Turbocharger Test Guidelines

Guidelines for
Testing Large-Bore
Engine Turbochargers

Prepared by
Kirby S. Chapman, Ph.D.
Jacque Shultz, P.E.

The National Gas Machinery Laboratory
Kansas State University
245 Levee Drive
Manhattan, Kansas 66502

Endorsed by the NGML Industry Advisory Committee

February, 2003

Guidelines for Testing NGML
Large-Bore Engine Turbochargers
Rev. 1 i i
Table of Contents
1.0 Turbocharger Testing Needs and Justification ..................................... 1
2.0 Review of Existing Standards ............................................................. 2
2.1 SAE Standard J1826, Turbocharger Gas Stand Test Code........ 3
2.2 ASME PTC 10...................................................................... 4
3.0 Test Cell Configuration, Instrumentation, and Instrument Setup ............. 4
3.1 Test Cell Configuration......................................................... 4
3.2 Instrument Selection and Installation ..................................... 5
3.3 Calibr ation.......................................................................... 7
4.0 Calculations..................................................................................... 7
4.1 Corrected Conditions........................................................... 7
4.2 Speed Adjustment ............................................................... 8
4.3 Data Qualification................................................................ 8
4.4 Efficiency Calculations......................................................... 9
5.0 Types of Tests .................................................................................. 9
5.1 Mechanical Run Test.......................................................... 10
5.2 Performance Test.............................................................. 10
5.3 Load-Line Test .................................................................. 10
6.0 References .................................................................................... 11

Rev. 1 1
1.0 Turbocharger Testing Needs and Justification
This document 1) establishes a uniform methodology to test and report the performance for
turbochargers used on large-bore stationary engines; and 2) justifies the cost of a turbocharger
test. Turbochargers are removed from service on a schedule that is specific to an operating
company and then shipped to one of the turbocharger overhaul companies. Because of the costs
associated with turbocharger removal and overhaul, it is worthwhile to assure that the rebuilt
turbocharger is ready for return to service. Conducting a post-overhaul turbocharger
performance test at the NGML will verify that the turbocharger:
1. Is mechanically sound, and
2. Will perform as expected when re-installed on the engine.
The end-user may also find it advantageous to acquire more complete compressor and turbine
performance maps. This type of information will significantly help meet EPA-mandated state
implementation plans to achieve specific pollutant emissions levels. Without a complete
performance map, one may needlessly replace the turbocharger, at large expense, when the
original turbocharger could have satisfied the emissions constraints.
The NGML Industry Advisory Committee worked with the staff at the National Gas Machinery
Laboratory to develop a set of guidelines for when to test a turbocharger. Table 1 shows five
scenarios, ranging from a simple turbocharger overhaul to evaluating a turbocharger retrofit.
Included in each scenario is the associated risk, the necessity of conducting a turbocharger test
and the type of test, and how many turbochargers need to be tested. The opinion of the advisory
committee was that Scenarios 2 - 5 required testing. In some scenarios only the first
turbocharger of a specific build needs to be tested, whereas in other scenarios all turbochargers
should be tested.
At first glance, the run-of-the-mill overhaul probably does not require post-overhaul testing.
Turbocharger failures either happen quickly, or over a period of time. After an overhaul, the
quick failures are easy to identify, such as surge or the engine will not operate due to low air
flow. In the history of the NGML, we have witnessed mechanical failures due to:
Table 1: Turbocharger Scenarios
Scenarios
Assessment
Typical
Overhaul
Match
Parts for
Rebuild
Replacement
In Kind
Retrofit
Vetting
Technical
Development
Test Type Needed? Mechanical Full Map Load-Line Load-Line Full Map
Test which Turbo? All rebuilds Lead Turbo All Rebuilds Lead Turbo All Turbos
Risk if Not Tested? Low Medium High High High
Necessity? Arguable Necessary Necessary Necessary Necessary

