Vector 750 v08 Ent m75

Vector Engine
V08 ENT M75

V08 ENT M11
V08 ENT M12
Technical and Repair
Manual
JULY 2006 EDITION
Y
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E X C E L L E N C E
IN
IM
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PR
T E C H N O L O G I C A L
1. V08 ENT M75-M11-M12 JULY 2006
FOREWORD
We strongly recommend that you carefully read the indica-

tions contained in this document: compliance with them
protects the engine against irregular operation and assures
its reliability, safeguarding sea-going and maintenance person-
nel against accident hazards.
The indications contained in this document pertain to the
V08 ENT M75, V08 ENT M11 and V08 ENT M12 marine
engines and complement the IVECO MOTORS-FPT publica-
tion of Marine Diesel Engines Installation Handbook that
the reader should refer to for anything that is not explained
herein.
Technical engineers and fitters are required to comply with
safety regulations on work. They have to implement and
adopt the device required for individual personal safeguard
while carrying out maintenance or checks.
Safety rules are reported in Section 9 of this publication.
Regulations on handling engine are reported at the end of
Section 6 of this publication.
In order to start the engine, strictly follow the procedure
stated at the end of Section 5 of this publication.
To get the best possible performance out of the engine, it
is mandatory to conform with its intended mission profile.
The engine must not be used for purposes other than those
stated by the manufacturer.
IVECO MOTORS-FPT is available beforehand to examine
requirements for special installations, if any.
In particular
o Use of unsuitable fuels and oils may compromise the
engines regular operation, reducing its performance,
reliability and working life;
o Exclusive use of IVECO Original Parts is a necessary
condition to maintain the engine in its original integrity;
o Any tampering, modifications, or use of non-original
parts may jeopardize the safety of service personnel and
boat users.
To obtain spare parts, you must indicate:

- Commercial code, serial number and indications shown
on the engine tag;
- Part number of the spare as per spare part catalog.
The information provided below refer to engine characteris-

tics that are current as of the publication date.
IVECO MOTORS-FPT reserves the right to make modifica-
tions at any time and without advance notice, to meet tech-
nical or commercial requirements or to comply with local
legal and regulatory requirements.
Publication IVECO MOTORS-FPT edited by:
We refuse all liability IVECO PowerTrain
for any errors and omissions. Advertising & Promotion
Pregnana Milanese (MI)
The reader is reminded that the IVECO MOTORS-FPT www.ivecomotors.com
Technical Assistance Network is always at the Customers
side with its competence and professionalism. Printed P3D32V001 E - July 2006 Edition
JULY 2006 OVERVIEW V08 ENT M75-M11-M12 1.
SECTION CONTENTS
Section Page
1. OVERVIEW 5
2. TECHNICAL DATA 57
3. ELECTRICAL EQUIPMENT 63
4. DIAGNOSTICS 91
5. MAINTENANCE 111
6. SERVICING OPERATIONS
ON INSTALLED ENGINE 119
7. TOOLS 143
8. OVERHAUL 157
9. SAFETY REGULATIONS 257
Indications for consultation

The different engine versions are usually explained with
common images and descriptions. In cases of considerable
differences, they are explained separately.
Sections 1-2-3 are intended for sales personnel, to provide
them with exact knowledge of the products characteris-
tics and enable them to meet the Customers demands
with precision.
The remaining sections are meant for personnel in charge of
carrying out ordinary and extraordinary maintenance; with
an attentive consultation of the chapter devoted to diagnos-
ing, they will also be able to provide an effective technical
assistance service.
1. JULY 2006
PAGE LEFT INTENTIONALLY BLANK

JULY 2006 OVERVIEW 1.
SECTION 1
OVERVIEW
Page
IDENTIFICATION DATA 7
Identification Tag 7
COMMERCIAL CODE 8
PRODUCT MODEL NUMBER 9
ENGINE PARTS AND COMPONENTS 10
ENGINE ARCHITECTURE 14
Engine Block 14
Driving shaft 15
Connecting Rods 16
Pistons 16
Timing Gears 17
Cylinder Head 18
Auxiliary Gears Control 19
COMBUSTION AIR INTAKE

AND EXHAUST SYSTEM 20
Combustion air filter 21
Turbocompressor 21
The combustion air/sea

water heat exchanger (aftercooler) 22
CLOSED COOLING CIRCUIT FRESH WATER 24
Coolant Pump 25
Lubrication Oil / Engine Coolant Heat Exchanger 26
Cooled Exhaust Manifold 27
Thermostatic Valves 28
Engine Coolant/Sea Water Heat Exchanger 29
Engine Coolant Tank 31
Heat Exchanger Support Flange 31
(cont.)
1. OVERVIEW JULY 2006
Page
OPEN COOLING CIRCUIT SEA WATER 32
Sea Water Pump 33
Sea Water Drain 34
LUBRICATION CIRCUIT ENGINE OIL 36
Lubrication Oil Pump 37
Oil Filter Support 37
Heat Exchanger Support Flange 38
Oil Vapors Recirculation And Blow By Filters 38
Oil sump 40
Lubrication Oil Extraction System 41
Pre-lubrication System 41
FUEL CIRCUIT 42
Hydraulic Diagram of the Fuel Feeding System 43
Fuel Pre-filter 44
Hydraulic Connections 44
Low Pressure Fuel Pump 45
Fuel filters 45
Low Pressure Fuel System 46
High pressure fuel system 47
High Pressure Fuel Pump 48
High Pressure Fuel Pipes and distributor 51
Single-stage Overpressure Valve 51
Flow limiters 52
Electronic injector 53
INJECTION SYSTEM - EDC

(ELECTRONIC DIESEL CONTROL) 54
System operation logic 55

IDENTIFICATION DATA
Identification Tag
Figure 1
S. p. A.
Viale dell'Industria, 15/17 - 20010 Pregnana Mil.se MI - ITALY
ENGINE TYPE
ENGINE FAMILY ENGINE DWG

POWER (KW)
AND SPEED (RPM) POWER SET CODE
ENGINE S/N YEAR OF BUILD
HOMOLOGATION No
COMMERC. TYPE / VERSION
04_039_C
Figure 2
05_017_V
The engine identification data are stenciled on a tag positioned over the engine coolant tank
1. V08 ENT M75-M11-M12 OVERVIEW JULY 2006
COMMERCIAL CODE
The purpose of the commercial code is to make it easier to understand the characteristics of the product, categorizing the
engines according to their family, origins and intended application. The commercial code, therefore, cannot be used for technical
purposes and to identify the engines components, this is the purpose of the ENGINE S/N.
V 08 E N T M 12 . 1 0
VERSION
VERSION:
TURBOCOMPRESSOR:
1 = COOLED
2 = NOT COOLED
MAXIMUM PERFORMANCE LEVEL ACHIEVABLE

12 = 1200 CV
APPLICATION: M = MARINE
AIR INTAKE: T = INTERCOOLED SUPERCHARGED
BLOCK: N = NON STRUCTURAL
FUEL SUPPLY: E = ELECTRONIC INJECTION
NO. OF CYLINDERS = 8
ENGINE FAMILY IDENTIFIER:V = VECTOR

PRODUCT MODEL NUMBER
The model number is assigned by the manufacturer; it is used to identify the main characteristics of the engine, and to character-
ize its application and power output level. It is stamped on the cylinder block, near the cylinder head no.4 support surface.
F V M E 2 8 8 6 D * A 2 1 0
VARIANTS TO
BASIC ENGINE
ACTUAL POWER OUTPUT 12 = 1200 CV
POWER RANGE
INTENDED USE (6 = MARINE)
FUEL + INJECTION (8 = DIESEL, TCA, DIRECT INJECTION)
NO. OF CYLINDERS
NO. OF STROKES AND CYLINDER DISPOSITION (2 = 4 STROKES, V 90 CYLINDERS)
ENGINE
DESIGN ITERATION
ENGINE FAMILY IDENTIFIER

1.10 V08 ENT M75-M11-M12 OVERVIEW JULY 2006
ENGINE PARTS AND COMPONENTS
Figure 3
1 1 2 3 4 5 6 7 8 9
18
17
16
15
14
05_001_V
13
10
12 11
1. Intake air filter - 2. EDC Electronic Central Unit - 3. Common rail high pressure injection pump - 4. Cooled turbo-charger -
5. Exhaust gas outlet - 6. Lever for switching fuel filters - 7. Engine coolant level sensor - 8. Water/water heat exchanger -
9. Pressurization cap for coolant tank - 10. Sea water pump - 11. Engine coolant pump - 12. Fuel filters - 13. Lifting padeyes -
14. Cylinder 1 electro-injector - 15. Cooled exhaust manifold - 16. Cylinder 4 electro-injector - 17. Lifting padeyes -
18. Air-sea water heat exchanger.
JULY 2006 OVERVIEW V08 ENT M75-M11-M12 1.11
Figure 4
1 2 3 4 5 6 7 7
8
9
10
11
12
13
24 14
15
23
05_008_V
22
16
21 17
20 18
19
1. Engine coolant tank - 2. Pressurization cap for coolant tank - 3. Exhaust gas outlet - 4. Cooled turbo-charger - 5. Common rail
high pressure injection pump - 6. EDC Electronic Central Unit - 7. Intake air filter - 8. Air-sea water heat exchanger - 9. Lifting
padeyes - 10. Cylinder 8 electro-injector - 11. Lubricating oil dipstick - 12. Lubricating oil refill cap - 13. Cylinder 5 electro-injector -
14. Cooled exhaust manifold - 15. Lifting padeyes - 16. Location of the low pressure fuel transfer pump - 17. Tap and fitting for
lubricating oil transfer - 18. Sacrificial anode - 19. Lubrication oil transfer electrical pump - 20. Sea water intake - 21. Alternator -
22. Lubricating oil filters - 23. Engine coolant pump - 24. Electrical equipment wiring connectors.
ENGINE PARTS AND COMPONENTS
Figure 5
1 2 3 4 5
16
15
14
13
12
11
10
9 05_002_V
7 6
1. Lubricating oil filters - 2. Location of thermostatic valves - 3. Air-sea water heat exchanger - 4. EDC Electronic Central Unit -
5. Exhaust gas outlet - 6. Fuel inlet and outlet fittings - 7. Crankshaft sensor - 8. Cooled turbo-charger - 9. Lifting padeyes -
10. Cooled exhaust manifold - 11. Cylinder 8 electro-injector - 12. Lubricating oil dipstick - 13. Lubricating oil refill cap -
14. Cylinder 5 electro-injector - 15. Lifting padeyes - 16. Sea water intake.
Figure 6
1 2 3 4 5
6
7
8
9
10
05_009_V
11
12
1. Exhaust gas outlet - 2. EDC Electronic Central Unit - 3. Air-sea water heat exchanger - 4. Location of thermostatic valves -
5. Fuel filters - 6. Lifting padeyes - 7. Cylinder 1 electro-injector - 8. Cooled exhaust manifold - 9. Cylinder 4 electro-injector -
10. Lifting padeyes - 11. Cooled turbo-charger - 12. Sacrificial anode (placed on the air/water heat exchanger).
ENGINE ARCHITECTURE
New design and cutting-edge injection system, VECTOR parameters, provides a wide range of data, saved during run-
engines are the result of IVECO continuous commitment ning conditions, useful to carry out an efficient maintenance
in research and development for innovative technologies. deadline schedule in favour of higher productivity. Through
Thanks to the perfect integration of mechanics and electron- the CAN network, the different systems fully interact to
ics, they achieve the highest levels of efficiency and flexibility harmonize the management of the entire boat or adapt the
in many different uses. Aimed at conceptual choices and at engine power output to the propulsive system needs. Thanks
the perfect tuning up of engines, compliance with emission to its technical features, VECTOR 8V interprets the concept
control standards of today and for the years to come are of adaptation to any customers needs to its highest level.
ensured.
VECTOR engines high performances originate from the
As far as performances and characteristics are concerned, exceptional thermodynamic efficiency achieved through the
VECTOR engines represent the ultimate response to power adoption of the Common Rail injection system, designed by
needs to increase productivity at low operating costs. IVECO and mounted for the very first time in the world on
high power output engines. The high injection pressure, also
The perfect optimization of dynamic features allowed the
available at low running, provides a very high acceleration
minimization of vibrations and noise, which made them more
reserve, coupled with unprecedented low operating costs.
suitable for high level comfort applications.
Also their electronic components contribute to their ver-
satility; the electronic control unit, by monitoring countless
Engine Block
Figure 7
4
5
2
81348
1. Cylinder liner housing - 2. Main bearings - 3. Camshaft bushings - 4. Tappet seats - 5. High pressure pump support.
The engine block has a cast iron structure housing (1) cylin- Unlike previous engines, the high pressure pump support has
der liner seat, main bearings (2), camshaft bushing housings been directly built on the engine block.
(3) and tappets (4).
Furthermore, it has been designed with cooling fluid circula-
tion chambers and pipes for moving parts lubrication.
Driving shaft
Figure 8
7 1
6
2
5
4 06_020_V
1. Driving shaft - 2. Hub for flywheel coupling - 3. Timing control gear - 4. Front pulley - 5. Damper flywheel -
6. Additional flywheel - 7. Cooling fluid pump control gear.
The driving shaft (1) has been die-casted in induction hard-

ened steel and it rests on five induction tempered supports;
internally, lubrication oil pipes have been designed to ensure
oil circulation.
The cooling pump control gear (7), the additional flywheel
mass (6) and the damper flywheel (5) are fitted on the front
tang.
The timing control gear (3), the engine flywheel fastening hub
(2) are fitted on the rear tang.
The main half bearings are in anti-friction alloy coated steel
and the first one is fitted with a shoulder ring to limit the
driving shaft axial play.
Parts 2 and 3 in the picture, assembled by negative allowance
on the rear tang, cannot be replaced.
Front and rear gas rings are of drawer type with radial seal,
requiring dedicated tools for their assembly and disassembly.
Connecting Rods by the spray nozzle mounted on the engine block. The engine
oil delivered by the spray nozzle flows through the annular
Figure 9 chamber obtained inside the piston, and it cools off its upper
part.
Three elastic ring seats are located on the skirt; the first one
has been obtained in a specific trapezoidal cast iron insert.
Elastic rings perform different functions and have different
shapes:
o the first piston ring has trapezoidal shape with ceramic
chrome coating;
o the second piston ring has a rectangular torsional
tapered shape;
o the third ring is fitted with a double scraper-ring pad
with built-in spring.
The piston crown shows the sign tappets side.
Figure 11
04_013_N 1 2 1
They are made in steel, manufactured by pressing, with small

end oblique edged and cap separation obtained by fracture
splitting technique.
Rod half bearings are made out of anti-friction coated steel.
Each rod is marked on the body and cap by a code number
identifying their coupling and the cylinder on which they are
assembled to. The rod upper bushing is not replaceable.
Pistons
Figure 10
81350
1. Tappets side - 2. Camshaft.
89861
1. Stamping on tappet side - 2. Elastic ring tapezoidal cast

iron shaped seat - 3. Annular chamber for cooling.
On the piston crown there is a high turbulence combustion

chamber.The piston crown is cooled by the engine oil delivered
Timing Gears Figure 13

Il comando degli organi della distribuzione del tipo ad aste
e bilancieri, con albero a camme alloggiato nel basamento e 1
posto in rotazione direttamente dallalbero motore.
Figure 12
1 2
6 7 2
3
3
4
16
7 5
15
4
6
5 14
7
81351
8
1. Timing gear - 2. Main bearings - 3. Phonic wheel -
4. Timing control gear - 5. High pressure pump (HPP) driven 9
gear - 6. Intake valve control - 7. Exhaust valve control.
89762
The camshaft rests on five supports; end, front and rear
supports are provided with anti-friction coated steel bush- 13 12 11 10
ings, assembled by negative allowance. Along the shaft, each
cylinder has two control eccentrics respectively for intake (6) 1. Rocker arm support - 2. Rocker arm - 3. Adjustment
and exhaust (7). screws - 4. Rod - 5. Jumper - 6. Valve guide - 7. Half cones -
The camshaft is actuated by the driving shaft by means of 8. Cup - 9. Spring - 10. Gas ring - 11. Cup - 12. Spacer -
direct coupling straight-toothed gears. By means of the tim- 13. Valve - 14. Tappet - 15. Rod guide case - 16. Gas ring.
ing control gear, the driven gear is actuated, providing motion
to the high pressure pump mechanism (HPP).
On the rear part of the timing control gear, a phonic wheel
has been installed, as it plays a key role in the operation of
the phase sensor.
Cylinder Head
Figure 14
1 2 3 4 5 6
10
14
12 11
13 05_097_V
1. Cooling manifold - 2. Intake manifold - 3. Intake valve - 4. Tappet play adjustment lid - 5. Gasket - 6. Cylinder head cover -
7. Electronic injector - 8. Nozzle holder case - 9. Electronic injector fastening bracket - 10. Cylinder head fastening screw -
11. Exhaust valve - 12. Cylinder head gasket - 13. Cooled exhaust manifold - 14. Cylinder heads (right hand main bearing).
Cylinder heads consist of 8 independent units, featured by

housings dedicated to the following components:
o Valve, with added elements;
o Tappets;
o Electronic injectors;
o Fuel delivery connections to electronic injectors.
Furthermore, an internal connection has been created with
the aim of recovering unused fuel from electronic injectors,
which is later on conveyed into dedicated pipes.
Each cylinder head is connected to the coolant manifold, as
well as to the intake and exhaust manifolds.
Auxiliary Gears Control

Figure 15
1 2 3
7 6
05_098_V
1. Cooling fluid pump control gear - 2. Intermediate gear - 3. Gear on driving shaft - 4. Intermediate gear -
5. Sea water pump control gear - 6. Sea water pump - 7. Engine coolant pump.
Auxiliary gears are actuated by a gear (3) fitted on the driv-

ing shaft; by means of two intermediate gears (2) and (4),
motion is transferred to the coolant pump control and to
the sea water pump control gears.
Furthermore, a joint, connected to the sea water pump con-
trol (5), also actuates the low pressure pump (LPP) of the
fuel system, located behind the gear box.
COMBUSTION AIR INTAKE AND EXHAUST SYSTEM
Figure 16
1 2
5
6 4
7
05_037_V
Inlet outlet Sea water
1. Air/sea water heat exchanger - 2. Air filters - 3. Compressor - 4. Turbine - 5. Sea water outlet -
6. Sea water inlet - 7. Exhaust manifold.
Description and operation Exhaust manifolds and turbine parts cooling is achieved by
The intake air pressurized by the turbocompressor flows engine cooling fluid circulation. Exhausted gasses are then
through the heat exchanger with sea water, which diminishes conveyed towards exhaust terminals and, if foreseen, mixed
its temperature and allows to achieve a better engine volu- with sea water pumped in for drainage.
metric efficiency performance.
Air density at the intake manifold inlet is detected by two
sensors, measuring pressure and temperature, allowing the
ECU of the EDC system to calculate the fuel delivery rate
according to the actual amount of air available for combus-
tion.
Through a calibrated hole located downstream of the air
filter, not condensed blow-by oil residues are conveyed to
the engine intake into the dedicated separator.
Exhausted gasses expelled from the engine reach the impel-
lers of the two turbines through cooled exhaust manifolds.
Combustion air filter Turbocompressor

Figure 17 Figure 18
05_124_V 05_054_V
1. Combustion air filter.

