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Instruction Manual for

NAPIER 295TURBOCHARGER

Napier Turbochargers Limited

P.O. Box 1, Ruston House, Lincoln. LN5 7FD. Lincolnshire, United Kingdom

Telephone: +44 (0)1522 516666 Facsimile: +44 (0)1522 51666924hr Emergency Telephone: +44 (0)7912 515754

Email: [email protected]

www.napier-turbochargers.com

Publication TB 3207 ( Issue 3 ) January 2000

2 Napier Service Manual

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Amendment issue register

To register the incorporation of an amendment to this Manual, sign against the appropriate Amdt number and insert thedate of incorporation.

The manual is compiled on a loose leaf system. Due to modification of equipment or changes in technique it is occasionallynecessary to amend the manual. The amendments are numbered serially and issued to the engine builder who shouldensure 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 ofkeeping 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 recommendationseither of an urgent or general nature and it is recommended that the instructions are implemented and the bulletin filed withthe manual set for subsequent reference.

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ForewordThis OperatingManual is provided in support of equipment supplied byNapier Turbochargers Ltd. It is designed toprovide information, advice and guidance to the owner/operator on the operation and routine maintenance of theequipment.The equipment supplied is complex which is intended for use only by professionally trained operators. Theowner/operatorshouldthereforeensurethatalloperatorsareproperlytrainedfortheoperationandmaintenanceofthe equipment assigned to them. It is essential that this operatorsmanual is read before beginningoperation byallpersonsworkingwithor at the turbocharger.All operatorsand routinemaintenancestaffmusthavereadyaccesstoa copy of the Operating Manual. Further copies can be obtained from NAPIER Turbochargers.The instructionssetout in thisManualassumethatoperators haveageneralunderstandingof the requirements forsafeoperationofmechanicalandelectricalequipment inpotentiallyhazardousenvironments involvingeithergasorliquid fuels. These instructions therefore shouldbe interpretedandapplied in conjunctionwith thesafety rulesandregulations applicable at the site and the particular requirements for operation of other equipment at the site.The finaldecision for operating theequipment at the site in asafe and responsiblemanner rests entirelywith youasthe owner/operator. This involvesmany factors outside NAPIER’s knowledge and control, and therefore NAPIER isunable to accept (and hereby disclaims) any liability (whether based on breach of contract, warranty or statutoryduty, negligence or otherwise) for damage or loss of any kind which may be incurred as a result of applying theinformation or advice contained in this Manual.Noadditional representationsorwarrantiesbyNAPIERregardingtheequipmentor itsusearegivenor impliedbytheissue of thisManual. The rights, obligations and liabilities of NAPIER and the owner/operator are strictly limited tothose expressly provided in the contract relating to the supply of the equipment.The information set out in thismanual has been developed fromNAPIER’s standard equipment build specification.Where possible at the time of publication, information has been included in respect of modifications to thatequipment which are specific to that contract and for additional equipmentmanufactured by others. The timing ofpublication and the ongoing nature of design improvements can mean however, that features of the equipmentsupplied 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 componentswith spare parts which are identical to the origInal or contain modifications approved by NAPIER. When orderingparts alwaysquote the turbocharger serial numberand thespecificationofbuild. NAPIERaccepts no responsibilityunder itswarrantyorotherwisefordefects,damageor injurywhichresult fromtheuseof repairor replacementpartsnot approved by NAPIER.This manual must be maintained for the life of the equipment supplied. Updates issued by NAPIER in the form ofspecific Amendments ormore generally published as Service Bulletinswill be distributed to the engine builder andthey are responsible for the distribution to the end user and should be incorporated without delay for futurereference.The data, drawings and other information contained in this manual are confidential proprietary information ofNAPIER. They are disclosed in confidence to the owner/operators of the equipment supplied by NAPIER under thecontract solely for their use in the operation and maintenance of that equipment. No licence is granted for themanufacture of replacement equipment or components or other purposes. Thecontents of thismanualshall notbecopied or disclosed to third parties without written authorisation of NAPIER.

© Copyright Napier Turbochargers Ltd. 2000

Confidential. No part of this publication may be reproduced or copied in any form or manner (including electronic, mechanical, photocopying, recordingtranslating or other information retrieval system) without prior written authority of the copyright owner.

Napier Turbochargers Ltd.

P.O. Box 1 Lincoln. LN5 7FD EnglandTel:- +44 (0)1522 516666Fax:- +44 (0)1522 516667Email:- [email protected]

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Safety Instructions

1

Safety instructions

1. IntroductionThe safety instructions in this manual are given for information and guidance and areprovided in the interest of safety of personnel and the installation. NAPIER Turbochargerscannot accept responsibility either for the manner in which they are observed or for anyconsequence of failure to observe them.

Personnel must become thoroughly familiar with the safety instructions and must observethese instructions throughout all procedures. Maximum safety of personnel must be ofprimary importance, followed closely by protection of equipment from damage. Carefulobservation of the instructions for safe equipment operation will also result in minimizinghazards to personnel.

These instructions in no way override local procedures and regulations when operating andmaintaining the installation. Statutory and local requirements, codes of working practices,safety and/or health precautions must be observed.

2. Correct applicationThis equipment has been designed and constructed so as to be safe and without risks tohealth”Whenproperlyusedfor thepurposeforwhich itwasdesigned,and inaccordancewiththe manufacturers recommendations”.

This NAPIER turbocharger has been developed exclusively for use on diesel engines togenerate the volume of air and the pressure necessary for the operation of the diesel engine.

Anyotherusageshallbe regardedasaspecialapplicationwhichmustbeclarifiedwithNapierTurbochargers. NAPIER accepts no liability for other applications.

It is important that theequipment shouldbe INSTALLED,OPERATEDANDMAINTAINEDby, orunder the supervision of competent qualified staff. Acceptable standards of engineeringpractice, recommendations contained in this manual, and any instructions specificallyadvised by the company, with particular reference to informationmarked on the equipment,must be employed in these activities.

The turbocharger should only be operated and used in a technically perfect condition, for itsintended purpose and in compliance with the operation manual.

NOTE: Youare requested to take such steps as are necessary to ensure that any appropriateinformation relevant toourproducts ismadeavailable by you, toanyone concerned inthe installation, operation and maintenance of the contract supplied equipment.

Safety instructions also include procedures to be observed in the event of certain operatingmalfunctions.

To avoid personal injury and damage to equipment, adhere to all caution and warningstatements for this product.

3. Competent personnelA competent person is considered to be one who has the skill, knowledge, practicalexperience and training to enable them to carry out installation, operating or maintenancetasks on the turbine package. They should also be aware of and understand any localregulations and safety procedures.

4. Notes, Warnings and CautionsPersonnel should be aware and be familiar with the Safety Instructions to be observedwhenoperating or maintaining the turbocharger and equipment before operating or maintainingthe equipment. In addition, attention is drawn to conditions which under certaincircumstancescan be injurious tohealth andsafety, by the insertion of notices in themanualunder the headings of ‘‘WARNING”, ‘‘Caution” or ‘‘Note”.

NAPIER 295

Napier Turbochargers Ltd.2

AWARNING”is givenwhen failure to observe the instruction could result in risk of health andinjury 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 OFHEALTH AND INJURY TO PERSONNEL.

A Caution is given where failure to observe the instruction could result in damage to theequipment. An example of how this is indicated in the text is shown below:

Caution: Failure to observe this instruction could result in damage to theturbocharger and engine.

A Note is used for emphasis or the provision of information of particular importance.

To avoid personal injury and damage to equipment, adhere to all caution and warningstatements for this product.

5. Location and content of Warnings, Cautions and NotesWarnings and cautions are located directly above the text to which they relate and areintendedtoemphasizecriticalor important information.They tell the readerwhathemustdoto avoid the danger. Any necessary background information follows the initial instruction.

6. General directives

7. Directive on safe operationApreliminarywalk-roundsafety inspection of the site shouldbe carriedout beforebeginningany procedures: this inspection should also include any other equipment which may bepeculiar to the installation. Any actual or potential hazard must be corrected beforeproceeding.

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 willensure satisfactory operating performance to design standards. The order of listing is notintended to indicate themeasure of importance: each item is important to overall safety andsatisfactory operation.

8. Permit to workThe Safety Instructions included with this manual meets the obligations of the Health &Safety Regulations regarding the supply and use of machinery and equipment. As ourproductsaresuppliedworld-wide, the importanceofobserving theSafetyRegulationswithina particular country is strongly emphasized.

It is the responsibility of the user to ensure that all applicable statutory Safety Regulationsare 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 anyworkon the turbocharger and associated equipment. It is important that work is carried out bycompetent personnel who should be conversant with the procedures.

Personnel should understand and apply these precautions during the various phases ofOperation, Inspection and Maintenance. The site safety officer must be consulted forclearance to work andwhere appropriate a work permit issued before carrying out any testsor maintenance work on the installation.

9. Operational hazardsHealth hazard

Wear appropriate protective equipment (masks, goggles, gloves etc.) when using cleaningsolventsor solutions.Avoidskin contactwith solventsor solutions. Shouldsolution enter theeyes, rinse immediately and seek medical attention.

Safety Instructions

3

Use all cleaning solvents, fuels, oils and adhesives in awell ventilated area. Avoid inhalationof fumes. Procedural hazards

Determine if personnel are working on equipment in the area and whether such work is of ahazardous nature that precludes work on other equipment.

10. Installation hazardsKeep the installation and vicinity clean and unobstructed.

Observe all safety instructions listed in the manuals supplied for the engine and ancillaryequipment.

Exercise caution when climbing access ladders.

Check pipelines regularly for corrosion, vibration, fretting and security of clamps, andeliminate any leaks as soon as they are detected.

11. Maintenance hazardsBefore disconnecting anypipelines (lubricating oil, water etc.) or dismantling components insitu for maintenance, ensure that the applicable system pressure has been isolated atsource, pressure dissipated and the system vented. Ensure that there is no naked flame inthe area.

12. Use of adhesives and jointing compoundsBefore using adhesives and jointing compounds (particularly in confined spaces), check themanufacturer’s instructions regarding injurious, offensive or inflammable fumes, risk of skindisease etc.

13. Fluorelastomer synthetic rubber productsAfluorelastomer isasynthetic rubber likematerial containingFluorineandthemostcommonuse found inengineeringproducts is for gaskets, seals, cables, ’O’ ringsealsanddiaphragms.

When used within their designed operating conditions, products manufactured from thismaterial 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 and higher, it does not burn,but decomposes. In the event of this situation arising, hydrofluoric acid is producedwhich isextremely corrosive and if allowed to contact the skin, it can prove almost impossible toremove once contamination occurs.

As this constitutesaseriouspotential safetyhazard, it is essential that all personnelwhoareconcernedwith the operation and repair of the companyproducts arewarned of this risk andare instructed to follow the procedure detailed below.

i) If inspection and dismantling is required on components which have been exposed toexcessivelyhigh temperatures (e.g. if theyhavebecomeoverheated inoperation orhavebeen involved in a fire), carry out a very close examination to determine if there are anyseals, gaskets, etc., which have suffered decomposition. Evidence of this will be dis-played by the presence of charred particles or a black sticky mass.

ii) It is of vital importance, if any such indications exist, to ensure that neither the equip-ment nor the seals are touchedwith bare hands. PVC glovesmust beworn and it is rec-ommended that the eyes be protected. All affectedmaterial should be carefully placedin double thickness polythene bags and proper advice obtained on effective disposal.Any equipment contaminated by the decomposedmaterialmust bewashedwithwater.

iii) If skin contamination has occurred, the affected area must be washed with copiousquantities of water and then medical attention sought.

The procedures outlinedabove apply equally if fluorelastomer products are involved in a fire,including production or spare parts storage locations. It should be emphasised thatdecomposition of parts manufactured from a fluorelastomer will only occur under severeoverheat conditions. The designed operating temperatures for this material used incomponents manufactured by the company is well below 400oC.

NAPIER 295


Due to the large amount of ancillary equipment supplied, it is not practical to indicate areaswhere fluorelastomer products are fitted. It is recommended, that should an overheatingproblem occur, that users err on the side of caution and proceed as outlined above.

Itshouldbenotedthat thecompanywillacceptno liability forany failureon thepartof turbineuserstoensurecomplianceofpersonnelwith the recommendationsandproceduresoutlinedabove.

14. Procedural hazardsPlace notices in prominent positions, to indicate that personnel are working on theequipment. 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 intosystems. Ensure that all loose items such as nuts, washers and spare wiring are removedfrom the installation and air intake before starting.

15. Tooling hazardsImproperlymaintained tools and support equipment can be dangerous to personnel and candamage turbocharger parts. Maintain tools and equipment in good condition to avoidunanticipated failures. Use tooling only for the purpose for which it was designed, and avoidabuse. Inspect for wear or damage, and initiate appropriate action for immediate approvedrepair or replacement.

