Fig 5.3 Impeller cooling block
Fig 5.4 Impeller cooling valve - schematic diagram


NOTES

31
Maintenance and inspection 31
The turbocharger should be inhibited at the beginning of any period of disuse which is expected to extend beyond a period of one month. Details of the procedure are given in chapter 4, MAINTENANCE AND INSPECTION, section 4.8.
Chapter 6
Maintenance and inspection
6.1 Initial inspection
Operating hours Work Program
Confirm the circulation of lubricating oil i.e. engine feed supplies.
After the first Inspect all pipe connections, ensure they are tight and leak free in the correct
100 hours of manner. Check for oil leakage, exhaust gas leakage and compressed air leakage.
operation Inspect security of the turbocharger holding down bolts and casing nuts.
Refer to Appendix B.
Table 6.1. Initial inspection
WARNING: LEAKING LUBRICATING OIL IS A FIRE HAZARD
6.2 Standard routine servicing

Operating hours Work Program
Compressor water wash. This will depend upon site conditions.
Every day or See Chapter 8, In service cleaning.
weekly Check visually for oil leakage, exhaust gas leakage and compressed air leakage.
Record operating data and enter in engine logbook.
Turbine water wash. This will depend upon site conditions. These values will be
Every 48 - 144 dependant upon the fuel grade and therefore may require further reductions or
hours increases as experience is acquired.
See Chapter 8, In service cleaning.
Every 250 hours Clean air filter elements. This will depend upon site conditions.
Table 6.2. Routine servicing
6.2.1 Air filter/silencer cleaning
Turbocharger air filter silencers (AFS) and compressors can be severely affected by intake air
quality; an environment with a high level of airborne contamination will require diligent AFS and
compressor cleaning.
Examine for damage, corrosion of the casing and fittings, condition and security of the lining, and
the condition of the filter panel media.
Fig 6.1 Air Filter Cleaning


WARNING: EYE PROTECTION SHOULD BE WORN.
Caution: The baffle splitters should not be immersed in fluid. Do not use solvents.
At 250 hours, or when the pressure drop across the air filter reaches 200mm ( 8ins) head of water
(whichever occurs first) clean the filter elements.
The filter elements are of the oil wetted type and can be cleaned by passing air at 300kPa, (3 bar)
or (30 - 60 psi) through in the reverse direction to normal airflow to the compressor.
Very dirty panels may be washed using a high pressure warm water jet. Click on the image below
to activate and view the video.
Oil and grease may be removed by using a suitable detergent or de-greaser.

The splitters should be cleaned using a hand brush for general dust and debris.
The filters should be lightly oiled after cleaning to improve dust adhesion.

33
6.3 Periodic maintenance and inspection periods

Caution: The following programmes of work, beyond removing the cartridge, are outside of
the scope of this manual and the work will need to be performed by Napier Turbochargers
Limited or one of our approved servicing organisations.
Table 6.3. shows the standard maintenance and inspection periods. This is only given as an
indication, as replacement will ultimately depend on operating conditions.
Operating
Work Program
hours
Every Dismantle, clean and inspect the complete turbocharger.

8,000 - Remove the cartridge. Strip, clean and inspect. Fit new lip seal, new bearings and new
12,000 bearing housings. Fit new replacement speed probe and impeller cooling valve if required.
hours Inspect and clean the nozzle ring and rebuild.
Remove the cartridge. Strip, clean and inspect. Fit new lip seal. Fit new bearings and new
bearing housings. Fit new replacement speed probe, if necessary.
24,000 Fit a new thrust collar and check balance the rotor assembly. Fit a new nozzle ring,
shroud ring and turbine inlet casing. Fit new baffles and filter elements in the Air Filter
Silencer. Rebuild.
Remove the cartridge. Strip, clean and inspect. Fit new lip seal, new bearings and new
Fit a new turbine outlet casing. Inspect and clean the nozzle ring and rebuild.
bearing housings. Fit new replacement speed probe and impeller cooling valve if required.
48,000
Fit new balanced rotor assembly, shroud ring and nozzle ring. Fit a new turbine inlet
casing. Fit a new Air Filter Silencer. Rebuild.
Inspect and clean the nozzle ring and rebuild.
shroud ring, turbine inlet casing and turbine outlet casing. Fit new baffles and filter
elements in the Air Filter Silencer. Rebuild.
Inspect and clean the nozzle ring and rebuild.
96,000
Fit new balanced rotor assembly, shroud ring and nozzle ring. Fit a new turbine inlet
casing. Fit a new Air Filter Silencer. Rebuild.
Fit a new turbine outlet casing. Inspect and clean the nozzle ring and rebuild.
shroud ring and turbine inlet casing. Fit new baffles and filter elements in the Air Filter
Silencer. Rebuild.
Table 6.3. Standard maintenance and inspection periods


6.4 Major component replacement intervals

The following table shows typical replacement intervals for major components. This is only given
as an indication as replacement will ultimately depend on operating conditions.
Fit a replacement speed probe, if required
Fit a replacement impellor cooling valve,

Fit a new rotor (see note - 6.5 Rotor life)
Remove cartridge, strip, clean, inspect
Fit new bearing housings, if necessary
Fit new Air Filter Silencer baffles and
(includes new baffles and elements)

Fit new thrust and journal bearings
Fit a new new turbine inlet casing
Fit a new turbine outlet casing
Fit a new Air Fillter Silencer

Check balance of the rotor
Fit a new thrust collar
Fit a new shroud ring
Fit a new nozzle

Fit new lip seal
filter elements
if required
Hours
12000 X X X X X
24000 X X X X X X X X X X X
36000 X X X X X X
48000 X X X # # X X X X X X X
60000 X X X X X
72000 X X X X X X X X X X X X
84000 X X X X X
96000 X X X # # X X X X X X X
108000 X X X X X X
120000 X X X X X X X X X X X
# Thrust collar and check balance are included with new rotor.
Table 6.4. Component replacement intervals
NOTE: Service life expectation for casings operating in typical conditions is 24Khrs, but for
extreme applications such as those with a high number of start vs. hours run ratio and rapid load
increases, the replacement interval could be reduced to 12Khrs.
6.4.1 Acceptance criteria for worn components

For guidance and acceptance criteria, refer to Appendix D “Acceptance checks” which can be
found at the back of this manual.
6.5 Rotor life
NOTE: Rotor life is 50,000 hours (or 8 years where hours is unknown) and is based on a cyclic
duty that does not exceed 1 cycle every 2 hours.
Units that exceed the number of cycles and/or temperature will have a reduced life-span and
advice should be sought from Napier Turbochargers Limited
6.6 Rotor shaft balance check
The rotor shaft of the turbocharger is dynamically balanced when new. If any rotating parts have
been damaged or major components have been replaced, it is important that the rotor shaft is

35
check balanced. It is recommended that the rotor shaft balance is checked by Napier
Turbochargers Limited or one of our approved servicing organisations every 24,000 hours or
every 4 years, whichever falls first.
Refer to Appendix F for information upon Napier approved servicing organisations.
6.7 Bearing replacement

Bearing life varies considerably depending on operating conditions. Providing correct oil grades,
oil pressures, and clean oil is supplied, the bearing life of the turbocharger is indefinite. If
unfavourable service conditions do prevail the bearing should be inspected every 8,000 - 12,000
hours.
6.8 Maintenance spares kits

Napier provide maintenance spares kits specifically for the overhaul of the NT1-10 turbocharger.
The contents of these kits comprise, a fastener kit, a bearing kit, all of the required seals and all
necessary joints.
The order code reference number for the maintenance spares kit is:
050 - NT1-10 Maintenance spares kit


NOTES

37
Operator maintenance tasks 37
Chapter 7
Operator maintenance tasks
7.1 Introduction
Maintenance during operation includes carrying out visual checks, monitoring and measuring as
well as inspection and function checks in order to ensure correct functioning of the turbocharger.
The inspection, measurement and servicing operations listed must be carried out at the intervals
indicated in Chapter 6.
This chapter contains the information the operator requires to remove and dismantle the
turbocharger, in preparation to replace the cartridge or mechanically clean the nozzle. The
instructions are considered to be within the scope of an operator without special facilities.
It is assumed that strip inspection and overhaul will be linked with engine overhaul periods advised
by the engine builder.
At the same time that the turbocharger is overhauled, the air filter and the engine lubricating oil
filters should be serviced.
Complete overhaul, including detailed viewing, crack detection and pressure testing can be
undertaken by Napier Turbochargers. The facilities of our technical organisation and the services
of our engineers are available at all times to assist in the investigation of any matter connected
with Napier turbochargers.
Fig 7.1 Typical Turbocharger with insulation panels


7.2 Preparation for dismantling

The installation must be equipped with a lifting facility suitable for raising and removing the
turbocharger and its ancillaries. Moreover there should be sufficient space to actually remove the
turbocharger without dismantling it. Significant time may be wasted in service due to lack of
provision for this.
7.3 Genuine Napier parts

Napier Turbochargers Limited hold an extensive range of Napier spare parts, for all Napier
products.
All parts are manufactured to OEM drawings, processes and material specifications.
All parts are supplied with a certificate of conformity and authenticity and carry a full OEM
warranty.
Caution: Use only genuine Napier parts manufactured by Napier Turbochargers Limited.
Failure to observe this instruction could result in damage to the turbocharger and the engine.
7.3.1 Procedure for ordering spare parts

When ordering spare parts please specify the following information:
S Turbocharger frame size
S Turbocharger serial number
If this is not visible, please include the engine type and the engine serial number
S Installation details
Please include the location and application of the unit including geographical details.
S Parts required. These should be referred to from the parts list.
Following these instructions will enable the unit to be easily identified and so simplify the ordering
process.
7.3.2 Maintenance tool kit
A maintenance tool kit is available and should be ordered separately. Individual tools from the tool
kit are referred to in the following instructions. Although it may be possible to remove some of the
components using tools other than those specified, the correct designed tools will avoid damage
to the components, surrounding parts and personnel.
7.3.3 Maintenance spares kit
It is recommended that a NT1-10 maintenance spares kit is available before commencing
overhaul.
7.4 Safety of personnel

Caution: Carefully read and observe all of the safety instructions at the beginning of this manual
before commencing any maintenance task.
The change of the centre of gravity must be appreciated when casings are removed from the
turbocharger.
Caution: Operators should ensure that all turbocharger mounting bolts are secure or, if the
unit has been removed from the engine for servicing, that the turbocharger is secured to a
suitable working surface before commencing any dismantling operation.
7.5 Insulation
Heat transfer by conduction from turbocharger to the outer shell is minimised where possible by
design.
Caution: Wear protective clothing at all times before removing any insulation panels or
commencing any dismantling or re-assembly operation.
Insulation is supplied for, but not limited to, four of the five major casings of the turbocharger. The
compressor inlet casing does not require insulation.