Turbocompressor with waste gate valve for the engine V08
Combustion air filters are located in the upper part of ENT M12.
the engine, on the flywheel side, and they are made out in
BULPREN , a material featured by limited exhaust losses,
excellent filtration and fire-retardant properties.
Filters can be blown through and washed out with deter-
gents and water; the use of solvents and gasoline must be
avoided, as it would cause foaming.
Y
AR
They have about 4 year warranty against flaking, depending
on operating conditions. For precautionary reasons, their
IN
replacement is suggested every 2 years.

IM
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PR
The combustion air/sea water heat exchanger (aftercooler)

Figure 19
5 6
3 7
2 1
06_006_V
Combustion air Sea water
1.Combustion air inlet through the two turbocompressors - 2. Sea water output for sea drainage - 3. Sea water inlet from a sea
water pump - 4. Combustion air outlet towards the two intake manifolds - 5. Tube bundle - 6. Heat exchanger data label -
7. Zinc coated sacrifical anode.
The combustion air/sea water heat exchanger is of bundle

tube type and it is fastened to the flywheel-cover box.
The combusion air, conveyed by turbocompressors gets into
the heat exchanger and lap against the tube bundle contain-
ing sea water; after having flowed through the exchanger, it is
sent to the intake manifolds of the two main bearings.
Sea water represents only a portion of that thrust by the
pump, about 35% of the total, and the remaining part is sent
into the coolant/sea water heat exchanger.
Water, after having flowed through the exchanger, is drained
into the sea.
On the exchanger, we identify the zinc-coated sacrifical
anode and the label providing the exchanger technical char-
acteristics.

CLOSED COOLING CIRCUIT FRESH WATER
Figure 20
1
8
3
7 6 05_038_V
High temperature liquid Low temperature liquid
A. Sea water intake - B. Sea water drain - 1. Coolant tank - 2. Coolant/sea water exchanger - 3. Sea water outlet from heat
exchanger - 4. Sea water intake - 5. Sea water pump - 6. Coolant pump - 7. Exhaust manifold - 8. Coolant inlet to the engine -
9. Coolant liquid to the turbocompressor - 10. Oil/coolant exchanger - 11. Thermostatic valves seat - 12. Exchanger support.
Description and operation then it conveys into the exhaust manifold cavity wall in order
The centrifugal pump (6), actuated by the gear set oper- to reach the thermostatic valve; according to temperature,
ated by the driving shaft, draws the coolant coming from a portion of the flow is diverted towards the plate heat
the coolant/sea water heat exchanger or, if cold, from the exchanger where the heat is transferred to sea water; the
thermostatic valve, and sends it to the heat exchanger for other portion will directly reach the centrifugal pump in
lubrication oil. When the water leaves the heat exchanger, order to be launched into the system again.
it is divided into two flows, each one directed towards one
main bearing.
The flow that is directed towards the engine block progres-
sively cools down the heat exchange areas in cylinders and
the relevant cylinder heads, and then it merges into a single
manifold.
From the manifold outlet, the flow is conveyed through two
different pipes along the walls of the exhaust gasses output
fitting and the cavity wall of the turbocompressor casing;
Coolant Pump
Figure 21
5 6
4
3
8
05_028_V
1. Coolant pump impeller - 2. Coolant pump - 3. Coolant output towards the cooling circuit - 4. Gear/pump connecting joint -
5. Coolant pump control gear - 6. Intermediate gear - 7. Driving shaft gear - 8. Coolant inlet from cooling circuit.
The coolant pump, located on the front box, is actuated by

the gears fitted on the driving shaft and it gets the motion
through the joint (4).
The coolant is sucked up by the pump and conveyed
towards the lubricating oil heat exchanger and thus towards
the cooling circuit.
The coolant return flow is regulated by thermostatic valves
which divert the flow towards the coolant/sea water heat
exchanger and thus to the pump or directly to the coolant
pump inlet (2).
Lubrication Oil / Engine Coolant Heat Exchanger

Figure 22
6
06_001_V
1. Coolant inlet fitting - 2. Tube bundle - 3. Lubrication oil heat exchange body -
4. Coolant outlet fitting towards main bearings - 5. Lubrication oil inlet from oil pump - 6. Lubrication oil outlet towards oil filters.
The lubrication oil / coolant heat exchanger is of tube bun-

dle type and it is located on top of the engine block, at the
center of the two main bearings.
The coolant, when the pump is available, is conveyed into the
exchanger and it flows through the tube bundle (2) outside
of which the lubrication oil flows from the oil sump.
When the coolant exits the exchanger, it is conveyed to the
two main bearings for cylinder block cooling, as well as to
cool down the areas of cylinders and cylinder heads heat
exchange.
Cooled Exhaust Manifold

Figure 23
2
1
06_027_V
1. Exhausted gasses outlet towards the turbocompressor - 2. Coolant inlet - 3. Exhaust gas inlet ports -
4. Coolant outlet towards thermostatic valves.
The exhaust manifold conveys exhausted gasses away from

cylinder heads and diverts them to the turbocompressor
impeller. The engine coolant, leaving the turbocompressor
assembly, flows through the cavity walls obtained around the
exhaust manifold, in the opposite direction with respect to
that followed by exhaust gasses, and it proceeds towards
thermostatic valves.
Thermostatic Valves Principle of Operation

The cooling liquid is drawn from the cooled exhaust mani-
Figure 24 fold and flows through the exchanger support to reach the
thermostatic valve seat, where it is diverted according to
temperature.
Figure 25
06_017_V 1 2 3 4 1 2 3 1
1. Exchanger bearing - 2. Thermostatic valves seat -

3. Engine coolant temperature sensor (for gauge) -
4. Coolant temperature sensor (for EDC).
The seat where the two thermostatic valves are located is

situated on the exchanger bearing (1) and it is fitted with
pipes through which the coolant, according to the achieved
temperature, is conveyed from thermostatic valves towards
the coolant / sea water heat exchanger, or towards the cooling
system pump. 05_029_V
The thermostatic valve seat houses the coolant temperature
sensor designed to indicate relevant temperatures on the
control panel and the temperature sensor connected to the FLOWS WITH COLD ENGINE
EDC unit.
1. Flow coming from exhaust manifolds - 2. Flow exiting
towards the coolant pump - 3. Thermostatic valve.
When the coolant temperature is lower than the set value

(initial opening temperature at 65C), the coolant is recirculated
through the exchanger support up to the coolant pump.
Figure 26 Engine Coolant/Sea Water Heat Exchanger

Figure 27
1
2 2 1 1
3
4
05_069_V
1. Sea water inlet - 2. Coolant inlet from thermostatic valves -

3 05_030_V
3. Coolant outlet towards coolant pump - 4. Sea water outlet
towards direct or mixed drain into the sea.
FLOWS WITH HOT ENGINE
The unit consists of 28 titanium heat exchange plates, placed
1. Flow coming from exhaust manifolds - 2. Flow exiting towards side by side in order to create suitable gaps for the cool-
the coolant/sea water exchanger - 3. Thermostatic valve. ant and sea water to alternatively flow through. Tightness is
ensured by rubber seals tensioned by means of fast-coupling
When the coolant temperature is higher than the set value, clamps. The thickness of each seal is 4 mm.
the liquid coming from the exhaust manifold gets into the Heat exchange is ensured through the plate, whose upper
thermostatic valve seat and, through the pipes built into the and lower surfaces are in contact with two different fluids
exchanger support, it is conveyed towards the coolant/sea (coolant and sea water) having different temperatures.
water heat exchanger. The irregular profile of the plate is such to determine an
Opening of the pipe towards the exchanger is done gradu- increase in turbulence and favor heat exchange; this also
ally: positively affects the balance of the plate, which is subjected
to different counter-pressures.
o initial opening: 65C (opening of 0.1 mm);
o full opening: 80C (total travel 10 mm).
From the exchanger the flow is directed, through the exchanger
support, to the cooling pump.
Fluids routes inside the exchanger

Figure 28
1 05_063_V
Engine coolant Sea water
1. Internal end plate - 2. Spacer plate - 3. Internal terminal end plate - 4. Heat exchange intermediate plate - 5. Set of heat exchange
intermediate plates, rotated at 180 with respect to the previous ones - 6. External terminal end plate - 7. External end plate.
Coolant and sea water flow in opposite directions on the

opposite surfaces of each heat exchange intermediate plate;
by doing so, the highest efficiency can be achieved. Gaskets,
and other seals designed to ensure perfect tightness, affect
the flow of the two fluids which are forced to flow between
two alternate cavity walls, as shown in the picture.
Engine Coolant Tank Heat Exchanger Support Flange

Figure 29 Figure 30
2 3 2
1 2 3
1 1
MA
X
MIN
4
5 4
06_016_V
1. Coolant inlet from exhaust manifolds - 2. Coolant

05_024_V
outlet towards thermostatic valves - 3. Coolant inlet from
thermostatic valves and conveyed towards the circuit pump -
1. Engine coolant tank - 2. Coolant level gauge - 3. Coolant 4. Coolant outlet towards the circuit pump - 5. Coolant inlet
filler cap and circuit pressurization - 4. Coolant outlet towards coming from thermostatic valves and conveyed towards the
coolant pump. sea water heat exchanger.
The engine coolant tank is located on top of the coolant/sea In order to allow the different components of the circuit to
water heat exchanger, and it is provided with a level gauge (2). be in the most suitable position allowing the best use, it was
In order to ensure the availability of a sufficient volume for hot necessary to support the coolant/sea water heat exchanger
liquid expansion, its level should be such that the level gauge with an interposed element between the latter and the engine
falls within the "Min"-"Max" range, when the engine is inclined to block.
simulate sea navigation conditions. The heat exchanger support is attached to the engine body
If top up is required, make sure the engine is not running and and it is fitted with channels outlining the routes between the
that its temperature is low, in order to avoid burns. engine and the components for its marine adaptation. Inside the
Use a mixture of clean water (not distilled) and PARAFLU 11 at exchanger support, coolant flows arriving from cooled exhaust
50% also during summer months. As an alternative to PARAFLU manifolds are channeled towards the thermostatic valve seats,
11, you can use a product that meets the international SAE J to be conveyed inside the support; from here they are sent to
1034 standards. the heat exchanger or to the engine cooling circuit fittings.
OPEN COOLING CIRCUIT SEA WATER
Figure 31
05_039_V
2 1
Sea water
1. Sea water pump - 2. Sea water inlet/intake - 3. Sea water outlet towards direct or mixed drain into the sea - 4. Engine coolant/
sea water heat exchanger - 5. Overboost air/sea water heat exchanger - 6. Sea water output towards direct drain into the sea.
Description and operation

The pump is actuated by a set of gears which is in turn actu-
ated by the driving shaft; it intakes sea water under the boat
underbody and conveys about 70% of it to the coolant heat
exchanger, while the remaining 30% is sent to the overboost
air heat exchanger.
The configuration of possible expulsion circuits rely on the
choice of using a mixed exhaust system with exhaust gasses
or direct drain into the sea.
The outlet pipe (3) will then take the water directly to the
drain into the sea, or it will be connected to the riser through
a dedicated pipe.
Sea Water Pump

Figure 32
2 4
7
1
8
9 05_031_V
1. Pump impeller seat - 2. Sea water delivery towards the coolant/sea water heat exchanger - 3. Gear fitted on driving shaft -
4. Intermediate gear - 5. Gear on pump - 6. Driving joint - 7 . Sea water delivery towards the combustion air/sea water heat
exchanger - 8. Sacrifical anode - 9. Sea water intake.
The centrifugal sea water pump is fitted on the front gear Figure 33
box and is actuated by the gears fitted on the driving shaft.
Motion is transferred to the pump through the joint (6) 1 2 3
connected to the gear wheel (5) which also actuates the
fuel low pressure pump, located in the gear box rear part.
The water sucked up by the pump is conveyed towards the
two heat exchangers, one for the coolant and the other one
for the combustion air respectively.
A zinc coated sacrifical anode is located on the delivery pipe
towards the coolant/sea water heat exchanger.
4 05_077_C
1. Sea water outlet towards the coolant/sea water heat

exchanger (about 70% of the overall delivery) - 2. Sea water
outlet towards the combustion air/sea water heat exchanger
(about 30% of the overall delivery) - 3. Engagement of the
gear box motion transmission joint - 4. Holes to allow the
connection of the pump to the gear box.
Sea Water Drain

Drainage of the sea water which has flowed through the coolant/sea water heat exchanger can take place in two ways:
A) Directly into the sea
Figure 34
05_001_V
2
1. Coolant/sea water heat exchanger 2. Direct drainage into the sea.
This is the solution most frequently adopted on boats for

professional use; sea water, after having flowed through the
plate heat exchanger, is conveyed outside in order to be
directly drained into the sea.
B) By mixed evacuation with exhausted gasses (riser)
Figure 35
1 3 1
05_109_V
Sea water Sea water / exhausted gasses mixed evacuation
1. Riser - 2. Heat exchanger / riser pipe connection - 3. Sea water inlet fittings into the risers.
This type of application involves the mixture of exhaust

gasses with sea water, in order to ensure higher comfort in
terms of noise and fumes elimination from the areas occu-
pied by passengers.
A pipe connects the coolant heat exchanger outlet to the
two risers mounted on the exhaust gasses evacuation chim-
neys.
LUBRICATION CIRCUIT ENGINE OIL
Figure 36
9 10 11
8 12
13
14
05_040_V
7 5 4 3 2
1. Lubrication oil pump - 2. Oil sump - 3. Oil sump drainage plug - 4. Oil filters by-pass safety valve - 5. Oil filters -
6. Driving shaft - 7. Auxiliary gears lubrication fittings - 8. Camshaft - 9. Oil/coolant heat exchanger - 10. Oil vapors feed pipe to
condenser - 11. Condenser and oil vapour filter (blow by) - 12. Vapor outlet fitting towards the combustion air intake -
13. Turbocompressor - 14. Suction rose.
Description and operation at idle) to protect the life of bearings and of other engine
Engine lubrication is achieved through a rotary oil pump components.
located in the rear part of the engine block, inside the sump. Gearings mounted on the front and rear part of the engine
The pump, which is controlled by means of a spiral gear fitted are lubricated by a spraying system using nozzles, while tur-
on the tang of the driving shaft, delivers the lubrication oil bine impeller shafts are lubricated with the oil conveyed from
directly to the bundle tube type heat exchanger, from which two pipes connected to the engine block; after lubrication of
the oil is sent to the filter group and to the pipes that dis- turbine impellers, the oil flows directly into the sump.
tribute it into the engine block; oil pressure is limited by the The blow-by vapor condenser is located on the flywheel
adjusting/regulation valve fitted into the pump unit. box, and it collects the vapors returned in a liquid state,
From the two distribution pipes laid out longitudinally in the while those that are still in a vapor state are conveyed
engine block, oil is conveyed to lubricate the driving shaft towards the turbocompressor intake. The engine can be fit-
and camshaft main bearings, while the one delivered by ted, upon request, with a pre-lubrication system, intervening
calibrated nozzles is used to cool pistons down. Other pipes before engine start, capable of injecting into the engine pipes
are conveying oil to each cylinder head, in order to ensure enough oil to allow safe starts.
timing components lubrication. Oil delivery is regulated by
two pressure valves (one for each main bearing) which close
as soon as the oil pressure reaches minimum values (engine
Lubrication Oil Pump Oil Filter Support

Figure 37 Figure 38
1 1 2 3
4
7
6 5 05_104_V 05_106_V
6 5 4
1. Gear on the driving shaft tang - 2. Intermediate gear -
3. Gear on the pump - 4. Rotors - 5. Lubrication oil outlet
1. Oil filter support body - 2. Drainage screw - 3. Oil filter -
towards the oil/coolant heat exchanger - 6. Lubrication oil inlet
4. Oil outlet towards the lubrication circuit - 5. Oil inlet from
coming from the sump - 7. Safety valve.
oil/coolant heat exchanger - 6. Safety valve.
The lubrication oil pump is regulated by the gear (1) fitted
Oil filters, with a filtering capacity < 12 m and filtering efficiency
on the driving shaft tang that, through a twin transmission
of > 200, are mounted on a dedicated support where the
transfers the motion to two rotors (4) fitted inside the pump
safety valve is placed (6) (initial opening 3 bar) having a by-pass
body.
function, in order to allow the oil to reach the lubrication circuit,
The pump is provided with a safety valve (7) designed to
also if filters are partially or totally clogged.
limit the oil pressure inside the lubrication circuit and in case
of clogging or inconveniences, it allows the recirculation of
the oil in the sump.
Heat Exchanger Support Flange Oil Vapors Recirculation And Blow By Filters
Figure 39 Figure 40
6
1
3 3
4 5
2 06_016_V
05_122_V
1. Lubrication oil inlet flowing from the heat exchanger - 1. Blow by filter body - 2. Vapor outlet pipes towards intake
2. Oil filter support seat - 3. Lubrication oil outlet towards manifolds - 3. Sump-condensed oil drainage pipe -
the engine lubrication circuit - 4. Driving shaft seat. 4. External filter - 5. Lid - 6. Gaskets.
The heat exchanger support, fastened to the engine body Inside the engine, due to high pressures effect, a portion of the
on the pulley side, provides connections between the lubri- residual gas resulting from the combustion leaks from cylinders, it
cation circuit of engine components and oil filters support. simultaneously flows into the lubrication circuits, and because of
Lubrication oil, flowing from the tube bundle exchanger, high temperatures, oil generates vapors; this resulting mix, which
flows through the support and reaches the filters; then it is commonly called blow-by, is expelled outside the engine by
newly runs through the support and from here it is conveyed overpressure.
towards the lubrication pipes of the component of the two The blow-by filter body, favors vapor condensation and it separates
main bearings. the liquid portion from the gasseous one.The liquid portion is thus
channeled into the sump, while two pressure relief valves regulate
vapor delivery by conveying them downstream of air filters, in
order to be sucked up by the engine and used for combustion.
Detail of the blow-by filter body
Figure 41
1 2
05_033_V
4
1. Location of filtering elements - 2. Recirculating vapor

pressure relief valve seats - 3 Vapor output fittings
towards intake manifolds - 4. Blow-by inlet from engine
block - 5. Sump-condensed oil drainage fittings.
The device consists of a body containing two filtering elements

favoring vapor condensation and the capture of impurities
making up solid sediments.
The liquid portion returns to the sump through a pipe (5), while
filtered vapors are conveyed to intake through pipes (3) after
having flowed through pressure relief valves (2) featuring an
opening pressure set at 3 bar.
Oil sump
Figure 42
8
5
4 9
10
11
05_032_V
12
1. Oil sump - 2. Plug - 3. Plug - 4. Gasket - 5. Oil return pipe from turbocompressor - 6. Location of diaphragm valve -
7. Oil return pipe from blow-by filter - 8. Dipstick pipe - 9. Dipstick - 10. Oil return pipe from turbocompressor -
11. Lubrication oil filler cap - 12. Plug.
The oil sump (1) is fastened to the engine block with the
interposition of the gasket (4) which ensures perfect tight-
ness.
Two plugs are located on the right hand side (2 e 3) while
the return to the turbocompressor is located on the left
hand side (5).
The oil dipstick is located on the left hand side (9) to allow
direct check of the oil level contained in the sump, the oil
filler cap (11), the return from the oil vapor filter or blow-by
(7) and from the left turbocompressor (10).
Condensed oil return into the vapor filter is ensured by a
diaphragm valve (6) which prevents vapors from getting
into the blow-by filter body, thus towards combustion air
intake.
Lubrication Oil Extraction System Pre-lubrication System