16. Use of lifting equipment (slings, cranes etc.).Before using any lifting equipment, ensure:

i) The equipment is the correct type for the task.

ii) The equipment has valid test certificate and the safe working load is marked on theequipment.

iii) Shackles, slings are in good condition.

17. Safe exposure to noiseVery loud noise causes serious and irreparable hearing damage and studies have shown thatcontinuous exposure to noise levels over 85dB(A) causes hearing damage. NAPIERrecommends the use of hearing protection at this level and above. Indicative safe times inhigh noise surroundings without ear protection are shown below, however internationalstandards and regulations should be referred for definitive figures.

It is the responsibility of engine operators to monitor noise levels and advise personnelaccordingly about the use of hearing protection.

18. Pre-startBefore starting the turbocharger ensure that nomaintenance operation is being conducted,and personnel are clear of the air inlet and exhaust, and that any loose articles, cleaningmaterials, tools etc. have been removed.

Before operating the turbocharger understand the operating procedures and systemfunctions thoroughly. Know and understand all indicators, normal indications and operatinglimits.

Be aware of possiblemalfunctions by studying the instructions supplied, and be prepared totake appropriate action in the event of any emergency.

19. During operationStand clear of all pressure lines and fittings during the start.

Safety Instructions

5

Turbine speed and temperature are the best indication of performance. Should an abnormalcondition arise take the appropriate action.

When carrying out compressor or turbinewash procedures refer to the instructionmanual toensure that limits are not exceeded.

Ensure that all drains and vents are kept clear during the wash procedure.

NAPIER 295


NOTES

Introduction

7

NAPIER TURBOCHARGER

TYPE NA.295

SPECIFICATION

NA.295

Type Max. PermissibleSpeed ( R.P.M. )

Pressure Ratio

4 :1

Max. TurbineInletTemperature

SEETURBOCHARGERTYPE PLATE FORDETAILS

Weight

510 Kg.SEE TURBOCHARGERTYPE PLATE FORDETAILS

approx.

NAMEPLATES

The turbocharger has the type of plate shown. This plate is mounted on the main casing. Theinformation shown on this name plate is explained overleaf.

Example of the Turbocharger nameplate

JH295

3EIL 72A 114 K

31,000

650

1000

NAPIER 295


INFORMATION ON NAMEPLATE

TYPE:

This indicates the turbocharger type.

EXAMPLE NA295

This is the basic type reference forthe NAPIER 295 turbocharger.

SERIAL No.

The turbocharger identification serial number.EXAMPLE 1000

SPECIFICATION:

The turbocharger build reference specification.

EXAMPLE ( typical )

Nozzle and rotor blade designation

Nozzle Throat area in cm2.

First of this design

Diffuser throat area in cm2.

Compressor capacity ( size & type)

3EIL 72A 114 K

MAX. SPEED:

Maximum permissible speed in R.P.M.

MAX. TEMPERATURE:

Maximum permissible temperature in C

ALTERATION RECORD:

Alteration numbers 1 to 26 are already entered on the plate. Any alterations affecting turbochargerinterchangeability, will be indicated by obliterating the relevant numbers on the plate.

SPARE CARTRIDGE ASSEMBLIES

A turbocharger serial number followed by the symbol X e.g.( 49X ) indicates an assembly which hasbeen built and supplied as a CARTRIDGE ASSEMBLY only.

Introduction

9

Spare parts are supplied to the latest specification applicable to the particular turbocharger.Customers will therefore appreciate ,when checking the part numbers of spare parts supplied againstthose ordered, that a difference in part numbers does not necessarily indicate that an incorrect part hasbeen supplied.

IT IS RECOMMENDED THAT ORDERS FOR SPARE PARTS QUOTE THE SERIAL NUMBER,SPECIFICATION, ITEM CODE NUMBER AS WELL AS THE DESCRIPTION OF EACH PART, AS ASAFEGUARD AGAINST MISUNDERSTANDINGS AND INCORRECT SUPPLY.

Enquiries for service and orders for spare parts should be sent to:--

NAPIER TURBOCHARGERS Ltd. TELEPHONE: +44 (0)1522 516622P.O. BOX 1 FAX: +44 (0)1522 516669LINCOLN LS2 5DJ E mail: [email protected]

or alternatively, one of our Service Network Centres around the World.

Service Network Centre brochures may be obtained by contacting NAPIER TURBOCHARGERS Ltd.

USE

GENUINE

NAPIER

PARTS

MANUFACTURED BY NAPIER Turbochargers

NAPIER 295


NOTES

Contents

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INDEX OF CONTENTS

CHAPTER 1 CONSTRUCTION

CHAPTER 2 INSTALLATION

CHAPTER 3 OPERATION

CHAPTER 4 MAINTENANCE AND INSPECTION

CHAPTER 5 DISMANTLING

CHAPTER 6 TABLE OF CLEARANCES

CHAPTER 7 RE--ASSEMBLY

CHAPTER 8 TOOL LIST

CHAPTER 9 SUPPLEMENTARY INFORMATION

CHAPTER 10 SPARES AND TECHNICAL SUPPORT

NAPIER 295


NOTES

Construction

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CHAPTER 1. CONSTRUCTION

1.1. TURBOCHARGER FUNCTIONS

1.2. CONSTRUCTION

1.2.1 Turbine Outlet Casing

1.2.2 Turbine Inlet Casing

1.2.3 Cartridge Assembly

1.2.4 Compressor Outlet Casing

1.2.5 Rotor Assembly

1.2.6 Main (Centre ) Casing

1.2.7 Bearings

1.2.8 Air Filter Silencer

NAPIER 295


NOTES

Construction

15

1.1 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 compressorincreases the pressure and density of the charge in the engine cylinder, thereby increasing the powerabove that of a naturally aspirated engine.

Turbocharging has been shown to be the most successful method of reducing cost, weight and spacerequirement of diesel engine installations, and is recognised as a reliable method of improving theirperformance, efficiency and fuel consumption.

Exhaust Gas Outlet

Air from Atmosphere

Air Supply to Engine

Exhaust Gas Inlet

Fig. 1 Turbocharger Functions

The NAPIER 295 Turbocharger consists of a single stage axial--flow turbine and centrifugal aircompressor connected by a single rotor shaft supported on inboard bearings.

The exhaust gas discharged from the engine cylinders enters the turbine inlet casing and isaccelerated through a nozzle ring into the turbine blades, where the gas rotates the rotor shaft. Thegases then pass through the turbine outlet casing to an exhaust pipe into the atmosphere.

The air required by the engine is drawn through an air filter silencer or a compressor inlet casing, andcompressed by an impeller and diffuser into the compressor outlet casing. The air is then forced intothe engine combustion chamber.

NAPIER 295


1.2 CONSTRUCTION

THE NAPIER 295 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 singleshaft.

The turbocharger is mechanically independent of the engine to which it is applied, but the lubricatingand cooling systems may form part of the engine system or be provided from a separate source.

1.2.1 TURBINE OUTLET CASING

The water cooled turbine outlet casing , forms the principal structural component to which the othercasings are assembled.

The turbocharger coolant jacket is incorporated into into the engine cooling system, or connected to anindependent water supply depending on site requirements.

Coolant jacket passages formed in the casing are sealed by three large cover plates, one of which isdesigned to function also as the mounting foot of the turbocharger. By attaching the inlet and outletpipes to selected connection points, correct coolant flow can be provided for every position of thecasing. Water deflection unions are fitted to the water inlet of all casings and zinc anti--corrosion plugsare incorporated.

The mounting foot for the assembled turbocharger also functions as a water jacket cover plate,permitting a wide choice of alternative positions for the turbine outlet casing.

1.2.2 TURBINE INLET CASING

The air or water cooled turbine inlet casing supports the nozzle ring and shroud ring assemblies, with acentral gas barrier plate, and is located to the turbine outlet casing.

1.2.3 CARTRIDGE ASSEMBLY

A NAPIER design feature which has made servicing simplicity itself, is the CARTRIDGE ASSEMBLY.The assembly comprises of the main casing, compressor casing, rotor assembly and bearingscomplete, allowing the complete removal of cartridge assembly without disturbing the turbine inlet andoutlet casings and water connections. ( see Fig. 1.2 )

1.2.4 COMPRESSOR OUTLET CASING

The compressor outlet casing is a cast iron volute also forming the casing for the compressor impellerand the diffuser. Air drawn through the eye of the casing is discharged to the engine through atangential duct with a flanged connection.

1.2.5 ROTOR ASSEMBLY

This consists of a solid steel shaft, one end of which is a shrink fit on the hub of the blisc.

NO ATTEMPT SHOULD BE MADE TO SEPARATE THE BLISC FROM THE SHAFT.

Seal rings are set into the shaft collar over the wheel hub. On the other end of the shaft is a thrustcollar, impeller, lock washer and impeller drive washer. The impeller, lock washer and drive washerare held against a shoulder on the shaft by an end nut.

Finally, there are spanner flats at the centre of the blisc, forming the turbine end of the rotor shaftassembly.

Each major component of the rotor assembly is dynamically balanced before assembly. Afterassembly the complete rotor is check balanced.

Construction

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Fig. 2 Removal of the Cartridge Unit

1.2.6 MAIN ( CENTRE ) CASING

The main casing assembly consists of a circular casing carrying the diffuser seal plate, impellerlabyrinth seal plate and seal ring bush ( oil drain chamber ) on one face, and a seal ring bush ( oil drainchamber ) and encasing cone on the other ( the turbine end ) . A combined thrust/journal bearing isfitted to the compressor end and a bearing bush to the turbine end , both of which support the rotorassembly.

Air bled from the compressor casing via the labyrinths on the rear face of the impeller prevents oil losspast the compressor end seal ring or rings. The same supply of air also feeds tubular passages in thecentre casing, which in turn pressurise and cool the cone space of the casing. The air then pressurisesthe turbine end seal rings against the exhaust gas and oil leakages, and also serves to cool the turbinedisc.

NAPIER 295


1.2.7 BEARINGS

Hydrodynamic type bearings are fitted at each end of the main ( centre ) casing, the combinedthrust/journal bearing is located at the compressor end of the turbocharger. Outboard of each bearingassembly are seal rings and seal ring bush ( forming a part of the main casing assembly ).

The bearings are lubricated from the engine oil system or from an independent supply.

1.2.8 AIR FILTER/SILENCER

A combined air filter silencer is available for an installation in which the turbocharger is required to drawair from the engine room.

The wire mesh filter element consists of two or three segmental panels which are clipped togetherforming a complete annulus between front and rear casings. Six bolts on the exterior of the silencerfasten the filter silencer assembly to the volute casing periphery.

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

Installation

19

CHAPTER 2. INSTALLATION

2.1 Slinging Arrangement.

2.2 Turbocharger Weights.

2.3 Instrumentation.

2.3.1 Pressure Gauge Connection.

2.3.2 Speed Measurement.

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NOTES

Installation

21

2.1 SLINGING ARRANGEMENT

Turbocharger weight 510 Kg. appx.

Cartridge weight 295 Kg. appx.

NAPIER 295


2.2 USEFUL TURBOCHARGER WEIGHTS ( APPROXIMATE )

Turbocharger Complete 510Kg.

Turbine Outlet Casing( complete with mounting foot and covers ) 155Kg.

Turbine Inlet Casing( complete with nozzle and shroud ring assembly )

Single entry air, cooled axial 50Kg.Twin entry air, cooled axial 55Kg.Shroud ring 10Kg.

Cartridge Assembly( comprisied of main casing assembly, rotor assemblyand compressor outlet casing ) 295Kg.

Main Casing Assembly( complete with cone, bearing housings etc. ) 75Kg.

Rotor Assembly, complete 23Kg.

Compressor Outlet CasingSingle delivery 154Kg.

Air Filter Silencer 27Kg.

Compressor Inlet Casing 25Kg.

Installation

23

2.3 INSTRUMENTATION

2.3.1 PRESSURE GAUGE CONNECTION

A pressure gauge tapping in the outlet of the volute casing, is provided. To eliminate the possibility ofdamage due to engine vibration, the gauge must be mounted clear of the engine structure. Under nocircumstances must a gauge be mounted directly on the turbocharger induction manifold. If it isnecessary to adopt some form of attachment to the engine, the gauge should be protected by asuitable flexible mounting.

The pressure gauge is outside our scope of supply. Any reputable supplier will satisfy. Connection sizeis 3/8in. B.S.P.

2.3.2 SPEED MEASUREMENT

The turbocharger rotating assembly is arranged to give two pulses during each revolution of theturbocharger shaft.

The sensing probe ( perception head ) is threaded and held in place by a captive ‘O‘ ring and lockingplate, and positioned on top of the main casing.

The electrical connections to the probe are made by, insulated, twin, screened cable, the screen beingearthed at the indicator end only and NOT at the probe. A miniature circular connector is fitted to eachprobe.

Socket, “Cannon” KPT.02.E.8.2.S.

Plug, “Cannon” KPT.06.F.8.2.P.

The connector is suitable for solder type terminations.

OPERATING INFORMATION

Temperature range, -20o - +150oC.