39
All materials used are non-combustible, inert, fire resistant, non-hazardous and resistant to high
vibration.
Insulation consists of an insulation blanket element formed to the shape of the turbocharger
casing. This will be encased by metal shell casing affording it protection from liquid penetration.
The insulation fitted to the compressor delivery casing and the turbine outlet casing is such that
maintenance to the turbocharger can be performed without removing all of the insulation.
7.6 Removing the turbocharger
To remove Compressor inlet To remove Cartridge’ from
Turbine outlet Axis

casing from Compressor Turbine outlet casing
delivery casing
To remove Compressor To remove Turbine inlet
delivery casing from casing from Turbine
‘Cartridge’ outlet casing
120 280 550 250
55
4
72
58
184 48 31 3 76
Fig 7.2 NT1-10 Turbocharger dismantling dimensions
Before the start of any dismantling work, mark the vertical centreline at the top of all casing flanges
and joints to be certain that all components are returned to their correct relative positions. The
identity marks must not damage the flanges etc., but should be sufficient to remain in evidence
after cleaning.
1. Ensure that the oil pump is switched off and the pump is isolated.
2. Disconnect the oil system if the oil is supplied externally.
3. Disconnect the air and exhaust pipes and trunking.
4. Disconnect and protect all fitted instrumentation.
5. Seal all open pipes, vents etc. until re-assembly.
Normal procedure would be to remove the compressor inlet casing and disconnect the bellows at
the turbine inlet casing.
It is not necessary to remove all of the insulation to lift the turbocharger from the engine. The
compressor delivery casing insulation and the turbine outlet insulation are designed so that they
do not need to be completely removed for normal servicing.
7.6.1 Access panels
Access is provided to the following ports within each casing where applicable.
1. Turbine inlet casing: wastegate ports, instrumentation tappings, water wash inlet pipe.
2. Turbine outlet casing: wastegate ports, instrumentation tappings, water drains.
3. Main Casing: oil inlet manifolds, oil drains, impeller cooling valve, lifting eyes.
4. Compressor outlet casing: speed probe, instrumentation tappings, lifting eyes.


7.6.2 Preparing for a 3 point vertical lift of the turbocharger
Slinging and lifting points will be different depending upon the type of inlet casing. An Air Filter
Silencer, axial or radial (side entry casing) inlet casing could be fitted.
Removal of an installed turbocharger
Step 1 Disconnect the compressor wash pipe (if fitted) and remove the air filter/silencer, (if
fitted), or the compressor inlet casing from the compressor outlet casing.
Step 2 Using suitable lifting equipment, remove the compressor inlet casing, from the
compressor outlet casing.
Step 3 Disconnect the oil feed pipe (if used).
Step 4 Disconnect the oil drain pipe (if used).
Step 5 Disconnect the compressor outlet from the ducting.
Step 6 Disconnect the turbine water wash supply (if fitted).
Step 7 Disconnect the turbine inlet from the ducting.
Step 8 Disconnect any external air supply to the impeller cooling valve (if fitted).
Step 9 Disconnect the speed probe and stow safely, refer to 7.11 for the procedure.
950
930
981
982
983
TD220
Fig 7.3 Lifting access panels

930 Foot mounting bolts access panel 982 Disc lock washers - pair
950 Turbocharger lifting point access panels 983 Plain washer
981 M8 bolt
Step 10 Remove the fasteners from the top insulation panels (950) on the turbine outlet casing /
main casing to gain access to the lifting points. Each fastener comprises, M8 bolt, a pair
of disc lock washers and a plain washer. Separate and remove the insulation panels.
Step 11 Fit an M20 eye bolt (1011) into each of the two of the lifting points. Refer to Fig.7.4.
Step 12 Attach the M20 eye nut (1009) to the outlet flange of the turbine outlet casing.

41
1011
TD217
Fig 7.4 Main casing lifting points

1011 Eye bolt (M20)
Step 13 Attach suitable lifting equipment to the two main casing lifting points and the eyebolt in
the turbine outlet casing.
Step 14 Remove the fasteners from the lower insulation shell (930) from the turbine outlet
insulation casing to access the foot mounting bolts.
Step 15 Remove the two turbine end mounting foot bolts.
Step 16 Remove the four main casing mounting foot attachment bolts.
Step 17 Take the weight of the turbocharger and lift the turbocharger.
1009
1011
1011
TD215
Fig 7.5 Three point vertical lift of the turbocharger
1009 Eye nut (M20) 1011 Eye bolt (M20)


TD216
Fig 7.6 Turbocharger mounting feet with insulation access panel removed
7.7 Removing the cartridge

Follow all of the preparatory steps in 7.6 Removing the turbocharger.
Follow all of the steps in 7.6.2 Preparing for a 3 point vertical lift of the turbocharger, with the
exception of Step 12.
Caution: Before removing the cartridge, the turbine outlet casing must be supported or
severe damage will occur to the casing and turbine.
Step 1 Remove the M8 fasteners retaining the main casing side insulation panels, and the two
lower shells. Refer to Fig.7.8.
Step 2 Remove the silicone grommet (956) from the top panel of the compressor delivery
casing insulation to gain access to the lifting point. Remove the insulation retaining
screw and washer and replace with the M12 eye bolt (1010) from the NT1-10 tool kit.
Step 3 Remove the 5 insulation retaining bolts (938) and washer (939) from the insulation
frame (937) linking the turbine outlet insulation to the main casing. Refer to Fig. 7.8.
Step 4 Insert a support under the the turbine outlet casing to prevent the casing from tilting
once the cartridge is removed. Refer to Fig. 7.12.
Caution: Do not remove the M16 nuts from the two safety studs (250) that are exposed on
the outside of the main casing.
956
957
958
TD214
Fig 7.7 Compressor lifting point access
956 Grommet silicone 958 Washer

957 Screw

43
937
938
939
945
981
982
983
TD221
946
Fig 7.8Main casing insulation removal

937 Insulation frame 946 Lower shell - main casing
938 Bolt 981 M8 bolt
939 Washer 982 Disc lock washers - pair
945 Main casing side insulation panel 983 Plain washer
1010 956
370
371
372
938
TD213 939
Fig 7.9 Cartridge with compressor outlet casing insulation

370 Safety screw 339 Washer
371 Washer 956 Grommet silicon
372 Safety stud 1010 Eye bolt (M12)
938 Screw


Step 5 Remove the 4 safety screws (370) and washers from the main casing/turbine outlet
casing interface. Refer to Fig. 7.9.
Step 6 Remove the 24 off M16 nuts and washers from the compressor outlet casing/turbine
outlet casing.
Caution: Ensure that the cartridge remains level or severe damage to the turbine will occur.
Step 7 Use the 4 jacking screws (1023) and the 4 jacking screw re-action plates (1021) from
the NT1-10 tool kit to separate the cartridge from the turbine outlet casing. Refer to
Fig. 7.10.
Step 8 Take the slack out of the straps on the lifting equipment.
Step 9 Remove the mounting foot bolts.
Step 10 Take the weight of the turbocharger on the lifting equipment.
Step 11 Withdraw the cartridge assembly from the turbine outlet casing. Ensure that it is
withdrawn sufficiently before attempting a vertical lift, refer to Fig.7.2.
1021
1023
TD211
Fig 7.10 Jacking screws

1021 Jacking screw re-action plate 1023 Setscrew
370
248 371
249
248 372
249
TD212
Fig 7.11 Main casing safety bolts

249 Washer 370 Safety screw
248 Nut 372 Safety studs

45
Step 12 Mount the cartridge assembly on a suitable service stand for return to an approved
Napier service agent.
Step 13 Stow all of the insulation panels and fasteners removed in the previous steps safely.
TD210
Support
Fig 7.12 Insert support for the turbine outlet casing before removing the turbine cartridge
7.8 Replacement of the cartridge

Refitting the cartridge is the reverse sequence to removal.
Caution: Before replacing the cartridge, inspect the shroud diametric acceptance
measurements, as detailed in Appendix D.
Caution: Ensure that the cartridge remains level or severe damage to the turbine will occur.
For tightening torque figures, refer to Appendix B.
NOTE: Refit all of the insulation panels removed during disassembly .
7.9 Removing the turbine inlet casing

Step 1 Remove the turbine inlet casing insulation.
Step 2 Remove external water wash supply pipes (if fitted).
Step 3 Remove the nuts (118) and spacers (117) securing the turbine inlet casing to the
turbine outlet casing (160).
Step 4 Using the appropriate lifting equipment, remove the turbine inlet casing from the turbine
outlet casing (160).


7.10 Removing and cleaning the nozzle

Due to increased use of Heavy Fuel Oil (HFO) mechanical cleaning of the nozzle (120) may be
necessary in addition to scheduled maintenance activities.
To access the nozzle, it will be necessary to remove the turbine inlet casing.
Caution: To ensure prolonged trouble free operation it is recommended that these
instructions are followed each time the nozzle or related components are removed for
maintenance.
160
117
118
100
TD209
Fig 7.13 Removing the turbine inlet casing
100 Turbine inlet casing assembly 118 Nut

117 Spacer 160 Turbine outlet casing
1 entry axial or 1 entry radial casing

Step 1 Remove the nozzle retaining ring (121).
It is held in place by six through bolts (122) with nuts and two pairs of disc-lock washers.
Step 2 The nozzle (120) can now be removed, cleaned and inspected for damage. Refer to
Appendix D.
7.10.1 Mechanical cleaning of the nozzle
The nozzle may require to be boiled in water to remove stubborn deposits resulting from low grade
fuels or additives in the lubricating oil.