Figure 43 Figure 45
%6
#(!2'% /&&
#(!2'%
$)3#(!2'% %6
$)3#(!2'% /.
04_037_C
1 04_036_C 1 2
ELECTRICALLY CONTROLLED SYSTEM MODULE ELECTRICALLY CONTROLLED SYSTEM MODULE
1. Oil extraction control. 1. Control not used - 2. Controlled not used.
Lubrication oil extraction operations are simplified by the The engine electric system includes the presence of an engine
presence of an electrically controlled system. The manual automatic pre-lubrication system, consisting of an electronic
control designed for oil extraction operations is located on timer module and an electric pump similar to the one used
the relevant module front panel; the indication "CHARGE" is for oil extraction.
not used with this equipment. Pre-lubrication of the engine internal components starts when
For safety reasons, the control can only be enabled by posi- the key on the control panel is placed on ON and it lasts for
tioning the key on the OFF position. a pre-set period of time established by the module internal
electronic circuit.
Figure 44
06_022_V
ELECTRIC PUMP AND EXTRACTION HYDRAULIC CIRCUIT

FUEL CIRCUIT
Figure 46
6 7 8
2
3
4 05_012_V
1. Return and suction flows from the tank - 2. Prefilter - 3. Fuel pipe fittings - 4. Low pressure fuel pump - 5. Fuel filters -
6. Filter switching lever - 7. Fuel inflow into the high pressure feeding pump - 8. Excess fuel recirculation outlet from
high pressure pump - 9. Rail overpressure valve.
Description and operation The Low pressure transfer pump (LPP), located on the left
The fuel hydraulic circuit, designed to feed the injection hand side of the engine, takes the fuel from the fuel tank
system, can be divided into two separate sections: one is through the pre-filter, as well as the exceeding portion,
dedicated to low pressure fuel, the other is dedicated to returns from the high pressure pump; this solution allows
bring and maintain the fuel at the injection pressure. to reduce the intake effort required along the long distance
The first one, the low pressure one, provides the second separating the pump from the tank and to reuse the partially
one filtered fuel with such a delivery rate to ensure the best heated fuel, following the passage through the high pressure
efficiency of the high pressure pump; the second one, fed by pump. Before reaching the high pressure pump, the fuel
the high pressure pump, ensures that a suitable amount of depurated from solid and liquid residues through the pre-fil-
fuel is available to injectors, at the correct pressure estab- ter, flows through the filters that, thanks to their high filtering
lished by the programmed Electronic Unit, required to cor- capacity of 12 m, ensure the injection system efficiency.
rectly complete injection in the different engine operating The filter support is of switch operated type, offering the
conditions. possibility of replacing filtering elements also when the
engine is running.
Hydraulic Diagram of the Fuel Feeding System

Figure 47
1 2 3 4
5
21 7
8
20
9
19
21
3 4 10
11
18
17
16 15 14 13 12
05_014_V
1. Dump fitting - 2. Pipe fitting between the two rails - 3. Fuel distribution system or rail - 4. Electronic injectors - 5. Fuel pressure
adjustment valve - 6. Dump fitting - 7. High pressure pumped elements - 8. Injection pressure adjustment electronic valve -
9. Injection pressure sensor - 10. Rail overpressure relief valve - 11. Return pipe leaks and tank drainage - 12. Low pressure
recirculation pipe - 13. Prefilter - 14. Manual priming pump - 15. Dump fitting - 16. Low pressure pump recirculation valve -
17. Low pressure mechanical fuel pump - 18. Low pressure pump by-pass valve - 19. Filter switching lever - 20. Fuel filters -
21. Filter exclusion valve.
Operating interpretation the amount of fuel that is conveyed towards the intake point
The gear pump (17) is actuated by the engine kinematic of the two pumping units.
motion; it primes the fuel from the tank and forces it through Excess fuel found at the high pressure pump is recirculated
the pre-filter (13) and the manual pump (14). Two valves back to the low pressure pump inlet (12).
(16-18) protect the circuit from overpressure risks or pump The typical variable displacement of two high pressure
blockage. Fuel is forced by the pump to the filters (20) locat- pumping units (7), fed by variable amounts of fuel through
ed on the inlet and on the outlet of which the 3/3 manually an electronic valve (8), allows to increase pressure into the
controlled valve (21) (19) allows to alternatively exclude the two rails (3) in a variable way and according to the program
filters, in order to allow their replacement without interrupt- set in the Electronic Unit.
ing the flow towards the engine; by doing so, the engine will A pipe fitting installed between the two distributors (2)
continue running. favors pressure pulse damping inside of them.
Inside the high pressure pump unit (7) a valve (5) stabilizes Fuel injection by electronic injectors is ensured by an elec-
the pressure in the fuel circuit and in the pump as well, trically controlled system delivered by the Electronic Unit
according to its calibration values, while exceeding amounts which, based on longer or shorter impulses determines
are drained. the amount of fuel delivered. Injection pressure is the one
The proportional electronic valve (8), which is electrically present in the rail at the time of injection.
driven by impulses generated by the electronic unit, manages An electric sensor (9) provides the electronic unit with the
datum concerning the pressure achieved in the distributors,
required to ensure the correct management of injection and Fuel Pre-filter

safety.
An overpressure valve (10) will drain the fuel from distribu- Figure 49
tors if, following system components misfunction, their inter-
nal pressure reaches unacceptable values. Any amount of fuel 2
drained by the overpressure valve will reach the tank through
a pipe connected to the one collecting injector leaks. 1
3
Hydraulic Connections
Figure 48
8 4
1
7 5
6 05_018_V
1. Filter support - 2. Outflow towards the engine and the

low pressure fuel pump - 3. Manual pump for priming and
2 06_127_V system drainage - 4. Dump valve - 5. Filtering cartridge -
6. Water drain plug and location of the sensor design to
1. Fuel outflow fitting towards the fuel tank - detect water contents into the fuel - 7. Fuel inlet from tank -
2. Fuel inflow fitting from the pre-filter. 8. Grounding.
Fuel inflow fittings from the pre-filter and outflow ones The fuel pre-filter, of water high separation type, located
towards the tank have different diameters and they are at the base of the cartridge, has a plug fitted with a sensor
anchored to a flange located on the flywheel side. signaling the need to drain the excess water content. The
support (1) consists of a manual priming pump (3) and a
nozzle/valve (4) used to bleed out the air present in the
system at the time of fill up and after the performance of
filtering cartridge periodical replacement.
Low Pressure Fuel Pump Fuel filters

Figure 50 Figure 52
1 5
4
2
3 3
2
4
5
05_041_V
6
1
1. Low pressure mechanical pump - 2. Joint - 3. Flange - 05_023_V
4. O-ring - 5. Pump drive gear -
6. Sea water pump.
1. Filtering car tridges - 2. Fuel temperature sensor (for
The low pressure fuel pump (1) is located in the rear part EDC) - 3. Fuel filter clogging sensor - 4. System drainage
of the gear box, and it is actuated by a connecting joint (2) screw/valve - 5. Filter exclusion switching lever.
which engages on the gear front teeth (5) and rotates the
sea water cooling system pump. Valves are located inside the Fuel filters (1) are fitted in a parellel configuration in order to
pump performing by-pass and overpressure safety functions. ensure suitable delivery in all engine running conditions.
The support hosts the fuel temperature sensor (2) connected
to the EDC unit, the filter clogging sensor (3) used to trigger
Figure 51
the alarm on the on-board control panel, the drainage valve (4)
and the exclusion switch (5) thanks to which fuel filters can be
replaced also with the engine running.
As an alternative, the procedure described in the use and
maintenance manual requires the exclusion from the circuit of
the filter to be replaced. The use of a single filtering cartridge is
not allowed with a fully loaded medium size engine.
Main characteristics
7
o Filtering degree < 12 m
o filtering efficiency > 200
8 05_105_V
Safety valve (7):

o Opening pressure: 9,5 bar
By-pass valve (8):
o Opening pressure: 1,5 bar
Low Pressure Fuel System
Figure 53
1 2 3 4
5 6
8
05_095_V
1. Injector leak manifolds - 2. Leak recirculation and high pressure pump drainage - 3. Leak manifold of the two main bear-
ings towards the fuel tank - 4. Fuel drain fitting from the overpressure valve towards the tank - 5. Manifold (see details) -
6. Flange with fittings to and from the tank - 7. Three-way manifold - 8. Fuel delivery towards filters and high pressure pump -
9. Fuel filters.
Pipes making up the low pressure fuel system are made out Figure 54
of metal and couplings are obtained by means of eyelet-fit-
tings fastened by means of hexagonal head screws.
Hydraulic tightness of couplings is achieved through cop-
per washers which, in case of pipe removal, will have to
be removed and replaced before the next re-assembly is
performed.
06_024_V
FUEL FLOWS INSIDE THE TWIN MANIFOLD

High pressure fuel system

Figure 55
2 3 4 5 6 7
8
9
1
05_094_V
1. Fuel distributors or Common Rail - 2. Delivery pipe - 3. Distributors connecting pipes - 4. Overpressure valve -
5. High pressure delivery pipe towards rails - 6. High pressure fuel pump - 7. Injection pressure adjustment electronic valve -
8. Fuel pressure sensor - 9. Electronic injectors.
In order to make sure that injectors are available at the cor-

rect injection pressure, distributors (1) are fed by pumping
unit with an amount of fuel controlled by the solenoid valve
(7) located at the pump inlet.
The pressure established inside distributors is later on moni-
tored through a sensor (8) located on one of the two dis-
tributors; according to this information, the Electronic Cen-
tral Unit will adapt the solenoid valve operation in order to
ensure that inside distributors there is an adequate amount
of fuel at the expected pressure for the different engine
operation conditions.
The amount of fuel accumulated inside distributors aims at
avoiding that, following a series of pumping and injection
phases, excessive fluctuations in pressure values occur. The
pipe fitting (3) has a similar function between the two dis-
tributors. A calibrated 1700 bar fast-drain valve (4), mounted
on one of the distributors, ensures that, also in case of con-
trol system failures, fuel pressure cannot achieve values that
are not foreseen for this circuit.
High Pressure Fuel Pump

Figure 56
2 3 4 5 6 7 8 9
10
1
3
11
05_046_V
1. Camshaft seat inside the pump - 2. Fuel delivery gate towards the rail - 3. Pumping unit - 4. Intake gate -
5. Pressure adjustment solenoid valve - 6. Drainage gate - 7. Fuel delivery gate towards the rail -
8. Camshaft driving gear - 9. Fastening nut - 10. Intermediate gear on the camshaft - 11. Gear on driving shaft.
The high pressure pump is located between the two main Principle of operation of the high pressure pump
bearings, and it is fastened to the gear box by means of four Once it has flowed through filters, the fuel reaches the high
screws. pressure pump at the inlet of which a 5 bar pressure relief
Motion is obtained by direct coupling to the gear wheel (8) valve is located to regulate the fuel pressure inside of it.
fitted on the pump shaft, with the gear fitted on the camshaft Fuel pressure stabilization at the pump inlet is necessary
(10). to ensure the correct delivery of the fuel that the injection
Pump feeding occurs by letting the fuel flow through the pressure adjusting solenoid valve allow to deliver at high
gate (4) while the pressurized fuel is delivered to distributors pressure pumps.
(rail) through gates (2) and (7). Through a rapid sequence of impulses, the solenoid valve
Through gate (6), the exceeding amount of fuel, which has controls the flow of the fuel delivered to high pressure
not been sent to distributors and pumping unit leaks, is pumps, affecting the control of the generated pressure. This
recirculated towards the low pressure pump in order to be solution allows the increase of fuel pressure required for
reused. injection, it improves the system energy performances and it
limits the fuel temperature rise inside the circuit.
Figure 57
1 8
8
9
7
10
2
9 6
3 11
10 5
06_025_V
1.Rail deliver y outlets - 2. Rail deliver y valve - 3. Pumping element - 4. Pumping camshaft - 5. Pumping camshaft -
6. Lubrication oil inlet - 7. Pressure relief valve calibrated at 5 bar - 8. Fuel return to low pressure pump - 9. Deliver y
and pressure adjustment solenoid valve - 10. Fuel inflow into the pump - 11. Solenoid valve feeding pipe.
Pressure adjustment solenoid valve Low pressure relief valve

Figure 58 Figure 59
1
06_125_V 06_0126_V
1. Electric connector. Mounted in parallel configuration with respect to the pres-

sure regulator, its function is to keep the pressure at the
Located at the inlet of the high pressure pump, it allows the regulator inlet constant, a condition required to ensure
adjustment of the fuel flow feeding the high pressure pump- the system correct operation. When the pressure at
ing unit, according to the piloting values provided by the Elec- the regulator inlet exceeds 5 bar, the cylinder beats the
tronic Central Unit. In case piloting values are not available, spring elastic resistance and moves upwards; this estab-
the valve is normally open, and so it allows maximum fuel lishes a communication between the regulator inlet and
delivery to the pump. Electric piloting in PWM produced by the drainage. According to the requested engine load, the
the Central Unit, modifies the inlet diameter thus regulating cylinder reaches a dynamically balanced position which
the fuel inflow to high pressure pumping elements. ensures a constant 5 bar pressure at the regulator inlet.
Injection pressure adjustment
Figure 60
8 9
3 4
11
2 5
1 10
2
7
1
6
06_023_V
1. Pressure regulation solenoid valve body - 2. Iron-magnetic core - 3. Coil - 4. Shutter - 5. Pre-load spring - 6. Fuel inflow
(from filters) - 7. High pressure pumping unit feeding - 8. Fuel delivery to rails - 9. 5 bar pressure relief valve - 10. Shutting
cylinder - 11. Fuel drainage towards recirculation system - 12. Pre-load spring.
Pumping units feeding pressure regulation Partially pre-loaded engine regulation

The fuel, forced into the transfer pump reaches the pump The coil energized by PWM modulated impulse control,
and saturates its feeding pipes (6). The pressure generated generated by the Electronic Unit, triggers the shutter, which,
by the fuel on the shutting cylinder (10) generates a thrust by overcoming the pre-load spring resistance, partially closes
which, by overcoming the pre-load spring resistance (12), the fuel inflow hole leading towards the pumping elements,
lifts the cylinder and allows a portion of the fuel to drain and limits the amount of fuel flowing into the pumping units.
out through the drain holes (11). Fuel drainage generates a This procedure enables to limit the increase of the injection
pressure drop, and the cylinder will reach a steady position pressure.
at 5 bar, in order to provide the correct delivery to the two
pumping units
Fully loaded engine regulation
The limited energized coil (3) does not generate any resist-
ance to the pre-load spring thrust (5), allowing the shutter
(4) to move in such a way to let a big amount of fuel to flow
into the pumping unit. This procedure allows to get very high
injection pressures.
High Pressure Fuel Pipes and distributor Single-stage Overpressure Valve

Figure 61 Figure 62
2 3
1
4
&
O INFERIORE
&
04_050_V
Mounted on one end of the rail, it protects system compo-

nents in case of pressure control electronic system malfunc-
tion or failure of the pump pressure regulator, in order to
avoid excessive pressure build up inside the system.
5 Featured by a fully mechanic mode of operation, it only
06_026_V intervenes when the pressure inside the rails reaches 1850
bar, in order drain the fuel down the drainage pipe and con-
sequently reduce the pressure to acceptable values.
1. Distributor or Common rail (one per main bearing) -
2. Fuel delivery to high pressure pump - 3. Overpressure valve
(only installed on one of the two distributors) -
4. Flow Limiters - 5. Electronic injector.
The rail internal volume is sized to allow fast pressurization

during transition phases, and to level pressure fluctuations
caused by injector opening and closing and by the high pres-
sure pump cyclical operation. This function is facilitated by
the fact that fuel delivery is ensured through a laminar flow
calibrated hole. An internal pressure sensor is mounted at
end of the rail, corresponding to the injection pressure, as
well as an overpressure valve. High pressure pipes, which are
connected to rails are made up of metal and they are joined
by means of fittings capable of withstanding the involved high
pressures. For pressures exceeding 1600 bar, they must be
replaced after each disassembly.
In case of interventions on the high pressure circuit, special
attention should be devoted to avoid any contamination
with foreign matter.
Flow limiters Principle of operation
Figure 63 Figure 64
1 2 3 3 2
5 4 06_002_V
1. Body - 2. Small piston - 3. Spring -

4. Part screwed on the common rail - 5. Fuel inlet..
Located on the rail outflow fittings, they protect the engine 4

integrity and the installation safety, in cases in which fuel leaks
occur from injectors, for example because of a spray nozzle
blocked open, or because of a high pressure delivery pipes. In
such cases, the fuel flow is interrupted and it is no longer delivered
to the components involved in the leak. The flow limiter, after it
has blocked the fuel leak, and it has prevented injection, remains
blocked until the engine is turned off; its operation will be reset 89672
as soon as the failure has been repaired. If the cause of its
activation is not corrected, at engine start it will remain blocked.
OPERATING CONDITIONS
NOTE: a fuel leak from high pressure pipes which are not provided
The intervention can be summarized in three steps:
with flow limiters, causes the engine immediate stop and does
not allow its start up as a result of the missed rail pressurization. A: The flow of fuel from the rail to the injectors occurs through
the holes drilled according to a radial pattern on the small
piston (1). Under normal conditions, the pressure of the fuel
downstream the limiter, i.e. in the delivery pipes and inside
the injector (2), generates a dynamically balanced condition of
pressures, so that the spring action prevails and the shutter (3)
stays in the open limiter mode.
B: In case of a considerable loss of pressure downstream the

limiter, the incoming pressure will prevail. The thrust created by
the fuel pressure (4) causes the shutter to overcome the spring
resistance, and it will shut the fuel outflow hole (see scenario
C).
C: Limiter with small piston on closing/shutting position.