The maximum permissible speed of the turbocharger is recorded on the turbocharger nameplate.

PROBE INSTALLATION PROCEDURE

Ensure that the locking plate and ”O” ring are positioned correctly on the main body of the probejust below the circular connector. Lightly oil the thread.

Assemble the probe in the appropriate housing in the turbocharger main casing, ensuring that thehousing bore is clean and free from obstruction and that the body of the probe is clean.

Turning clockwise and not using excessive force, screw home the probe until it makes contactwith the shaft of the turbocharger.

Adjust the probe to shaft air gap by turning the probe one half turn anti--clockwise. The probe isnow correctly adjusted and the air gap is 0.8mm.. ( 0.028 ) inch.

Lock the probe in position by tightening the locking plate securing screws.

Probe removal length 550mm..

NAPIER 295


NOTES

Operation

25

CHAPTER 3. OPERATION

3.1 Lubricating Oil.

3.2 Cooling Water Requirements.

3.3 Sealing and Cooling Air.

3.4 Initial Start Inspection.

3.5 Routine Operation.

3.6 Prolonged Shut--down.

3.7 Turbocharger Surge.

3.8 Turbocharger Matching.

NAPIER 295


NOTES

Operation

27

3.1 LUBRICATION OIL

The compressor end thrust bearing and the turbine end bearing inboard of the impeller and turbinewheel respectively, are the only parts of the turbocharger that require lubrication. ( See Fig.3.1. )

Lubricating oil for the rotor bearings may be drawn directly from the filtered side of the engine system orfrom any other suitable source, provided that correct arrangements are made for filtration.

The engine oil filters are to be cleaned in accordance with the Engine Builders Manual.

THE FILTER MESH SHOULD NOT EXCEED 25 MICRONS.

OIL VISCOSITY GRADE SHOULD BE BETWEEN SAE 20 to SAE 40

OIL CLEANLINESS SHOULD CONFORM TO BS5540 (ISO 4406) LEVEL 19/15 OR BETTER.

Oil pressure 2.33 -- 3.33 Barturbocharger inlet 35 --50 lbs. per sq. in.

Oil flow 16 -- 25 litres / min.( approximate range ) 216 --365 gals. / hr.

Heat flow rate 45 kW

according to speed, temperature and pressure with S.A.E. 30 grade.

This lubrication system complies with Lloyd’s Register of shipping regulations in that it will operatesatisfactorily when tilted permanently at 15 in any direction and at a temporary tilt of 22, such as mightbe experienced in marine installations. Initial installations must however, be made with theturbocharger shaft horizontal.

3.2 COOLING WATER REQUIREMENTS

The jacket cooling water outlet temperature should be maintained above 60C

Coolant flow rate 135 litres per min.

Heat flow rate 100 kW

Maximum coolant temperature 92oC or if the system is pressurised T-17oC,where T is equal to the boiling point atpressurisation pressure.

If the cooling water temperature is too low, sulphuric acid corrosion of the exhaust gas passagewalls will quicken, resulting in a shorter casing life.

If there is an excessive cooling water temperature difference between the outlet and inlet casings,or if the water outlet temperature is too high, scale or salt etc. may deposit in the cooling waterpassage, clogging or even causing cracking to the casing walls.

3.3 SEALING AND COOLING AIR

The seal rings fitted outboard of each bearing are pressurised by air taken from the compressor.Pressurisation of the compressor end seal prevents oil being drawn into the compressor casing andthe turbine end seal prevents gas and oil leakage.

Close clearances between the rear of the impeller and a labyrinth on the seal plate form an effectiveseal between the turbine outlet casing and the compressor outlet casings. The seal clearances allow acontrolled flow through the main casing to the cone, to cool the inner face of the turbine disc.

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3.4 INITIAL START OF A NEWLY INSTALLED ENGINE, OR NEWLY OVERHAULED ENGINE

Checks to be made at the first running of the turbocharger installed on an engine.

Before starting the engine:

Check that all bolts, holding the turbocharger to the engine mounting faces, are secure.

Open the vent cocks or plugs at the highest points of the water system and check that the flow ofwater is not restricted by air locks.

Close the cocks and replace the plugs when air bubbles cease to escape.

If the cooling to the turbocharger is independent of the engine system, check that cooling fluid iscirculating freely.

Start and run the engine up to idling speed.

Check and record the oil pressure at the turbocharger inlet.

Check all gas, air, and cooling water lines for leakage.

After a reasonable period of time, feel the turbine casing and cooling water pipes. Thetemperature rise should be gradual and evenly distributed. Scald temperature is 70C, soappreciate the coolant temperature during this check.

At various engine loads, to serve as a basis for future checks on turbocharger and engineperformance, record:--

a. Turbocharger 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

3.5 ROUTINE OPERATION

3.5.1 ROUTINE STARTING

Before starting the engine, make the following checks:

Check in the log book and by observation if possible, that any maintenance work required hasbeen completed in accordance with the MAINTENANCE AND INSPECTION SCHEDULE givenin chapter 4.

Proceed as described in 3.4 Initial Start of Engine.

Operation

29

3.5.2 RUNNING

The turbocharger requires attention only by observation when running.

Check the oil and cooling water supply.Record -- the air delivery pressure.

--the depression at the compressor inlet.--the rotor speed.--the gas temperature at the turbine inlet.

during the watch inspection of the engine.

A gradual or sudden deterioration in these figures will indicate the need for internal cleaning oroverhaul of the turbocharger, and may also assist in deciding the cause of unsatisfactory engineoperation.

3.5.3 STOPPING

When shutting down, it is desirable that the turbocharger speed be allowed to stabilise, with the engineidling, before finally stopping. This procedure applies particularly where rapid load shedding occurs.

NORMAL STOP Engine driven pump -- Normally the oil supply will be adequate for the run--down period.

Motor driven pump -- It is recommended that a delay of at least 90 seconds isintroduced, between engine shut--down and pump shut--down.

or

A reservoir (run down tank), the capacity of which is sufficient to supply Lubeoil for 90 seconds, is included in the turbocharger supply system.

EMERGENCY STOP As for NORMAL, but subject to prevailing local conditions and legislation.

NOTE: Should circumstances dictate that the oil supply to the turbocharger be shut--off beforeit has run--down, then it is recommended that the bearings be inspected beforeattempting a restart.

3.6 PROLONGED SHUT--DOWN

The turbocharger should be inhibited at the beginning of any period of disuse which is expected toextend beyond a period of one month. Details of the procedure are given in chapter 4, MAINTENANCEAND INSPECTION, section 4.9.

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OilAirWater

Fig 3.1 Lubrication, Air and Coolant systems

Operation

31

3.7 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 fora given boost pressure, and reversal of the flow takes place. This is usually accompanied by noise inthe form of pulsations or panting, sometimes mildly and sometimes noisily with a large amplitude.

It is essential that surging during engine operation is avoided. Damage may be caused to the rotatingparts with consequent damage to the complete turbocharger.

The following may give rise to surge:

i. A violent change of engine load or excessive overload.

ii. An excessive rise of cooling water temperature in the charge air cooler.

iii. Extreme fouling of the inlet or exhaust manifolds.

iv. Mismatching of compressor and turbine components in respect of a particular engine.

v. The turbine nozzles and blades will accumulate carbon deposits from the burnt residue of fuelimpurities and lubricating oil additives, resulting in high turbine speeds, high boost pressure andexhaust gas temperature rise. Continued deposits will raise the exhaust gas temperaturesufficiently to cause surging.

3.8 TURBOCHARGER MATCHING

Output of a turbocharger is matched to the engine air demand and exhaust characteristics by theselection of impeller, compressor diffuser, turbine nozzle and turbine blades of the length necessary todrive the impeller at the correct speed with maximum efficiency. Consequently, although the sameNAPIER frame size of turbocharger may be fitted to more than one size of engine, the various diffuserand turbine wheel combinations are NOT interchangeable.

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NOTES

Maintenance & Inspection

33

CHAPTER 4.MAINTENANCE & INSPECTION

4.1 Periodic Maintenance & Inspection Schedule.

4.2 Bearing Replacement.

4.3 Thrust Bearing Wear.

4.4 Rotor Shaft Balance.

4.5 Water Cooled Turbine Casing Wall Thickness Inspection.

4.6 Air Filter Removal and Inspection.

4.7 Anti--Corrosion Plugs.

4.8 Operating Difficulties.

4.9 Protection Against Corrosion ( Inhibiting ).

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NOTES


35

4.1 PERIODIC MAINTENANCE AND INSPECTION SCHEDULE

The table below shows the standard maintenance and inspection periods.

Servicing necessity varies with site conditions. It may be that certain operations must be performedmore frequently than recommended. Similarly, favourable conditions may result in acceptableextended periods.

TIME MAINTENANCE & INSPECTION SCHEDULE

Initial After first 100 hrs. Confirm the circulation of lubricating oil andcooling water, i.e. engine feed supplies.

Inspect all gas, air and water pipeconnections, ensure they are tight.

Inspect security of holding down bolts andcasing nuts.

PeriodicInspection.

Every 250 hrs. This willdepend on individualsite conditions..

Every day, this willdepend on individual siteconditions.

Every 8,000 --12000 hrs.To coincide with enginemanufacturers engineoverhaul

Dismantle and clean complete turbocharger.

Compressor water wash. ( See Chapter 9 )

Clean air filter elements.

Inspection of operation.

IMPORTANT: Ensure the turbocharger is fed with clean filtered lube--oil by cleaning the engine oilfilters according to the Engine Builders Manual.

4.2 BEARING REPLACEMENT

Bearing life varies considerably depending on operating conditions. Providing correct oil grades, oilpressures, and clean oil is supplied, the bearing life of the turbocharger is indefinite. If unfavourableservice conditions do prevail the bearing should be inspected every 8,000 hrs.

4.3 THRUST BEARING WEAR

Service experience has shown that the major thrust bearing can become worn in service, mainly dueas a result of contaminated lubricating oil.

In addition, in particular cases, wear has been experienced during initial engine operation whenrunning in compounds have been used.

The following notes provide guidance on

In general when bearings show any sign of wear they should be changed out, since in mostcases, wear precedes failure.

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The anodized surface was introduced to make the bearing more tolerant to contaminants whichcause wear. As long as the anodized surface is intact the bearing is suitable for further use.

There are some cases when the surface becomes worn and it may not be practical to change thebearings, the following is a guide as to what can be re--used.

f. Cocoa staining, a brown discoloration of the anodized surface , is a normal feature and thebearing is acceptable for further use. If however all the pads are affected then it is anindication that the oil temperature may be too hot.

g. Black marking on the bearing surface is pick--up from the thrust collar and is an indication oflack of lubrication. The bearing is not suitable for further use and an investigation into the oilsystem is recommended.

h. In some cases contaminated oil(from running in compounds etc.) will lead to a fine polishingof the pads which wears away the anodized layer. Some such wear is acceptable and thebearing is considered acceptable and the bearing is considered acceptable for a furtherperiod of service if less than 1/3rd of the total number of pads are affected (i.e. 4 from 12).

i. If the pads are scored then this is an indication of particles / debris in the oil system. Thebearings are not suitable for further use and the filters should be inspected

4.4 ROTOR SHAFT BALANCE CHECK

The rotor shaft of the turbocharger is dynamically balanced when new. If any rotating parts have beendamaged or major components have been replaced, it is important that the rotor shaft is checkbalanced. It is recommended that the rotor shaft balance is checked by NAPIER Turbochargers or oneof our Approved Servicing Organisations every 32.000 hrs. or every 4 years.

4.5 WATER COOLED TURBINE CASING WALL THICKNESS INSPECTION

Turbine casings are subject to corrosion by the oxidation effect of water, and by the sulphuric acidcontent in exhaust gas.

Turbine casing life varies considerably according to site operating conditions, fuels used, watertreatment etc,It is advisable to remove the casing water cover plates during each overhaul inspectionand thoroughly clean the inner water passages, thereby ensuring free circulation of the cooling water.

Use ultrasonic inspection techniques to establish the casing wall thickness during each overhaulinspection, if possible. If the wall thickness is less than 2 mm. it is recommended that a replacementcasing be purchased and fitted at the earliest convenience.


37

4.6 AIR FILTER REMOVAL AND CLEANING

At 250 hrs. or when the pressure drop across the air filter reaches 200 m.m. ( 8 ins. ) 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,( 30 --60 p.s.i. ) through in the reverse direction to normal airflow to the compressor. Eye protectionshould be worn. Very dirty panels may be washed using a high pressure water--jet, oil and grease maybe removed by using Para Chorethylene (Dry Cleaning Chemical) or Industrial Alcohol.

The splitters should be cleaned using a hand brush for general dust and debris and Para Chorethylene(Dry Cleaning Chemical) or Industrial Alcohol to remove oil and grease..

Do NOT use solvents.

Dust adhesion and dust holding capacity can be improved if the filters are lightly oiled after cleaning.

