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MET Turbochargers

Turbocharger Lineup

MET Turbochargers

MAP Mark-W

MET Turbochargers are the standard worldwide exhaust gas turbochargers used in large marine and stationary engines.

Hybrid Turbochargers

As well as supplying supercharged air to the engine, our hybrid turbochargers generate electric power from the turbocharger's rotational energy.

Variable Turbine Inlet (VTI) Turbochargers

MAP Mark-W

Turbochargers improve engine performance at low load operation by maintaining high scavenging pressure by changing the nozzle area.

Integral EGB Turbochargers

MAP Mark-W

Ordinary, exhaust bypass line has been installed between exhaust gas receiver and exhaust gas duct of the engine. Integrated EGB enables to bypass the exhaust gas by integrating the bypass pipe and open/close valve on turbocharger in between gas inlet casing and outlet gas casing.

Integrated EGB is also available by retrofitting from standard MET turbocharger by just changing several parts. Also, this system could be applicable to temperature increment procedure at 2-stroke engine with Low Pressure SCR system.

Main Features

MET Turbochargers

  • Recognized worldwide
    • - Found in all major engines (MAN, WinGD and UE)
  • Cutting-edge technology
    • -Use an advanced aerodynamic design for the compressor and turbine which was developed based on numerous tests and analysis results
  • Economical
    • - Long lasting and reliable components
  • Environmentally friendly
    • - Incorporate a low noise silencer
  • Reliable
  • Simple and compact design
    • - Robust bearing pedestal supporting the rotor and casings
    • - Integrated lubricating oil head tank
  • Easy maintenance
    • - Detachable gas inlet inner casing

Hybrid Turbochargers

  • Economical
    • - Reduced diesel generator fuel consumption
  • Reliable
  • Cutting-edge technology
    • - Highly efficient high-speed permanent magnet-type synchronous generator coupled with a turbocharger rotor;
    • - State-of-the-art power electronics used to supply stable electric power to the ship's grid;
    • - Functions as a motor to assist the turbocharger in providing more air to the diesel engine.
  • Simple and compact design
  • Easy maintenance

VTI Turbochargers

  • Economical
    • - Improve the engine performance under low loads;
    • - Reduce the operating time of auxiliary blowers;
    • - Almost no increase in maintenance costs and time compared with standard turbochargers.
  • Reliable
    • - No sealing air or cooling air required;
    • - Highly reliable butterfly valve.
  • Simple design
    • - Two step open-close control;
    • - Fixed-pitch nozzle ring with inner gas flow control passage.
  • Retrofit ready
    • - Uses the same gas inlet interface as standard turbochargers;
    • - Gas inlet casing is interchangeable with standard products.
  • Easy maintenance

Electric-assist Turbochargers

  • Ideal for slow steaming
    • - Improved engine performance under partial and low loads
  • Low cost
    • - Better fuel efficiency
  • Compact
    • - Motor is directly attached to the turbocharger
    • - Separate auxiliary blower is not required
  • Suitable for retrofitting

Lineup and Specification

MET-MB Series

TypeMET
33MB
MET
37MB
MET
42MB
MET
48MB
MET
53MB
MET
60MB
ParticularsImpeller TypeVUVUVUVUVUVU
Over speedrpm
(min-1)
27,990 29,700 24,970 26,500 22,600 23,980 19,920 21,140 17,810 18,900 16,010 16,990
Continuous
allowable max.
gas temperature before turbine
580
Momentary
allowable max.
gas temperature before turbine
610
Maximum air flow
(at pressure ratio 3.5)
kg/s 8.8 11.1 13.5 17.4 21.7 26.9
Maximum air flow
(at pressure ratio 4.2)
kg/s 8.6 10.8 13.2 16.9 21.2 26.2
Lubricant inlet pressureMPa 0.06 ~ 0.15
Lubricant inlet temperature 35 ~ 50
Lubricant outlet temperature 95 and less 90 or less
Gas inlet casing construction one-piece type
or
axial type
one-piece type
or
axial type
one-piece type
or
axial type
one-piece type
or
two-piece type
or
axial type
one-piece type
or
two-piece type
or
axial type
one-piece type
or
two-piece type
or
axial type

Application,

Variation

Hybrid
VTI
Integrated EGB
TypeMET
66MB
MET
71MB
MET
83MB
MET
90MB
ParticularsImpeller TypeVUVUVUVU
Over speedrpm
(min-1)
14,300 15,170 13,210 14,020 11,300 11,990 10,240 10,860
Continuous allowable max.
gas temperature before turbine
580
Momentary allowable max.
gas temperature before turbine
610
Maximum air flow
(at pressure ratio 3.5)
kg/s 33.7 39.5 54.0 65.8
Maximum air flow
(at pressure ratio 4.2)
kg/s 32.9 38.5 52.7 64.2
Lubricant inlet pressureMPa 0.06~0.15
Lubricant inlet temperature 35~50
Lubricant outlet temperature 90 or less
Gas inlet casing construction one-piece type
or
two-piece type
or
axial type
one-piece type
or
two-piece type
or
axial type
one-piece type
or
two-piece type
or
axial type
one-piece type
or
two-piece type
or
axial type