Electronic injector
Figure 65
3 4
5
05_089_V
1. High pressure feed fitting - 2. Electric connector of actuation

coils - 3. Sealing gaskets - 4. Leakages drain holes -
5. Spray nozzle.
Electronic injectors contain fuel at the same pressure found

in the rails (1).
At rest conditions, thanks to the balance of internal pres-
sures, the prevailing force pushes the needle to close the
injection holes drilled on the nose of the spray nozzle
(5). When, following the energizing of the actuation coil (2)
the balance is modified, the prevailing thrust lifts the needle
of the spray nozzle and the injection occurs, until the coil
remains energized.
The amount of injected fuel depends on how long the coil
energization lasts and on the injection pressure.
The leaked fuel and the one drained from the injector
internal compensation chamber, will flow out of the injector
through the holes drilled on the injector body (4) according
to a radial pattern, in order to be duly conveyed towards
the tank.
INJECTION SYSTEM - EDC (ELECTRONIC DIESEL CONTROL)
Figure 66
19
electronic
RPMx100
HOURS
oC
bar
oF
18
#(%#+
%.').%
2//- 20-
"2)$'% )'.)4)/. 34!24 20- 1

17
3
16 4
J1 J2
15 6
14 7
8
13
9
10
11
05_093_V 12
1. Electronic Central Unit (ECU) - 2. Rail pressure regulation solenoid valve - 3. Sensor on the camshaft - 4. Sensor on the driving
shaft - 5. Pressure sensor in the rail - 6. Combustion air pressure sensor - 7. Engine oil pressure sensor - 8. Atmospheric pressure
sensor - 9. Combustion air temperature sensor - 10. Engine coolant temperature sensor - 11. Fuel temperature sensor -
12. Engine oil temperature sensor -13. E1/E8 electronic injectors- 14. Engine starter - 15. Batteries - 16. Alternator -
17. Relay box - 18. Accelerator position sensor - 19. Instrument panel.
System operation logic When temperatures are excessively high, de-rating strategies
must be adopted in order to reduce the heat transfer and
Electronic Central Unit safeguard the efficiency of the entire engine.
The entire management of the engine electric functions Two lubrication oil pressure and temperature sensors,
is controlled by the ECU (Electronic Central Unit). The allow to establish engine efficiency. Performances adjustment
processing process starts when the key switch is turned on according to its wear conditions allow to avoid the occur-
"ON", and verifications on the correct feeding and system rence of anomalies and of sudden stoppage risks.
operation enabling procedures are carried out. The main
program starts by launching a procedure which allows to A fuel pressure sensor, located at the end of one rail,
recall the data in the RAM memory that, having featured detects the actual value, which will be regarded as the injec-
engine operation up to that time of its previous stoppage, tion one. The datum concerning the injection pressure plays
were stored in the non volatile E2PROM memory; they fol- a very important role for the engine correct operation, but
low the procedures leading to the engine start, during which also in ensuring the safety of the systems subjected to such
the presence and consistency of sensor signals are checked. pressure. The high value achieved imposes a careful monitor-
Once signals consistency is approved, the engine can be ing of each undesired variation, which could be caused by a
started through the ECU, after the key switch is released leak or by the misfunction of the solenoid valves.
from the START position; then, time calculation routines,
advance injection, control strategies and engine operation The accelerator lever position sensor provides one of the
parameters consistency are launched. basic information used to calculate the amount of fuel to be
injected.
An atmospheric pressure sensor, located near the ECU, Actuated by the set of linkages connected to the control
generates useful information for any adjustment to be made panel or by servo-assisting components, it generates a signal
on the injection modes, according to the different engine based on the position of the accelerator pedal.
volumetric performances caused by different external pres-
sure conditions. A regulation solenoid valve, located on the high pressure
pump body regulates the inflow of fuel into the two pumping
Two sensors overlooking the toothed pulleys located on the units; in this way it is possible to assess pressure deviations
driving shaft and the camshaft, allow the detection of the inside the rails, i.e. the injection pressure. Delivery differences
engine angular speed and its absolute position in order to towards the pumping units also depend on the engine load,
calculate times and modalities of injection and accurate fuel i.e. on the amount of fuel that must be injected at each
advanced deliveries. cylinder cycle.
Two combustion air pressure and temperature provide the Electronic injectors, discussed in the previous pages, must
relevant signals to allow the correct adjustment of time and be considered as system actuators, i.e. electromechanical
injection advance according to combustion air density and components which, by being fed with electric signals, gener-
to allow maximum thermodynamic performance by avoiding ate a mechanical work.
polluting emissions and smoke.
Actuators can be divided as follows, according to the modal-
A fuel temperature sensor provides useful information ity of operation of their electric piloting system:
allowing fuel density detection of the fuel feeding the injec-
tors , in order to adjust the injection time to the actual On/Off
amount to be injected.
De-rating strategies adopted when the fuel critical tempera- Used to manage components with relatively slow response
ture is exceeded, established during experimental testing, are or simply operating with the nominal voltage.
due to a minor reduction in its lubricating action caused by Components of this type, which are directly piloted by the
the rise of its temperature. At times, such strategies are quite ECU, are:
evident in limiting the engine maximum performances. - EDC anomalies warning light;
- Warning light signaling that pre-heating is underway;
The coolant temperature sensor provides an indication
for managing the dosing and injection advance in different - Remote control switch.
engine running conditions:
PWM
- cold start;
They are a solution requiring the analogical or proportional
- warm up; actuation of mechanical actuators.
- steady running; It consists in piloting actuators through sets of impulses
- excessive temperature. characterized by a constant voltage value, but with variable
amplitude or duration, to control the electric current aver-
age value running through them, and thus the amount of
absorbed energy.
Through this PWM system, the ECU pilots the injector

solenoid valves, in order to obtain the fast actuation and
simultaneous limitation of the absorbed electric current, and
the rail pressure regulation solenoid valve.
An internal management and diagnostic unit, defined as

relay box, allows to start and stop the engine, as well as to
remotely manage its revolving speed.
The relay box panel shows illuminated indicators signaling
the occurrence of any failure, through which the cause of
failures can be identified.
Usually located in the engine room, it simplifies maintenance
and diagnostic interventions without requiring access to the
boat/ship pilot bridge.
JULY 2006 TECHNICAL DATA V08 ENT M75-M11-M12 2.57
SECTION 2
TECHNICAL DATA
Page
GENERAL SPECIFICATIONS 59
Dimensions 61
2.58 V08 ENT M75-M11-M12 TECHNICAL DATA JULY 2006

GENERAL SPECIFICATIONS
Engine V08 ENT V08 ENT V08 ENT

M75 M11 M12
Cycle 4-Stoke Diesel
Charge Supercharged and intercooled
Injection Direct
Number of cylinders 8 a V di 90
Bore mm 145
Stroke mm 152
Total displacement cm3 20064
Compression ratio 16 0.8 : 1
Direction of rotayion, brake side counter-
dockwise
Minimum idling rpm rpm 800 25
Maximum engine rpm, no load rpm 1900 25 2400 25 2400 25
Allowed engine inclination angles

Maximum longitudinal in continuos operation (static + dynamic) degrees/360 + 20
Maximum transverse in continuos operation (static + dynamic) degrees/360 22 30
Longitudinal for oil level check with standard dipstick degrees/360 0 to + 8
Supercharge
Turbo-charger whith watger-cooled body n 2 -
without without with
Pressure adjustment
wastegate wastegate wastegate
Maximum opening pressure of the wastegate valve bar -
Lubrication
Oil type SAE 15 W 40/E 3
Oil compliant with specifications ACEA E3 / API CF4 / MIL L2104E/F
Total oil capacity on first filling litres (kg) 50 (45.5)
Total oil capacity with sump at minimum level litres (kg) 20 (18.2)
Total oil capacity with sump at top level litres (kg) 40 (36.4)
Oil pressure, warm engine, minimum idling rpm bar 4
Oil pressure, warm engine, maximum idling rpm bar 6,5
Maximum allowed temperature C 110
Oil dipstick valid for static inclination deg/360 -
Fuel supply
Fuel oil compliant with standard EN 590
Low pressure transfert pump gear pump
Flow rate at maximum rpm kg/h 320
Fuel return flow rate to tank kg/h -
Filtering: Pre-filter m 36,5
Filtering: filtrer m 5

M75 M11 M12
Injection System
Type Common rail
System ADEM III
Maximum injection pressure bar 1600
Low Temperature Starting

Allowed, without external aids, down to C -15
With electrical heating of intake air (optional), down to C -25
With additional external heater, down to C -30
Cooling
Closed coolant loop with sea-water heat exchanger 50% mixture of water/Paraflu II or equiv.
Compliant with SAE J 1034 specification
Total coolant quantity litres ~ 70
Engine-only capacity litres -
Expansion tank standard
Forced circulation centrifugal pump
Flow rate at maximum rpm litres/h 44500 56500 56500
Temperature regulation with thermostatic valve
initial opening C 65
maximum opening C 80
Sea-water line forced circulation
Water pump self-priming with neoprene impeller
Max. pump capacity litres/h 61000 78000 78000
Exhaust gas expulsion

Optional stack
Standard Mixed with sea-water
Electrical system
Nominal voltage Vcc 24
Self-regulated alternator:
Voltage Vcc 29
Maximum current intensity A 90
Electrical started motor:
Nominal voltege V 24
Absorbed electrical power W 8.5
Recommended battery capacity Ah
Current discharge at -18 C (SAE J 537) A

M75 M11 M12
Drive train coupling

Flywheel diameter mm (Inches) 355 (14)
Flywheel case Type SAE 1
Weights
Without liquids and without marine gear kg 1980
Dimensions
Figure 1
1182 (46,5)
2120 (83,4) 1220 (48) 05_004_V
Measurements in millimeters (inches)


JULY 2006 ELECTRICAL EQUIPMENT V08 ENT M75-M11-M12 3.63
SECTION 3
ELECTRICAL EQUIPMENT
Page
OVERALL 65
SYNOPTIC 66
WIRE HARNESS 67
LOCATION OF ELECTRICAL
COMPONENTS IN THE ENGINE 68
POWER SUPPLY LINE 72
ALTERNATOR 73
ELECTRICAL STARTER MOTOR 74
RELAY BOX 75
RPM control 75
Relay box connectors 76
Diagnosis connector J1 76
CONNECTIONS OF THE
CENTRAL ELECTRONIC UNIT (ECU) ADEM III 77
Modality for inserting and disconnecting ECU

connectors 77
Identification of terminal function 78
UNIPOTENTIAL CONNECTIONS
TO THE ENGINE GROUND 82
LUBRICATION OIL DRAINAGE MODULE 83
PRE-LUBRICATION MODULE 83
ELECTRIC DIAGRAMS 84
Wiring diagram key 84
Electrical equipment component code 85
EDC connector J1 87
EDC connector J2 88
Main analog instrument panel 89
Supplementary services battery recharge 90

3.64 V08 ENT M75-M11-M12 ELECTRICAL EQUIPMENT JULY 2006

OVERALL
Figure 1
1 2
18
3
17
16
15
14
13
4
12
5
11
6
10
7
9 8 05_013_V
1. Indicator and control panel - 2. Electronic Central Unit - 3. Power line for electric starter motor and alternator - 4. Sedimenting
prefilter - 5. Sensor to detect the presence of water in the fuel - 6. Control unit of the lubrication oil transfer electrical pump -
7. JG Connector - 8. JG1 Connector for control unit of the lubrication oil electrical pump - 9. JC Connector - 10. JF1 and JF2
connectors - 11. Relay box - 12. Wiring harness to be manufactured by the yard - 13. M Connector - 14. J4 Connector for the
electrical pre-lubrication pump - 15. J3 Connector for the electrical lubricating oil pump - 16. JA Connection - 17. JB Connection -
18. Instrument panel wire harness.
The electric equipment of the system carries out the main The wiring harness for power supply has to be manufactured
connections by means of the wiring provided with the engine, by the yard following the indications contained in the V08
to which are connected the power supply, the electronic com- ENT M75-M11-M12 Installation Directive document.
ponents assembled on the engine, the electronic central unit
of the injection system, relay box and the instrument panel. CAUTION
The overall implementation is suitable for the requirements
Never use the wiring of the engine equipment to power
of an adequate installation and complying with electromag-
any other electrical appliance of the boat.
netic compatibility limits legislation on electric installations
(EMC). The wiring cannot be modified in any way and any
possibility of bypassing the wiring lines to use different com- Information related to analogue and digital control panel and
ponents is completely excluded. relative sensors is included in the V08 ENT M75-M11-M12
Installation Directive document.
SYNOPTIC
Figure 2
GEAR BOX
INDICATIONS AND
ALARMS SENSORS
INDICATIONS AND
ALARMS SENSORS
THROTTLE POSITION
SENSOR
EDC COMPONENTS
ELECTRO-INJECTORS
J2
EDC
ELECTRONIC ALTERNATOR
CENTRAL
UNIT
J1
ELECTRIC STARTER
MOTOR
V08 ENT M
JB
JA
JF2 JF1
RELAY
BATTERY
BOX
JG JG1 05_006_V
1 2 3 4 5 6
1. Connector for instrument panel connection wire harness - 2. Engine wire harness - 3. Connector for control unit of the
lubrication oil transfer electrical pump - 4. Connector for control unit of the electrical pre-lubrication oil -
5. Interface wire harness - 6. Power line.
The wire harnesses provided with the engine include the connectors for all optional components which may be ordered and
their connections to the JB connector for the indication and control panel.
*' *' *#
05_005_V
*!
JULY 2006
Figure 3
*"
0/0 --
WIRE HARNESS
'. *
*& *& "!44 n"!44
6)
4 ''
7) *
"

+ 3) 8 6
0/
/ '(
5
4'# 3

0!

+ *

%$#* -
/ &
: 3 02

%$#*

( 0

0& 6 !

# % % % %
!0 " % % % %
A. Fuel temperature sensor - AP. Atmospheric pressure sensor - B. Crankshaft sensor for EDC - C. Camshaft sensor - E1/E8. Electro-injectors - F. Engine coolant temperature
sensor for EDC - GG. Alternator - GH. Grid heater power relay - GN. Neutral gear sensor (in installation with no sensor, do not remove the cap of the GN connector to avoid
compromising start engine function) - H. Combustion air pressure sensor for EDC - J. Low coolant level sensor (for alarm) - JB. Instrument panel connection wire harness -
JC. Emergency shut-off push-button (optional, installers responsibility) - J3. Connector for lubrication oil transfer electrical pump - J4. Connector for pre-lubrication electrical
pump - JF1, JF2. Relay box - JG. Lubrication oil transfer electrical pump control unit - JG1. Pre-lubrication electrical pump control unit - K,K1. Clogged air filter sensors (for alarm) -
M. Sensor to detect water in the fuel prefilter (for alarm) - MM. Electric starter motor - O,O1. Exhaust gas temperature sensors (for gauge) - P. Combustion air temperature
sensor for EDC - PA. Throttle position sensor - PF. Rail pressure control solenoid valve - PO. Lubrication oil transfer electrical pump - POP. Pre-lubrication electrical pump -
V08 ENT M75-M11-M12
PR. Rail pressure sensor - S. Oil temperature sensor for EDC - S1. Engine oil temperature sensor (for gauge) - SI. Gear oil temperature sensor - T. Coolant temperature sensor
(for gauge) - TGC. Power relay for electric starter motor insulation (provision) - U. Clogged oil filter sensor (for alarm) - V. Engine oil pressure sensor for EDC - V1. Engine oil
pressure sensor (for gauge) - VI. Gear oil pressure sensor - WI. Low gear oil pressure sensor - X. Clogged blow-by filter sensor - Z. Clogged fuel filter sensor (for alarm).
3.67
LOCATION OF ELECTRICAL COMPONENTS IN THE ENGINE
Figure 4
JB J PF H P K AP K1
S1
JA
J3
J4 05_008_V
M
PO
GG
AP. Atmospheric pressure sensor - C. Camshaft sensor - H. Combustion air pressure sensor - J. Low coolant level sensor -
JA. Interface wire harness connector - JB. Instrument panel connection wire harness - J3. Connector for lubrication oil transfer
electrical pump - J4. Connector for pre-lubrication electrical pump - K,K1. Clogged air filter sensors - M. Sensor to detect water
in the fuel prefilter - P. Combustion air temperature sensor - PF. Rail pressure control solenoid valve - PO. Lubrication oil transfer
electrical pump - S1. Engine oil temperature sensor (for gauge).
Figure 5
S V1 F T Z A PR EDC J2 EDC J1
V
U
PA
MM 05_002_V
A. Fuel temperature sensor - B. Crankshaft sensor - EDC J1, EDC J2. Electric connections of the engine electronic control unit -
F. Engine coolant temperature sensor (for EDC) - MM. Electric starter motor - O. Exhaust gas temperature sensors -
PA. Throttle position sensor - PR. Rail pressure sensor - S. Oil temperature sensor (for EDC) - T. Coolant temperature sensor
(for gauge) - U. Clogged oil filter sensor - V. Engine oil pressure sensor (for EDC) - V1. Engine oil pressure sensor (for gauge) -
Z. Clogged fuel filter sensor.
Figure 6 Figure 8
V S V1 Z
05_023_V
U
05_045_V
A. Fuel temperature sensor -
S. Oil temperature sensor (for EDC) - U. Clogged oil filter Z. Clogged fuel filter sensor.
sensor - V. Engine oil pressure sensor (for EDC) -
V1. Engine oil pressure sensor (for gauge).
Figure 9
H P
Figure 7
T F
05_049_V
PF 05_047_V
F. Engine coolant temperature sensor (for EDC) - H. Combustion air pressure sensor - P. Combustion air
T. Coolant temperature sensor (for gauge). temperature sensor - PF. Rail pressure control solenoid valve.
Figure 10 Figure 12
PR AP
06_130_V
06_018_V AP. Atmospheric pressure sensor.
PR. Rail pressure sensor.
Figure 11
06_077_V PA
PA. Throttle position sensor.