Fig. 4.1 Air Filter Cleaning

4.7 ANTI CORROSION PLUGS

The turbine outlet casing has two cover plates to the cooling water jacket. Attached to the inside ofeach cover is a zinc anti--corrosion plug. Examine the plugs and descale as necessary duringoverhaul, and renew if excessively corroded.

The wasting by corrosion will be accelerated if sea water is the cooling medium, as opposed to treatedfresh water.

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4.8 OPERATING DIFFICULTIES

Operating difficulties can be prevented providing the daily turbocharger operating data is measuredand regular maintenance and inspection routines adhered to.

To assist users in identifying causes of performance deterioration, the following table has been formed:

REMEDIAL MEASURESOPERATING DIFFICULTIES PROBABLE CAUSE

Engine starts running butthe turbocharger does not.

Foreign matter / debriscaught between theturbine blade tips andthe shroud ring.Blade tips rubbing theshroud ring.

Provide cleaning andeliminate the cause forthe ingress of the foreignmatter.

Bearing disorder. Inspect and replace withnew bearings.

Turbocharger experiencessurging during operating.

Fouling of turbinenozzle, blades.

Cleaning of the turbineside of turbocharger asrequired.

Engine cylinderunbalance.

Refer to Engine BuildersInstruction Manual.

NOTE; Rapid changes of engine load, particularlyduring shut--down can cause turbocharger surging.( See 3.7 Turbocharger Surging )

Engine fault in fuel injection system.

NOTE. Refer to Engine Builders Instruction Manual forother remedial measures.

Exhaust gas temperaturehigher than normal.

Fouling or damage toturbine nozzle orturbine blades.

Cleaning the turbine sideof the turbocharger orcomponentreplacement.

Lack of air, e.g. dirty airfilter.

Clean as required.

Exhaust back pressuretoo high.

Investigate cause.

Charge air cooler dirty,cooling watertemperature too high.

Clean and adjust asMakers InstructionManual.

Charge air ( boost )pressure lower thannormal.

Pressure gauge faulty orconnection to it leaking.

Rectify.

Gas leakage at engineexhaust manifold

See Engine BuildersInstruction Manual.

Dirty air filter, causingpressure drop.

Clean as required.

Dirty turbocharger. Cleaning of completeturbocharger required.

Turbine blades or nozzlering damage.

Inspect and replace asnecessary.


39

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Charge air pressure ( boost)higher than normal.

Pressure gauge readingincorrectly.

Rectify.

Nozzle ring clogged withcarbon deposits.

Clean as required.

Engine overload, engineoutput higher thanexpected.

Consult Engine BuildersInstruction manual.

Fault in engine fuelinjection system.

Consult Engine BuildersInstruction Manual.

Turbocharger vibration. Severe unbalance ofrotor due to dirt ordamaged turbineblading.

Rebalance the rotorassembly

Bent rotor shaft. Inspect and replace asnecessary.

Defective bearings. Inspect and replace asnecessary

Incorrectly assembledbearings.

Inspect and replace asnecessary.

A simple system of washing the compressor components while the engine is running, is available, tohelp maintain peak performance between overhaul periods. Provision for fitting such equipment ismade on all Turbochargers.

The system consists of an injection pipe located on the Air Intake Duct, with a discharge orifice locatedto spray the eye of the impeller, which may be injected by a syringe or pressurised system.

For full compressor cleaning instructions see Chapter 9. Additional copies of these instructions areavailable on request.


41

4.9 PROTECTION AGAINST CORROSION

The bearing surfaces, oil passages, thrust faces etc, in all Turbochargers leaving the NAPIER factoryare inhibited with SHELL ENSIS 158.

It is recommended that Turbochargers, at the beginning of any subsequent period of idleness likely tobe more than one months duration, should be similarly inhibited.

Inhibiting should be repeated at four 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 beheld as spares, must receive preparation for long term storage. More extensive treatment andinstructions for this work can be obtained on request.

INHIBITING AN INSTALLED TURBOCHARGER

Disconnect the lubricating oil supply from the top of the main casing.

Remove the lubricating oil drain flange and pipe.

Introduce inhibiting oil (e.g. Shell ENSIS 158) for a short period through the open connection atthe top of the main casing, to the turbocharger rotor shaft bearings. At the same time rotate theshaft by hand whilst draining off excess inhibiting oil.

Spray or brush the turbocharger internal surfaces with inhibiting oil.

Refit the drain flange and pipework previously removed, or blank off the drain.

Seal all the turbocharger vents and open connections with fabric tape.

GENERAL ANTI--CORROSION TREATMENT

In addition to inhibiting, the following precautions are taken, prior to despatch from the NAPIER factory,to prevent damage to Turbochargers during transit and short term storage:--

Each unit is finished in high quality paint.

External steel and all bright parts are coated with acid free mineral grease.

Blanks are fitted to all machined facings and outlets, etc.

Spare parts and tools are treated similarly with preservative and grease resistant packing.

Rubber joints and sleeves are ‘french chalk’ dusted and wrapped in grease resistant paper.

All other joints are dry packed.

The turbocharger unit is bolted to a wooden base, the formers of which prevent movement within thepacking case, if supplied.

The packing case, if supplied, is lined with waterproof material for overseas shipment.

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NOTES

Dismantling

43

CHAPTER 5. DISMANTLING

5.1 Preparation for Dismantling.

5.2 Safety of Personnel.

5.3 Dismantling Operation.

5.4 Care After Dismantling.

5.4.1 Component Cleaning.

5.4.2 Component Inspection.

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NOTES

Dismantling

45

5.1 PREPARATION FOR DISMANTLING

This chapter contains the information necessary to completely dismantle the turbocharger. Includedare the instructions for a strip inspection considered to be within the scope of a customer withoutspecial facilities.

It is assumed that strip inspection and overhaul will be linked with engine overhaul periods advised bythe engine builder.

At the same time that the turbocharger is overhauled, the air filter and the engine lubricating oil filtersshould be serviced.

Complete overhaul, including detailed viewing, crack detection and pressure testing can beundertaken by NAPIER Turbochargers The facilities of our technical organisation and the services ofour engineers are available at all times to assist in the investigation of any matter connected withTurbochargers.

A kit of tools is supplied with each turbocharger. Individual tools referred to in the following instructionshave been given item numbers from a complete list given in Chapter 8. Although it may be possible toremove some of the components using tools other than those specified, the correct, designed tools willavoid damage to the components, surrounding parts and personnel.

The spanners and tommy bars are supplied of such a length that the resulting torques do not exceedthose considered safe for the components to which they are applied.

Before the start of any dismantling work, mark the vertical centre--line at the top of all casing flangesand joints to be certain that all components are returned to their correct relative positions. The identitymarks must not damage the flanges etc., but should be sufficient to remain in evidence after cleaning.

Drain the oil and cooling water systems.Disconnect the oil and cooling systems.Disconnect the air and exhaust pipes and trunking.Disconnect the charge air cooler.Disconnect and protect all fitted instrumentation.Ensure all connections are blanked off until re--assembly.

Adjustment shims, thrust washers, and the rotor assembly components are to be carefully handled.Renewal can involve delay and replacement costs. Damage can alter the working clearances or affectthe dynamic balance of the rotor assembly.

The fine dynamic balance of the rotor assembly is to be maintained and protected by noting orestablishing ”M” marks on:--

-- the shaft end.-- the impeller drive washer.-- the shaft end nut lockwasher-- the thrust collar.-- the impeller.

5.2 SAFETY OF PERSONNEL

Operators should, before removing any section, be certain that the mounting bolts to the engine aresecure.

The change of the centre of gravity must be appreciated when casings are removed from theturbocharger.

The reduction in the stability of the assembly when the turbine inlet casing, for example, is removedcreates a safety hazard.

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If the whole unit is to be taken down from the engine for servicing, adequate holding provision must bemade at the working surface.

Fig. 5.1 A Typical Form of Stand which may be made to Support the Cartridge( not supplied by NAPIER ).

5.3 DISMANTLING OPERATIONS (refer to front pullout diagram)

Disconnect the compressor washing pipework and speed measurement connector at theturbocharger.

Remove the side entry compressor inlet casing, if fitted, from the compressor outlet casing,alternatively:--

Remove the air filter / silencer, if fitted, from the compressor outlet casing. First remove the filterpanel which is in two or three segments, each fastened with two toggle clips. Sling the remainderof the assembly in such a way that the risk of unexpected release from the compressor outletcasing is avoided.

Remove the nuts and washers which hold the compressor casing to the main casing, havingprepared to sling or man--handle it ( with two operators ). Take off the compressor casing withextra care so that the impeller is not damaged during removal. Jacking bolts may have to be usedto remove the compressor outlet casing.

Dismantling

47

Fig. 5.2 Example of Slinging the Compressor Outlet Casing

To remove the diffuser, unlock the countersunk ”long loc” securing screw at the rear of thecompressor outlet casing.

DISMANTLING TOOL: 1032

Transfer the lifting brackets to the main casing compressor end flange. The 3/4” B.S.P. oil inlettapping will already have been plugged, UNDER NO CIRCUMSTANCES MUST IT BE USED ASA LIFTING EYEBOLT SOCKET.

Fig. 5.3 Removal of Cartridge Assembly.

The cartridge now comprising the main casing and the rotor shaft complete, is to be removed fromthe engine for further dismantling. Since the turbine blades and the impeller will become exposedto the risk of damage, it is recommended to retain the cartridge in a horizontal position on aprepared stand or in a controlled sling from the service crane. ( See Fig. 5.3 ).

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Remove the nuts and washers which secure the main casing to the turbine outlet casing. M8 x40 m.m. long jacking screws provided may be used to free the flange. Withdraw the cartridgewithout tilt or droop to protect the turbine blades.

Rest in a stand if available, ( See section 5.2 Safety of Personnel ) or on a suitable work surface.

Release speed measuring probe ( if fitted ) as follows. Check whether the main casing is fittedwith a speed measuring head. If fitted, loosen the screws on the locking plate and turn the speedprobe at least five complete revolutions in an anti--clockwise direction. This action will avoiddamaging the speed probe perception head when withdrawing the rotor shaft later.

Prepare to remove the rotor assembly parts from the cartridge.RETAIN THE SHAFT HORIZONTALLY.

Establish an ”M” mark on the end of the shaft, for re--assembly purposes.

Release the lock washer from the shaft nut, DO NOT DAMAGE OR DISTORT IT. Remove therotor shaft nut.


Remove the lock washer and impeller drive washer. The drive washer may require a gentle tap toaid removal.

Withdraw the impeller ( assembly ) using the removal tool if necessary. Maintain the rotor shafthorizontal. ( See Fig.5.4 )

NOTE: This assembly comprises of impeller, sleeve and seal ring carrier. Under nocircumstances must this assembly be separated. The compressor end seal ring orrings may be removed as required for inspection or cleaning.

1002 1003 1004 1005 1008

1025

Fig. 5.4 Removal of Impeller.

1. Lock the jacking screw onto the threaded end of the rotor shaft.

2. Screw the impeller adaptor onto the nose of the impeller sleeve.

3. Bring the assembly of the body, nut and handle up to the impeller adaptor.

4. Fit the two M8 setscrews to the assembly.

5. With the tommy bar fitted into the end of the jacking screw , rotate the nut anti--clockwisethereby pulling the impeller assembly away from the rotor shaft.

Dismantling

49

DISMANTLING TOOLS: 1002, 1003, 1004, 1005, 1007, 1008, 1018 & 1025.

Unlock and remove the six setscrews and tab washers that hold the compressor end seal ringbush to the main casing. Withdraw the seal ring bush using three extraction screws if necessary,together with joint washer, or shim if it is a positive stop arrangement.

DISMANTLING TOOLS: 1023, 1027.

Remove the compressor end bearing, support plate and impeller adjustment washer as follows.Remove the four ”long loc” setscrews which hold the bearing, bearing support plate and impelleradjustment shim to the main casing. Use extractor screws to remove the bearing and shim, ifnecessary.


Remove the impeller adjustment shim from the compressor end bearing.

1003

1004 1005 1009 1006 1023

1002 1025

1013

Fig. 5.5 Removal of Thrust Collar.

Remove the thrust collar from the shaft as follows.

1. Position the guide sleeve over the shaft and secure to the compressor bearing flange usingthe two M8 x 25 m.m. long setscrews provided.


3. Secure the body extension tube of the removal tool into the internal thread of the thrust collarwhich faces the compressor end of the turbocharger.

4. Screw the adaptor into the body extension tube.

5. Bring the assembly of the body, nut and handle up to the adaptor.

6. Fit the two M8 x 35mm setscrews to complete the assembly of the tool.

7. With the tommy bar fitted into the end of the jacking screw, rotate the nut anti--clockwisethereby pulling the thrust collar away from the rotor shaft.

8. Once the thrust collar is free, carefully remove the rotor shaft from the main casing as shownin Fig. 5.6

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Fig. 5.6 Removing Rotor Shaft.

9. The turbine end seal rings are now exposed and may be removed as required for inspectionor cleaning.

TAKE CARE TO PROTECT THE TURBINE BLADES.DO NOT REST THE TURBINE WHEEL ON THE BLADE TIPS AFTER REMOVAL.