47
123
124
122
121
101-12A
123
124
123
122
121 120 125 TD219
Fig 7.14 Through bolt nozzle fixing
101 Turbine inlet casing (type 12A illustrated) 123 Disc-lock washer (pair)
120 Nozzle 124 Nut
121 Nozzle retaining ring 125 “C” Seal
122 Cap screw
7.10.2 Preparation for replacing the nozzle

When it becomes necessary to perform mechanical cleaning or remove the nozzle for other
reasons, the outer ring may not exhibit the nominal dimensions (‘F’ in Fig.7.15). It may be smaller
than when originally fitted. In order to maintain nozzle integrity, the outer ring must be clamped
between the shroud ring (130) and the turbine inlet casing (101).
Security may be compromised if the original clamping is not restored prior to re-installation and the
nozzle ring could subsequently experience premature cracking due to insufficient clamping.
To prevent this and ensure a “positive” nozzle nip is maintained it is essential the nozzle ring is
checked by measurement, and if necessary gently formed to bring it back in line with original
dimensions, see Table 7.1.
The nozzle outer ring face X (see Fig.7.15 and Fig.7.16) on the turbine side should be manipulated
and restored at approximately twelve points, between the vanes, using an adjustable spanner or
similar tool to achieve dimension F, (see Table 7.1.)
Clamping of the nozzle (‘nozzle nip’) is achieved as the nozzle outer ring is dimensionally larger by
design than the space it is being installed into (turbine inlet casing - shroud ring - ‘‘A” in Fig.7.16).


Fig 7.15 Nozzle width
Turbine inlet casing - shroud, dimension A Nozzle width, dimension F

Nominal (mm)
NT1-10 43.00 43.35
Table 7.1. NT1-10 Nozzle width - nominal measurements
A
160
101
X
120
TD226
Fig 7.16 Fitting the turbine inlet casing to the shroud, rotor not shown for clarity
101 Turbine inlet casing 160 Turbine outlet casing

120 Nozzle
7.10.3 Refitting the nozzle

Before final reassembly, the turbine inlet casing, less gasket/’C’ seal (125), can be installed to the
turbine outlet casing to confirm a positive nip. The resultant gap between the casings will be the
amount by which the nozzle outer ring will be clamped.
NOTE: Use new fasteners and disc-lock washers to secure the nozzle to the turbine inlet
casing. Ensure that a new ‘C’ seal (125) is used.
Step 1 Place the nozzle (120) onto the turbine inlet casing (101).
Step 2 Place the nozzle clamping ring (121) onto the nozzle and align the six holes.

49
Step 3 Fit the six caphead screws (122) and disc-lock washers (123) to the nozzle and
clamping ring. If the nozzle is retained by through bolts, fit the additional pair of disc-lock
washers and nuts (124).
NOTE: Use the recommended anti-seize lubricant on the screw threads (refer to Appendix B).
For tightening torque figures, refer to Appendix B.
7.11 Speed probe removal

320
801 322
323 981
802
970
804
TD208
Fig 7.17 Location of the speed probe

320 Cover plate 802 Gland nut
322 Setscrew 804 Speed probe retaining screw
323 Washer 970 Speed probe access plate
801 Inductive pulse sensor/cable 981 Bolt
Step 1 Remove the speed probe access panel (960) from the compressor delivery insulation
by unscrewing the four flange bolts.
Step 2 Disconnect the speed sensor from its terminating point and remove the gland nut fitting
and grommet (802) from the cover plate (320).
Step 3 Remove the fitting from the cable to allow the cable to pass through the hole in the
cover.
Step 4 Remove the four screws (322) retaining the cover plate to the compressor delivery
casing.
Step 5 Remove the cover plate to gain access to the speed probe sensor (801).
Step 6 Undo and remove the M8 speed probe retaining screw (804).
Step 7 Remove and withdraw the speed probe taking care not to pull on the cable.
Step 8 Ensure that the speed probe and cable are stowed safely.
Refitting of the speed probe is a reversal of the above procedure.
Refer to Appendix B for the correct torque settings.


804
801
TD207
Fig 7.18 Removal of the speed probe sensor
801 Inductive pulse sensor/cable 804 Speed probe retaining screw

51
In service cleaning 51
Chapter 8
In service cleaning
8.1 General
Cleaning is necessary in order to maintain the optimum performance from the turbocharger.
Washing conducted subsequent to engine startup (cooler components) reduces the strain on
related components.
It is better to wash more frequently and prevent an accumulation of deposits.
Missing a single scheduled washing interval can have detrimental effects.
Caution: It is important that the instructions for washing are followed closely, as incorrect
methods can cause severe damage to the turbocharger. The procedures and the frequency of
washing should be implemented from new.
Caution: Washing prior to engine shut-down is NOT recommended.
Caution: Ensure that all drains and vents are kept clear during the wash procedure.
8.2 Compressor washing

Particulate matter entering with the ingested air may slowly accumulate on the working surfaces of
the compressor. The rate at which the surface contamination takes place depends on the working
environment of the engine, but is exaggerated if oil vapour is present in the air stream.
Cleaning is necessary in order to sustain the optimum performance.
Failure to follow procedures may allow a build up of hardened deposits which will be difficult to
remove with water injection alone, thus necessitating mechanical cleaning of the compressor.
Partial removal of heavy deposits may lead to rotor imbalance and consequential bearing damage
and eventual breakdown.
8.2.1 Method
There are two methods of compressor washing, pneumatic or syringe. Pneumatic is the normal
method for ease of operation and consistent results.
8.2.2 Installation
Where pneumatic injection is used, a fluid dispensing vessel of fixed volume may be used. This
vessel can be obtained from Napier Turbochargers. This is generally mounted on the engine
adjacent to the turbocharger, and pressure is obtained from the compressor outlet or engine
charge air manifold.
8.2.3 Frequency of compressor washing
The frequency of washing during operation depends on the environmental conditions in which the
engine is operating, the engine duty, and the frequency of filter maintenance. Once a week gives
satisfactory results for a reduced duty, “normal” clean environment. However, if oil vapour or other
airborne contaminants are present the frequency of washing the compressor should be reduced
to daily.
Caution: If more than one turbocharger is fitted to an engine, then both turbochargers should
be cleaned, but individually, one after the other, not at the same time.


Caution: Compressor cleaning should be carried out as near to full load as possible or with
at least 75% load.
8.2.4 Compressor cleaning fluid

Optimum results for compressor washing will be obtained by using warm fresh water.
Caution: No additives should be used.
Fig 8.1 Compressor washing pneumatic dispensing vessel
Turbocharger 2nd Turbocharger

(If fitted)
3 Way valve
Clean one
turbocharger after
the other, not both at
the same time
Pneumatic
dispensing vessel
Syringe
Actuating lever
Air manifold
Fig 8.2 Typical installation for compressor washing - syringe and pneumatic vessel

53
Filtered air from atmosphere
Hole
TD146
Water wash
supply Indication mark diametrically
opposite to hole
Fig 8.3 Compressor washing side entry radial casing
8.2.5 Compressor water wash procedure

Step 1 Before commencing washing, record the following parameters as these
measurements are used to assess the efficiency of the wash:
S charge air pressure
S turbocharger rpm
S turbine inlet temperature
S engine load
S cylinder exhaust gas temperatures
Caution: Do not exceed the recommended rate of injection as damage to the engine may
occur.
Step 2 Inject 0.75 litres of warm water from the container vessel or syringe into the compressor
wheel over a period not exceeding 30 seconds.
Step 3 Allow parameters to stabilise and compare with those taken in Step 1, prior to cleaning,
in order to assess the effectiveness of the cleaning operation.
Step 4 Successful cleaning should result in altered cylinder exhaust temperatures, charge air
pressure and rpm - comparison may also be made against commissioning
performance values for reference.
Step 5 If the first cleaning attempt appears to be unsuccessful, then the engine temperatures
and pressures must be allowed to stabilise for 10 minutes before a further attempt is
made.
Step 6 If, after two attempts, there is no improvement, mechanical cleaning is required.


8.3 Turbine in-service cleaning

The rate of exhaust deposit accumulation will be more severe if lower grades of fuel are employed.
Performance in heavy fuel applications (HFO) deteriorates if excessive fouling is permitted to
build up on the exhaust side components, particularly the nozzle. Both turbocharger speed and
engine exhaust temperatures may increase as a result of a choked nozzle.
From Napier Turbochargers long experience with many types of fuels, the best method of turbine
cleaning during engine operation is by means of water washing. Injection of water just upstream of
the turbine wheel in the form of spray allows water droplets to impinge upon the nozzle and turbine
blades.
This procedure will permit the turbine components to remain clean and prolong optimum
performance, but does not substitute scheduled maintenance that should always be conducted at
recommended intervals unless instructed otherwise.
Experience has indicated that to achieve efficient turbine cleaning, lowering the engine loads to
(0% - 10%) improves water exposure to related turbine components, with resultant improved
cleanliness. Washing effectiveness is improved at zero load.
Caution: These techniques do not guarantee success, but merely describe methods that if
followed will ensure an even coverage of water to the nozzle and related components.
NOTE: The method is strongly advised for HFO installations.
8.3.1 Frequency of turbine washing

The optimum period between cleaning operations will vary from installation to installation and may
be determined by evaluation of performance data and experience from maintenance, but starting
points of 72 -144 hours and 48 - 72 hours are suggested for marine and power plants respectively.
These values will clearly be dependant upon the fuel grade and therefore may require further
reductions or increases as experience is acquired.
8.3.2 Turbine cleaning fluid
WARNING: BE AWARE THAT THE SCALDING TEMPERATURE OF HOT WATER IS 70°C.
Optimum results will be obtained by using de-mineralised water, but hot fresh domestic water is
acceptable.
Caution: No additives should be used.
The injectors are located on the bosses provided on the turbine inlet casing, and are linked to a
common location for connection to the water supply. In addition to this, the operator will require the
following items, which should be integrated into the water supply pipes:
S An adjustable flow meter capable of displacing the maximum required flow.
S A three-way valve connected to water and air in order to ensure that when water is not
being injected, an air purge is present to keep the injector orifices clean.
NOTE: The air purge pressure needs to be greater than that of the engine exhaust at all
operating points.
8.3.3 Turbine water wash procedure for casings fitted with multiple slot injectors
Best practise is to wash the turbine directly after engine start at zero load because no holding time
is needed prior to washing. However, the instructions below are for washing during normal
running.
Step 1 Prior to reducing the load for washing, record the performance parameters (charge air
pressure, turbocharger rpm, mean cylinder temperatures, turbine inlet temperature,
turbine outlet temperature) at typical running conditions (e.g. 85% load) for later use
when assessing the effectiveness of the cleaning, and any subsequent deterioration in
performance.