Rev. 1 2
1. Abnormal vibration (imbalance, bearing problems, looseness),
2. Oil flow and/or pressure is not within specifications, and
3. Cracks in the housing result in oil and/or water leaks,
These failures may be hidden for some time, much like a cancer. Out of all the mechanical tests
conducted at the NGML on high profile units in the last seven years, approximately 25% have
failed with the failures spread over several vendors. High profile units are turbochargers
deemed to be critical in their application, such as nuclear, coast guard, and main line gas
compression units. If a turbocharger is returned to the field without a simple mechanical test,
then it is possible that this unit may have an undetected problem. When these problems finally
surface in operation, i.e. the turbocharger either catastrophically fails or the problem is detected
through analysis, then chances are good that another overhaul is required. Either way, a
percentage of turbochargers that are not mechanically tested after an overhaul will have a
significantly shorter time-between-overhaul interval and the turbocharger repair is likely to be
expensive.
Consider the associated costs when a problem is detected once the turbocharger is out of
warranty. With information from the NGML advisory committee, the minimum cost to remove
a turbocharger from service and then ship it for overhaul is approximately $6,000. This cost
does not include the cost of the overhaul or extra costs that may be involved, such as crane
rental, lost compressor station throughput, etc. These costs can easily add another $20,000. For
our scenario, we chose to add another $9,000 as shown in Table 2 for a total cost of $15,000.
A turbocharger mechanical test at the NGML costs about $2,500. That means that four
turbocharger tests would cost an additional $10,000. And, any mechanical problems would
have been identified and repaired before the warranty period starts. That is a significant savings
compared to spending $15,000 or more to send one-in-four turbochargers back for a premature
overhaul. The end result is that the end-user can save at least $5,000+ on every four
turbochargers, and most certainly more when all the costs of a shortened time-between-
overhaul are factored into the equation.
2.0 Review of Existing Standards
The American Society of Mechanical Engineers Power
Test Code 10 and the Society of Automotive Engineers
Standard J1826, Turbocharger Gas Stand Test Code
address turbocharger component testing. The SAE code
is somewhat sparse on details, and the ASME code
does not directly address turbochargers. Instead, the
ASME code addresses compressors and exhausters.

Table 2: Field Failure Cost
Analysis.
Field Failure Cost Analysis
Shipping $5,000
Pull unit (field labor) $1,000
Other costs $9,000
Total cost $15,000

Rev. 1 3
2.1 SAE Standard J1826, Turbocharger Gas Stand Test Code
This standard focuses on data presentation and provides a standard format for reporting data.
Concerning opened-loop and closed-loop test cells, the standard suggests that the opened-loop
is more common, and that the closed-loop configuration is less frequently used for component
development and performance testing. Figures 1 and 2 illustrate the differences between
closed- and opened-loop test facilities. The facility in Figure 1 is an opened-loop configuration
where operators can independently evaluate the operation of the turbine and compressor
components of the turbocharger. The gas flow into the turbine and compressor of the
turbocharger are independent, which provides flexibility to generate complete performance
maps. The opened-loop configuration requires an external power source, and in the case of
Figure 1, the external power source is a gas turbine gas generator. A compressor / burner
combination could be equally effective.
The facility layout shown in Figure 2 is commonly referred to as a closed-loop, or boot-strap
system. This configuration essentially converts the turbocharger into a gas turbine. The air
enters the compressor and is compressed to some pressure. The compressed air is then heated in
a combustor. The high pressure, high temperature air is then used to operate the turbocharger
turbine. The drawback to this type of system is that a wide range of operation is not possible,
and, thus, neither is a complete performance map. The SAE standard states that this type of
configuration may be useful for extended durability testing. A load valve can also be placed
between the compressor and the combustor to control the flow, to a certain extent, through the
system.
Waste
Valve
Power for
turbocharger
compressor
3
4
9
8
10
7
Air
Turbocharger
Turbine
Turbocharger
Compressor
Burner 5
Natural Gas

Figure 2: Closed-Loop System.