DISMANTLING TOOLS: 1002, 1003, 1004, 1005, 1006, 1007, 1009, 1013, 1018, 1023,1025.

Remove the ”long loc” screw which secures the diffuser packing ring to the main casing. Removethe packing ring.


Unlock and remove the six setscrews and tabwashers that secure the labyrinth seal plate to themain casing. Withdraw together with the labyrinth seal plate adjusting shim, using threeextraction screws if necessary.


Unlock and slacken the six bolts that secure the seal plate at the compressor end and also theouter cone at the turbine end. Do not remove the bolts at this stage. Position the main casing sothat the outer cone may be released. ( See Fig. 5.7 )

Dismantling

51

TAKE CARE. Ensure the frame is adequate andsecure before commencing.

Careful and systematic tappingon the heads of the bolts willremove a carbon seized cone.

Partly slackenthe sixbolts.

Wooden frame to support theassembly above the bench.

Fig. 5.7 Removal of Outer Cone

Using wooden blocks to support the main casing flange so that the cone is clear of the workingsurface, the cone may be freed by systematic tapping of the bolt heads. The bolts will requirefurther slackening as the cone becomes free. Remove the bolts and lift the casing away from thecone and joint washer.

DISMANTLING TOOL: 1029.

Remove the seal plate from the main casing if required.

Remove the six setscrews and tab washers which hold the seal ring bush to the turbine end of themain casing. Remove the seal ring bush and gasket.


Remove the turbine end bearing as follows. Unlock and remove the four setscrews which hold thebearing and the bearing flange support to the main casing.

DISMANTLING TOOLS: 10.

Prepare to remove the turbine inlet casing. Sling the casing as indicated in Fig 5.8. Remove thecasing nuts, spring washers and plain washers from the studs securing the inlet casing to theturbine exhaust casing.

It may be necessary to separate the joint faces with jacking screws. Holes tapped M12 areprovide in the inlet casing flange. Application of the jacking screws must be gradual and uniform.

Guide out the casing horizontally until the nozzle and shroud ring assembly is clear of the turbineoutlet casing, maintain stability of the removal by restraint applied at the gas inlet flange. Removethe inlet casing joint.

DISMANTLING TOOL: 1017, 1024,1027.

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Fig. 5.8 Removal of Turbine Inlet Casing.

Unlock the tab washers and remove the six setscrews from the shroud and turbine inlet casingflanges,and remove the shroud ring from it’s spigot.


Remove the six caphead screws and disc--lock washers which hold the nozzle ring to the turbineinlet casing.


Note and mark the position of the cooling connections and cover plates and then remove theturbine outlet casing from the engine if necessary. Remove the twelve M12 x 30 long setscrewsand tab washers from the mounting foot.

Remove the mounting foot , joint and dowels.


5.4 CARE AFTER DISMANTLING

5.4.1 COMPONENT CLEANING

With the exception of the coolant system, turbocharger components must be cleaned with unleadedmotor fuel or washed in a chlorinated hydrocarbon degreasing plant. if neither of these cleaning agentsis available the parts may be washed in paraffin ( kerosine ). Surfaces subject to exhaust gas heat mustbe restored to a sufficiently dry state to ensure against fire.

CAUTION: Flammable mixtures. Keep away from naked lights and operate only in a wellventilated area.

The nozzle ring and turbine blades may require boiling in water to remove stubborn deposits resultingfrom using low grade fuel or arising from additives in the engine cylinder lubricant.

Dismantling

53

COTTON WASTE MUST NOT BE USED FOR CLEANING TURBOCHARGER COMPONENTS.

Coolant jacket passages can be cleaned with a weak solution of hot water and soda, employing abrush suitable for metal. Propriety cleaning agents recommended by the engine builder may also beused.

After cleaning, drain off the solution and flush the passages with hot fresh water.

KEEP SODA SOLUTIONS AWAY FROM ALUMINIUM COMPONENTS

If conditions exist which cause higher than average turbocharger coolant inlet temperature or if thecooling water contains sediments, the coolant jacket passages will require more frequent cleaning. Onall such occasions, assess the deflector plates attached to the cover plates for renewal. Inspect thezinc plugs and descale or renew. If sea water is the cooling medium, the plugs will be consumed morequickly.

As already stated, it is important to ensure that adjustment shims, thrust washers, rotor assemblycomponents, etc., receive particularly careful handling as renewal could involve re--work and expense.Bearing sleeves and thrust washers waiting re--assembly must be kept in a bath of clean lubricating oil,precautions being taken AT ALL TIMES to protect them from dirt, dust and moisture.

5.4.2 COMPONENT INSPECTION

After cleaning, all components should be inspected for serviceability.

Examine all of the dismantled components for:--

Excessive wear, corrosion or structural damage.

The security of fittings, studs, bolts and location dowels.

The condition of threads on the rotor shaft, in the lubricating oil tappings, in extraction holes etc.

The condition of bearings and thrust faces.

Confirm that the oil, air, drain holes and all passages are free from fouling or positive obstruction.

Damaged joints, ”O” rings etc., to be replaced.

All tab washers to be and unserviceable spring washers to be replaced.

AIR/FILTER SILENCER

Examine for damage, corrosion of the casing and fittings, condition and security of the lining, and thecondition of the filter panel media. Paraffin must not come into contact with the lining, use only ”WHITESPIRIT”. Clean and repaint exterior areas and frames as necessary.

ALTERNATIVE SIDE ENTRY CASING

Inspect for damage, corrosion etc. and repaint.

BEARING SURFACES

Examine the bearing bores for wear and the thrust faces for scoring. Check both seal ring bushes forscuffing in the bore. Every precaution must be taken AT ALL TIMES to protect bearing surfaces fromdirt, grit and moisture. Refer to Chapter 4 for bearing wear limits.

Bearings awaiting reassembly should be kept in a bath of clean lubricating oil, keep new parts in theirprotective packing until required.

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TURBINE ( or BLISC )

The repair of individual blades is not possible. Both ends of the lacing wire are bent inwards midwaybetween adjacent blades, any damage requires investigation and replacement. Dynamic balancemust be maintained.

Clearances

55

CHAPTER 6.TABLE OF CLEARANCES

6.1 Table of Clearances.

6.2 Torque Settings.

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NOTES

Clearances

57

6.1 TABLE OF CLEARANCES

IMPELLERCLEARANCE

TURBINE WHEEL /CONE CLEARANCE

COMPRESSOR END BEARING THRUSTCLEARANCE

IMPELLER /LABYRINTHCLEARANCE

Turbine wheel/cone clearance 2.47 -- 4.36 mm ( 0.097 -- 0.172 ) inchTurbine wheel/cone clearance (295 WD only) 5.00 -- 3.60 mm ( 0.197 -- 0.142 ) inchImpeller axial clearance (295) 0.69 -- 0.81mm ( 0.027 -- 0.032 ) inchImpeller axial clearance (295IR,A720,A520,295WD 0.61 -- 0.81mm (0.024 -- 0.032 ) inchImpeller/ Labyrinth clearance 0.15 -- 0.25mm ( 0.006 -- 0.010 ) inchCompressor end bearing 0.16 -- 0.24mm ( 0.006 -- 0.009 ) inchthrust clearance

Clearances measured with shaft pushed towards the compressor end.See chapter 7, REASSEMBLY, for procedure.

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6.2 TORQUE SETTINGS

The following tightening torques are provided for general guidance:

Shaft End Nut 102Nm (75lbf.ft )

Seal Plate / Cone Bolts 85Nm (62.7lbf.ft )

Labyrinth Seal Plate Screws 25Nm (18.4lbf.ft )

Seal Ring Bush T/E Setscrews 25Nm (18.4lbf.ft )

Seal Ring Bush C/E Setscrews 25Nm (18.4lbf.ft )

Shroud Setscrews 25Nm (18.4lbf.ft)

Nozzle Cap Screws 40Nm (29.5lbft )

C/E Bearing Setscrews 25Nm (18.4lbf.ft)

T/E Bearing Setscrews 25Nm (18.4lbf.ft )

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59

CHAPTER 7. RE--ASSEMBLY

7.1 Preparation for Re--assembly.

7.2 Re--assembly Operations.

7.3 Clearance Measuring Procedure.

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NOTES

Re-Assembly

61

7.1 PREPARATION FOR RE--ASSEMBLY

During re--assembly of the turbocharger, clearances must be checked. It should not be necessary toalter clearances following an overhaul, during which no component parts of the turbocharger werereplaced . However, if a particular clearance is found to be incorrect, the adjustment shims should notbe altered until all components have been checked for cleanliness, that they are undamaged andcorrectly assembled.

All tab washers must be renewed during re--assembly, and unserviceable spring washers anddisc--lock washers replaced. Care must be taken when tightening nuts, screws etc., particularly whenfasteners are located in light alloy casings. Torque settings are provided for general guidance. Checkthat all components are clean, un--damaged and free from burrs.

CASING POSITIONS

If the marks made at the top of the casings during dismantling have been erased, the original positionof each casing must be ascertained and the casings re--marked. Similarly, if a casing is to bere--assembled in a new position, it should be re--marked in accordance with instructions given inChapter 2.

ROTOR ASSEMBLY

To enable the original dynamic balance to be retained, components not aligned by other means aremarked with a letter ”M”. These MUST be aligned during re--assembly with the letter ”M” etched on therotor shaft. Bores and diameters of components such as bearing housings and sleeves aremanufactured to close tolerances, and the normal practice of applying clean lubricating oil to thesesurfaces before assembly should be followed.

7.2 RE--ASSEMBLY OPERATIONS ( Refer to front pullout diagram )

NOTE: Disc--lock washers are assembled in pairs and must have the cam faces together forcorrect fitment.

Cams on mating surface Seizing ridges on outer surface

Prepare the turbine outlet casing for replacement on the engine. Re--fit the mounting foot, coverplates, joints, dowels, setscrews and tab washers. Sling the casing and replace it on the engine.

RE--ASSEMBLY TOOL: 1017

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Prepare the turbine inlet casing for re--assembly. Re--fit the nozzle and clamp ring to its correctposition noting the position of the off--set hole, use the 6 capscrews and disc--lock washersTorque setting 50 Nm. 37.5 lb.ft. Use high temperature anti--seize compound on the capscrewthreads.

Refit the shroud ring with the six setscrews, twelve tab washers and six nuts. Torque setting15Nm.

Re--fit the turbine inlet casing joint washer.

Sling the casing and return it to its original position, relative to the engine exhaust manifolds, onthe turbine outlet casing. Fit the nuts and spring washers to the studs in the turbine outlet casingand secure.

RE--ASSEMBLY TOOL: 1029.

NOTE: All oil and air passages should be blown through with high pressure air and inspectedto ensure that no foreign objects are present before re--assembly of the main casingcommences.

Fit the” O” ring to the turbine end bearing, lightly oil the bearing and fit to the main casing. With thebearing fully located, replace the bearing support plate and secure with the 4 long--loc setscrewsand torque load to 29Nm ( 21lbf.ft )


Ensure that the air holes are clear and that there is no damage to the bore of the seal ring bush.Replace the turbine end seal ring bush and gasket. Coat the setscrew threads with Loctite PipeSealant, fit the six setscrews and lock the tab washers. Torque setting 29Nm (21lbf.ft ).


Coat the compressor side of the main casing with a thin film of Loctite Silicone Sealant. Fit theseal plate to the recess in the main casing, the air holes will automatically align with those in themain casing.

Prepare to re--fit the outer cone.

Seal plate

Cone

Thin film of silicone sealant

Fig. 7.1 Re-assembly of Cone.

Re-Assembly

63

For safety and convenience, place the cone on an even and firm surface with the broad faceuppermost. Position the joint washer on the cone. Carefully offer the main casing to the cone,ensuring the whole assembly remains stable.

Replace and locate the six bolts and disc--lock washers, ensuring the joint washer has notmoved,thereby preventing the bolts from engaging with the tapped holes in the cone.

Tighten the bolts and torque load to 102Nm ( 75lbf.ft ). The seal plate and cone are now secure.


Again, to avoid the risk of damage to the turbine blades and compressor impeller, it is advisable toplace the main casing on a prepared stand or in a sling from the service crane. The bearing centreline will be retained horizontally.

Ensure that there is no damage to the turbine blades or shaft.

Replace the seal rings to the turbine end of the shaft, with the gaps being positioned 180 degreesapart and lightly lubricate the seal rings and shaft.

The rotor shaft is now to be re--fitted.

CAUTION: The turbine blades are very sharp and can cause damage to the hands. Whenhandling the turbine use gloves or some suitable alternative.

Guide the rotor shaft through the turbine end of the main casing assembly, keeping bothhorizontal. As the disc and blades approach the end of the outer cone, raise that end of the shaftslightly, taking care not to damage the seal rings.

Locate the seal rings into the seal ring bush. Gently push the shaft towards the compressor enduntil firmly located.