55
Nozzle
Water wash
injector
TD205
Water wash supply

Fig 8.4 Typical arrangement of turbine washing equipment for an axial turbine inlet casing
Step 2 Reduce the engine load to 0 - 10%, allow the engine to stabilise for 10 minutes and
confirm the turbine entry temperature is below 430°C. At these lower loads, minor
fluctuations in water pressure should not affect water distribution.
Step 3 Open the turbine water drain (if fitted). The drain prevents the build up of water in the
turbine outlet casing during the washing procedure.
Step 4 Open the valve on the turbine wash.
Step 5 Switch the purge air off and connect the water supply.
Step 6 Open the valve controlling water supply to the flowmeter and adjust the regulating valve
on the flowmeter to obtain the correct flow for the engine load, (refer to Fig 8.5).
Water flow verses Load - each injector

8.5
8.0
Litres / min
Recommended flow rate

7.5 for each injector
No Load 10% load
7 l/min 8.3 l/min
7.0
0 1 2 3 4 5 6 7 8 9 10
% Engine load
Fig 8.5 Washing parameters for each injector
NOTE: Should these values be unachievable then there may be a restriction in the injectors.


Step 7 Lock the regulating valve at the correct flow.
Step 8 Inject for a period of 10-15 minutes. This may result in exhaust gas temperatures
increasing to such an extent, that a period of less than 10-15 minutes is more suitable to
prevent alarm states. In the case of reduced injection time, it may be necessary to inject
for a number of shorter periods in order to accumulate sufficient cleaning effect.
Step 9 Turn the water supply off and drain any remaining water from the wash pipes.
Step 10 After the wash sequence, the engine should be allowed to run for another 10 minutes at
low load to allow temperatures to stabilise, before resuming normal output.
Step 11 Check that no water emerges from the drain before closing the water drain valve. It is
not necessary to observe the cleanliness of any water emerging from the drain, since it
is possible that a quantity of water has run back from the exhaust stack.
Caution: To ensure that all parts are dry, the engine should run for at least 15 minutes after
turbine washing before it’s allowed to stop.
Step 12 Disconnect the water hose to ensure that no water can enter the turbocharger during
normal running.
Step 13 Restart purge air.
Step 14 Resume normal operation allowing all engine parameters to stabilise for at least one
hour at typical load values. Then repeat the performance readings taken initially, to
evaluate the effectiveness of the cleaning.
Step 15 It is advisable to record operation data on a regular basis.
NOTE: Turbine washing should be done at regular intervals based on experience from the
specific installation and typical fuel quality.
If improvement is negligible, further investigation may be necessary. This could result in
mechanical cleaning of the turbine components being required.
8.3.4 Water wash procedure for a turbine inlet casing fitted with a single lance injector
The ‘‘lance” is fitted to the optional waste gate flange on the single entry radial turbine inlet casing,
refer to Fig.8.6.
Water wash
lance injector
TD204
Water wash supply

Fig 8.6 Single entry, radial turbine inlet casing with the single “lance” injector

57
Benefits of the ‘‘lance” design.

S the reduction in water volume (50%) required to achieve effective washing
S improved water washing
Best practise is to wash the turbine directly after engine start at zero load because no holding time
is needed prior to washing. However, the instructions below are for washing during normal
running.
Step 1 Prior to reducing the load for washing, record the performance parameters (charge air
pressure, turbocharger rpm, mean cylinder temperatures, turbine inlet temperature,
turbine outlet temperature) at typical running conditions (e.g. 85% load) for later use
when assessing the effectiveness of the cleaning, and any subsequent deterioration in
performance.
Step 2 Reduce the engine load to 0 - 10%, allow the engine to stabilise for 10 minutes and
confirm the turbine entry temperature is below 430°C. At these lower loads, minor
fluctuations in water pressure should not affect water distribution.
Step 3 Open the turbine water drain (if fitted). The drain prevents the build up of water in the
turbine outlet casing during the washing procedure.
Step 4 Open the valve on the turbine wash.
Step 5 Switch the purge air off and connect the water supply.
Step 6 Open the valve controlling water supply to the flowmeter and adjust the regulating valve
on the flowmeter to obtain the correct flow for the engine load, (refer to Fig.8.7).
Water flow verses Load - single lance injector design

15.0
14.5
14.0
Litres / min
13.5
13.0 Recommended flow rate

for the single lance injector
No Load 10% load
12.5 12 l/min 15 l/min
12.0
0 1 2 3 4 5 6 7 8 9 10
% Engine load
Fig 8.7 Washing parameters for the single lance injector
NOTE: Should these values be unachievable then there may be a restriction in the injector.
Step 7 Lock the regulating valve at the correct flow.

Step 8 Inject for a period of 8-15 minutes. This may result in exhaust gas temperatures
increasing to such an extent, that a period of less than 8-15 minutes is more suitable to
prevent alarm states. In the case of reduced injection time, it may be necessary to inject
for a number of shorter periods in order to accumulate sufficient cleaning effect.
Step 9 Turn the water supply off and drain any remaining water from the wash pipes.
Step 10 After the wash sequence, the engine should be allowed to run for another10 minutes at
low load to allow temperatures to stabilise, before resuming normal output.


Step 11 Check that no water emerges from the drain before closing the water drain valve. It is
not necessary to observe the cleanliness of any water emerging from the drain, since it
is possible that a quantity of water has run back from the exhaust stack.
Caution: To ensure that all parts are dry, the engine should run for at least 15 minutes after
turbine washing before it’s allowed to stop.
Step 12 Disconnect the water hose to ensure that no water can enter the turbocharger during
normal running.
Step 13 Restart purge air.
Step 14 Resume normal operation allowing all engine parameters to stabilise for at least one
hour at typical load values. Then repeat the performance readings taken initially, to
evaluate the effectiveness of the cleaning.
Step 15 It is advisable to record operation data on a regular basis.
NOTE: Turbine washing should be done at regular intervals based on experience from the
specific installation and typical fuel quality.
8.4 Water wash recommendations

The procedures described in 8.3.3 and 8.3.4 should always be adhered to when performing
turbine cleaning, but after consultation with several operators additional advice is available that
may be of benefit:
S Washing effectiveness is improved if performed at zero load.
S Washing conducted subsequent to engine start-up (cooler components) reduces the strain
on related components.
S Washing prior to engine shut-down is NOT recommended.
S It is better to wash more frequently and prevent an accumulation of deposits.
S Missing a single scheduled washing interval can have detrimental effects.
8.5 Mechanical cleaning

This procedure requires the nozzle to be removed. Refer to Chapter 7 for the procedure.

59
Troubleshooting 59
Chapter 9
Troubleshooting
9.1 Operating difficulties
Operating difficulties can be prevented providing the daily turbocharger operating data is measured
and regular maintenance and inspection routines adhered to.
To assist users in identifying causes of performance deterioration, refer to the following table.
Caution: Work that exceeds the scope of the description in this chapter must be performed by
a trained agent from an official Napier Turbochargers service centre.
Operating Probable cause Remedial measures

difficulties
Engine starts Foreign matter / debris caught between the Inspect
running but the turbine blade tips and the shroud ring Provide cleaning and eliminate the
turbocharger cause for the ingress of the foreign
does not matter
Blade tips rubbing the shroud ring Cleaning the turbine side of the
turbocharger
Turbocharger Fouling of turbine nozzle, blades Cleaning of the turbine side of
experiences turbocharger as required
s rging during
surging d ring
Engine cylinder unbalance Refer to the engine builder’s instruction
operating
manual
Rapid changes of engine load, particularly Avoid violent changes of engine load or
during shut-down excessive overload
Exhaust gas Fouling or damage to turbine nozzle or Cleaning the turbine side of the
temperature turbine blades turbocharger
higher than If cleaning does not correct the problem
normal then component replacement is
recommended
Lack of air, e.g. dirty air filter Clean as required
Exhaust back pressure too high Investigate cause
Charge air cooler dirty Clean and adjust
Refer to the engine builder’s instruction
manual
Engine fault in fuel injection system Refer to the engine builder’s instruction
manual for other remedial measures
Charge air Pressure gauge faulty or connection to it Rectify
(boost) leaking
press re lower
pressure lo er
Gas leakage at engine exhaust manifold Refer to the engine builder’s instruction
than normal
manual
Dirty air filter, causing pressure drop Clean as required
Dirty turbocharger Cleaning of complete turbocharger
required
Turbine blades or nozzle ring damage Inspect and replace as necessary


Operating Probable cause Remedial measures

difficulties
Charge air Pressure gauge reading incorrectly Rectify
pressure
Nozzle ring clogged with carbon deposits Clean as required
(boost) higher
than normal Engine overload, engine output higher than Refer to the engine builder’s instruction
expected manual
Fault in engine fuel injection system Refer to the engine builder’s instruction
manual
Turbocharger Severe unbalance of the impeller or rotor Clean the rotor assembly and rebalance
vibration due to deposit build up or damaged turbine
blades
Defective bearings Inspect and replace as necessary
Incorrectly assembled bearings Inspect and replace as necessary
Table 9.1. Troubleshooting and remedial measures

61
Emergency operation 61
Chapter 10
Emergency operation
10.1 Introduction
This section covers the measures necessary to run the engine when damage to the turbocharger
rotor has occurred. The engine must be run at reduced load only.
If a defect occurs which prevents further operation of the turbocharger, by isolating the turbocharger,
it may still be possible to run the engine as a ‘naturally aspirated’ unit, albeit at greatly reduced output.
Running the engine in this condition leads to higher engine temperatures for given loads, and
therefore the exhaust engine temperature must be closely monitored.
NOTE: Unless the engine has a secondary means of charge air compression, the two-stroke
engine will not function with the turbocharger isolated.
It will also be necessary to protect the scavenge air flow to the engine by some form of filter/screen to
prevent the ingress of foreign objects.
The turbocharger is then required to be stripped for complete inspection and cleaning, at the earliest
opportunity.
If a longer period of emergency operation is necessary, the turbocharger can be by-passed by
arranging a suitable connection between the exhaust pipes on the engine and the exhaust uptake
pipe from the turbocharger exhaust casing.
Caution: If the turbocharger nozzle is severely damaged, it must be removed to prevent severe
(or total) restriction of flow of exhaust gas.
Only if exhaust back-pressure instrumentation is fitted to the engine can a restriction due to the
nozzle be assessed without the need for a time-consuming strip-down and inspection. Without a
back-pressure measurement, the operator must assume risk for erratic engine running due to a
damaged nozzle or other restriction.
There are two methods of ‘isolating’ the turbocharger. The first method is rotor locking; this will
require access to the NT1-10 tool kit. The second method is turbine outlet blanking and will require a
blanking plate. Both of these methods are described below.
10.2 Rotor locking
This is the quickest way to isolate the turbocharger and involves securing the damaged rotor to
prevent rotation. This can be accomplished without fully dismantling the turbocharger.
First, the air filter silencer or compressor inlet casing should be removed. Locking of the rotor also
requires removal of the compressor insert. This task is normally outside of the scope of the operator
and the procedure for removal is only included in this manual since this is an emergency scenario.
10.2.1 Removing the compressor insert

The compressor insert is heavy and weighs between 39kg and 42kg, depending upon the insert
type. It is recommended that the insert lifting bracket contained in the NT1-10 tool kit (Item 1004) is
used.
Insert guide rods from the tool kit will help to ensure that no further damage is caused to the impeller.