POWER SUPPLY LINE
The power network must be carried out in order to avoid

CAUTION
using both the structure of engine and the structure of the
hull (if this is metallic). For this purpose the electrical starter If magneto-thermal protecting breakers are installed on
motor and the alternator required for this equipment are the wiring lines of the engine control system, they must
characterized by the presence of the terminals for electrical not be used to stop the engine and in any case they must
connections both with the positive and with the negative be activated only a few seconds after shut-off.
pole of the battery.
Figure 13
C 4
B Equipment power supply
" 3 , )'
n"
05_113_C A D 1 3
1. Alternator - 2. Electrical starter motor - 3. Battery -

4. Engine wire harness.
The power supply line, to be built by the yard, comprises:

o A. Connection between the negative pole of the battery
and the terminal B of the electric starter motor
realized with a conductor having a cross section of at
least 95 mm2;
o B. Connection between the positive pole of the battery
and the terminal 30 of the electrical starter motor
realized with a conductor having a cross section of at
least 50 mm2;
o C. Connection between the 30 terminal of the alterna-
tor to the positive +B terminal of the electric starter
motor, to close the power supply and recharge circuit
of the battery realized with a conductor having a cross
section of at least 50 mm2.
o D. Connection between the B terminal of the alter-
nator to the positive B terminal of the electric starter
motor, to close the power supply and recharge circuit
of the battery realized with a conductor having a cross
section of at least 50 mm2.
The connection of the electric equipment of the engine to
the battery has to be carried out via the two eyed terminals,
+B and B, present on the wiring harness.
ALTERNATOR
Figure 14
+B
05_053_V
S IG L
Model Mitsubishi 28V - 90 A Specification

+B. (24 V) Power supply output terminal;
Nominal voltage 28 V
-B. (0 V) Power supply output terminal;
Nominal current min-max 90 A
S. (Sense) Reference voltage of battery charge status
(connected to +B terminal or to be con- Rpm for max power ~ 5000 rpm
nected to the positive pole of the battery in Poles isolated
case of remote installation of the battery);
IG. (Ignition) Regulator enabling signal (connected to volt- Rotation clockwise, viewed from pulley
age +, driven by key switch); Belt poly V
L. (Lamp) Power supply voltage of recharge/alarm indi- Weight 6.9 kg
cator light located on the panel.
Figure 15
- Terminal connection +B M8 x 1.25
105 tightening couple 12.5 Nm 20%
Ambient temp. 23 C
- Terminal connection B M6 x 1
90 tightening couple 6.0 Nm 20%
75
Output current (A)
Ambient temp. 80 C
60
45
30
15
0
0 1 2 3 4 5 6 7 8
05_053_V Alternator speed (rpm x 1000)
CHARACTERISTIC CURVES
ELECTRICAL STARTER MOTOR
Figure 16
+50 Starter control
+50 Starter control
+B
+B
05_053_V B
Nippondenso Model
Specification Figure 17
Nominal power 8,5 kW
rpm
Nm
kW
Nominal voltage 24V

V
Poles isolated V Nm
6000 240 12 24
Engagement circuit positive command 5000 200 10 20
Rotation clockwise viewed 4000 160 8 16 kW
from pinion end
3000 120 6 12
Weight - 2000 80 4 8
Operating voltage 26V MAX (20 C) 1000 40 2 4 rpm
0 0 0 0
Water resistance spray test based
on JIS D0203 SI 0 400 800 1200 1600 2000
05_059_V Current (A)
- Terminal connection 50
tightening couple 23 Nm CHARACTERISTIC CURVES
- Terminal connection +B
tightening couple 2030 Nm
- Terminal connection B
tightening couple 2030 Nm
Condition (20 C) Voltage (V) Current (A) Speed (rpm) Torque (Nm)
No load 23,5 120 2000 -
Load 21 600 900 60
Stall 8 2200 0 244
RELAY BOX
Figure 18 Relays contained in the relay box

K1. key switch electric discharge;
9 8 7 K2. IGNITION switch electric discharge;
K3. power supply to terminal 50 of the electric starter
motor;
K4. start request signal, from key switch to EDC electronic
#(%#+
%.').% unit;
2//- 20-
K5. TGC control ready;
KR. EDC blink code emission LED control.
"2)$'% )'.)4)/. 34!24 20-
RPM control
05_007_V 2 3 4 5 6 To allow easily to control engine RPM from the engine
room, a simultaneous acceleration/deceleration function
(RPM+/RPM-), active only when the switch (1) is in the
1. Control selector from bridge or engine room - ENGINE ROOM position, and the switch (2) is in IGNI-
2. Power supply switch of the engine electric circuits - TION position.
3. Start button from engine room - 4. Reset button of the
maintenance alarm 5. Button for managing acceleration Acceleration (RPM +)
and deceleration - 6. Connector for diagnostic instrument - If, the engine is running, and RPM+ / RPM- push-button (4)
7. Blink code emission LED (EDC) - 8. Signalling LED of is held down in the RPM+ position, then engine rpm are
maintenance interval expiration - 9. Signalling LED for fault progressively increased. The increase ends when the push-
engine operating parameters (WARNING). button is released, allowing the engine to run at the desired
rpm.
This is the main point of interconnection and carries out
many interfacing functions with the various components of Deceleration (RPM )
the system.
The electrical commands positioned on the panel allow to If the engine is running, and RPM+ / RPM- push-button is
control engine start and stop directly from the engine room, held down in the RPM- position, a progressive reduction in
while excluding any possibility that anyone may involuntarily rpm is obtained.The reduction ends when the push-button is
start the engine from the bridge, during servicing opera- released, allowing the engine to run at the desired rpm.
tions. The set out engine speed will be kept until the next engine
Engine rpm can be controlled directly from the engine room shut-off.
by the push-button (3).
Among the controls present on the panel there are also the The engine shut-off resets every previous configuration.
pushbutton and the blink code light indicator (7), these can
be used (also during navigation), for indications leading to NOTE
the identification of failures or improper engine operating The effect of the RPM + e RPM controls varies according
conditions (see Section 4). to the duration of the operation:
Inside the box, anchored to a printed circuit board, are the it is achieved a very slow variation during the first 3 seconds;
power management relays of some components and the ele- continuing the operation, the regulation becomes much
ments that protect the electrical lines against short circuits or
excessive current absorption. more effective and enables to complete the full range of the
These components perform a similar function to that of engine speed in a overall time of about 20 seconds.
fuses, almost completely avoiding the need to restore the
electrical continuity of circuits that have been subjected to CAUTION
an anomaly condition. These components can limit and elimi-
nate short circuit currents without melting - restoring their Never operate the BRIDGE - ENGINE ROOM switch
own and the circuits electrical continuity, once the cause of when the engine is running.
the anomaly is removed.
On the relay box is located the multipolar connector (6),
protected by a screw-on lid, for connection with the compu-
terized diagnostic tools prescribed by IVECO MOTORS-FPT
(see Section 4).
This is to be installed and anchored in such a way as to
dampen vibrations and stresses when underway, and must
be accessible during both servicing operations and when
underway.
Relay box connectors Diagnosis connector J1

Figure 19 Figure 22
A
M B
L N C
P
JF1 JF 04_215_N
U
K V D
R
T
Figure 20 J S E
H F
0). 0).
G
04_084_C
0). 0).
04_218_N
0). 0).
JF CONNECTOR
(view of the wire harness terminal, coupling side)
Figure 21
04_219_N
JF1 CONNECTOR
(view of the wire harness terminal, coupling side)
CONNECTIONS OF THE CENTRAL

ELECTRONIC UNIT (ECU) ADEM III
Figure 23 Modality for inserting and disconnecting ECU
connectors
Figure 24
05_048_V
J1 J2 Both connectors are fastened to the ECU by means of 4

A
mm socket head screws. For the disconnection: loose the
05_010_V
screw until the connector is completely free. For the inser-
tion: fit the connector into the seat, fit the screw and tighten
J1. Vessel side wiring connector - J2. Engine component wiring it firmly.
connector - A. Ground connection of the ECU.
The connection of the central electronic unit, ECU, to the

EDC system, takes place by means of two 70-way connec-
tors.
The presence of the two connectors provides for a subdivi-
sion of the wire harnesses to distribute the large quantity of
conductors and at the same time favour a quicker identifica-
tion of the lines during the service check operations carried
out by technical assistance personnel.
The connectors are polarized and equipped with fixing
screws to facilitate the insertion and disconnection opera-
tions and guarantee the link.
Identification of terminal function

EDC J1 Connettore
Figure 25

05_061_V
PIN PIN
ECU FUNCTION ECU FUNCTION
1 Not used 18 Not used
2 Not used 19 Prearrangement for the TGC control
4 Power supply (+8V for throttle position sensor) 21
Signalling LED of maintenance interval expiration
control
5 Negative supply for throttle position sensor
22 Not used
6 Not used
23 Signal input to zero the maintenance alarm
7 Not used
(on the relay box panel)
8 L diagnosis line
24 Not used
9 K diagnosis line
25 Not used
10 Supply for starter motor relay
26 Not used
11 Not used
27 Not used
12 Pre-heating relay
28
Signalling LED for fault engine operating parameters
13 Not used (WARNING) control
14 Not used 29
Blink code emission LED control (EDC)
15 Not used 30 High coolant temperature indicator control
16 Not used 31 Low oil pressure indicator control
PIN PIN
33 Not used 70 Positive connected to + 15
(key switch in ON position)
34 L CAN line
35 Not used
36 Not used
37 Not used
38 Engine speed output signal
39 Not used
40 Not used
41 Prearranged for the TROLLING MODE function
42 Not used
43 Not used
44 Enabling signal for the controls located on the relay
box
45 Not used
46 Neutral gear sensor
47 Not used
48 Positive supply (+B)
49 Not used
50 H CAN line
51 Not used
54 Not used
55 Not used
56 Not used
57 Not used
58 Not used
59 Prearranged for the SLOW VESSEL MODE function
60 Not used
61 Negative supply (-B)
62 Start request signal
64 Emergency engine stop request signal
66 (PWM) Signal from throttle position sensor
67 Not used
68 Engine rpm control signal from a control located on
relay box
69 Not used
Identification of terminal function

EDC J2 Connettore
Figure 26

05_062_V
PIN PIN
1 Positive supply combustion air pressure/temperature 19 Not used
senso
20 Cylinder 2 electro-injector
2 Positive supply rail pressure sensor
3 Ground supply rail pressure sensor
22 Not used
4 Not used
23 Not used
5 Not used
24 Signal from rail pressure sensor
6 Not used
25 Signal from engine oil pressure
7 Not used
26 Not used
8 Not used
27 Not used
9 Not used
10 Not used
11 Not used
30 Not used
12 Not used
31 Not used
13 Not used
32 Signal from engine oil temperature sensor
14 Atmospheric pressure sensor signal
33 Signal from coolant temperature sensor
15 Not used
34 Signal from fuel temperature sensor
16 Not used
35 Signal from combustion air temperature sensor
17 Not used
18 Atmospheric pressure sensor feeding ground
PIN
ECU FUNCTION
36 Joint terminal for electronic injectors cylinders 1 and 2
37 Joint terminal for electronic injectorscylinders 3 and 4
40 Signal from combustion air pressure sensor
41 Positive feed for engine oil pressure sensor and
combustion air pressure
42 Reference ground for engine sensors
43 Not used
48 Drive shaft sensor
49 Drive shaft sensor
50 Not used
51 Not used
52 Not used
53 Not used
54 Not used
55 Not used
56 Not used
57 Not used
58 Camshaft sensor
59 Camshaft sensor
60 Not used
61 Drive pressure control solenoid valve on the high
pressure pump
62 Drive pressure control solenoid valve on the high
pressure pump
63 Not used
64 Not used
65 Not used
66 Not used
67 Not used
68 Not used
69 Not used
70 Not used
UNIPOTENTIAL CONNECTIONS TO THE ENGINE GROUND
In order to prevent electrochemical corrosion phenomena, some elements making up the cooling circuit have been electronically
connected to the ground by means of copper plaits ending with an eyelet terminal.
Figure 27
1
2
06_128_V
Figure 28 Unipotential connections are located on cooling circuit

M
AX
delivery pipes.
4 Sea water pump side:
MIN
o on the sea water inlet coupling to the coolant/sea water

heat exchanger (1);
o on sea water delivery connecting coupling towards
the combustion air/sea water heat exchanger (2) and
(3).
Engine coolant pump side:
o on the coolant pump outlet pipe towards the lubrica-
tion oil heat exchanger (4).
CAUTION
In order to get best efficacy in connections, screw threads
and surfaces in contact with electric terminals must be
clean and oxidation-free. As a consequence, carefully
inspect and remove any dirt residue before each assembly.
06_129_V
LUBRICATION OIL DRAINAGE MODULE PRE-LUBRICATION MODULE
Figure 29 Figure 30
%6
#(!2'% #(!2'% /&&
$)3#(!2'% $)3#(!2'% %6
/.
1 04_036_C 1 2 04_037_C
1. Oil discharge control. 1. Not used - 2. Not used.
Lubricating oil exhaust operations are simplified by the The module (on request) is connected to the JG1 connector
presence of an electrical control system connected to the JG of the interface wiring harness.
connector of the interface wiring harness. Manual control for The task of pre-lubricating the engines internal components
exhaust operations is positioned on the front panel unit. For is managed and controlled by the electronic circuit of the
safety reasons, control is enabled only with the key switch in module when the key switch is placed in ON position.
the OFF position.
ELECTRIC DIAGRAMS
Wiring diagram key

General condition for the preparation and interpretation of wiring diagrams
o Key switch open
o Engine not running
o Liquids at efficient levels and pressures
Figure 31
Connection
Component JC: connector Component
terminal 8: terminal code
1
JF2
2 SW1 ENGINE
F1 BRIDGE ROOM
5
7 POP
b a K5 11 JA
8 MS
M B
SBPO
17 15 1
SATA
EDC
JF1
SP
SS
13 7 A
TGC
14 22 JA 2
SW2 J4 C B J4 A
JF2 2 JB IGNITION
JC 37 12 18 35 31 JC
2 JC DK5 JB 37 12 18 35 31 JB
30 CA 1 12 6 7 8 9 10 2 3 11 4 JG1
JA 13 7
K1 K2 JF1 15
J1 U T V D C B A
50 15
7 JC 8 JC
15
7 JB 8 JB
DK1 DK2 9
21 JA 20 JA
3
10 JF1 5 JF1 R2 JF2
JF1 31 32 33 34 35 120?
K4 L3
JF1 4 3 2 1 L2 L1
F2 PA
DK4 SW3
K3 START
1 4 2
JF1 25 26 27 28 29 30
KR JA 11 JF1 20
R
DK3 JA 9 JF1 18
4 10 16 JF2 JA 3
JA 10 JF1 19 R
1
4 JA
JB DR
6
1 2
SLOW VESSEL MODE
+ BAT JF1 13 14 JF1 17 GH GH

TROLLING MODE
CG
JC
+ SW4 JA 23 24 26 25 JA 13 14 JA 18
MM
50
50
35
1 2
GN GN
AC JF1 21 6 9 JF1 8 11 16 JF1 JA 17 JB JB
30 50 13
10 44
JB JB 6 4 JB
JB
JA 8 12 6 JA 5 27 16 JA JB JB
- 9 11 43
M
- BAT J1 70 10 62 44 19 23 48 52 53 64 34 50 9 8 21 28 29 41 59 30 31 38 4 66 5 68 12 46 61 63 65
95
PH
JF2
50
6
6
85150
35
12
18
JA 1
JA 2
Minimum cable cross Component code or Terminal

section in mm2 connector code connection Sk EDC J1 V08pi
Electrical equipment component code
A fuel temperature sensor for EDC PR rail pressure sensor

AC battery QP main analog instrument panel
AP atmospheric pressure sensor QS secondary analog instrument panel
AQ engine shut-off push-button on main panel S oil temperature sensor for EDC
AS engine shut-off push-button on secondary panel SA buzzer
B crankshaft sensor for EDC SI gear oil temperature sensor
C camshaft sensor S1 engine oil temperature sensor (for gauge)
CA key switch SW1 engine control selector from bridge or engine
room (on relay box panel)
CS engine start push-button on secondary panel
SW2 power supply switch of the engine electric circuits
E1/E8 electro-injectors (on relay box panel)
F engine coolant temperature sensor for EDC SW3 start button from engine room
(on relay box panel)
GG alternator
SW4 reset button of the maintenance alarm
GH grid heater power relay (on relay box panel)
GN neutral gear sensor SW5 manual throttle control in engine room
H combustion air pressure sensor for EDC (on relay box panel)
T coolant temperature sensor (for gauge)
J low coolant level sensor (for alarm)
TGC power relay for electric starter motor insulation
JC emergency shut-off push-button (optional, install- (provision)
ers responsibility)
U clogged oil filter sensor (for alarm)
JF1, JF2 relay box
V engine oil pressure sensor for EDC
JG lubrication oil transfer electrical pump control unit
VI gear oil pressure sensor
JG1 pre-lubrication electrical pump control unit
V1 engine oil pressure sensor (for gauge)
K,K1 clogged air filter sensors (for alarm)
WI low gear oil pressure sensor
L instrument panel light switch
X clogged blow-by filter sensor (for alarm)
L1 EDC blink code emission green LED
(on relay box panel) Z clogged fuel filter sensor (for alarm)
L2 signalling red LED for fault engine operating 85150 ECU of the EDC system
parameters (WARNING) (on relay box panel)
L3 signalling yellow LED of maintenance interval
expiration (on relay box panel)
M sensor for detecting the presence of water in the
fuel prefilter (for alarm)
MM electric starter motor
MS IVECO MOTORS-FPT indications and alarms
module
O,O1 exhaust gas temperature sensors (for gauge)
P combustion air temperature sensor for EDC
P1 sound alarm inhibition push-button
PA throttle position sensor
PF rail pressure control solenoid valve
PH grid heater
PO lubrication oil transfer electrical pump
POP pre-lubrication electrical pump
(continues on next page)
Connectors Gauges
J1 on the relay box panel for external diagnostic CG revolution-counter
tool
MI gear box oil pressure
J1 70-pole EDC - boat components connections
MO engine oil pressure
J2 70-pole EDC - engine components connections
TA engine temperature
J3 lubrication oil transfer electrical pump
TI gear box oil temperature
J4 pre-lubrication electrical pump
TS exhaust gas temperature
JA connection between engine wiring and interface
wire harness V voltmeter
JB ON ENGINE WIRE HARNESS
ready for connection to the main analog Relays contained in the relay box
instrument panel K1 key switch electric discharge
JC ON MAIN ANALOG INSTRUMENT PANEL
K2 IGNITION switch electric discharge
ready for connection to the engine wire harness
K3 power supply to terminal 50 of the electric
JD IVECO MOTORS-FPT indications and alarms starter motor
module
K4 start request signal, from key switch to EDC
JE ON MAIN ANALOG INSTRUMENT PANEL electronic unit
ready for connection to the secondar y K5 TGC control ready
analog instrument panel
KR EDC blink code emission LED control
JF1,JF2 relay box
JH ON SECONDARY ANALOG INSTRUMENT PANEL
Fuses contained in the relay box
ready for connection to the main analog
instrument panel F1- F2 self restoring (not replaceable)
Indicator lights
EDC EDC malfunction
SAC presence of water in fuel prefilter
SATA coolant high temperature
SBLA low coolant level
SBPO low oil pressure
SCP pre-post heating
SIFA clogged air filter
SIFB clogged oil vapour filter
SIFC clogged fuel filter
SIFO clogged oil filter
SIM expired programmed maintenance interval
SP pre-lubrication
SS alternator fault
SSV engine overspeed
1
JF2
2 SW1 ENGINE
JULY 2006
F1 BRIDGE 5
7 ROOM
11 JA POP PO
b a K5 MS
8
17 15 1
Sk EDC J1 V08pi
SS
SP
A
M B A
M B
7 JF1
EDC
SBPO
SATA
13 TGC
14 22 JA 2
SW2 J4 C B J4 A B J3 A
JF2 2 JB IGNITION
JC 37 12 18 35 31 JC
2 JC DK5
EDC connector J1

JB 37 12 18 35 31 JB
30 CA 1 12 6 7 8 9 10 2 3 11 4 JG1 4 1 12 7 8 9 10 2 3 11 JG
JA 13 7
K1 K2 JF1 15
J1 U T V D C B A
50 15
7 JC 8 JC
15
7 JB 8 JB
DK1 DK2 9
21 JA 20 JA D1
3
10 JF1 5 JF1 R2 JF2
JF1 31 32 33 34 35 120? JA 28
K4 L3 100?
JB
JF1 4 3 2 1 L2 L1
5
F2 PA
12 24 36 JF1
SW3 M
DK4
1
K3 START
1 4 2 19 JA
JF1 25 26 27 28 29 30
KR JA 11 JF1 20
RPM +
DK3 JA 9 JF1 18
4 10 16 JF2 JA 3 SW5
JA 10 JF1 19 RPM -
1
4 JA
JB DR
6
1 2
+ BAT JF1 13 14 JF1 17 CG GH GH
JC
+ JA 23 24 26 25 JA 13 14 JA 18
50
SW4
50
35
MM 1 2
GN GN
AC JF1 21 6 9 JF1 8 11 16 JF1 JA 17 JB JB
TROLLING MODE
SLOW VESSEL MODE
30 50 13
10 44
6 4 JB
JB JB JB
JA 8 12 6 JA 5 27 16 JA JB JB
- 9 11 43
M
- BAT J1 70 10 62 44 19 23 48 52 53 64 34 50 9 8 21 28 29 41 59 30 31 38 4 66 5 68 12 46 61 63 65
3 2 1 GG
95
PH S IG L
JF2 GG
6
50
6
85150
35
12
18
V08 ENT M75-M11-M12
JA 1
JA 2
3.87
3.88
1
2 SW1 ENGINE
EDC connector J2
F1 BRIDGE ROOM
7
b a JF1 31 32 33 34 35
8
13 7 JF1
14 22 JA
V08 ENT M75-M11-M12
SW2
JF2 2 JB IGNITION
2 JC F2
30 CA
K1 K2
50 15
7 JC 8 JC
7 JB 8 JB JF1 25 26 27 28 29 30
JA DK1 DK2
20
5 JF1
JF2 JA 3
6
12
JF1 21 JF1 8
18
6
JA 8 JA 5
BAT 1
+
J1 61 63 65 70 44 48 52 53 85150
AC 62 61 1 18 14 3 24 2 41 40 42 25 35 33 34 32 48 49 58 59 36 44 20 37 45 21 38 46 28 39 47 29
J2
BAT

