Phase-out of NR12/S, NR17/S & NR20/S

Everllence, formerly MAN Energy Solutions and previously MAN Diesel & Turbo, has announced the phase-out of spare parts production for the NR12/S, NR17/S and NR20/S turbocharger series.

What changes, and when

According to the manufacturer’s circular, production of spare parts for these models will stop on 31 December 2026. From that point onwards, availability through Everllence will depend on remaining stock, with retrofit to newer turbocharger types becoming the alternative offered by the manufacturer.

For owners and technical managers operating these turbochargers, this is a good moment to review the longer-term maintenance strategy.

Retrofit, or keep it running?

A retrofit or upgrade to a newer turbocharger type is naturally one option. Depending on the vessel, its remaining operational lifetime and future maintenance plans, this can be the right decision. It is also a considerably larger investment and normally requires more engineering, planning and coordination than continuing to maintain the existing installation.

For an NR12/S, NR17/S or NR20/S that remains in good operating condition, continued operation can therefore still be a practical and economical alternative.

We expect to continue supporting these turbocharger types with OEM spare parts through our established supply channels, including licensed Korean sub-manufacturers. This gives operators another route besides relying on diminishing manufacturer stock or moving directly towards a retrofit.

Why plan ahead now

It also means there is value in looking ahead now, while availability remains relatively good.

Running hours, maintenance history and previous inspection findings usually give a reasonable indication of the components that may be required during upcoming overhauls. Reviewing these requirements before manufacturer production ends allows technical teams to consider renewing or securing critical parts while OEM availability is still strong.

There is also a commercial consideration. OEM parts supplied through licensed manufacturers can often be sourced at a more favourable price level than parts purchased through the manufacturer’s own sales channel. For turbocharger types already approaching the end of manufacturer production, this can make continued maintenance of the existing unit an attractive option where its technical condition still justifies it.

The phase-out therefore does not automatically mean that an NR12/S, NR17/S or NR20/S needs to be replaced. It does mean that planning ahead becomes increasingly important.