303
1004
1002 322
802
TD202
310
311
970
320
301 300
Fig 10.1 Removing the compressor insert
300 Compressor delivery casing 322 Screw

301 Compressor insert 800 Speed probe assembly
303 Peelable shim 802 Gland nut
310 Cap screw 970 Access panel
311 Disc lock washers 1002 Insert guide rod
320 Cover plate 1004 Insert lifting bracket
Step 1 Remove the speed probe access panel (970) from the compressor delivery insulation by
unscrewing the four flange bolts.
Step 2 Disconnect the speed sensor from its terminating point and remove the gland nut fitting
and grommet (802) from the cover plate (320).
Step 3 Remove the fitting from the cable to allow the cable to pass through the hole in the casing.
Step 4 Remove the four screws (322) retaining the cover plate.
Step 5 Remove the cover plate. The speed probe sensor may be left in place.
Step 6 Remove the 12 capscrews (310) and disc-lock washers (311) that secure the compressor
insert (301) and screw the M10 insert removal guide rods (1002) into three of the now
vacated tappings.
Caution: Ensure that the compressor insert remains level during removal or severe damage will
occur to the impeller. Three guide rods (1002) are provided with the turbocharger tool kit and must
be in place before removal is attempted.
Step 7 Fit the lifting bracket (1004) to the compressor insert.
Step 8 Attach suitable lifting equipment.
Step 9 Carefully remove the compressor insert (301) from the compressor outlet casing (300)
whilst carefully feeding the speed sensor cable through the hole in the compressor outlet
casing taking care not to damage the shim and the O-ring.
NOTE: If required two jacking screws may be used, if the insert is tight.

63
Caution: Ensure that the speed sensor assembly (800) cable feeds through the compressor
outlet casing as the insert is withdrawn or damage to the cable may occur. It is essential that the cable
is not twisted, since to do so could lead to internal cable damage and premature failure.
Step 10 When the compressor insert is removed from the compressor casing, fully withdraw the
speed sensor cable.
Step 11 If the probe is not removed, ensure that the speed sensor cable is stowed safely. Fit a
blank to the cable end.
Step 12 Remove the guide bars which were fitted at Step 6.
10.2.2 Locking the rotor
Bolts securing
reaction plate
to AFS
mounting
holes
Impeller reaction
plate
TD201
Tie wraps to
prevent movement
of T-bar under T-bar with ¾ drive
vibration
Fig 10.2 Rotor locking
This procedure requires the use of components from the impeller locking tool, (item 1006 contained
in the Napier tool kit). Refer to Fig.10.3 for identification of the parts.
Step 1 Fit the impeller socket (1006-3) to the nose of the impeller using the locking cap screw
(1006-5) and nut (1006-4).
Step 2 Fit the impeller reaction plate (1006-1) to the compressor delivery casing using two of the
mounting studs and the M12 nuts and washers .
Step 3 Slide the 46A/F socket (1006-2) through the centre of the impeller reaction plate and onto
the impeller socket.
Step 4 A ¾” sliding T-bar drive should be inserted into the socket and the handle placed into the
slot on the impeller reaction plate. The T-bar must be secured in place by tie wraps or
something similar, in order to prevent any movement under vibration.
NOTE: The operator will need to provide the ¾” sliding T-bar, since this is not part of the Napier
tool kit.
Caution: It is not recommended that the torque multiplier (1009) is used in place of the ¾” sliding
T-bar, as it may be severely damaged. It would also need to be wire locked in order to restrain
movement.


1006-5
1006-3
1006-2
1006-1
1006-4
TD153a
3/
4” drive T - bar
Fig 10.3 Parts required from the impeller removal tool (1006)
1006-1 Impeller reaction plate 1006-4 Nut

1006-2 ¾ “ drive socket 46 A/F 1005-5 Capscrew
1006-3 Impeller socket
Once the compressor insert is removed, the impeller removal tool, (contained in the Napier tool kit -
item 1006) is used as a locking device to restrain the impeller. Assemble the impeller removal tool as
shown in Fig.10.3. Use a ¾ “ drive T-bar to prevent rotation of the rotor and tie wraps or similar to
prevent movement of the T-bar under vibration.
Since the impeller is left in place and locked, the air ingestion to the engine will be severely
constrained. The engine must be run at reduced load only. On four-stroke engines scavenge air will
continue to be drawn through the impeller, cooling the turbocharger.
10.3 Turbine outlet casing blanking
Blanking-off is more robust than rotor locking, but more time consuming since it requires removal of
the turbocharger cartridge.
Blanking plates are then used to redirect and maintain the gas circuit through the turbocharger
turbine outlet.
Since a strip is necessary, the turbocharger nozzle will be accessible from the compressor end for
inspection. If this component is severely damaged, it must be removed to prevent severe (or total)
restriction of flow of exhaust gas.
The blanking plate (1060), complete with fasteners, is available as a service item from Napier
Turbochargers Limited.
The cartridge must be removed for the implementation of this method, refer to Chapter 7 for the
procedure to remove the turbocharger cartridge.
Caution: Both integrated and non-integrated turbochargers must have their oil feeds terminated.
Caution: Removal of the cartridge, and therefore the compressor casings, effectively makes the
normal air intake ducting and filtration system, redundant. Separate provision will need to be made
to prevent the ingestion of larger particles, into the charge air cooler.
After the cartridge has been removed the blanking plate is attached to the turbine outlet casing using
12 screws, washers and the sealing joint supplied with the blanking plate kit (see Fig.10.4).

65
Exhaust gas can now flow straight into the turbine outlet casing uptake without restriction, (provided
the nozzle is in good condition or has been removed).
1061
1063
1064
TD203
Fig 10.4 Turbine outlet casing blanking
1061 Turbine outlet casing blanking plate 1064 Washers

1063 Screw


NOTES

67
Protection against corrosion 67
Chapter 11
Protection against corrosion
11.1 New turbochargers

The bearing surfaces, oil passages, thrust faces etc, in all turbochargers leaving the Napier factory
are inhibited with SHELL ENSIS 158.
Any water or gas passages are protected with water displacing fluid - Steelgard TD or an alternative
Rust Veto 321.
Corrosion damage is especially prevalent in marine applications, where a constant salt air
environment, often combined with high temperatures and humidity levels, increases the threat of
corrosion. If ordered, new turbochargers and replacement cartridges that are destined for a more
aggressive environment are further protected with Zerust corrosion inhibiting packaging film. This
packaging extends the initial protection to 12 months, if the seal remains intact and unbroken.
It is recommended that turbochargers, at the beginning of any subsequent period of idleness likely to
be more than one months duration, should be similarly inhibited.
Inhibiting should be repeated at six monthly intervals if the turbocharger continues to be inoperative.
Turbochargers fitted to engines which are to be shut down for long periods, or turbochargers to be
held as spares, must receive preparation for long term storage. More extensive treatment and
instructions for this work can be obtained on request.
11.2 General anti-corrosion treatment

In addition to inhibiting, the following precautions are undertaken prior to despatch from the Napier
factory, to prevent damage to turbochargers during transit and short term storage:
S Each units’ external surfaces can be finished in high quality paint
S External steel and all bright parts are coated with acid free mineral grease
S Blanks are fitted to all machined facings and outlets, etc
S Spare parts and tools are treated similarly with preservative and grease resistant packing
S Joints are dry packed
11.3 Hot and cold lay-up

There are usually four distinct classes of lay-up:
1. Hot - up to 3 months
2. Warm - up to 12 months
3. Cold - up to 5 years
4. Long Term - more than 5 years
In addition to the type of lay-up the depth of maintenance and preservation will also depend upon:
a. Location and climate
b. Age and general vessel condition
c. Duration of lay-up
11.3.1 Preparation for hot or warm lay-up - less than 12 months

Turbochargers should be established to be in good condition (comparison of performance trends) -
routine maintenance may be required.