6
1 2 2 2 2 2 2 2 2
A B C 1 2 3 A B C A B C 1 1 1 1 2 1 2 1
2 U U U U 1 1 1 1 1 1 1 1
P P P P 2 2 2 2
PF AP PR H V P F A S B C E1 E2 E3 E4 E5 E6 E7 E8
Sk EDC J2 V08
JULY 2006
CG MS
JULY 2006
QP 20 30 TA MO V
30 CA
X100
Sk Quadro princ V08pi

10 40
F2
SS
SIFA
EDC
SAC
SCP
SBLA
SIFB
SIFO
SIFC
SP
SSV
SBPO
SATA
C C
15 50
0 0 0 0 1 50
4 JE
4 JH L
31 32 33 34 35 JF1 4 3 2 1
JD 9 1 7 8 10 19 15 13 2 3 17 18 4 5 16 12 11 14 6 20 JD
AS
10 JH
Main analog instrument panel
10 JE
JF1 25 26 27 28 29 30
SA
P1
AQ
JF2
spia MAINT.
spia WARNING.
TROLLING MODE
SLOW VES. MODE
CAN_BUS (L)
CAN_BUS (H)
14 + +
13
JC 1 2 8 16 7 36 40 15 43 44 6 4 13 10 11 JC 9 33 5 34 JC 32 14 27 46 26 25 21 47 22 39 23 45 42 41 19 18 30 38 12 35 31 3 17 20 24 28 29 37 JC
8
7 JA 3
JB 1 2 8 16 7 36 40 15 43 44 6 4 13 10 11 JB 9 33 5 34 JB 32 14 27 46 26 25 21 47 22 39 23 45 42 41 19 18 30 38 12 35 31 3 17 20 24 28 29 37 JB
2
1 1 2
22 20 JA 21 29 JA 1 JA C J4
ENGINE BRIDGE
ROOM
JF2
b 7 5 JF1 10 22 JF1 15 6 JG1
F1 2 1
SW1 9 JA O VI WI SI O1
3 28
K1
JF1 JA
L2 14 14
6
DK1
+ BATT
KR
+
L1 K4
AC
JA 17
- DK4 JF1 JA
L3 13 13 B+
- BATT JC M 1 2 3
GG 3 2 1
6
M 1 1 3 1 1 A
J1 61 63 65 21 28 41 59 38 50 34 30 31 64 3 1 2 S IG L
6 12 18 JF2 JA 2 GG
T V1 S1 B+ K1 K J X U Z
2 2 2 2 B
JA 85150
V08 ENT M75-M11-M12
1
3.89
3.90
4
4 JA 19 JA Key:
Sk Accum_Servizi V
+ BAT
RL
+
- AC1: Main Battery
30 87
- AC2: Battery for auxiliary services
50
50
MM 86 85
AC1 - IE1: Engine 1 electrical system
10
10
30 50 + - IE2: Engine 2 electrical system
- RL: Relay 50A max.
B+
Single engine
V08 ENT M75-M11-M12
M GG AC2 *: Electrical power supply for services

installation 1 *
95

BAT
4
10
Supplementary services battery recharge
IE1 IE2
4
Two-engines
installation
BAT + + BAT
+
50
50
JA 19 MM MM 19 JA
50
AC1
50 30 30 50
10
B+ B+
+ GG2 M M GG1
1 1
95
95
AC2
50
50
*

BAT BAT
10
4
4
JULY 2006
JULY 2006 DIAGNOSTICS V08 ENT M75-M11-M12 4.91
SECTION 4
DIAGNOSTICS
Page
FOREWORD 93
ECU EDC WARNINGS 94
CHECK Warning 94
WARNING signaling 95
SHUTDOWN (during the defining phase) 95
Signaling that scheduled maintenance is due 95
Blink code table (temporary list) 96
DIAGNOSTIC ANALYSIS BY
USING THE IVECO SERVICE TOOL 97
Connecting procedures 97
Diagnostic procedure 98
Diagnosis Environment 99
ENGINE PARAMETER READING 102
READING PARAMETER FOR SAVE CODE 103
EVENTS TABLE 104
FAULT TABLE 105
MAIN DIAGNOSTIC INTERVENTIONS 107
Verification of components resistive value 107
Verification of line insulation 107
REFERENCE VALUES 108
For non hardwired sensors 108
Oil pressure sensor 108
Atmospheric pressure sensor. 108
For wired sensors powered by the ECU 109
Rail pressure sensor 109
Combustion air pressure sensor 109
GUIDE TO DIAGNOSIS 110

4.92 V08 ENT M75-M11-M12 DIAGNOSTICS JULY 2006

FOREWORD
A good diagnosis can be formulated thanks to the skills

acquired during years of experience and by attending train-
ing courses.
When the user complains about poor performance or
operational anomalies, his suggestions must be kept into
consideration and useful information must be taken to direct
our intervention.
Once the anomaly has been identified, it is advisable to pro-
ceed with the fault search procedure by decoding the self-
diagnostic data contained in the ECU of the EDC system.
On going tests on components efficiency related to it and
verification of the operation of the entire system periodically
followed up during operation, provide a useful diagnostic
orientation, through the decoding of error/anomaly codes.
Through the use of computerized instruments, IVECO
MOTORS-FPT, IVECO SERVICE TOOL it is also possible to
establish a bidirectional communication line with the central
unit with which we can not only decode error codes, but we
can also direct the memory examination in order to obtain
the additional information to trace back the origin of the
anomaly.
Each time there is a complaint on an anomaly, and its pres-
ence is confirmed, we need to proceed by querying the
electronic unit through one of the indicated ways and pro-
ceed with the diagnostic analysis with tests and measures in
order to picture the operational conditions and identify the
anomaly real causes.
In these cases, we recommend technicians and maintenance
operators to verify the values of technical data prescribed in
the document entitled Installation Directive V08 ENT M75
- M11 - M12.
If the electronic unit does not provide indications, experi-
ence will take the lead by adopting the traditional diagnostic
methodologies.
If maintenance operators do not have sufficient experience
on this new system, in the following pages we describe a
TROUBLESHOOTING GUIDE.
The guide is organized by symptoms, and it describes pos-

sible anomalies that are not recognized by the electronic unit
and which often affect mechanical or hydraulic components.
As far as maintenance instructions are concerned, please

refer to Section 5.
ECU EDC WARNINGS
CHECK Warning of the anomaly is obtained by reading the blink code of

products from the CHECK warning light.
Figure 1 (Instructions on how to decode codes are provided in the
next Chapter).
Codes issuing occurs automatically and following the
identification of anomalies; the list of detected anomalies is
9 8 7 called list.
Each individual code is organized in numerical blocks of 3

figures; each warning light will stay on for 0.6 seconds.
#(%#+
%.').%
2//- 20- Pauses (times during which warning lights are off) have dif-
ferent durations, depending on the type of provided infor-
mation:
"2)$'% )'.)4)/. 34!24 20-
pause between blinking
of the same figure 0.36 seconds
05_007_V
4 pause between different figures
of the same code 1.5 seconds
4. Zero setting button maintenance alarm - 7. LED warning
pause between different codes
about blink code - 8. LED warning that maintenance is due -
of the same list 3 seconds
9. LED warning that engine operational parameters are wrong
(WARNING). pause between subsequent lists 6 seconds
Broadcasting is on-going, the list of codes is repeated

Through complex self-diagnostic routines, the ECU continuously according to the same order; a 6 seconds pause
continuously monitors own operating conditions, components separates the list repetition.
connected to it and the engine.
Identification of anomalies generates the following: NOTE
Only the codes of present anomalies are boadcasted; a
- anomaly data are saved into the ECU. temporary anomaly generates the broadcasting of the
relevant code for the entire period it stays active. As soon as
- EDC blinking warning light on control panels. normal operating conditions are restored, the broadcasting
- green CHECK (7) warning light blinks on the relay box. of the code is stopped and the relevant anomaly data are
saved in the failure memory of the ECU.
The blinking of the EDC warning light only aims at informing
about the presence of an anomaly; the actual identification Saved information is decoded and it can be deleted by
means of the IVECO SERVICE TOOL.
Example of the anomaly code broadcasting:

Figure 2

/&&
S S S S S S S S S S S
BROADCASTED CODE 142

/&& 05_090_V
S S S S S S S S S S S
BROADCASTED CODES 142 AND 511

WARNING signaling Signaling that scheduled maintenance is due

The ECU performs control activities on the operational When the MAINTENANCE warning light (8 Figure 1)
conditions of the engine by using the detected functional comes on, triggered by the ECU, it indicates the need to
parameter analysis; it assesses the behavior of each carry out the routine oil replacement.
individual signal triggered by sensors and, according to Once the maintenance intervention has been completed, the
the predetermined thresholds, it classifies the situation by operator will be required to push the button (4 Figure 1) to
activating a red warning light (9 Figure 1). zero the counter and start a new operational cycle.
Blinking warning light warning level: The signaling is present only on the relay box and it does not
Activation cycle of 0.6 seconds and pause of 0.24 seconds. involve other signaling on control panels.
It indicates the moderate exceeding of a normality threshold;
the boat user does not detect any difference in the engine
behavior.
Warning light on level of derating
It indicates that the normality threshold has been consider-
ably exceeded; max engine performances are much reduced
to protect its integrity; the boat user can detect a reduction
in engine performances.
NOTES
Only present anomalies trigger the mentioned behavior; a
temporary anomaly triggers the activation of a warning light
according to the modalities presented for the entire period
of its persistence. As soon as normal operating conditions
are restored, the lighted signal stops, while data concerning
the anomaly are saved on the ECU fault memory.
The warning is present only on the relay box and it does not
involve other warnings on control panels.
Saved information can be decoded and erased through the

IVECO SERVICE TOOL.
SHUTDOWN (during the defining phase)

The exceeding of most critical thresholds can trigger the
forced shutdown of the engine.
At the next start up attempt, if normal operating conditions
will be detected, no lighted warning will be enabled, while
anomaly data are saved in the ECU fault memory.
List of parameters that can determine warning conditions,

derating or shutdown:
High temperature of engine coolant
High temperature of combustion air
Low engine oil pressure
Engine runaway speed rate
High fuel temperature
Low engine oil temperature
High engine oil temperature
Low pressure on the rail
High pressure on the rail
Loss of high pressure on the fuel circuit
High pressure of combustion air
Low pressure of combustion air
Feeding voltage
Blink code table (temporary list)
Component Anomaly Code

Cylinder 1 electro-injector open circuit/short circuit 111
Air intake temperature sensor open circuit/short circuit to +B or to ground 133
Air intake pressure sensor open circuit/short circuit to +B or to ground 135
Flywheel sensor anomalous or missing signal 141
Timing system sensor anomalous or missing signal 142
Timing system sensor irregular mechanical behaviour 142
Relay for engine start open circuit/short circuit 145
Atmospheric pressure sensor open circuit/short circuit to +B or to ground 152
Throttle position sensor anomalous or missing signal 154
Engine oil temperature sensor open circuit/short circuit to +B or to ground 156
Engine oil pressure sensor open circuit/short circuit to +B or to ground 157
Rail pressure sensor open circuit/short circuit to +B or to ground 159
Pressure limiter valve open circuit/short circuit 162
Pressure limiter valve irregular mechanic behaviour 162
Fuel temperature sensor open circuit/short circuit to +B or to ground 165
Engine temperature sensor open circuit/short circuit to +B or to ground 168
Relay for pre-post heating resistor open circuit/short circuit 178
Engine high temperature indication light open circuit/short circuit 191
Engine oil low pressure indication light open circuit/short circuit 192
Throttle control from relay box anomalous or missing signal 195
Battery voltage insufficient or excessive value 511
Power supply voltage 5 V connector J2 insufficient or excessive value 516
Power supply voltage 8 V insufficient or excessive value 517
Indication light Warning open circuit/short circuit 525
Indication light Maintenance open circuit/short circuit 526
Power supply voltage 5 V connector J1 insufficient or excessive value 599
DIAGNOSTIC ANALYSIS BY USING THE IVECO SERVICE TOOL
Figure 3 The CD must be installed on a personal computer (not

included in the kit) having the following minimum charac-
1 2 teristics:
- Intel Centrino 1.1ULV processor
- 512 MB Ram
- 40 Gbyte HD
- 56kbps V90 internal modem
- LAN 100 BASE-TX/10-BASE-T card
- 88 keys keyboard
- Standard PC external interfaces
- Windows 2000 Professional operating system
The installation of the program must be carried out according

to the procedures detailed on the CD included in this Kit.
3 4 05_103_V
1. Connecting cable between part 2 and the diagnostic

connector on the relay box - 2. Compact Communication
Adapter - 3. USB cable for Personal Computer -
4. Installation compact disk.
Figure 4
1
2
5 4
05_102_V
Connecting procedures o On the opposite side of the part (3), connect the cable (4).
o Connect the 25 pole connection of the cable (1) to the o Connect the USB connection of the PC (5) to the other
diagnostic connection of the relay box (2). cable end (4).
o On the opposite end of the cable (1) connect the Com-
pact communication Adapter (3).
Diagnostic procedure Description of buttons

The graphic interface of the Vector diagnosis software has STOP
been designed to ensure easier utilization of the equipment
available to the user, as well as make the available functions
visible, andmake the diagnosis procedures understandable
and vadjustable to many different requirements. o It allows to exit the application at any time.
The graphic interface is divided into three sections:
TOOLS
o A blue section, referred to as Title Area, providing the
information for the selected product and specifying the
point where you are within the exploration route of the
diagnosis process.
o This button is selected to access the Select language
o A left-hand section, referred to as Button Area, which function.
allows you to select the functions.
o If you do not wish to use the function shown, select the
Tools button again.
o A central area, referred to as Operative Area, which
makes it possible to display the available lists and func- NAVIGATION
tions, thus allowing you to access the various opera-
tions.
o These buttons allow you to shift between different envi-

ronments.
SCROLL
o It allows you to scroll long lists which cannot be dis-

played by means of one single screen.
ON-OFF
o When ON is selected, the parameters are continuously

Main screen with function selecting options updated.
o When OFF is selected, the parameters will be frozen

upon selecting.
SAVE ON FILE
o It allows you to save the parameter registration data on

a file.
PRINT
Diagnosis Environment Stored fault code reading

ECM electronic control unit identification code Some of the stored and listed faults might be intermittent.
The diagnosis instrument consults a storage area of the elec- More precisely, some of them might, when being diagnosed,
tronic control unit, where the identification data are listed. not be present, yet previously memorized by the control unit
Then it displays, if available, the identification code, the con- itself (intermittent faults).
trol unit and software versions, the date of manufacture and This screen also allows you to clear the faults found in the
the ECU configuration data. memory after the repair work has been carried out.
In the event that communication with the control unit is
interrupted, you can print the Identification code screen
(where enabled) by selecting the PRINT button.
Consulting the Identification code card is essential in the event
that information is requested from the Service Department.
Reading the FAULT CODES (present and intermittent)
Event code reading

This screen lists anomalous faults or malfunctioning of com-
Control unit identification code reading ponents not closely related to the engine management elec-
tronic control unit, but which could in any case affect correct
NOTE
operation of the engine.
The screen is saved automatically in the ELTRAC folder.
We recommend to rename the identification file other-
wise it will be overwritten if it should be connected to the
diagnosis socket of another power pack.
Fault code reading

Faults (memorized by the control unit) are automatically
identified by the diagnosis instrument after actuating com-
munication with the electronic control unit.
This screen lists the faults or malfunctioning relative to the
components directly connected and managed by the elec-
tronic control unit.
Reading the EVENT CODES (out-of-range sensors)
NOTE
Save key use: pressing the save key the file of the screen
is saved in the ELTRAC folder and a name will be auto-
matically given to it. The name of the file includes the time
(hours,minutes and seconds) atwhich it has been saved.
The name is univocal and cannot be overwritten.
Reading the FAULT CODES (available in the control unit)

Fault parameter registration Work parameter reading

The Stored SnapShot screen provides a picture of the Work parameters include all the parameters available in the
conditions at the time when a fault or event occurred. The control unit.
diagnosis software makes it possible to store up to 50 faults It is important thatwork parameters are read when the sys-
or events. This screen also allows you to perform clearing. tem is active (engine running).
The ON/OFF button allows you to have, according to the
choice made, the parameters updated (button set to ON)
or frozen upon selection (button set to OFF).
Parameter reading and registration
Fault parameter reading - Environment conditions

By selecting a fault or event from the previous screen, the Work parameter reading
related environment conditions are provided.
NOTE
In order to freeze the parameters displays, position the
ON/OFF pushbutton on OFF. Then save by pressing the
specific pushbutton.
Displaying the related environment conditions

Diagnostic Test NOTE

The Utilities screen allows you display the Engine Test
During the injector operation inspection, the VARIATION
options available. OF THE FUEL DELIVERY is to be observed while a cyl-
The diagnosis software provides for the following tests: inder is excluded. (the value must increase). If the value
remains the same the injector will be locked.
o High pressure system efficiency test with engine started

(rail pressure step test).
Displaying the Engine Test options available
o Electric test of injector solenoid valves with engine OFF.
The initial conditions are:

- Engine on idle
- Initial pressure in kPa
Press START; three other pushbuttons will be displayed:

- STOP
- STEP UP
- STEP DOWN
Press on STEP UP making the rail operation pressure rise

up to 160.000 kPa.
Let the engine run in these conditions for 5 minutes and see
if there is any leakage from the rail and from the pipes.
o Injector efficiency test with engine started (cut-out Then press STEP DOWN in order to bring the pressure
test). back to the initial level.
Press STOP to finish the test.
ENGINE PARAMETER READING
Parameter Unit
Engine speed rpm
Desired Engine speed rpm
Throttle Position %
Boost pressure kPa
Engine Oil Pressure kPa
Engine Coolant Temperature C
FRC Fuel Limit
Atmospheric Pressure kPa
Fuel Temperature C
Engine Load Factor %
Diagnostic Clock Ore
Engine Oil Pressure (abs) kPa
Turbo Outlet Pressure (abs) kPa
Battery Voltage Volt
Injection Actuation Pressure kPa
Fuel Consumption Rate l/h
Engine Oil Temperature C
Inlet Air Temperature C
Injector Actuation Current %
Number of Engine Cylinders
Active Diagnostic Codes Present
Delivered Fuel Volume mm3
Desired Fuel Rail Pressure (absolute) kPa
Fuel Rail Pressure (absolute) kPa
Fuel Rail Pressure Control Valve Sol Current %

READING PARAMETER FOR SAVE CODE
Parameter Unit
Desired Engine speed rpm
Boost pressure kPa
Engine Oil Pressure kPa
Engine Coolant Temperature C
Atmospheric Pressure kPa
Fuel Temperature C
Engine Oil Temperature C
Inlet Air Temperature C
Desired Fuel Rail Pressure (absolute) kPa
Fuel Rail Pressure (absolute) kPa