1003

1002 1025

1013

10041005 1009 1006

1023

Fig. 7.2 Re-assembly of Thrust collar

Refit the thrust collar onto the shaft, after applying Rocol anti--scuffing paste to the shaft, asfollows:--

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1. Position the guide sleeve over the rotor shaft and secure to compressor bearing flangeusing the two M8 x 25 mm long setscrews provided.


3. Secure the body extension tube of the assembly tool into the threaded portion of the thrustcollar. Locate assembly onto the rotor shaft, aligning the ”M” marks.

4. Screw the adaptor into the body extension tube.

5. Bring the assembly of the body, nut and handle up to the adaptor.

6. Fit the two M8 x 35mm setscrews to complete the assembly of the tool.

7. With the tommy bar fitted into the end of the jacking screw, rotate the jacking nut clockwisethereby pushing the thrust collar onto the rotor shaft.

8. Remove the assembly tool and guide sleeve in preparation for re--fitting the compressor endbearing.

RE--ASSEMBLY TOOLS: 1002, 1003, 1004, 1005, 1006, 1007, 1009,1013, 1018, 1023,1025.

NOTE: The thrust collar may be heated to 80 degrees above ambient temperature prior tofitting, but steps 1--8 above must still be carried out to ensure that the collar is fullyseated. Leave the tooling in place until the collar has cooled otherwise it can move offit’s seat and reduce the thrust clearance.

CAUTION: Use heat resistant gloves when handling the thrust collar if it has been heated.

Re--fit the impeller adjustment shim behind the flange of the compressor end bearing. Assembleinto bore of the main casing, and together with the bearing flange support, secure with the four”long loc” setscrews. Torque load to 29Nm ( 21lbf.ft )


NOTE RE CLEARANCE CHECKS

Re--assembly operations 13 to 20 incorporate actions which allow the measurement of:--

1. COMPRESSOR END BEARING THRUST CLEARANCE.

2. IMPELLER VANE AND LABYRINTH CLEARANCE.

3. TURBINE WHEEL TO CONE CLEARANCE.

Clearances can be measured with a suitable dial gauge indicator, depth gauge / micrometer, orfeeler gauge.

If new component parts have been fitted, the clearances may need to be re--set to ensure

i. The turbocharger operates efficiently.

ii. The turbocharger has been correctly re--assembled.

Instructions for adjustment of clearances are included at appropriate positions in the text.

Prepare to replace the impeller assembly after replacing the seal ring in the groove provided.Smear the rotor shaft with ”Rocol” anti--scuffing paste and replace the impeller by hand, ensuring

Re-Assembly

65

that the impeller abuts against the shoulder on the rotor shaft. If the impeller is tight on the rotorshaft then use the tool which was previously used during dismantling. Fit the drive washer andshaft end nut.

RE--ASSEMBLY TOOLS: 1002, 1003, 1004, 1005, 1007, 1008, 1018, 1025.

Fig. 7.3 Re-assembly of Impeller

Check the BEARING THRUST CLEARANCE between the compressor end bearing and thethrust face, by using a dial indicator or or depth gauge to measure the axial movement of theshaft. See Fig.7.4

ROTOR SHAFT THRUST COLLAR

0,16 / 0,24 m.m..006 / .009 ins.

IMPELLERASSEMBLY

Compressor endbearing thrustclearance.

Fig. 7.4 Compressor End Bearing Thrust Clearance

Prepare to measure the impeller clearances as follows:--

1. Remove the impeller from the rotor shaft and impeller adjustment shim from behind thecompressor end bearing flange previously fitted in Ops. 13 and 15. Re--fit the bearing butdo not torque load. The impeller adjustment shim will be re--assembled later.

2. Replace the labyrinth seal plate and adjustment shim. Fit the six setscrews and the tabwashers. Torque setting 29 Nm ( 21lbf.ft )

3. Replace the diffuser packing ring to the main casing and secure in position with thecountersunk ”long loc” screw.

4. Return the impeller to the rotor shaft but at this stage , DO NOT FIT the impeller drivewasher, lock washer, or the rotor shaft end nut.

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5. Replace the diffuser carefully into its recess on the compressor outlet casing. Secure withthe countersunk ”long loc” screw.

Replace the compressor outlet casing in the correct position on the main casing spigot.Return four of the plain washers, nuts and secure. Space at 90 intervals.

Check the IMPELLER TOTAL FLOAT as follows:--

1. Pull the impeller, so as the impeller vanes lightly rub against the compressor outlet casing.Place a parallel bar across the open inlet of the casing. See Fig. 7.5.

Measure the distance from the face of the inlet to the outer face of the impeller hub.This is DIMENSION A.


Dim’n A

Dim’n BPar

alle

lbar

PULL

PUSH

Fig. 7.5 Confirming Impeller Total Float

2. Push the impeller towards the turbine end, so that the impeller back face lightly rubs againstthe labyrinth seal plate.

Measure the distance from the face of the inlet, as before, to the outer face of the hub.This is DIMENSION B.

The TOTAL IMPELLER FLOAT = Dimension B -- Dimension A

Record the result of this calculation for checking the impeller / labyrinth clearance later.

Re-Assembly

67

NOTE: Note that the total impeller float may be measured directly by a suitably mountedindicator dial gauge, if preferred.

Prepare to measure the impeller vane and labyrinth clearance as follows,

1. Remove the compressor inlet casing complete with diffuser, and impeller using theextractor tool if necessary. Remove the compressor end bearing.

2. Re--fit the impeller adjustment shim behind the flange of the compressor end bearing.Assemble into bore of the main casing, and together with the bearing flange support, securewith the four ”long loc” setscrews.

3. Return the impeller to the rotor shaft but at this stage , DO NOT FIT the impeller drivewasher, lock washer, or the rotor shaft end nut.

4. Replace the compressor outlet casing in the correct position on the main casing spigot.Return four of the plain washers, nuts and secure. Space at 90 intervals.

Check the IMPELLER VANE and LABYRINTH CLEARANCE as follows:--

1. Pull the impeller, so that the vanes rub lightly against the compressor outlet casing. Place aparallel bar across the inlet of the compressor casing. See Fig. 7.6,

Measure the distance from the face of the inlet to the outer face of the impeller hub, asbefore. This is DIMENSION C.

2. Replace and partly tighten the shaft end nut to ensure abutment of the impeller assembly tothe shaft.

3. PULL and HOLD the ROTOR SHAFT TOWARDS the COMPRESSOR END.

4. Measure the distance from the face of the inlet to the outer face of the impeller hub, asbefore. This is DIMENSION D.

5. The IMPELLER VANE CLEARANCE = Dimension D -- Dimension C and must be betweenthe following values.

0,61 / 0,81 m.m. ( .024” / .032” )

6. If the correct impeller clearance is not achieved, modifications must be made to the impellerclearance adjustment washer as follows. A new shim, thicker by the appropriate amount,must be fitted if the clearance obtained is greater than that specified above. An appropriateamount of metal must be machined from the existing shim if the clearance obtained is lessthan that specified. It is essential to maintain a flatness and parallel tolerance of 0,013 m.m.( .0005 ins. ) on the shim.

7. Remove the compressor inlet casing complete with diffuser, and impeller using theextractor tool if necessary.

8. Refit the compressor end seal ring bush and shim to the main casing recess. Fit the sixsetscrews and lock the tab washers. Torque setting 29Nm.

NOTE: This shim is set on the initial build and does not require adjustment unless the impelleror seal ring bush has been replaced. The procedure for this measurement follows laterin the text.

NOTE: Both faces of the shim are coated with a thin coating of silicone sealant and thesetscrew threads are coated with pipe sealant.

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9. Smear the rotor shaft with Rocol anti scuffing paste and return the impeller to the rotor shaft,fit the impeller drive washer, lock washer or shaft end nut. Ensure that the seal ring isproperly engaged in the bore of the seal ring bush.

10. ALIGN THE M MARKS ON THE ROTOR SHAFT AND IMPELLER ASSEMBLY.

11. Apply a continuous bead of Loctite Superflex R.T.V.2 Silicone sealant to the spigot of themain casing that locates the compressor casing. Replace the compressor outlet casing,complete with diffuser, in the correct position on the spigot of the main casing. Return theplain and spring washers, nuts and secure.


Dim’n C

Dim’n D

PULL

Par

alle

lbar

Impeller clearance0,61 / 0,81 m.m..024 / .032 ins.

Impeller clearanceadjustment shim.

Impeller vanes

Shaft end nut to be fitted and tightenedbefore checking dimension D only.

Fig. 7.6 Confirming Impeller Vane / Labyrinth Clearance

12. When these clearance checks are complete, remove the shaft end nut.

13. Replace the impeller drive washer, lock washer and shaft end nut ensuring that M marks onthe rotor shaft, impeller assembly, and impeller drive washer are aligned.

14. Replace the shaft end nut. Lock the rotor using the spanner flats on the turbine wheel andfully tighten the nut. Indent the shroud washer at two diametrically opposite points. Torquesetting 102 Nm.

Check the IMPELLER / LABYRINTH CLEARANCE as follows:--

1. This clearance is calculated from measurements made in the previous operations ( 16 ) &( 18 ) and is the impeller vane clearance subtracted from the total impeller float.

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69

IMPELLER LABYRINTH CLEARANCE = ( B -- A ) -- ( D -- C )

The value should lie between 0,28 / 0,33 m.m. ( .011 / .013 ins. ) with the shaft pushedtowards the compressor end.

This setting ensures a minimum impeller labyrinth clearance of 0,05 m.m. ( .002 ins )with theshaft pushed towards the turbine end.

2. This clearance between the back of the impeller and the labyrinth seal plate, i.e. IMPELLERLABYRINTH CLEARANCE, is adjusted by the thickness of the laminated ( peelable shim )behind the labyrinth seal plate.

Each peelable lamination is 0,05 m.m. ( .002 inch ) thick.

Check the TURBINE WHEEL / CONE CLEARANCE as follows:--

Outer cone

Turbinewheel

PULL

2.47 / 4.36 m.m.( .197 / .142 )ins.

3.60 / 5.00 m.m.( .097 / .172 )ins.

WD ONLY

Fig. 7.7 Turbine Wheel / Cone Axial Clearance

1. With the rotor shaft pulled towards the compressor end, use a feeler gauge to confirm theclearance between the land on the outer cone and the turbine blisc. The value should liebetween 3,25 / 3,90 m.m. ( .128 / .154 ins ).

This clearance is NOT adjustable and if the above values are not obtained, check forincorrect assembly.

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With the clearance checks complete, the cartridge consisting of the main casing and thecompressor outlet casing can now be re--assembled to the turbine outlet casing taking care tokeep the rotor shaft horizontal and the turbine wheel concentric with the bore of the shroud ringwhich is fitted inside the turbine outlet casing.

Position the lifting brackets, one on each side of the main casing / volute flange for this operation.Replace the nuts and washers.


Adjust the speed measuring probe clockwise, not using excessive force, until contact is madebetween the perception head and the rotor shaft.

To set the air gap between the rotor shaft and perception head, turn the probe one half turnanti--clockwise. The probe is now correctly adjusted and the air gap will be approximately 0.7mm( 0.028 ” ). Lock the probe in position by tightening the locking plate securing screws.


Refit the air filter silencer to the compressor outlet casing and when secure replace the three filterpanel segments.

Re--fit the compressor inlet casing, if fitted instead of an air filter silencer.

Re--connect the compressor washing pipework and the speed measurement connector to theturbocharger.

Re--connect the turbine washing pipework if fitted.

Remove the temporary protective plugs from the lubricating oil inlet and the flange cover from theoil drain immediately before re--connecting to the oil supply.

Calculate the positive stop arrangement shim size as follows:--

Main CasingShim “Z”

Seal Ring BushB

Seal Ring Bush

Compressor End Bearing

1. Place the seal ring bush on a surfaceplate, measure from the top flange to thesurface plate. This is dimension “A”

2. Fit the seal ring bush without theshim to the main casing, ensurethat it fits flush. Measure from thetop of the seal ring bush to theminor thrust face of the bearing.This is dimension “B”

A

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71

Ring

Carrier

Impeller

S

3. To calculate “R” Subtractdimension “B” from Dimension “A”.

5. Measure the width of the sealring. This is dimension “D”.

4. To obtain dimension “S” measurethe seal ring carrier as shown.

6. Fit the seal ring into the seal ringbush and measure from the top ofthe seal ring bush to the top ofthe seal ring. This is dimension “F”.

7. To obtain “T”.

“T” = “A”--(”D”+”F”)

8. To obtain “V”.

“V” = (“R”+”S”) -- (”T” + “C”)

(“C” is thrust bearing clearance)

9. The figure which was obtained in8 is the thickness of the shimrequired to give the correctsetting for the positive stoparrangement.

END OF SEQUENCE.

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NOTES

Tool List

73

CHAPTER 8. TOOL LIST

8.1 Care of Tool Kit.

8.2 List of Tools.

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NOTES

Tool List

75

8.1 CARE OF TOOL KITS

A set of tools is normally ordered and supplied with the turbocharger. It comprises of all the tools listedin section 8.2.