Assuming the turbocharger is remaining on the engine, and the engine lubricating oil’s TBN (Total
Base Number - alkalinity) is 2mg KOH/g or less, then no special additional measures are necessary
apart from routine (weekly) operation of the engine pre-lube system.
In the case of higher TBN values the turbocharger may only remain on the engine if the engine oil is
replaced with inhibiting oil which is then circulated prior to laying-up. In this case, weekly operation of
the pre-lube system is not necessary.
If the higher TBN engine oil is not to be replaced the turbocharger cartridge must be removed from
the engine, disassembled, cleaned, reassembled, inhibited and then sealed ready for engine
installation.
Engine room temperature should be kept ~3°C above the outside ambient temperature, and never
allowed to fall below 0°C.
The relative humidity should be kept within acceptable levels (30-50% RH) in order to protect ferrous
surfaces from atmospheric corrosion. This may be achieved through the use of de-humidifying
equipment.
Funnel openings, grills, doors etc should be closed and sealed to maintain humidity levels and
prevent rotation of the rotor.
11.3.2 Preparation for cold or long term lay-up - more than 12 months
The turbocharger should be removed from the engine, disassembled, cleaned, reassembled,
inhibited and sealed.
Caution: Disassembly, cleaning and reassembly must be performed by a trained fitter from an
official Napier Turbochargers service centre.
The turbocharger should be stored in an area where the relative humidity is kept within 30-50% RH.
Each 12 months thereafter the turbocharger should be re-inhibited and sealed.
11.4 Re-commissioning
The extent of re-commissioning work required post lay-up will very much depend upon the measures
adopted prior to lay-up, but assuming the advised measures were adhered to, the following steps
should be followed where applicable:
S For ships returning from cold/long term lay-up the turbocharger will require refitting to the
engine (replacement gaskets, ‘O’ rings etc must be used)
S If the lay-up period has been considerable (ie more than 2 years) the turbocharger should
receive an opening inspection and the condition of all bearings established, with appropriate
corrective action/replacement
Caution: Disassembly, cleaning and reassembly must be performed by a trained fitter from an
official Napier Turbochargers service centre.
Engine oil samples should be submitted for analysis and confirmed fit for use.
Engine oil filters should be checked for cleanliness.
In order to protect the turbocharger from debris (if eg the engine has been flushed with flushing oil),
initial engine start-up should be carried out with a 75 micron running-in filter mesh in turbocharger oil
supply line.
Caution: Failure to flush the lubrication system and not using a running-in filter may cause
serious damage to the turbocharger.
Caution: Any running-in filter fitted to the lubrication system MUST be removed on completion
of engine commissioning/acceptance.
Operate oil pump, check for leaks and ensure the turbocharger rotor is free to rotate.
Start engine and check for any exhaust, air or oil leaks.

69
Protection against corrosion 69
At a variety of engine loads measure:

b. charge air pressure
c. oil pressure
d. turbine inlet/outlet temperature
e. compressor inlet/outlet temperature
Compare the measured values with previous performance values and confirm serviceability.


NOTES

71
Tool kit 71
Chapter 12
NT1-10 Tool kit
12.1 Tool kits

A set of tools should be ordered with the turbocharger. It is comprised of all the tools listed below.
It is suggested that all tools for servicing the turbocharger and in particular the multi-purpose
assembly and removal tool, should be thoroughly cleaned after use.
The tools, in particular their screw threads, should be treated with a soft preservative and returned to
their storage area.
NOTE: All customer connecting flanges and other turbocharger threads are drilled and tapped to
I.S.O. Metric Coarse Thread Series
12.2 List of tools

NT1-10 Tool kit
Tool kit part No. Turbocharger specification
FJ6003 Tool kit Integrated
NOTE: Tool identification illustrations are not to drawn to scale.

72
Item Tool description Tool illustration No. off

No.
1001 Thrust collar removal tool - jack screw 1
assembly 3 1
-1 Screw jack body 2 1
-2 Screw jack nut 6 1
-3 Screw jack thrust plate 1
Screw jack support plate 4
-4 1
-5 Thrust bearing (not illustrated) 2
-6 Jacking screw 1
-7 Tommy bar 7 1
-8 Capscrew (M10 x 25 long) 8 9 4
-9 Capscrew (M8 x 40 long) 4
1002 Insert guide rod (M10) 3
Compressor insert
Total length = 125mm

1003 Compressor end bearing housing/Shroud 3
guide rod (M8)
Total length = 140mm

1004 Insert lifting bracket 1
Compressor insert 1
-1 Lifting bracket 2
-2 Capscrew (M10 x 80) 1
1005 Turbine outlet casing lifting bracket 1
1006 Impeller removal assembly 1

9,10,11
-1 Impeller reaction plate 1
-2 Socket (46mm A/F) 5 1
6
-3 Impeller socket 9,10,11 1
-4 Nut (M8) 1
-5 Capscrew (M8 x 110 long) 1
-6 Locking tool 1
-7 Torque multiplier (see 1007) 3 (1)
-8 Shaft locking stay 2 4 2
-9 Bolt (M12 x 40 long) 4
-10 Washer (M12) 8 4
-11 Nut (M12) 4
-12 Bolt (M16 x 150 long) 4
-13 Washer (M16) 15 4
-14 Nut (M16) 1 12,13,14 4
-15 Impeller removal stay 7 2
1007 Torque multiplier 1

Impeller removal assembly

73
Tool kit 73
Item Tool description Tool illustration No. off

No.
1008 T/E Lip Seal Installation assembly 1 1
-1 Insertion tool 2 1
-2 Reaction plate 1
-3 Nut (M12) 1
-4 Plain washer (M12) 1
3,4
1009 Eye nut (M20) 2
Turbine outlet flange
1010 Eye bolt (M12) 2

Compressor casing
1011 Eye bolt (M20) 2
Main casing
1012 Rigging screw 1
Max loading 7.5 SWL
Closed length = 235mm

1013 Setscrew (M20 x 50) 2
(M20) Eyenut
1014 Washer Plain (M20) 2
(M20) Eyenut
1015 Combination wrench 13 A/F 1
1020 Hex Bit set - 1/2” drive 1

7 Piece set x 50mm :
4, 5, 6, 7, 8, 10, and 12mm
1021 Jacking screw reaction plate 4
1022 Jacking screw body 2
1023 Setscrew (M16 x 40 long) 4

Jacking screw

74
NOTES

Appendices 75
Appendices 75
Appendix A
Glossary
A M
AFS - Air Filter Silencer MISC - Miscellaneous
amdt - Amendment MW - Megawatt
C N
C - Degrees Celsius No. - Number
CO2 - Carbon dioxide NDT - None Destructive
Testing
D P
DC - Direct Current
PE - Protective Earth
DIN - Standardized by the PPE - Personal Protective
Deutsches Institut für Equipment
Normung
psi - Pounds per square inch
E PTFE - polytetrafluoroethylene
e.g.
EOL
-
-
For example
End-of-life
R
rpm - Revolutions Per Minute
F RH% - Relative humidity
Fig. - Figure S
FOD - Foreign Object Damage SAE - Society of Automotive
Engineers
H SHA - Special Handling Areas
HP
H2O
-
-
High Pressure
Water T
HFO - Heavy Fuel Oil TBN - Total Base Number
TI - Turbine Inlet
I TC
TO
-
-
Turbocharger
Turbine Outlet
Impeller Compressor wheel
K V
Volute - The compressor outlet
kg - Kilograms casing
kPa - kilopascals
L W
WI - Water Injection
LED - Light Emitting Diode WW - Water Wash
Issue Date: Sept 2013


NOTES

77
Appendices 77
Appendix B
NT1-10 Torque settings
Thread lubricant
Lubricant to be applied to both male and female threads on all studs, bolts, screws and nuts,
including compression fittings during build or service, unless self-locking systems (e.g. Loctite)
compound is specified.
The anti-seize compound recommended by Napier is Ceramic 1200 grease. In the event of this
anti-seize compound being unavailable, ASC 1600 Nuclear Grade Anti-Seize or Molykote P 37
lubricant paste are both acceptable alternatives.
Rocol Anti seize stainless is a non preferred alternative anti-seize compound.
In emergency situations, plain graphite grease may be used.
Caution: Failure to observe this instruction will lead to seizure of high temperature fixings on
strip-down. DO NOT use ‘Cobas’, bearing grease/anti-scuff compound, plain oil or any
copper/aluminium based lubricant.
NOTES:
1. Assembly torques values stated assume an external calibration accuracy of 3%.
2. Ensure studs are fitted to full thread depth.
3. Always use the recommended anti-seize compound, where it is stated in the list.
4. The list shows the actual torque at the fastener. For crowfoots etc. the torque wrench must be
individually recalibrated with the crowfoot attached to the figure shown to compensate for the
increased length of the torque arm.
5. Due to the serious risk of leakage problems on soft joints, the following must be observed:
S torque to 50% of the torque shown using a suitable sequence
S repeat the sequence to full assembly torque
S all accessible soft joints must be re-tightened where possible after 24 hours of running (cold)
6. Angular settings, eg studs, tighten to the seat and apply the angular displacement shown.
If no torque is specified in this list, use the following torque settings for bolts, studs, screws, and nut
fixings (not shafts, impellers, or rotors) on assembly.
Miscellaneous torque values
Caution: The figures below do not apply to rotor assembly components.
M5 6Nm M10 50Nm M20 400Nm

M6 10Nm M12 80Nm M24 680Nm
M8 25Nm M16 200Nm
NOTE: The above are based on grade 8.8 fasteners with suitable engagement length, reduced
values are required for operating temperatures above 300 degrees centigrade dependent upon the
material/grade of the threaded components.


Turbine inlet casing assembly
Size Part Used on Connected to Assy Anti- Loctite Washer Notes

T Nm seize Type
M18 Plug Blanking plug Turbine inlet casing 40 Yes None -
M10 x 40 Bolt Nozzle Turbine inlet casing 40 Yes None Nord Through-bolt design
Lock
M8 Nut Nozzle Turbine inlet casing 25 Yes None Nord Use on bolt above for
Lock through-bolt design
M16 x 35 Cap screw Wastegate port Turbine inlet casing 80 Yes None Plain See Note 5
cover
Turbine water wash assembly

T Nm seize Type
M8 x 50 Cap screw Water wash Turbine inlet casing 25 Yes None Nord
manifold & injection Lock
retaining block
M8 x 16 Cap screw Water wash Turbine inlet casing 25 Yes None -
blanking plate
M24 Flange retaining nut Water wash adapter Water wash manifold 120 Yes None -
plate
3/ ” BSP - Male stud fitting Male stud fitting Water wash manifold & 120 Yes None -
8
12mm injection retaining block
3/ ” BSP - Male stud fitting Compression fitting Water wash inlet pipe 120 Yes None -
8
12mm
12mm Pipe Union connector Water wash inlet Water wash injector 120 Yes None -
pipe
Turbine inlet casing insulation

T Nm seize Type
M8 x 16 Flange bolt Insulation Turbine inlet casing 12 Yes None -
Turbine outlet casing assembly

T Nm seize Type
M18 Plug Blanking plug Turbine outlet casing 40 Yes None -
M10 x 25 Screw Water wash drain Turbine outlet casing 40 Yes None Plain See Note 5
cover
M12 x 25 Stud Turbine outlet Mounting foot +180° Yes None - See Note 6
casing
M12 Nut Turbine outlet Mounting foot 50 Yes None Plain Use on stud above
casing
M12 x 65 Stud Turbine outlet Turbine inlet casing +180° Yes None - See Note 6
casing
M12 Nut Turbine outlet Turbine inlet casing 50 Yes None Spacer Use on stud above
casing
M16 x 35 Screw Wastegate port Turbine outlet casing 80 Yes None Plain See Note 5
cover
Turbine outlet casing insulation