Waste
Valve
Power for
turbocharger
compressor
Load
Valve
3
4
9
8
10
7
Fuel
Max line pressure:
~15 psig
Air
Line Temperature:
No Control
Two T-53 Gas
Generators
Turbocharger
Turbine
Turbocharger
Compressor
Figure 1: Opened-Looped System.
Rev. 1 4
2.2 ASME PTC 10
The ASME code provides significant detail on instrumentation selection, precision, and
installation, and substantial data (or criteria) also is provided on performance calculations. The
instrumentation information is used liberally in this Guideline, since it ensures that data are
reliable, repeatable, and accurate.
The PTC 10 allows one to develop a test procedure that determines the thermodynamic
performance of an axial or centrifugal compressor or exhauster doing work on a gas of known
or measurable properties under specified conditions. This PTC provides explicit test
procedures, which will yield the highest level of accuracy consistent with the best engineering
knowledge and practice currently available. The uncertainty associated with any individual
PTC 10 test will depend upon practical choices made in terms of instrumentation and
methodology. The scope of this Code includes instructions on test arrangement and
instrumentation, the test procedure, and methods for evaluation and reporting of final results.
This allows operators to estimate the uncertainty for individual tests. Rules are provided for
establishing the following quantities, corrected as necessary to represent expected performance
under specified operating conditions with the specified gas:
Quantity of gas delivered,
Pressure rise produced,
Shaft power required,
Efficiency,
Surge point, and
Choke point.
Other than providing methods for calculating mechanical power losses, this PTC does not cover
rotor dynamics or other mechanical performance parameters. The methods of PTC 10, which
provide for the pronounced effects of density change during compression, have no theoretical
lower pressure ratio limit.
3.0 Test Cell Configuration, Instrumentation, and Instrument Setup
ASME PTC 10 provides substantial guidance for instrumentation selection, accuracy, and
installation, along with calibration requirements.
3.1 Test Cell Configuration
The configuration of the test cell shall utilize an external energy source to supply the required
energy stream to the turbine of the turbocharger. This provides an independent energy source
for the temperature, pressure, and mass flow requirements for the test points. This offers the
ability to detect compressor surge in the event the machine aerodynamics have been disturbed
during overhaul or routine maintenance.
Rev. 1 5
3.2 Instrument Selection and Installation
Table 3 lists all the instrumentation necessary to conduct a standardized turbocharger
performance test. The parameters above the triple border in the table are specified within
ASME PTC 10. These parameters represent the instrumentation necessary to measure the
pressure, temperature, and flow rates of the air and exhaust streams into and out of the
turbocharger. These instruments must be installed according to the ASME PTC 10. Instrument
locations for temperature and pressure specified within PTC 10 ensure accurate readings from
developed flow streams. Measuring the compressor and turbine flow streams requires using one
of the following devices as a flow meter: ASME long radius flow nozzle, concentric square
edge orifice, or Herschel-type Venturi tube.
Complete vibration signatures must be provided that show vibration amplitudes over the entire
frequency at tested turbocharger speeds. The vibration frequency range must be at least three
times the running speed of the turbocharger. Vibration amplitudes are provided in units of
acceleration, peak-to-peak velocity, and peak-to-peak displacement.
Oil and water flow rates, pressures, and temperatures into and out of the turbocharger are also
measured. This information is used to calculate the heat rejection from the turbocharger to the
auxiliary systems, which ultimately leads to accurate calculations of the component
efficiencies, and determination of the health of the bearings and turbocharger cooling system.

Rev. 1 6

Table 3: Required Instrumentation Test Points.
Test point
ASME
PTC 10
1 Means
Compressor inlet p Yes
Four (4) static pressure taps, 90circumferentially
located around pipe
Compressor inlet T Yes
Four (4) thermowells, 90circumferentially located
around pipe
Compressor exit p Yes
located around pipe
Compressor exit T Yes
around pipe
Turbine inlet p Yes
located around pipe
Turbine inlet T Yes
around pipe
Turbine exit p Yes
located around pipe
Turbine exit T Yes
around pipe
Compressor flow rate Yes
Flow meter
2
, pressure, temperature, and differential
pressure sensors
Turbine flow rate Yes
Flow meter
2
, pressure, temperature, and differential
pressure sensors
Water inlet T --
3
Static temperature thermowell
Water discharge T --
3
Water inlet p --
3
Static pressure tap
Water discharge p --
3
Static pressure tap
Water flow rate --
3
Orifice plate with differential pressure measurement
Oil inlet T --
3
Oil discharge T --
3
Oil inlet p --
3
Static pressure tap
Oil discharge p --
3
Static pressure tap
Oil flow rate --
3
Orifice plate with differential pressure measurement
Barometric pressure --
3
Absolute pressure barometer
Ambient T --
3
Thermocouple
Vibration --
Accelerometers mounted to measure horizontal and
vertical vibrations. Vibration signatures provided as FFT
of data to display machine frequency response in
acceleration. Peak vibration at running speed plotted on
severity diagram.
Turbocharger speed --
4
Optical or mechanical sensor