EVENTS TABLE
Event Action EID Code

High engine coolant temperature Alarm 17-1
High engine coolant temperature Alarm and limitation of maximum performances 15-2
High combustion air temperature Alarm 27-1
High combustion air temperature Alarm and limitation of maximum performances 25-2
Low lubricating oil pressure Alarm 100-1
Low lubricating oil pressure Alarm and limitation of maximum performances 39-2
Low lubricating oil pressure Alarm and forced stoppage of the engine 40-3
Engine excessive speed Alarm 190-1
Engine excessive speed Alarm and limitation of maximum performances 3-2
High fuel temperature Alarm 56-1
High fuel temperature Alarm and limitation of maximum performances 54-2
High feeding pressure Alarm 162-1
High feeding pressure Alarm and limitation of maximum performances 162-2
High lubricating oil temperature Alarm 20-1
High lubricating oil temperature Alarm and limitation of maximum performances 18-2
High fuel pressure in the rail Alarm 396-1
High fuel pressure in the rail Alarm and limitation of maximum performances 396-2
Low fuel pressure in the rail Alarm 398-1
Low fuel pressure in the rail Alarm and limitation of maximum performances 398-2
Low lubricating oil temperature Alarm 491-1
Low lubricating oil temperature Alarm and limitation of maximum performances 492-2
Low feeding pressure Alarm 93-1
Low feeding pressure Alarm and limitation of maximum performances 93-2
Fuel pressure loss in the rail Alarm 499-1
Fuel pressure loss in the rail Alarm and limitation of maximum performances 499-2
Low feeding voltage Alarm 43-1
Low feeding voltage Alarm and limitation of maximum performances 41-2
FAULT TABLE
Component Anomaly CID Code

Cylinder 1 electro-injector Open circuit 1-5
Cylinder 1 electro-injector Short circuit 1-6
Combustion air temperature sensor Open circuit/short circuit at +B 172-3
Combustion air temperature sensor Grounded short circuit 172-4
Combustion air pressure sensor Open circuit/short circuit at +B 273-3
Combustion air pressure sensor Grounded short circuit 273-4
Flywheel sensor No signal 190-2
Flywheel sensor Discrepant signal 190-8
Distribution sensor No signal 342-2
Distribution sensor Discrepant signal 342-8
Distribution sensor Irregular mechanical behavior 342-11
Electromagnetic switch for engine starting Open circuit 444-5
Electromagnetic switch for engine starting Short circuit 444-6
Atmospheric pressure sensor Open circuit/short circuit at +B 274-3
Atmospheric pressure sensor Grounded short circuit 274-4
Accelerator position sensor Discrepant signal 91-8
Engine oil temperature sensor Open circuit/short circuit at +B 175-3
Engine oil temperature sensor Grounded short circuit 175-4
Engine oil pressure sensor Open circuit/short circuit at +B 100-3
Engine oil pressure sensor Grounded short circuit 100-4
Pressure sensor on the rail Open circuit/short circuit at +B 1797-3
Pressure sensor on the rail Grounded short circuit 1797-4
Pressure adjustment solenoid valve Open circuit 1779-5
FAULT TABLE
Pressure adjustment solenoid valve Short circuit 1779-6

Pressure adjustment solenoid valve Irregular mechanical behavior 1779-7
Fuel temperature sensor Open circuit/short circuit at +B 174-3
Fuel temperature sensor Grounded short circuit 174-4
Engine temperature sensor Open circuit/short circuit at +B 110-3
Engine temperature sensor Grounded short circuit 110-4
Electromagnetic switch for the pre-post heating resistor Open circuit 617-5
Electromagnetic switch for the pre-post heating resistor Short circuit 617-6
High engine temperature warning light Open circuit 285-5
High engine temperature warning light Short circuit 285-6
Low oil pressure warning light Open circuit 286-5
Low oil pressure warning light Short circuit 286-6
Accelerator control from relay box Discrepant signal 774-8
Battery voltage Poor value 168-3
Battery voltage Excessive value 168-4
5V power supply voltage to connector J2 Poor value 262-3
5V power supply voltage to connector J2 Excessive value 262-4
8V power supply voltage Poor value 41-3
8V power supply voltage Excessive value 41-4
Warning signaling light Open circuit 324-5
Warning signaling light Short circuit 324-6
Maintenance warning light Open circuit 1268-05
Maintenance warning light Short circuit 1268-06
5V power supply voltage to connector J1 Poor value 2000-3
5V power supply voltage to connector J1 Excessive value 2000-4
MAIN DIAGNOSTIC INTERVENTIONS
Verification of components resistive value Verification of line insulation

Figure 5 Figure 6
04_086_N
04_087_N
Make sure the system is disconnected from the power supply.

The measurement must be carried out on the component
separated from its cables, i.e. by only connecting it to the tool,
set up as an ohmmeter on the appropriate bottom scale Figure 7
value (see table VALORI DI RIFERIMENTO (REFERENCE
VALUES) in the next pages). At the end, restore connec-
tions.
04_088_N
Make sure the system is disconnected from the power supply.

The measurement must be carried out on each conductor
insulated from all the components it is normally connected
to.The measurement must be carried out with an instrument
set up as an ohmmeter on the appropriate bottom scale
value 200 K and it must be performed both towards the
battery positive potential and towards the negative one. At
the end, restore connections.
REFERENCE VALUES
For non hardwired sensors
Component Test conditions Minimum Maximum

value value
Intake air temperature sensor -10 C 8100 10800
Coolant temperature sensor

0 C
RY 5200 6750
A
20 C 2300 2700
Fuel temperature sensor
I N
50 C 730 950

Lubricant oil temperature sensor
M
80 C 300 360
Flywheel position and rotation sensor
L I 20 C 800 1000
E
Camshaft position and rotation sensor 20 C 800 1000
R
Solenoid valve coil - 0.5 0.6
P
EUI Injector
Electrical heating element (on request) - 0.2 0.3
CAUTION
Measurements refer only to the reference component.
The actual measurement of small values of resistance requires use of instruments with the SELF-ZEROING function or, if
these are not available, subtract from the read value the short-circuit value of the instrument prods.
Measurements closest to reality are taken including the wiring from the ECU to the sensor.
Always check the continuity of the SHIELD conductor from the sensor to the ECU and the latters good insulation from
the other signal conductors.
Oil pressure sensor Atmospheric pressure sensor.
Figure 8 Figure 9
5 5
in V
in V
U
U
voltage
voltage
2,5 2,5
Output
Output
0 0
0 5 10 bar 0 0,5 1 bar
Absolute pressure P Absolute pressure P
06_146_V 06_148_V
REFERENCE VALUES
For wired sensors powered by the ECU
Component J2 ECU Test Minimum - maximum

Connection conditions value
Combustion air temperature sensor signal 35 42 Panel key ON 0,5 to 4,5 Vcc
Y
Coolant temperature sensor signal 33 42 Panel key ON 0,5 to 4,5 Vcc
R
Fuel oil temperature sensor signal 34 42 Panel key ON 0,5 to 4,5 Vcc
A
Lubricating oil temperature sensor signal 32 42 Panel key ON 0,5 to 4,5 Vcc
N
Engine running
Flywheel position and rotation sensor signal 48 49 > 0,8 Vac
I
600 rpm
Engine running
M
Camshaft position and rotation sensor signal 58 59 > 0,2 Vac
LI
600 rpm
Engine running
Combustion air absolute pressure sensor signal 40 42 1 to 1,2 Vcc
E
600 rpm
R
Engine running
Lubricating oil pressure sensor power supply 25 42 > 1,5 Vcc
600 rpm
Rail pressure sensor signal

P
Combustion air absolute pressure sensor power supply
Lubricating oil pressure sensor power supply
24 3
1 18
41 42
Engine running
600 rpm
Panel key ON
Panel key ON
> 1 Vcc
4,5 to 5,5 Vcc

4,5 to 5,5 Vcc
Rail pressure sensor power supply 2 3 Panel key ON 4,5 to 5,5 Vcc
J1 ECU Test Minimum - maximum

Componente
Connection conditions value
Throttle lever position sensor power supply 4 5 Panel key ON 7,8 to 8,2 Vcc
Lever in position 0 0,3 to 0,5 Vcc
Position signal from throttle position sensor 66 5
Lever in position 0 0.5 to> 7,5 Vcc
Rail pressure sensor Combustion air pressure sensor
Figure 10 Figure 11
5 5
in V
in V
U
U
voltage
voltage
2,5 2,5
Output
Output
0 0
0 900 1800 bar 0 2 4 bar
Absolute pressure P Absolute pressure P
06_147_V 06_149_V
GUIDE TO DIAGNOSIS
PRELIMINARY
JULY 2006 MAINTENANCE V08 ENT M75-M11-M12 5.111
SECTION 5
MAINTENANCE
Page
CONTROLS AND MAINTENANCE

INTERVENTIONS SCHEDULE 113
Work application timetable 114
Recreation application timetable 116
ENGINE PREPARATION FOR

LONG INACTIVITY PERIOD 118
COMMISSIONING / RESTORATION
OF STANDARD OPERATIONAL CONDITIONS 118
5.112 V08 ENT M75-M11-M12 MAINTENANCE JULY 2006

CONTROLS AND MAINTENANCE INTERVENTIONS SCHEDULE
The performance of the operations detailed here below

requires skills and compliance with the safety norms cur-
rently in force in the relevant Countries.
Control operations must be conducted by qualified opera-

tors or, in some instances, by the boat owner.
Routine maintenance operations should be carried out by

qualified personnel holding suitable requirements and by
using suitable work equipment and tools, as well suitable
protection devices.
Extraordinary maintenance operations should be carried

out by qualified personnel working in Authorized Assistance
Centers, holding precise technical information and specific
equipment and tools.
The frequency of maintenance interventions shown here

below, take the typical use engine factors into account; the
most advisable frequency for the different applications will be
specified by maintenance operators, according to engine use
and operational conditions.
Work application timetable
Control operations Frequency

100 500 1000 5000 6 months 1 yr 2 yrs
hrs hrs hrs hrs (7) (7) (7)
Engine oil level check n
Inverter oil level check n
Engine coolant level check n
Exhaust system integrity check n
Water drainage from fuel pre-filter (1) n
Battery electrolytic level check/top up and terminal cleaning n
Routine maintenance operations Frequency

100 500 1000 5000 6 months 1 yr 2 yrs
Air filter(s) cleaning (2) n
Air filter replacement n n
Alternator belt tensioning and condition check n
Zinc anodes corrosion status check (3) n
Oil vapor filter condition check n
Oil vapor filter replacement (4) n n
Water and condensation drainage /suction from tank(s) (1) n n
Engine oil replacement (4) n n
Oil filter(s) replacement (4) (6) n n
Fuel pre-filter(s) replacement (1) n n
Fuel filter(s) replacement (1) (6) n n
Coolant replacement n n
Alternator belt replacement n n
Inverter(s) oil replacement Refer to instructions provided by the manufacturer
Sea water intake inspection (2) n
Extraordinary maintenance operations Frequency

100 500 1000 5000 6 months 1 yr 2 yrs
Valves-rocker arms play adjustment n
Heat exchanger cleaning (5) n n
Turbocharger cleaning (4) n
Electronic injector replacement n n
Coolant pump replacement n n
Sea water pump replacement n n
Alternator replacement n n
General overhauling operations Frequency

20.000 10 yrs
hrs (7)
Engine general overhauling n n
(1) Maximum period of time concerning the use of good quality

fuel, (DIN EN 590 norm); it is reduced depending on fuel
contamination, filter clogging and/or water presence warn-
ings in the pre-filter. Filter clogging warning requires filter
replacement. If the pre-filter water presence warning system
does not switch off after water drainage, the pre-filter must
be replaced.
(2) Frequency depends on environmental conditions and effi-
ciency/wear of the product. Following extended period of
engine inactivity, due inspections and checks are required
before starting.
(3) The anode must be replaced in case corrosion has exceed-
ed the zinc volume by 50%.
(4) Frequencies for lubricants complaint with ACEA E3-96
international specifications (in alternative E2-96) API CF
- CH4 (associated to fuels with sulphide percentages <
0.5%), MIL - L - 2104 F. Viscosity degree SAE 15W40.
(5) Considering the peculiar features of installed exchangers,
cleaning operations must be exclusively carried out by the
IVECO MOTORS-FPT Technical Assistance Network.
(6) Using exclusively filters with the following characteristics:
- filtering degree < 12 m
- filtering efficiency > 200.
(7) These operations must be carried out also in case the
expected hours of operations are not achieved.
CAUTION
In case a fuel with a sulphur percentage exceeding 0.5%
is used, or if oils not complying with the specifications
described in the table depicted in the USE AND MAINTE-
NANCE booklet are used, frequencies concerning engine
oil, engine oil filter and oil vapor filter will have to be cut
by half or adjusted according to usage and operational
conditions of the engine; for these purposes, advice should
be asked to the maintenance staff assigned to perform
maintenance interventions.
Recreation application timetable
Control operations Frequency

500 1000 2000 1 month 6 months 1 yr 2 yrs
hrs hrs hrs (7) (7) (7)
Engine oil level check n
Inverter oil level check n
Engine coolant level check n
Exhaust system integrity check n
Water drainage from fuel pre-filter (1) n
Battery electrolytic level check/top up and terminal cleaning n
Routine maintenance operations Frequency

hrs hrs hrs (7) (7) (7)
Air filter(s) cleaning (2) n
Air filter replacement n n
Alternator belt tensioning and condition check n
Zinc anodes corrosion status check (3) n
Oil vapor filter condition check Only replacement is foreseen
Oil vapor filter replacement (4) n n
Water and condensation drainage /suction from tank(s) (1) n n
Engine oil replacement (4) n n
Oil filter(s) replacement (4) (6) n n
Fuel pre-filter(s) replacement (1) n n
Fuel filter(s) replacement (1) (6) n n
Coolant replacement n n
Alternator belt replacement n n
Inverter(s) oil replacement Refer to instructions provided by the manufacturer
Sea water intake inspection (2) n n
Extraordinary maintenance operations Frequency

hrs hrs hrs (7) (7) (7)
Valves-rocker arms play adjustment n
Heat exchanger cleaning (5) n n
Turbocharger cleaning (4) n
Electronic injector replacement n n
Coolant pump replacement n n
Sea water pump replacement n n
Alternator replacement n n
General overhauling operations Frequency

20.000 10 yrs
hrs (7)
Engine general overhauling n n
(1) Maximum period of time concerning the use of good quality

fuel, (DIN EN 590 norm); it is reduced depending on fuel
contamination, filter clogging and/or water presence warn-
ings in the pre-filter. Filter clogging warning requires filter
replacement. If the pre-filter water presence warning system
does not switch off after water drainage, the pre-filter must
be replaced.
(2) Frequency depends on environmental conditions and effi-
ciency/wear of the product. Following extended period of
engine inactivity, due inspections and checks are required
before starting.
(3) The anode must be replaced in case corrosion has exceed-
ed the zinc volume by 50%.
(4) Frequencies for lubricants complaint with ACEA E3-96
international specifications (in alternative E2-96) API CF
- CH4 (associated to fuels with sulphide percentages <
0.5%), MIL - L - 2104 F. Viscosity degree SAE 15W40.
(5) Considering the peculiar features of installed exchangers,
cleaning operations must be exclusively carried out by the
IVECO MOTORS-FPT Technical Assistance Network.
(6) Using exclusively filters with the following characteristics:
- filtering degree < 12 m
- filtering efficiency > 200.
(7) These operations must be carried out also in case the
expected hours of operations are not achieved.
CAUTION
In case a fuel with a sulphur percentage exceeding 0.5%
is used, or if oils not complying with the specifications
described in the table depicted in the USE AND MAINTE-
NANCE booklet are used, frequencies concerning engine
oil, engine oil filter and oil vapor filter will have to be cut
by half or adjusted according to usage and operational
conditions of the engine; for these purposes, advice should
be asked to the maintenance staff assigned to perform
maintenance interventions.
ENGINE PREPARATION FOR LONG COMMISSIONING / RESTORATION OF

INACTIVITY PERIOD STANDARD OPERATIONAL CONDITIONS
In order to prevent oxidation phenomena on engine internal 1. Drain the remaining 30/M protective oil from the oil
components and on other components of the injection sys- sump;
tem, if extended periods of inactivity are envisaged exceed-
2. As required, pour into the engine the lubricating oil of
ing two months, on a six months frequency the engine must
the type and in quantities specified in the Supply Table;
be prepared as follows:
3. Drain the CFB protective liquid from the fuel circuit by
1. Drain oil from oil sump, after engine cooling down.
performing the operations as described under para-
2. Pour a protective engine oil 30/M into the engine (in graph 3 of the section entitled PREPARATION OF THE
alternative oil corresponding to MIL 2160B specifications ENGINE FOR A LONG INACTIVITY PERIOD;
type 2) up to the minimum level shown on the
4. Remove the plugs and/or seals from intake inlets, drain
dipstick.
plugs, ventilation ports and engine vent in order to
Start the engine and keep it running for about 5 restore normal working conditions. Connect the turbo-
minutes charger intake inlet to the air filter;
3. Drain fuel from the injection circuit and filters, making sure 5. Connect fuel circuits to the boat tank and complete the
that the fuel doesnt get in contact with the alternator operations described under paragraph 4. of PREPARA-
belt. TION OF THE ENGINE FOR A LONG INACTIVITY
PERIOD. During fill up operations, connect the return
4. Connect the fuel circuit to a tank containing a protective
pipe of the fuel to the tank, to a collecting container in
liquid CFB (ISO 4113) and favor the liquid inflow by
order to avoid that residues of the CFB protective liquid
pressurizing the circuit and letting the engine run for
flow into the boat tank;
about 2 minutes; make sure the injection system has
been excluded. The requested operation can be carried 6. Verify and fill up the engine with the coolant, according
out by directly polarizing terminal 50 of the electric to instructions;
starter motor with a positive voltage of 24 V, by means
7. Start the engine and keep it running until idle is stabi-
of a suitably set up conductor.
lized;
5. Spray about 100 gr of 30/M type protective oil (10 g per
8. Stop the engine and delete all errors that in the opera-
displacement liter) into the intake inlet of each one of
tion stabilization phase could have been saved in the
the two turbochargers, during the operation described
injection system ECU. For the cancellation procedure,
in the previous paragraph.
please refer to Section 4;
6. Properly close with suitable plugs or seal with adhesive
9. Remove the sign ENGINE WITHOUT OIL from the
tape all intake ports, drain plugs, ventilation inlets and
engine and the control panel on board.
engine vents.
7. Drain the remaining 30/M protective oil from the oil
sump, which can be used again for two other preparation
procedures.
8. Apply the sign ENGINE WITHOUT OIL on the engine
and on the control panel on board.
9. Drain the coolant, whenever it was not mixed with anti-
freeze and corrosion inhibitors, by posting signs of the
performed procedure.
If one wishes to protect the external parts of the engine, spray
the protective liquid OVER 19 AR on metal unpainted parts,
such as flywheel, pulleys and other parts, but avoid spraying it
on belts, connecting cables and electric equipment.
JULY 2006 SERVICING OPERATIONS ON INSTALLED ENGINE V08 ENT M75-M11-M12 6.119
SECTION 6
SERVICING OPERATIONS
ON INSTALLED ENGINE
Page
FOREWORD 121
REQUIREMENTS FOR INTERVENTIONS TO BE