T Nm seize Type
M8 x 16 Flange bolt Insulation Turbine outlet casing 12 Yes None -
M10 x 20 Screw Insulation Turbine outlet casing 15 Yes None -
M12 x 20 Screw Insulation Turbine outlet casing 25 Yes None Spacer
Laminated foot assembly

T Nm seize Type
M12 x 90 Bolt Vertical laminate Base plate 80 Yes None Disc Use the recommended
plates Lock sequence

79
Appendices 79
Main casing assembly

T Nm seize Type
M18 Plug Blanking plug Main casing 40 Yes None -
M10 x 25 Screw Oil drain cover Main casing 40 Yes None Spring See Note 5
M12 x 45 Cap screw Main casing Turbine outlet casing 25 Yes None Plain Safety screw. Used on
assembly / disassembly
M16 x 115 Stud Main casing Compressor delivery casing +180° Yes None - Safety stud. See Note 6
M16 Nut Main casing Compressor delivery casing 50 Yes None Nord Use on stud above
Lock
Oil inlet assembly

T Nm seize Type
M8 x 50 Cap screw Oil filter block Main casing 25 Yes None -
3/ ” BSP Plug Oil filter plug Oil filter block 40 Yes None Plain
4
copper
Impeller cooling valve

T Nm seize Type
M4 x 10 Cap screw Solenoid valve Impeller cooling block 6 Yes None -
M4 x 12 Cap screw Blanking plate Impeller cooling block 6 Yes None -
M5 x 10 Cap screw Blanking plug Impeller cooling block 6 None 222 -
M8 x 20 Cap screw Impeller cooling Main casing 25 Yes None -
blanking plate
M8 x 30 Cap screw Constant cooling Main casing 25 Yes None -
manifold
M8 x 90 Cap screw Impeller cooling Main casing 25 Yes None -
block
1/” BSP Sleeve Sleeve Solenoid valve 25 Yes None -
8
1/” BSP Silencer Silencer Sleeve 25 Yes None -
8
M10 Male stud connector Male stud connector Impeller cooling block 25 Yes None -
Main casing insulation

T Nm seize Type
M8 x 16 Flange bolt Insulation Main casing 12 Yes None -
M10 x 20 Screw Insulation Main casing 15 Yes None -
Compressor delivery casing assembly

T Nm seize Type
M18 Plug Blanking Plug Compressor delivery casing 40 Yes None -
M25 x 11 Blanking plug Speed probe Speed probe cover plate 10 None None -
blanking plug
M5 x 16 Cap screw Speed probe/ Compressor insert 10 None 222 Plain
blanking plate
M8 x 25 Cap screw Speed probe/ blank Compressor insert 25 None 222 Plain
M8 x 20 Screw Speed probe cover Compressor delivery casing 25 Yes None Plain See Note 5
plate
M10 x 35 Cap screw Compressor insert Compressor delivery casing 40 Yes None Disc
Lock
M10 x 25 Screw Blanking plate Compressor delivery casing 40 Yes None Nord See Note 5
Lock
M12 x 35 Stud Compressor Air Filter Silencer/ +180° None 243 See Note 6
delivery casing Compressor inlet casing
M12 Nut Compressor Air Filter Silencer/ 50 Yes None Plain Use on stud above
delivery casing Compressor inlet casing
M16 Blanking pin Blanking pin Speed probe blanking plate 25 None 272 -
M8 x 20 Cap screw Speed probe Compressor insert 25 None 222 Distance
M25 Gland Speed probe Speed probe cover plate 10 None None -
Compressor delivery casing insulation

T Nm seize Type
M8 x 16 Flange bolt Insulation Compressor inlet casing 12 Yes None -
M10 x 12 Bolt Insulation Compressor inlet casing 15 Yes None -
M12 x 25 Screw Insulation Compressor inlet casing 25 Yes None -


Compressor inlet casing assembly
T Nm seize Type
M18 Plug Blanking Plug Compressor inlet casing 40 Yes None -
3/ ” BSP Plug Blanking Plug Compressor inlet casing 10 Yes None Plain
4
copper
9/ ” UNF Plug Blanking Plug Compressor inlet casing 10 Yes None -
16
Compressor wash assembly

T Nm seize Type
3/ ” BSP - Male Connector Water Wash Compressor inlet casing 40 Yes None -
8
10mm Coupling
3/ ” BSP - Male Connector Compression fitting 10mm water wash pipe 40 Yes None -
8
10mm
NT1-10 Turbocharger mounting fastener torques

Thread size Used on Material Assembly preload Assy Remarks
specification (ISO) T Nm
M20 Mounting foot 10.9 Good practice is to 460 Recommended fastener free length is 5 x fastener
tighten fasteners nominal diameter.
evenly up to the
recommended torque
6
2 4
3 1
5
Fig. 5 Laminated foot tightening sequence
NOTE:
7. The following assembly procedure is to be applied to laminated mounting foot assemblies:
Step 1 Tighten fasteners to stated torque value in numerical order shown.
Step 2 Loosen #1 fastener by 1 full turn.
Step 3 Re-tighten #1 fastener to stated torque value.
Step 4 Repeat steps 2 & 3 for remaining fasteners in numerical order shown.
Step 5 Re-check torque.

81
Appendices 81
Appendix C
Hazardous materials list
Introduction
The list of hazardous materials has been compiled to assist the user to identify any hazardous
substances that are required for use during maintenance of the turbocharger. It is essential that the
following rules and the information in the list of hazardous materials is read by all concerned
personnel and that the safety requirements are correctly observed.
General rules for safe handling

Before you use hazardous substances or materials make sure you know the safety precautions and
first aid instructions. For more information refer to:
1. the label of the container it was supplied in
2. the Safety Data Sheet for the material
3. local Safety Orders and Regulations
All bulk chemicals should be handled with care, even those normally used as food additives can
present health and safety problems if handled incorrectly or allowed to mix with other materials
through spillage or incorrect use. Containers should be handled carefully, a package damaged when
unloaded or moved may leak during storage. Any damaged or leaking containers should be isolated
promptly and the appropriate action taken for repackaging or destruction of the material.
Chemical products should, as a general rule, never be allowed to come into contact with the eyes,
skin or clothing. Protective clothing should always be worn when handling chemicals.
Contamination resulting from contact with skin, eyes or clothing should be removed promptly by
washing with water (or soap and water), never use powerful cleaning agents or chemicals to remove
anything from skin and eyes as this action may cause more damage than the original contact. It is
advisable to seek medical attention following any incident involving chemicals entering the eye, or
severe cases of skin exposure, and in all cases of contact with materials of known high contact risk.
Contaminated clothing should be removed for cleaning.
Breathing of chemical fumes or dusts should be avoided by the use of adequate ventilation,
extraction, or the use of dust filters or respirators. Severe cases of inhalation should be removed to
fresh air and medical attention sought.
Ingestion of chemicals should always be avoided. It is advisable to prohibit eating, drinking and
smoking in areas where chemicals are handled (this does not refer to properly installed and
maintained drinking points).
Operators should always wash after removal of protective clothing before doing anything else such
as eating, smoking or entering other areas. Protective clothing should be regularly changed,
cleaned, maintained and replaced as necessary.
Containers of chemicals should always be labelled clearly, stored tidily and in such a manner as to be
easily accessible and in accordance with any special provisions. Any leakage or spillage in the
storage area should be dealt with promptly, by the recommended procedure.
All areas in which chemicals are stored, handled and used should be well lit, well ventilated and
designed for this purpose.
If any persons who work either with chemicals, or in the area where they are handled, show any
abnormal or unusual behaviour or illness, they should be seconded immediately to another area
whilst medical advice/attention is sought.


In case of accidents, always show the label wherever possible to those attending the incident.
Dispose of all substances in accordance with all applicable local and national regulations.
Function Material Manufacturer Hazard Precautions

Code Code
Steam cleaner additive Phosteem 88L I.C.I. I P
Cleaning pipework Caustic soda Ellis & Everard C P, IN
Cleaning and degreasing Triklone ’N’; Genklene ’LV’; I.C.I. T P, IN
Arklone
Inspection of carbon steel Paraffin Various F P
fabrications
Temporary
p y protection
p of ferrous Shell Ensis inhibiting oil Shell U.K. Oil I, H, F P
pipework,
i k oilil passages, thrust
th t ffaces Steelguard TD Vapor-Tek Ltd. I, H, F P, IN
Rust Veto 321 Houghton PLC I, P
Zerust Zerust (UK) N/A
Protection of external ferrous Consolite metallic finish Consolidated F P,IN
surfaces subject to high temperature
Seals Fluoroelaster (Viton) Dupont (UK) Ltd - S Toxic fumes
Seals, cable and hose (Technoflon) Montedson - given off at
PTFE Dupont (UK) Ltd - elevated
temperatures
Anaerobic thread sealant Loctite 222 Loctite I, H P, IN
Loctite 243
Anti seize compound
p Ceramic 1200 Kent F P
ASC 1600 Nuclear Grade Superior F, I P
Anti-Seize Industries Inc.
Rocol Anti-seize stainless Rocol I, T P
Molycote P 37 lubricant paste Dow Corning I P
Inhibitor Ardrox 3961 Ardrox F P
Alkyd Paints Zinc phosphate primer, Various F, I P, IN
cleaner/thinner undercoat
high gloss finish
Standard epoxy paints Epoxy primer Various HF, I P, IN
Standard high temperature Paint cleaner thinner (FP-4 C)
epoxy gloss coat
Turbocharger insulation/lagging Insulfrax - Alkaline Earth Unifrax F, I P, IN
Silicate fibre (AES)
Turbocharger insulation/lagging Woven glassfibre produced Cristex Ltd. I P, IN
from silica fibres - vermiculite
HAZARD CODE PRECAUTIONS CODE
C- Corrosive, causes burns I- Irritant S- Special precaution, refer to
to skin & eyes O - Oxidising manufacturers data sheet
T - Toxic F - Flammable IN - Inhalation risk, ventilation/protection
H - Harmful HF - Highly Flammable required
Ex - Explosive P - Protect skin and eyes
N/A - No special handling precautions required.
Table 11. Hazardous materials list