It is suggested that all tools for servicing the turbocharger and in particular the multi--purpose assemblyand removal tool, should be thoroughly cleaned after use.

The tools, in particular their screw threads, should be treated with a soft preservative ( such asDEF.2231 ) and returned to their storage area.

NOTE: All customer connecting flanges and other turbocharger threads are drilled and tappedto I.S.O. Metric Coarse Thread Series

LIST OF TOOLS

ITEM NO. TOOL DESCRIPTION TOOL SHAPE PART NO NO. OFF

1002 Jacking Screw BJ.6141 1

1003 Nut, Jacking Screw BJ.6602 2

1004 Handle BJ.6626 1

1005 Screw Jack Body BJ.6611 1

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ITEM NO. TOOL DESCRIPTION TOOL SHAPE PART NO. NO. OFF

1006 Body Extension Tube BJ.6504 1

1007 Tommy Bar BF.98J.015 1(Jacking tool )

1008 Adaptor -- Impeller BJ.6219 1

1009 Adaptor Plate BJ.6104 1

1010 Rotor Locking Tool BJ 6195 1

1011 Impeller Nut Spanner BJ 6850 1

Tool List

77

ITEM NO. TOOL DESCRIPTION TOOL SHAPE PART NO. NO. OF

1012 Guide Pin ND 11074 2

1013 Guide Sleeve -- Thrust BJ.6214 1Collar

1014 Combination Wrench 399 981 210 1( Speed probe )10 mm

1015 Combination Wrench 399 981 213 1( Oil drain )13 mm

1016 Combination Wrench 399 981 217 117 mm

1017 Combination Wrench 399 981 219 119 mm

1018 Combination Wrench 399 981 230 1(Jacking screw nut )30 mm

1019 Eye Bolt 383 711012 1

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ITEM NO. TOOL DESCRIPTION TOOL SHAPE PART NO. NO. OFF

1023 Jacking Screw ( C.E. bush ) 117 308 025 5& Guide SleeveM8 x 25 mm long

1024 Jacking Screw ( Main csg. ) 117 308 040 4M8 x 40 mm long

1025 Jacking Tool Handle Screw 117 308 035 4M8 x 35m.m. long

1026 Tool Box T.B.A. 1

1027 Socket ( 13 mm ) 399 982 213 1

1029 Socket ( 19 mm ) 399 982 219 1

1032 Hex Drive Socket Fam4A/P72SO 1( 4 mm )


1022 Jacking Screw 117 312040 3M12 x 40 mm long

1028 Socket ( 17 mm ) 399 982 217 1


Supplementary Information

79

CHAPTER 9.SUPPLEMENTARY INFORMATION

9.1 Compressor In--Service Cleaning

9.2 Turbine In--service Cleaning

9.3 Emergency Operation

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NOTES


81

9.1 TURBOCHARGER IN--SERVICE CLEANING

When air intake filters are fitted to a turbocharger, particulate matter entering with the ingested airslowly accumulates on the working surfaces of the compressor. The rate at which the surfacecontamination takes place depends on the working environment of the engine but is exaggerated if oilvapour is present in the air stream.

In order to maintain the optimum performance from the turbocharger during the periods betweenoverhauls, the compressor and turbine wheels can be washed.

It is important that the instructions for washing are followed closely, as incorrect methodscould cause severe damage to the turbocharger.

It is also important to follow guidelines on the frequency of washing, as too long a periodbetween washes may allow a heavier build up of hardened deposits which will be difficult toremove by water injection, thus necessitating a strip down of the turbocharger. Partial removalof heavy deposits may lead to rotor imbalance and consequential catastrophic failure.

9.1.1 COMPRESSOR WASHING

There are 2 methods of compressor washing which can be used, pneumatic or syringe. Pneumatic isthe normal method, for ease of operation and consistent results.

Compressor washing should be carried out using warm fresh water only.

TURBOCHARGER2ND TURBOCHARGER

(IF FITTED)

3 WAY VALVETEE PORT

COCK

SYRINGE

ACTUATING BUTTON

PNEUMATICDISPENSING

VESSEL

AIRMANIFOLD

Fig. 9.1 Typical Installation of Equipment for Compressor Washing

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9.1.2 INSTALLATION

Where pneumatic injection is used a fluid dispensing vessel of fixed volume is required. This isgenerally mounted on the engine adjacent to the turbocharger, and is pressurised from theturbocharger compressor outlet or from the engine charge air manifold.

9.1.3 FREQUENCY OF WASHING

The frequency of washing the compressor during operation depends on the environmental conditionsin which the engine is operating, the engine duty and the frequency of filter maintenance.

Typically, once a week gives satisfactory results for a reduced duty “normal” environment.

If more than one turbocharger is fitted to an engine, then both turbochargers should becleaned. However, they should be cleaned one after the other, not at the same time.

9.1.4 CLEANING FLUID

Optimum results will be obtained by using warm fresh water only, no additives should be used.

9.1.5 CLEANING OPERATION

Before commencing the wash procedure record the turbocharger air delivery pressure and the turbineinlet temperature, these can be used to assess the efficiency of the wash.

With the engine operating at about 75% load, the container filled with 0.75 litres of warm water ispressurised and injected into the compressor wheel over a period of 30 seconds.

Do not exceed the recommended rate of injection as damage to the engine may occur.

Record the turbocharger air delivery pressure and the turbine inlet temperature and compare thesewith the readings taken before the wash to assess the effectiveness of the wash.

If it is thought that the compressor has heavy fouling then it may be necessary to repeat the washingprocedure.


83

9.2 TURBINE IN--SERVICE CLEANING

During engine operation the turbine nozzle vanes and rotor blades become coated with deposits. Therate of build--up will be more severe if lower grades of fuel are employed. From NAPIER’s longexperience with many types of fuel, it has been found that the best method of turbine cleaning duringengine operation is by means of water washing. Injection of water just upstream of the turbine wheel inthe form of spray allows water droplets to impinge upon the nozzle and turbine blades. The dropletsremove the deposits by a combination of scouring and dissolving actions.

A thin coating of deposits on the nozzle and rotor blades has a negligible effect on the turbineperformance but if deposits become excessive the turbocharger performance can alter significantly.Coatings which are deposited unevenly will effect the dynamic balance of the rotor assembly.

In--service cleaning of turbocharger turbine, if carried out as part of a routine schedule, assists inmaintaining optimum turbine performance between turbocharger overhauls. Operators should realisehowever , that whilst this cleaning operation is very useful, it an adjunct to and not a substitute for theperiodic overhaul of the turbocharger as stipulated in this manual.

Turbochargers fitted with this facility have fluid injectors fitted at convenient positions on the turbineinlet casing. Cleaning fluid pressure can be observed at the pressure gauge and the flow is controlledby a shut off valve.

Cleaning Fluid Injectors

Pressure Gauge

Shut OffValve

Turbine InletCasing

Orifice

Enlarged view ofInjector Nozzle

Fig. 9.2 Typical Arrangement of Turbine Washing Equipment.

9.2.1 FREQUENCY OF WASHING

The optimum period between cleaning operations will vary from installation to installation and fromone fuel type to another, and may also depend on the type of lubricant used.

Under “normal” operating conditions, engines running on medium quality residual fuel have found thatperiods of 200--250 running hours between cleaning to be satisfactory.

However, this may be varied to suit other maintenance, or to correspond to a time when engine load isreduced to meet operating demands.

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9.2.2 CLEANING FLUID

Optimum results will be obtained by using de--mineralised water, but hot fresh domestic water isacceptable, no additives should be used.

Turbochargers running on gas engines may require a cleaning solvent, but this should never beinjected.

9.2.3 ENGINE OPERATION DURING TURBINE CLEANING

It is generally accepted that water washing procedure is most effective when carried out at 10% to 15%of full engine output. However, the significant parameter is the gas temperature at turbine entry and thisshould not be higher than 450 C if cleaning is to be effective and damage to the turbine is to beavoided.

TYPE OFTURBINE ENTRY

NOZZLE SIZEand NUMBER

FLOW RATEL/Min @ 200KPA

FLOW RATEL/Min @ 300KPA

1 ENTRY 3mm x 3

2 ENTRY 3mm x 2 10.8 15.2

3 ENTRY 3mm x 3

4 ENTRY 3mm x 4

9.2.4 CLEANING PROCEDURE

Record the boost pressure, turbine entry temperature and turbocharger speed for latter use whenassessing the efficiency of cleaning and any subsequent deterioration in performance.

Reduce the engine output so that the turbine entry temperature is approx. 450C.

Operate the engine at this condition for about 15 minutes to allow stabilisation of thermalconditions.

Open drains and check that these are not blocked with deposits, by means of a short probe.

Connect the water supply to the washing pipe array, open the supply valve and inject for a periodof 15 -- 20 minutes. The drains should be kept under constant observation to ensure that thesystem is not being flooded. This cannot happen unless excessive water pressures are beingused, or if the drains become blocked by large pieces of displaced carbon. Water flow from thedrains should be approximately 20--30% of injection flow.

CAUTION: Failure to do this may result in serious damage to the turbocharger and engine.

CAUTION: Be aware that the scalding temperature of hot water is 70C.

Cleaning can be considered complete when clean water is seen to issue from the drains.

On completion of the washing operation, disconnect the water supply to prevent the possibility ofany unscheduled leakage.

CAUTION: Failure to do this may result in serious damage to the turbocharger and engine.

Ensure that the drain points are clear from sludge or other deposits before closing them.

Resume normal engine operation at higher power and, as soon as possible, repeat the readingstaken under heading 1. for comparative purposes.


85

9.3 EMERGENCY OPERATION

If a defect occurs which prevents further operation of the turbocharger, the engine may still be run for ashort period provided that the rotor assembly is removed and the exposed centre casing apertures areblanked off, as shown in Fig. 9.3. Coolant flow to the turbine casings must be continued during thisemergency running.

The turbocharger is then required to be stripped for complete inspection and cleaning , at the earliestopportunity.

If a longer period of emergency operation is necessary, the turbocharger can be by--passed byarranging a suitable connection between the the exhaust pipes on the engine and the exhaust uptakepipe from the turbocharger exhaust casing.

For guidance the following blanking plate details are given in Fig 9.3.

Fig. 9.3 Arrangement of Blanking Plates

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NOTES

Spares and Service Facilities

87

CHAPTER 10.SPARES AND SERVICE FACILITIES

10.1 Spare Parts List.

10.2 User Training Courses.

10.3 User Publications.

10.4 Factory Overhauls.

10.5 User Service Support.

10.5.1 Technical Support.

10.5.2 Approved Servicing Organisation.

NAPIER 295


NOTES

89

Spare Parts List for:

NAPIER 295TURBOCHARGER

Section Title Item Numberscommencing at

10.1.1 Consumable Items 10010.1.2 Main Casing 20010.1.3 Rotor Assembly 30010.1.4 Compressor Outlet Casing 40010.1.5 Turbine Outlet Casing 50010.1.6 Turbine Inlet Casing 60010.1.7 Air Filter Silencer 70010.1.8 Optional Items 800

NAPIER Turbochargers Ltd.

Ruston HousePO Box 1 Waterside South

Lincoln LN5 7FDEngland

Tel.: +44 (0) 1522 516666Fax: +44 (0) 1522 516669

24hr Emergency Telephone: +44 (0) 7912 515754

Publication TB 3207 ( Issue 4 ) January 2000

NAPIER 295


NOTES


91

CONSUMABLE ITEMS

BOLT

111 M 12 x 120 111 312 120 6

112 M 12 x 45 6

PLUG

115 2’’ BSP 05 31 10 1

116 1’’ BSP 05 31 06 14

117 1/2’’ BSP 01 25 20 8

118 M 12 336 105 212 3

119 1’’ BSP SL 1605/8 10

NUT

120 M 8 211 117 008 6

121 M 10 211 117 010 16

122 M 10 211 114 010 8

123 M 12 211 114 012 12

124 M 12 (THIN) 211 124 012 2

DRIVE SCREW

130 No 7 x 5/16’’ 010407 2

131 No 6 x 1/2’’ 010409 8

SETSCREW

141 M 6 x 12 117 306 012 8

145 M 6 x 16 117 306 016 2

146 M 8 x 12 117 308 012 4

147 M 8 x 16 117 308 016 6

148 M 8 x 20 117 308 020 4

149 M 8 x 35 117 308 035 6

150 M 8 x 40 117 308 040 12

151 M 10 x 35 117 310 035 16

152 M 10 x 40 117 310 040 12

153 M 12 x 30 117 312 030 36

154 M 8 x 20 CAPSCREW 119 608 020 6

155 M 8 x 30 117 708 030 6

156 5/8’’ U.N.C. x 1/4’’ 50 70 18 12

ITEM CODE NO. DESCRIPTION QUANTITYPART NO.