Application,

Variation

Hybrid
VTI
Integrated EGB

MET-MA Series

TypeMET
33MA
MET
42MA
MET
53MA
MET
60MA
ParticularsImpeller Type2323233
Over speedrpm
(min-1)
29,660 27,990 23,940 22,600 18,880 17,810 16,010
Continuous allowable max.
gas temperature before turbine
580
Momentary allowable max.
gas temperature before turbine
610
Air flow
(at pressure ratio 3.5)
kg/s 8.8 13.5 21.7 26.9
Diesel engine output range kW/a turbocharger(at pressure ratio 4.0)kW 1,300~3,200 2,700~5,000 4,400~8,000 5,800~10,000
TypeMET
66MA
MET
71MA
MET
83MA
MET
90MA
ParticularsImpeller Type233233
Over speedrpm
(min-1)
15,150 14,300 13,210 11,960 11,300 10,240
Continuous allowable max.
gas temperature before turbine
580
Momentary allowable max.
gas temperature before turbine
610
Air flow
(at pressure ratio 3.5)
kg/s 33.7 39.5 54.0 65.8

MET-SRC Series (High Pressure Ratio Type)

TypeMET
18SRC
MET
22SRC
ParticularsImpeller Type12323
Over speedrpm
(min-1)
66,400 60,200 56,900 51,100 48,200
Continuous allowable max.
gas temperature before turbine
610
Momentary allowable max.
gas temperature before turbine
640
Air flow
(at pressure ratio 3.5)
kg/s 0.71~1.56 1.20~2.17
Lubricant inlet pressureMPa 0.06~0.15
Lubricant inlet temperature 35~65
Lubricant outlet temperature 90 or less
TypeMET26SRCMET30SRCMET37SRC
ParticularsImpeller Type232323
Over speedrpm
(min-1)
42,000 39,600 34,500 32,600 28,100 26,500
Continuous allowable max.
gas temperature before turbine
610
Momentary allowable max.
gas temperature before turbine
640
Air flow
(at pressure ratio 3.5)
kg/s 1.77~3.21 2.62~4.73 3.94~7.15
Lubricant inlet pressureMPa 0.06~0.15
Lubricant inlet temperature 35~65
Lubricant outlet temperature 90 or less

MET-SRC Series (standard type)

TypeMET18SRCMET22SRC
ParticularsImpeller Type12323
Over speedrpm
(min-1)
59,800 54,300 51,200 45,900 43,400
Continuous allowable max.
gas temperature before turbine
580
Momentary allowable max.
gas temperature before turbine
610
Air flow
(at pressure ratio 3.5)
m3/s 0.75~1.70 1.27~2.36
Lubricant inlet pressureMPa 0.06~0.15
Lubricant inlet temperature 35~65
Lubricant outlet temperature 90 or less
TypeMET26SRCMET30SRCMET37SRC
ParticularsImpeller Type232323
Over speedrpm
(min-1)
37,800 35,700 31,100 29,400 25,400 23,900
Continuous allowable max.
gas temperature before turbine
580
Momentary allowable max.
gas temperature before turbine
610
Air flow
(at pressure ratio 3.5)
kg/s 1.88~3.50 2.79~5.16 4.20~7.80
Lubricant inlet pressureMPa 0.06~0.15
Lubricant inlet temperature 35~65
Lubricant outlet temperature 90 or less

MET-SRII Series

TypeMET
22SRII
MET
26SRII
MET
30SRII
ParticularsImpeller Type232323
Over speedrpm
(min-1)
45,900 43,400 37,800 35,700 31,100 29,400
Continuous allowable max.
gas temperature before turbine
580
Momentary allowable max.
gas temperature before turbine
610
Air flow
(at pressure ratio 3.5)
kg/s 1.3~2.5 1.8~3.7 2.7~5.5
Lubricant inlet pressureMPa 0.06~0.15
Lubricant inlet temperature 35~65
Lubricant outlet temperature 90 or less

History

history
history

After-Sales Services

    Featured service menu:

    Removal of the bypass pipe on MET-SD type turbochargers

    Evaluation of Fuel Savings

    Removing the bypass pipe reduces the time required for overhauling and reassembling the turbocharger during maintenance. This work can be carried out while the ship is at the quay or berthed.

    Replacement of hot-side parts

    Evaluation of Fuel Savings

    Turbine blades, nozzle rings, and gas outlet guides (known as hot-side parts) become worn by combustion residue in the exhaust gas. If wear continues and exceeds the allowable limits, the performance of the turbocharger will deteriorate.
    To avoid this, we strongly recommend replacing parts before they become excessively worn.

    Installation of an automatic back-wash oil filter

    Evaluation of Fuel Savings

    Lubrication oil that becomes contaminated with impurities causes the thrust bearing metal to wear out more quickly than expected, possibly leading to burn-out. Therefore, we recommend the installation of a 30μ automatic back-wash oil filter at the turbocharger inlet, as well as a common filter for the main engine, to improve the cleanliness of the lubrication oil supplied to the turbocharger.

    Turbocharger training held at Nagasaki

    Evaluation of Fuel Savings

    Our expert service engineers will instruct your engineers or crew on how to troubleshoot problems with your turbocharger. This hands-on training gives your engineers a thorough understanding of our turbochargers and their structure.

    Measurement of nozzle throat area

    Evaluation of Fuel Savings

    The nozzle throat area, which is determined by the distance between nozzle blades, plays an important role in controlling the turbocharger's performance. We can determine the best time to replace parts by measuring this distance carefully and checking the actual condition of the nozzle.

    Dry chemical cleaning

    Evaluation of Fuel Savings

    Spraying an alkaline powder cleaning agent on the turbocharger right before it stops (while the load is extremely low) prevents dirt from adhering to the turbocharger and neutralizes the surface to prevent dew point corrosion from occurring if the engine is stopped for a certain period of time.

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