1
Sensors must satisfy conditions that are referenced in PTC 10, and are in addition to the requirements listed herein.
2
ASME long radius flow nozzle, concentric square edge orifice, or Herschel-type Venturi tube.
3
Auxiliary system flow measurements are to be 1% FS, pressure and temperature within 0.5% FS.
4
Turbocharger speed within 0.5% FS.
Rev. 1 7
3.3 Calibration
All instrumentation listed in Table 3 must be calibrated and traceable to the National Institute
of Science and Technology standards. To prevent turbocharger damage due to improperly or
un-calibrated instruments, documentation must be provided prior to the test. Documentation
includes calibration procedures, schedules, schedule rationale, most recent calibration reports,
and proof that the instrumentation meets the necessary minimum sensor accuracies.
4.0 Calculations
The raw data recorded during a turbocharger test must be reduced to meaningful parameters.
Once the data is normalized, then the efficiency and overall performance of the machine can be
determined. The parameters that need to be corrected are the speed, the air and exhaust flow
rates, the compressor pressure ratio, and the turbine expansion ratio.
Note that the calculations are in addition to those provided in ASME PTC 10.
4.1 Corrected Conditions
Tested conditions almost always differ from the actual operating conditions. For example, a
turbocharger may be installed in the field where the ambient temperature and pressure
substantially differ from the test conditions. If the performance map is only valid for the test
conditions, then the map is literally worthless at any other condition.
Compressor performance data (efficiency, pressure ratio, flow rate, and speed) will be corrected
to 60F and 14.696 psia. Turbine performance data will be corrected to 800F and 24.696 psia.
The value of 24.696 psia has been chosen to represent standard operating conditions that closer
represent the true turbine operation than the standard conditions for the compressor. After the
performance maps are generated in this format, the maps can then be used to determine
turbocharger performance at any other operating condition.
To normalize the test results, the data collected during the course of the performance test is
corrected to a pre-defined standard temperature and pressure. These standard conditions must
be prominently displayed on the performance map. The correction equations are:

act
corr
N
N
(1)

act
corr
m
m

&
& (2)
[ ]
[ ]
,
,
SCFM
SCFM
sact
scorr
V
V

&
&
(3)
Rev. 1 8

( ) 60 460 R
inlet
T

+
(4)

14.696 psia
inlet
p
(5)
Together, Equations 1 5 provide the information that is necessary to correct actual data
recorded at a specific inlet temperature and pressure to the standard inlet conditions (60F and
14.696 psia for the compressor, and 800F and 24.696 psia for the turbine). Conversely, these
equations provide the means to use the compressor and turbine performance maps to predict
how the turbocharger will operate at conditions other than the standard inlet conditions.
4.2 Speed Adjustment
Because of the literal impossibility of maintaining the turbocharger speed at a precise value, the
affinity equations are used to correct the flow rate and the pressure ratio to exact speed. This
provides a more exact compressor performance map. The affinity equations state that the
compressor and turbine flow rates are linearly proportional to speed, and that the compressor
pressure ratio and the turbine expansion ratio are proportional to the square of the speed. In
equation form, the affinity equations are:

2 1
2
1
N N
N
V V
N
_

,
& &
(6)

2
2
2 1
1
N
PR PR
N
_

,
(7)
In these equations, the data at point 2 are those at the desired speed and those at point 1 are
those at the true, but corrected, speed.
4.3 Data Qualification
All data points must be qualified. This is accomplished by determining a heat balance on the
turbocharger for each data point. The heat balance is determined by ensuring that the overall
energy balance is zero. The equation to determine this is:

( )
( )
( )
( )
( )
( )
, , , , , ,
, , , , , ,
, , ,
, , , , , ,
oi l i n oilout wi n wout oil poi l w p w
balance
exh pexh exh pexh exhin exhout exhin exhout
ai ri n air out air pair
exterior
exh pexh exhi n exhout exh pexh exhin exh
T T T T m c m c
e
m c m c T T T T
T T m c
Q
m c T T m c T T