NAPIER 295


STUD161 M 12 x 35 191 312 035 36162 M 10 x 25 191 310 025 8163 M 10 x 30 192 310 030 24164 M 10 x 30 193 710 030 16165 M 12 x 35 16

WASHER TAB170 M 8 237 112 008 18171 M 12 237 112 012 12172 M 8 237 115 008 24173 5/16’’ 02 48 03 6174 1/2’’ 02 48 05 3175 5/8’’ 02 48 06 12

WASHER JOINT184 3/8’’ BSP 01 26 52 1185 1/2’’ BSP 01 26 53 11186 3/4’’ BSP 01 26 54 1187 1’’ BSP 01 26 55 17188 1’’ BSP 01 26 35 10189 2’’ BSP 01 26 39 1

WASHER SPRING190 M 6 233 211 006 12191 M 8 233 211 008 10192 M 10 233 211 010 36193 M 12 233 211 012 6

194A M12 233 121 012 6WASHER PLAIN

195 M 10 231 111 010 12196 M 12 231 111 012 12196A M 12 231 121 012 3

SCREW CAP197 M 10 x 30 151 110 030 6198 M 10 x 35 151 510 035 12

ADAPTOR198A 3/8’’ to 1/8’’ BSP 01 98 51 1

STUD COUPLING199 3/8’’ OD -- 3/8’’ BSP 03 94 09 1199A 3/8’’ OD 1

DISC--LOCK WASHERS

ITEM CODE NO. DESCRIPTION QUANTITYPART NO.

194 M12 EJ0902/12 6 Pairs172A M10 EJ0902/10 6 Pairs


93

NAPIER 295


201

202

203

204

205

207

208

209

210

211

212

21313

0

214

215

217

219

220

221

222

22322

4

216

218

225

206

or 111

14917

0

194

147

170

190

115

189

150

170

145 19

0 226

227

228

229

19014

1

230

148

191

145

186

198A

184

199

or 234

231

MA

INC

AS

ING

201

203

204

205

207

208

209

210

211

212

21313

0

214

215

217

219

220

221

222

22322

4

216

218

225

206

or 111

14917

0

194

147

170

190

115

189

150

170

145 19

0 226

227

228

229

19014

1

230

148

191

145

186

198A

184

199

or 234

231

MA

INC

AS

ING

202


95

MAIN CASING ASSEMBLY

200 MAIN CASING ASSEMBLY comprising thefollowing parts listed in this section 1

201 MAIN CASING 1202 PACKING RING BJ 2006 or 1

BJ 2001203 CONE BJ 2206 or 1

BJ 2205204 JOINT CONE BJ 2207 or 1

BJ 2210205 SEAL PLATE BJ2623 or 1

BJ2629206 BOLTS for item 204 & 205 BJ2650 6207 SEAL RING BUSH -- TURBINE END BJ2305 or 1

ND85381208 JOINT for item 207 BJ2309 1209 LABYRINTH SEAL PLATE BJ2624 1210 PEELABLE SHIM for item 209 BJ2641 1211 SEAL RING BUSH -- COMPRESSOR END BJ2304 1212 JOINT WASHER for item 211 ( non positive stop) BJ2310 1213 NAME PLATE BS 06J179 1214 BEARING -- TURBINE END BJ2560 1215 BEARING FLANGE SUPPORT -- TE BJ2626 or 1

BJ2625216 SCREW for item 214 BJ2514 4217 BEARING COMPRESSOR END BJ2550A 1

218 SCREW for item 217 BJ2628 4

DESCRIPTION QUANTITYITEM NO. PART NO.

NAPIER 295


219 Bearing Flange Support -- CE BS 95J451 1

220 Speed Probe Assembly BS 06J151--1 1

orBS 06J151--5

221 Back Up Plate for item 220 BF06J186 1

222 Oil Drain Blanking Plate ND85120 1

223 Joint for item 222 BL2469 1

224 Lifting Bracket ND85193 2

orBS96J002

225 Screw for Packing Ring BL3919 1226 Speed Measuring Blanking Plate BF06J152 2

227 Joint for item 226 BK2403 2

228 Breather Blanking Plate BS06J153 2

229 Joint for item 228 BJ2407 2

230* Impeller Adjustment Shim BJ2627 1

* If this shim is renewed, the clearance controlled by it must be checked and adjusted.



97

RO

TO

RA

SS

EM

BLY

302

304

305

306

307

308

309

303

NAPIER 295



99

ROTOR ASSEMBLY

*301 Rotor Assembly. Dynamically balanced and 1comprising of parts listed in this section.

*302 Shaft, Disc and Blades 1

*303 Impeller 1

304 Thrust Collar BJ4890 1305 Nut Shaft End BJ4872 1306 Lock Washer BJ4873 1307 Impeller Drive Washer BJ4903 1308 Seal Ring, Turbine End EJ2632 2309 Seal Ring, Compressor End ND65324 2

*These items have basic Part Numbers and prefixes to indicate variants to suit theparticular application. It is therefore, ESSENTIAL to quote the turbocharger serial numberand specification when ordering spares.

DESCRIPTION QUANTITYITEM NO.

NAPIER 295


CO

MP

RE

SS

OR

OU

TL

ET

CA

SIN

G

401

401

402

403

193

161

196

123

196A

118

405

or 165


101

COMPRESSOR OUTLET CASING

401 Compressor Outlet Casing Assembly, comprising Order by titlle 1single or twin delivery, all studs, nuts and washers

402 Screw -- Diffuser BL3918 1403 Diffuser Order by title 1

405 Plug BA 0976 2


TU

RB

INE

OU

TL

ET

CA

SIN

G

501

502

503 50

4

505

506

507

153

or 151,

162

193

or 192

506

171

or 192

508

116

or 119

187

or18

8

509

188

164

121

192

131

Turb

ine

end

Com

pres

sor

end

161

193 12

3& 12

4

163

192

122

195

&12

2

153

or15

2

NAPIER 295



103

TURBINE OUTLET CASING

500 Turbine Outlet Casing Assembly, comprising the BJ1040 or 1following parts listed in this section and all studs, BJ1002nuts and washers

501 Turbine Outlet Casing BJ1040 or 1BX95J468

502 Cover Plate Assembly BJ1050 or 2BJ1325

503 Plug Anti--Corrosion ND85221 or 2ND10984

504 Foot AND85516 or 1BJ1323

505 Dowel for item 504 ND85170 2506 Joint for items 503 & 504 BL1045 or 3

BL07J056507 Name Plate BS07J048 1508 Stud for Anti--Corrosion Plug ND85220 or 2

BJ1857 2509 Water Connection Adaptor BK8111 4

The following items are not illustrated510 Turbine Outlet Adaptor BJ7188 1511 Joint for item 508 BJ1855 or 1

BJ1854


TU

RB

INE

INL

ET

CA

SIN

G

600

601

603

154

155

120

172

172

or 191

(Spr

ing

was

her)

172A

602

604

NAPIER 295



105

TURBINE INLET CASING

600 Alternative Turbine Inlet Casings1 Entry A/C Axial BJ0131 11 Entry A/C Axial (Offset) BJ0132 14 Entry A/C Axial (15_ Position) BJ0411 14 Entry A/C Axial (30_ Position) BJ0400 12 Entry A/C Axial (15_ Position) BJ0241 12 Entry A/C Axial (30_ Position) BJ0242 11+2 Entry A/C Axial (15_ Position) BJ0303 11+2 Entry A/C Axial (30_ Position) BJ0306 1

601 Joint between Turbine Inlet & BJ1077 or 1Turbine Outlet Casings ND85280

602 Clamp Ring BJ0888 1603 Nozzle Assembly Order by Title 1604 Shroud Ring Order by Title 1

The following items are not illustrated605 Adaptor T.I./T.O. Casing used with BJ0303 BJ0822 1606 Joint for item 605 BJ0828 1607 Adaptor T.I./T.O. Casing used with BJ0306 BJ0823 1608 Joint item for 607 BJ0823 1160 Stud for items 605 & 607 12192 Spring Washer for items 605 & 607 12121 Nut for item 605 12


742

745

746

747

174

123

CO

MP

RE

SS

OR

AIR

FIL

TE

R/S

ILE

NC

ER

175

156

744

743

197

741

NAPIER 295



107

COMPRESSOR AIR FILTER / SILENCER

740 Air Filter Assembly comprising the following parts BJ5035 1listed in this section and all nuts bolts andwashers

741 Filter Panel Assembly comprising three sections BM03J031--1 1742 Front Casing Fabrication BJ5033 1743 Rear Casing Fabrication BJ5016 1744 Adaptor Plate BJ5706 1745 SpacerTube Bj5026--02 3746 Stud BS03J034--1 3747 Retaining Plate BJ5512 1


NAPIER 295


800 ( Assembly )

801

112196194A

802

199A

803184

CO

MP

RE

SS

OR

INL

ET

CA

SIN

G


109

COMPRESSOR INLET CASING

800 Compressor Inlet Casing Assembly BJ5128 1BJ5127BJ5122BJ5121

801 Inlet Casing 1802 Water Wash Pipe BL5839 1803 3/8 inch Male Stud Coupling BL5839 or 1

BF03J069 1112 M12 x 45 U/HD Bolt 111 312 045 6184 Washer 231 111 012 1194A Spring Washer 233 121 012 6196 Washer 012652 6199A 3/8 inch Female Stud Coupling 039509 1


964 187 962 961 976 959 958

975

966967

965

978 & 963

971

185

970

969977

968

972 973 974 960 187

TU

RB

INE

WA

TE

RW

AS

HIN

GE

QU

IPM

EN

T

NAPIER 295


TURBINE WATER WASH EQUIPMENT


111

TURBINE WATER WASH EQUIPMENT

950 Turbine Water Washing Equipment comprising DT21442 1of the following

958 Quick Release Coupling DT22237/4 1959 Pipe Adaptor DT22237/4 1960 Valve DT22237/1 1961 Pipe Assembly DT22242 1962 None Return Valve DT22237/2 1963 Union DT22237/8 1964 Pipe 28mm dia DT21443 1965 Elbow DT22237/9 1966 Adaptor DT22237/10 3967 Cross DT22237/11 1968 Orifice DT22236 3969 Union DT22237/12 3970 Injector DT21445 3971 Elbow DT22237/13 2972 Pressure Gauge DT22237/3 1973 Gauge Adaptor DT22237/14 1974 Elbow DT22237/15 1975 Pipe 15mm dia DT21444 2976 Bracket DT22237/6 1977 Progressive Ring DT22237/17 3978 Progressive Ring DT22237/18 1


NAPIER 295


9.4 USER TRAINING COURSES

The Company has an Instruction School at its Lincoln works which provides couses for customerstechnicians on the operation, maintenance and overhaul of turbochargers.The courses are essentiallypractical with supporting lectures.

User training courses may also be run at customer sites in both the U.K. and overseas. These may bean economical alternative to a Lincoln based course, and allow you to provide more training places foryour technicians. Full details will be supplied on request.

Fig. 10.1 The Lincoln Training Centre Workshop

Within the Training Centre specifically established to train user and operator technicians, there arefacilities for technical and practical training.

The basic theory of turbocharging a diesel engine, the design features of each of the different NAPIERtypes and the essential operating criteria are discussed.

The workshop is equipped with a turbocharger of each type manufactured and practical trainingincludes instruction in the proper use of tools, methods of inspecting component parts and dealing withcomponent changes introduced through technical improvement . The correct method of orderingspare parts is also discussed.

Trainees may also see the manufacture and test facilities of Napier turbochargers and the strict QualityControl procedures under which they are produced.

The completion of the course is marked by the presentation of the NAPIER

CERTIFICATE OF COMPETENCE


113

These training certificates are security coded against copying, remain the property of the sponsoringcompany and list the delegates name and the types of turbocharger on which training was received.

9.5 USER PUBLICATIONS

A copy of this instruction manual, complete with spare parts list, is supplied with each turbocharger.Additional copies of manuals and wall charts may be purchased.

9.6 FACTORY OVERHAUL

At Lincoln we have established, as an important part of our User Support Servicies, special facilities forthe overhaul of used turbochargers.

The same procedures apply to the rebuilding of these units as to new production units. Dynamicbalancing of rotating assemblies, crack detection of component parts, ultrasonic and pressurechecking of casings, sophisticated equipment for the cleaning and descaling of the returned unit ,areall available to the overhaul facility.

A turbocharger overhauled in this facility carries a six--month guarantee.

Customers are advised of recommendations for reconditioning or renewal of parts, together with acomplete inspection report on all components.

9.7 USER SUPPORT SERVICES

9.7.1 TECHNICAL SUPPORT

Qualified engineers attend the commissioning of new installations and are experienced in theoperation, installation and maintenence of turbochargers. They are available to leave at short noticewhenever and wherever their servicies are required.

9.7.2 APPROVED SERVICE ORGANISATIONS

Our Approved Servicing Organisations are available at any time to provide technical advice, spareparts and service assistance, worldwide. Contact can be made to any of the following addresses.

NAPIER 295


NOTES

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