83
Appendices 83
Appendix D
Acceptance checks
1. Introduction
Turbocharger components experience wear throughout their normal service life, the severity of
which is very much dependant upon the operational environment of the engine/ installation. Factors
of particular relevance are fuel grade, ambient temperatures and running speeds.
2. Turbine inlet casing inspection
TD198
Fig. 1 1 entry axial turbine inlet casing
B
B
C
C
TD197
Fig. 2 1 entry radial turbine inlet casing
Issue Date: Sept 2013 TM00335_01


Caution: Service life expectation for casings operating in typical service conditions is 24,000
hours, but for extreme applications such as those with a high number of starts /hours run ratio, and
rapid load increases the replacement interval could be reduced.
1. Visual inspection.
2. Ensure all tapped holes in good condition - restore as required.
3. Ensure clean and free from any loose articles, particularly water washing equipment (if fitted).
4. Ensure covers/joints are correctly fitted.
5. Any cracks penetrating to the gas passage are unacceptable.
6. Splitter cracks (Type A) are unacceptable if they have propagated more than 12-17mm’s either
side of the splitter (visual judgement).
7. Cracks emanating from mounting holes (Type B) are acceptable.
8. Cracks around flanges (Type C) are unacceptable if they are greater than 75mm’s in length
(visual judgement).
9. Any cracks deemed to be acceptable must be recorded.
3. Turbine outlet casing inspection
TD196
Fig. 3 Turbine outlet casing
2. Ensure all tapped holes in good condition - restore as required.
3. Ensure clean and free from any loose articles.
4. Ensure covers/joints correctly fitted.
5. Any cracks penetrating to the gas passage are unacceptable.
6. Cracks emanating from mounting holes (Type B) are acceptable.
7. Cracks around flanges (Type C) are unacceptable if they are greater than 85mm’s in length
(visual judgement).
8. Any cracks deemed to be acceptable must be recorded.

85
Appendices 85
4. Nozzle inspection
4.1. Nozzle cracks
Due to the random nature of cracking the amount of further service cannot be accurately predicted.
However, if subsequent inspections are conducted at a period not exceeding 6,000 hours and found
to be within the above criteria they may reasonably be expected to achieve a further 6,000 hours of
use. This is provided all reasonable measures are taken to monitor the situation.
F
TD133 A
Fig. 4 Typical nozzle cracks acceptance guide
1. Visual check for cracks - reject if any of criteria A, B, C, D (below) are true.
Refer to Fig. 4 for a guide to the possible location of cracks.
A. 20mm maximum crack length - 1 per vane.

B. 32mm total length
C. Radial cracking - no more than 6 all the way through, and none side by side
D. Circumferential cracking - Reject if continuous vane to vane
Table 1. Nozzle acceptance criteria
4.2. Nozzle ring width measurements

If the nozzle ring is removed, the outer ring may not exhibit the nominal dimensions (‘‘F” in Table 2.)
Ensure dimension ‘‘F” is re-established as necessary. Should this dimension not be restored, the
nozzle ring could experience premature cracking due to insufficient clamping. Refer to Chapter 7 for
further information.
F. Outer ring dimension - Nozzle ring width, Nominal (mm) 43.35
Table 2. NT1-10 Nozzle ring width - nominal measurements


5. Shroud inspection
Due to the random nature of cracking the amount of further service cannot be accurately predicted.
However, if the shroud is cleaned without removal from the gas outlet casing it may reasonably be
expected to continue service until the next scheduled maintenance. In addition to crack assessment,
shroud roundness and bore diameter should also be assessed.
5.1. Shroud cracks - acceptance criteria
Refer to Fig. 5 for a guide to the possible location of cracks.
Fig. 5 Typical shroud cracks acceptance guide
Location Maximum crack length

A 25mm maximum crack length
B 25mm maximum crack length
Table 3. NT1-10 Shroud acceptance criteria
Caution: No cracks from the gas side to the back side are permitted.
5.2. Shroud diametric acceptance measurements
Shroud Original size Minimum Maximum Diameter (Ø)

diameter diameter Roundness
NT1-10 323.0 322.9 323.5 0.25
Table 4. NT1-10 Shroud measurements
NOTE: All quoted measurements are in mm’s.

87
Appendices 87
6. Air filter silencer inspection
Fig. 6 Air filter silencer
1. Visual inspection
2. Ensure filter panels in good condition and without loose articles or replacement required.
3. Acoustic baffles require replacement if acoustic baffle medium has become dislodged or
unrestrained.
4. Replace baffles if any cracks found with perforated strip.
5. Ensure fasteners torqued correctly.
7. Compressor inlet casing inspection
TD131
TD199
Fig. 7 Compressor inlet casing
2. Ensure wash pipe not damaged.
3. Ensure the orifice in the water wash pipe is correctly orientated, and facing towards the
compressor wheel.


8. Insulation inspection
TD200
Fig. 8 Turbocharger insulation panels

2. Ensure all fixings are present and correct - replace as necessary.

89
Appendices 89
Appendix E
Customer support
The Napier Service Centre Network offers field service, overhaul and repair of the Napier product
range and the supply of only Genuine Napier Spare Parts.
Never hesitate to consult us on any problem or difficulty which arises; it may save time and expense if
expert attention is given promptly. We shall be pleased to give all possible assistance no matter how
small the difficulty.
Napier Turbochargers
Ruston House
P.O. Box 1
Lincoln. LN5 7FD
Lincolnshire, England
UK
Telephone +44 (0) 1522 516666
Sales: +44 (0) 1522 516655
Overhaul: +44 (0) 1522 516644
Service: +44 (0) 1522 516633
Spares: +44 (0) 1522 516622
24hr: +44 (0) 7912 515754
Facsimile: +44 (0) 1522 516669
Email: enquiry@napier-turbochargers.com
Product training
In cases where operators wish to service their own Napier turbochargers, in particular with our
current product range - which use fewer parts and are simpler to maintain - Napier can supply
specific product training and parts as required to enable an operators own personnel to carry out
effective turbocharger service.
As a leading manufacturer of quality turbochargers, Napier views training as a key area of its
developing business. Napier offers comprehensive training on installation, operation and service
maintenance. Courses take place at our facility in Lincoln or, if required, they can be organised at any
location and can be tailored to specific customer needs.
Overhauls
Napier has a dedicated overhaul facility which is constantly being updated to keep up to date with the
latest turbochargers from Napier. Our skilled workforce provides a fast and reliable turnaround.
Cartridges and complete turbochargers returned to our factory for overhaul repair and
refurbishment, are reconditioned ‘as new’ and then supplied with full warranty and guarantee.
As part of the factory overhaul service, Napier can offer service exchange units to allow a quick turn
around during unscheduled down time and also complete remanufactured turbochargers as an
alternative route to reducing costs during emergencies.


NOTES

91
Appendices 91
Appendix F
Napier approved agents and service centres
Napier utilises a network of authorised service centres in order to offer global support to our
customers; these are strategically located throughout the globe.
For a full and comprehensive list of Napier Turbochargers approved agents in your region, please
visit the Napier Turbochargers website.
www.napier-turbochargers.com/service-centres/


NOTES

93
Appendices 93
Appendix G
End of life
End-of-life (EOL) is a term used to indicate that the turbocharger as supplied to the customer, has
reached the end of its useful lifetime. End of life ultimately leads to disposal.
The safe handling and disposal of materials including turbochargers and spare parts is an important
consideration for Napier Turbochargers Limited and is considered in the design process.
Where it is necessary to dispose of components or the whole turbocharger, an environmentally
responsible process such as recycling should be used, in accordance with existing laws and
regulations. All potentially hazardous materials such as lubricating oil should be disposed of
appropriately, in a controlled manner, as per the local environmental legislation.
NOTE: Napier turbochargers are manufactured from approximately 95% recyclable parts.


NOTES


Ruston House,
P.O. Box 1,
Lincoln. LN5 7FD.
Lincolnshire, UK
Telephone: +44 (0)1522 516666
Facsimile: +44 (0)1522 516669
24hr: +44 (0)7912 515754
Email:
enquiry@napier-turbochargers.com
www.napier-turbochargers.com

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Publication TB 8100 September 2013 (Issue 1)

Amendment issue register

Issue Section affected Amendment Napier Checked by Date

4 NT1-10 Operator’s Manual

ii Napier Turbochargers Ltd.

© Copyright Napier Turbochargers Limited. 2013

Napier Turbochargers Ltd.

Issue Date: Sept 2013 iii

NT1-10 Operator’s Manual

iv Napier Turbochargers Limited

Issue Date: Sept 2013 toc

8 NT1-10 Operator’s Manual

Napier Turbochargers Limited

Issue Date: Sept 2013 toc

10 NT1-10 Operator’s Manual

Napier Turbochargers Limited

Issue Date: Sept 2013 TM00226:02

2 NT1-10 Operator’s Manual

Napier Turbochargers Limited

1.2 Correct application

1.2.1 Definition and guide to proper use

Issue Date: Sept 2013 TM00101:05

4 NT1-10 Operator’s Manual

1.3 Notes, Warnings and Cautions

WARNING: FAILURE TO OBSERVE THIS INSTRUCTION COULD RESULT IN RISK OF HEALTH

1.4 General directives

Napier Turbochargers Limited

1.4.2 Permit to work

Issue Date: Sept 2013 TM00101:05

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2.1 Turbocharger ratings

** Maximum pressure (bar absolute)

2.2 Turbocharger casing identification

Fig 2.1 Identification of the casings

Issue Date: Sept 2013 TM00325:01

10 NT1-10 Operator’s Manual

2.3 Useful Turbocharger weights

Casing designation Type Specification Mass kg Remarks

Table 2.1. Mass of major casings

2.3.1 Mass of a typical complete NT1-10 turbocharger

Casing Type Specification Mass kg

Napier Turbochargers Limited

2.4 Lubricating oil specification

2.4.3 Synthetic oil

2.4.4 Oil pressure

2.5 Name plates

Fig 2.2 Location of the turbocharger name plate

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12 NT1-10 Operator’s Manual

2.5.1 Information on the name plate

2.6 Spare cartridge assembly

Fig 2.4 Cartridge assembly

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14 NT1-10 Operator’s Manual

Napier Turbochargers Limited

3.1 Turbocharger functions