+ +

+

& &
& &
&
&
& &
( )
out
(8)
Rev. 1 9
For air, the specific heat is 0.241 BTU/lb-R. For the oil, water, and exhaust products, the
specific heat must be determined using the thermodynamic properties of the mixture.
The energy balance should be less than 0.05 (5% of the energy provided by the exhaust stream)
for the data point to be considered valid.
4.4 Efficiency Calculations
The final step is to determine the compressor and turbine efficiency at each of the test points.
Since the turbocharger will not operate adiabatically, the heat transfer losses/gains in the
calculations must be included.
By definition, the isentropic or adiabatic efficiency of a compressor is the ratio between the
power that would be necessary to operate the compressor in an ideal adiabatic situation to the
actual power that is necessary to operate the compressor. The constraint is that the inlet
temperature and pressure, and the exit pressure are the same for the ideal adiabatic compressor
and the real compressor. Using this definition, the adiabatic efficiency of a compressor is:

( )
( )
1 /
1
k k
in
comp
in out
p
T PR
Q
T T
mc
_
+

,
&
&
(9)
Similarly, the efficiency for the turbine is:

( )
( ) 1 /
1
in out
p
turb
k k
in
Q
T T
mc
T ER
_
+

,
]
&
&
(10)
The heat transfer rate from the turbine and compressor can be calculated by determining the
heat rejection to the water and oil systems, and then calculating the heat transferred from the
turbocharger casing. The casing heat transfer rate must be determined in a plausible manner.
The suggested approach is described in GTI-02/0156, a final report describing the correlations
and heat transfer paths within large turbochargers.
5.0 Types of Tests
Three different types of turbocharger tests are recognized by this Guideline: the mechanical run
test, a full performance test, and a load-line test. The particular test chosen depends on the
application.
Rev. 1 10
5.1 Mechanical Run Test
A mechanical run test provides the necessary information to assess the mechanical integrity of
a turbocharger, and is normally completed after an overhaul. Typically, a mechanical run test
can be completed in less than one hour and includes at least three operating speeds. During a
mechanical run test, the oil and water inlet and outlet conditions are measured, and vibration
signatures are recorded to assess the overall mechanical health of the turbocharger. A
mechanical run test can be completed in a very short period of time, and does not significantly
degrade turbocharger turn-around time to the client.
5.2 Performance Test
A performance test includes all the information from the mechanical run test and adds to that
substantial flow rate measurements and thermodynamic performance data. A performance test,
at a minimum, always includes the following:
Compressor performance map,
Turbine performance map,
Exhaust and air flow rates through the turbocharger, and
All data in an Excel spreadsheet.
Performance tests are conducted after the turbocharger is allowed to thermodynamically
stabilize which may require 1 to 2 hours. Thermal stability is defined by monitoring the
compressor discharge temperature, and satisfying the following:

( ) ( )
( )
, ,
,
5 min
F F
Dimensionless temperature change
F
0.005
compout compin
t
compin
t
t t
t
T T
T
+
1
1
]
<
(11)
Thereafter, data for the lowest specified speed line is recorded for each requested operating
point. Starting with stonewall conditions, or the maximum amount of mass flow for a given
operating speed, data is recorded for each test point for the given speed and pressure ratio.
Sufficient data points should be recorded so that undue interpolation is not necessary.
The compressor map, illustrated in Figure 3, is created by plotting lines of constant speed for
the mass flow rate and pressure ratio for each speed point. By performing an energy balance on
the turbocharger, lines of constant efficiency are plotted on the compressor map.
5.3 Load-Line Test
For the given operating conditions of the turbocharger on the engine, operation of the
turbocharger along the engine air flow load line provides useful information. Load-line testing
requires the turbocharger to be in thermodynamic stability, but only the data points required to
Rev. 1 11
plot the turbochargers interaction with the engine system are recorded. This streamlined
compressor map gives the mass flow rates and pressure ratios of the turbocharger at the
operating points required for its interaction with the engine system. This also gives the
efficiency changes of the turbocharger throughout its operating range with the engine system.
The primary use of this type of test is to ensure that the turbocharger will continue to operate on
the engine at off-design point conditions, such as reduced torque and/or speed.
6.0 References
American Society of Mechanical Engineers, Test Code on Compressors and Exhausters,
ASME Power Test Code 10, New York: 1997.
Society of Automotive Engineers, Turbocharger Gas Stand Test Code, SAE Standard J1826,
SAE Press: Warrendale, PA, 1995.
Chapman, K.S., Nguru, R., and Shultz, J., 2002, Simplified Methodology to Correct
Turbocharger Field Measurements for Heat Transfer and Other Effects, Final Report
GTI-02/0156, Des Plaines, IL.
Figure 3: Sample Compressor Performance Map.

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