CARRIED OUT ON THE INJECTION SYSTEM
AND ON ITS COMPONENTS 122
INTERVENTIONS ON THE INJECTION SYSTEM 123
Electronic injector replacement 124
COMBUSTION CIRCUIT PIPES 128
High pressure pipes 128
Low pressure pipes 128
VALVES PLAY ADJUSTMENT 130
REPLACEMENT OF COOLING CIRCUIT PUMPS 133
Replacing the coolant pump 133
Replacing the sea water pump 133
CLEANING THE COOLANT/SEA

WATER HEAT EXCHANGER 134
AIR/SEA WATER HEAT EXCHANGER CLEANING 140
DRAINAGE OF THE FUEL CIRCUIT 141
INSTRUCTIONS FOR
DESEMBARKING THE ENGINE 142
Handling 142
6.120 V08 ENT M75-M11-M12 SERVICING OPERATIONS ON INSTALLED ENGINE JULY 2006

FOREWORD
Many of the modalities of execution of the instruction

described here below depend on the configuration of the
location on board the boat and on the arrangement of the
installation components.
Use requirements and warnings, handling and techni-

cal assistance are described in Section 9. Technicians and
maintenance personnel is required to comply with safety
regulations.
Tests required at the end of installation or re-boarding are

specified in the document entitled Installation Directive V08
ENT M75-V08 ENT M11-V08 ENT M12.
The supply of service parts is subordinated to:

- technical code and engine serial number;
- component part number as specified in the service part
catalogue.
Information presented here below refer to the character-

istics of the engine which are current on the date of this
publication.
The manufacturer reserves itself the right to modify it at any
time and without prior notice, in compliance with technical,
commercial and statutory requirements and needs of differ-
ent Countries.
Any responsibility for any error and omission is declined.
We remind you that the IVECO MOTORS-FPT Technical

Assistance Network is always at the side of the Customer,
providing its skills and professionalism.
REQUIREMENTS FOR INTERVENTIONS TO BE CARRIED OUT

ON THE INJECTION SYSTEM AND ON ITS COMPONENTS
The positive outcome of a repair intervention is ensured by o Disconnect connections according to the requirements
the experience and the skills of the operator, as well as by and instructions provided in Section 3;
compliance to the instructions provided here below.
o Free and remove, if necessary, the entire harness of the
Before performing the interventions involving components retaining bracket;
on the injection system, the content of the ECU fault memo- o Remove, if necessary, the complete electronic unit after
ries must be checked through the IVECO MOTORS-FPT disconnecting the multipolar connector.
diagnostic tool, either by copying or printing the results.
- Replacement of the ECU ADEM III unit must be author-
ized by IVECO MOTORS-FPT providing that previous
specific agreements with the Technical Assistance Serv-
ice are made;
- EUI pumping units cannot be overhauled; their replace-
ment must be authorized by IVECO MOTORS-FPT
providing that previous specific agreements with the
Technical Assistance Service are made; for disassembly
instructions, operators should comply with the instruc-
tions provided in the specific paragraph of this Sec-
tion;
- Parts and components must be cleaned accurately, mak-
ing sure that during handling and assembly (from the
simple replacement of filter and pre-filter) sludge or
foreign matters go not get into the circuits; special atten-
tion should be devoted to the fuel circuit in the section
located downstream the filter;
- Make sure all electric connection polarizations are cor-
rect;
- Tighten the threaded connections at the required
torque;
- Make sure that flywheel sensors and the camshaft are
correctly and fully positioned in place; ensure they are
perpendicular to the supporting surface.
CAUTION
o Do not disconnect electric connections if circuits have
not been de-energized first;
o Do not carry out operational simulations with unsuit-
able tools and equipment;
o Do not force measurement systems or mechanical
equipment in electric connections;
o Do not perform arc welding operations if system elec-
tronic units have not been disconnected.
In order to proceed to the engine overhauling process, or

to the overhauling of some of its parts, disconnect electri-
cal components of the injection system and of signaling
sensors sending inputs to the control panel.
To initiate the above procedure, please follow the steps
described here below, in order to avoid the detection of
errors and system faults by the injection system ECU:
o Place the key switch on the STOP position;
o Wait 10 seconds and then disconnect the battery termi-
nals;
INTERVENTIONS ON THE INJECTION SYSTEM
Figure 1
05_036_V
J1.1, J2.1, J3.1, J4.1, J5.1, J6.1, J7.1, J8.1. Connectors on connection pipes between electronic injectors/ Common rail distributor on the
electronic injectors side - J1.2, J2.2, J3.2, J4.2, J5.2 J6.2, J7.2, J8.2. Connectors on connection pipes between electronic injectors/ Common
rail distributor on the Common rail distributor side - V1.1, V2.1. Connectors on connection pipes between HPP pump/Common
rail distributor, HPP pump side - V1.2, V2.2. Connectors on connection pipes between HPP pump/Common rail distributor, on the
Common rail distributor side - V3.1, V3.2 Connectors on connection pipes between Common rail distributors.
High Pressure Pump replacement (HPP) o Tighten pipe connectors to torque from the HPP to the
o After having removed the central supporting plate, dis- rails (V1.1 and V2.1) to the interface with the HPP, by
assemble the pipes from the HPP to the rail by unscrew- making sure that pipes are kept in horizontal position
ing the relevant connectors (V1.1, V1.2 , V2.1 e V2.2) and and flat. Apply a closing torque of 140+5 Nm;
make sure that sealing surfaces are protected; o Tighten connectors (V1.2 and V2.2) to the interface with
o Remove the HPP to be replaced and reassemble a new the rails, make sure that pipes are kept in horizontal
unit by following the instructions detailed in Section 8. position and flat in order to ensure tightness between
Tighten fastening screws at the required torque; contact surfaces. Apply a tightening torque of 130+5
Nm;
o Verify if pipes from HPP to the rail need replacement by
referring to the engine maintenance plan; o Start the engine and implement the testing procedure in
order to check the absence of fuel leaks as indicated at
o Check the integrity of sealing surfaces on connectors the end of this chapter.
and tapered surfaces of HPP and PPP pipes. Clean sur-
faces if dirty or if residues are present. If sealing surfaces
are damaged, replace parts;
o Slightly lubricate sealing surfaces and HPP pipe connec-
tor threads with clean engine oil;
o Hand screw the connectors at both ends of the pipes,
HPP and rail sides;
o Apply a 20 Nm pre-torque on connectors at both ends
of the pipe, from the HPP to the rail (V1.1, V2.2). During
such assembly procedure, make sure pipes are horizon-
tally aligned;
Electronic injector replacement Figure 4
Disassembly 05_086_V
3 4
CAUTION
Handle all parts with great care and attention.
Do not stick your fingers in-between components.
Always wear the safety devices required for personal pro-
tection such as goggles, gloves, safety shoes and helmet.
Figure 2
1
o Disassemble the electronic injectors. By using the wrench

(3) loosen the screw (4) of the fastening bracket;
Figure 5
05_084_V
o Disconnect electronic injectors feeding connections (1);
Figure 3 05_087_V
o Assemble the 99368505 tool (1) and by means of the

specific wrench, extract the electronic injector from its
seat.
05_085_V
o Disassemble pipes (2) both on the injector side and

on the flow-limiter side by using the specific 99368506
wrench;
Re-assembly Figure 8
Figure 6
05_091_V
o Tighten the (5) M10X1, 5X70 mm fastening screw at the

06_029_V torque of 32 - 36 Nm;
o Assemble the two new black O-rings 2x23 mm (1),

CAUTION
and the green one 2,5x23 mm (2) on the electronic
injector, both lubricated with vaseline; Before tightening at torque, lubricate the screw by applying
a thin layer of engine oil or UTDM oil.
Figure 7
3 4 o Check the integrity of sealing surfaces on connectors

and tapered surfaces of the pipe and of the injector.
Clean all surfaces in case they are dirty or with dirt
residues. If sealing surfaces are damaged, parts should be
replaced;
o Lubricate sealing surfaces and connector threads with a
thin layer of clean engine oil;
o Hand screw the connectors at both ends of the pipe,
injector and flow-limiter side;
05_088_V
o Insert the electronic injector (3) with the fastening

bracket (4) into its seat;
Figure 9 Leaks on HPP/Rail pipes first intervention

o Fully loosen the connectors at both ends of the pipe,
injector and flow-limiter side. Loosen the central plate
locking block and reposition it with the pipe in flat posi-
tion;
injector and flow-limiter side;
of the pipe from the HPP to the rail (V1.1, V1.2, V2.1,
V2.2 picture 35) and on the intermediate pipe con-
nectors (V3.1, V3.2 picture 35), later on, apply a 50 Nm
pre-torque. During the tightening operation, make sure
that pipes are horizontally aligned;
o Apply a final torque of 140+5 Nm on pipe connectors
from the HPP pump to the rail (V1.1, V2.1 picture 35)
HPP side;
o Apply the final torque of 130+5 Nm on pipe connectors
from the HPP pump to the rail (V1.1, V1.2, V2.1, V2.2
picture 35) and on the intermediate pipe connectors
(V3.1, V3.2 picture 35). During the tightening operation,
make sure that pipes are horizontally aligned;
o Start the engine and launch the testing procedure in
the end of this chapter
Leaks on HPP/Rail pipes - second

intervention and/or repeated leaks
o Remove the leaking pipe;
o Check integrity of sealing surfaces on connectors and
05_092_V tapered surfaces in the injector and on the flow-limiter.
Clean the surfaces in case they are dirty. If sealing sur-
o Tightwith a pre-torque of 20 Nm the fitting on both faces are damaged, its parts must be replaced;
side, flow-limiter and injector side. During the tightening
procedure the injector and the flow-limiter have to be o Lubricate sealing surfaces and connectors threads by
hold against the tighten direction. applying a thin layer of clean engine oil;
o Tight with a final torque of 805 Nm the fitting on both o Hand screw the connectors at both ends of the pipe,
side, flow-limiter and injector side. During the tightening injector and flow-limiter side. Newly fasten the central
procedure the injector and the flow-limiter have to be supporting plate and tighten the locking blocks;
hold against the tighten direction. o Apply a 20 Nm pre-torque at both ends of the pipe,
o Test engine for leak detection. from the HPP pump and the rail (V1.1, V1.2, V2.1, V2.2
picture 35) and then apply a 50 Nm pre-torque. During
the tightening operation, make sure that pipes are hori-
zontally aligned;
o Tighten the pipe connectors at torque from the HPP
to the rails (V1.1,V2.1 picture 35) to the interface with
the HPP pump; make sure that pipes are kept horizontal
and flat. Apply a tightening torque of 140+5 Nm;
o Tighten the connectors (V1.2,V2.2 picture 35) to the
interface with the rails; make sure that pipes are kept
horizontal and flat, in order to ensure tightness between
contact surfaces. Apply a tightening torque of 130+5
Nm;
the end of this chapter.
Leaks on injector pipes first intervention o In case a fuel leak is detected from the flow-limiter, any
o Fully loosen the connectors at both ends of the pipe, action that is not strictly related to the disassembly of
injector and flow-limiter side; the rail and to its complete replacement, must be agreed
upon in advance with the Engineering Dept. Actions
o Hand screw the connectors at both ends of the pipe, aimed at tightening the flow-limiter which have not been
injector and flow-limiter side; agreed upon in advance with the Engineering Dept. are
o Apply a 20 Nm pre-torque at both ends of the pipe, not allowed;
injector and flow-limiter side and then apply a 50 Nm o Any fuel leak from flow-limiters must always be flagged
pre-torque. During the tightening operation, apply an out to the Technical Assistance, Quality and Engineering.
opposite torque on the element on which the connec-
tors is being tightened to;
Testing procedure to verify the absence of fuel
o Apply a final 115+5 Nm torque on flow-limiter side con- leaks from the Common Rail system
nectors and a 95+5 Nm torque on injector side connec-
This procedure is applied to the engine in order to verify the
tors. During the tightening operation, apply an opposite
absence of fuel leaks from the CommonRail system, follow-
torque on the element on which the connectors is being
ing repair interventions.
tightened to;
The purpose of this test consists in taking the rail pressure
o Start the engine and launch the testing procedure in to the maximum levels (1600 bar), with the engine running
order to check the absence of fuel leaks as indicated at at idle with no load.
Tool to be used: IST or ELTRAC tool
Leaks on injector pipes second intervention Sequence of operations:
and/or repeated leaks
1) Start the engine and take it to idle
o Remove the leaking pipe;
2) Type the DIAGNOSTICS window on IST
o Check integrity of sealing surfaces on connectors and
tapered surfaces in the injector and on the flow-limiter. 3) Select DIAGNOSTIC TESTS
Clean the surfaces in case they are dirty. If sealing sur-
4) Select FUEL RAIL PRESSURE TEST
faces are damaged, its parts must be replaced;
5) Type START in the lower section
o Lubricate sealing surfaces and connectors threads by
applying a thin layer of clean engine oil; 6) Type STEP UP several times until 150 - 160 MPa with
the engine running at idle.
injector and flow-limiter side; 7) Verify the absence of leaks from all connectors. In case
a leak is detected, stop the engine and follow the proce-
dures described earlier.
of the pipe. During the tightening operation, apply an
opposite torque on the element on which the connec- 8) Return to the nominal pressure by pressing the STEP-
tors is being tightened to; DOWN button.
o Apply a final 115+5 Nm torque on flow-limiter side con- At the end of the engine running in cycle, check all connector
nectors and a 95+5 Nm torque on injector side connec- tightening torques by using a torque wrench. Check residual
tors. During the tightening operation, apply an opposite torques according to the shown table.
torque on the element on which the connectors is being
tightened to;
Leaks from flow-limiters

o If the leak is limited to the interface between the
flow-limiter and the rail, the leaking rail will have to be
replaced;
o By way of example, we inform you that the flow-limiter
is tightened on the rail in compliance with the following
procedure: application of a 20 Nm pre-torque and tight-
ening at a 25 angle, with lubrication of contact surfaces
of the flow-limiter threads;
COMBUSTION CIRCUIT PIPES
High pressure pipes NOTE

Figure 10 The sequence and the description of disassembly and reas-
sembly operations are provided in Section 8.
1 2 3
Low pressure pipes

Figure 11
1 2 3 4
5 4
05_094_V
6
1. Electronic injector pipe - 2. Common rail -
3. Rail feed pipe - 4. Flow limiter - 7 05_095_V
5. Rail connection pipe
1. Pipes leading to the HPP pump from fuel filters -
High pressure pipes (1) and (3) connecting the high pres-
2. Pipes leaving the HPP pump in recirculation towards the
sure pump, rails (2) and electronic injectors, are made out
LPP pump - 3. Fuel return pipe from the electronic injectors
of metal and they are joined by means of axial connectors
towards the tank - 4. Fuel return pipe from the Common rail
fitted with hexagonal nut.
towards the tank - 5. Pipes leading fuel from the tank towards
the LPP pump - 6. Fuel return pump towards the tank -
CAUTION 7. Pipe leaving the LPP pump towards fuel filters.
Within the high pressure circuit, pressure reaches very
high values: Pipes installed on the engine, completing the low pressure
LOOSENING HYDRAULIC CONNECTIONS WITH THE fuel circuit, are made of metal. Joining is ensured by eyelet
ENGINE RUNNING IS STRICTLY FORBIDDEN. connectors locked by hexagonal-head screws.
The hydraulic tightness of connectors is ensured by copper
washers. Low pressure connector screws must be tightened
In order to tighten connectors, please apply the following according to the torques specified here below:
tightening torques:
PRELIMINARY
o Injector-rail pipe connector (injector side): 95+5 Nm;
CAUTION
o Injector-rail pipe connector (rail side): 115+5 Nm;
In case pipes need to be removed, at the next reassembly
o Flow-limiter (only by way of example): 20 Nm + 25 MAKE SURE NEW WASHERS are put in place.
angle;
o Rail linking pipe connectors: 130+5 Nm; NOTE

o Rail-pump HPP pipe connector (rail side): 130+5 Nm; The sequence and the description of disassembly and reas-
sembly operations are provided in Section 8.
o Rail-pump HPP pipe connector (HPP pump side):
140+5 Nm.
CAUTION
In case pipes need to be removed, REUSE OF THE SAME
PIPES IS STRICTLY FORBIDDEN, old pipes SHOULD
ALWAYS BE REPLACED WITH NEW PIPES.

VALVES PLAY ADJUSTMENT
In order to adjust valve play, proceed as follows: Figure 14

Figure 12 1 2 83505
1 2 05_078_V
1. Damper flywheel - 2. Balancing counterweight.
o Unscrew the fastening screws (1) of tappet box covers (2);

o In order to get the cylinder N.1 or N.6 at P.M.S. it is
necessary to position the counterweight (2) as shown
Figure 13 in the picture. As far as the next balance/adjustment
operations are concerned, we advise to mark 4 signs at
1 90 from each other on the damper flywheel (1);
81603
o Once this balanced condition is achieved, proceed with

valve adjustment in the order described in the following
pictures:
Figure 15
First step
1 3 7 2 Balance
6 5 4 8
Adjustment
1. Tool (99368502) for engine flywheel rotation. Figure 16
Second step
o Assemble the 99368502 tool (1) in correspondence of
the flywheel cover box inner side (opposite side with
respect to the starter motor); 1 3 7 2 Balance
o After fitting a ratchet wrench on the rear part of the 6 5 4 8

Adjustment
99368502 tool, rotate the engine flywheel until you get
the balance of the desired cylinder (the 4 valves are
located at the same height).
o In order to perform the adjustment, proceed as Figure 19

explained here below:
2
Figure 17
2
1
82185
82183
o By using the set of 99368503 wrenches tighten or
unscrew the adjustment screw (2);
o By using the set of 99368503 wrenches, loosen the lock-
ing nut (1) and act upon the adjustment screw (2); o Make sure the thickness gauge (3) can move by applying a
light friction (in order to get the desired play of 0.50 mm);
Figure 18 o By using the set of 99368503 wrenches hold the adjust-

ment screw (2) steady in place and tighten the locking
nut (1);
Figure 20
4
82186
82184
o Insert the (0.50 mm) 99368545 thickness gauge (3);
o Use the torque wrench (10 - 60 Nm) fitted with square

3/8 coupling 99389831 (4) and the wrench included in
the 99368503 kit to tighten the adjustment screw lock-
ing nut at the torque of 40 Nm;
o Continue the adjustment according to the previously

described order;
o Finally, reassemble the 16 tappet inspection covers,
disassemble the flywheel rotation tool. Reposition the
flywheel cover box lid. Tightening torque 7 - 10 Nm.
Figure 21
MM
81611
1. Adjusting screw locking nut - 2. Adjustment screw.

REPLACEMENT OF COOLING CIRCUIT PUMPS
Replacing the coolant pump Replacing the sea water pump
CAUTION CAUTION
Handle all parts with great care and attention. Handle all parts with great care and attention.
Do not stick your fingers in-between components. Always Do not stick your fingers in-between components. Always
wear the safety devices required for personal protection wear the safety devices required for personal protection
such as goggles, gloves, safety shoes and helmet. such as goggles, gloves, safety shoes and helmet.
Figure 22 Figure 23
1
2 1
83511
3
o After the pipe connecting the pump of the primary 05_079_V
circuit to the water/oil heat exchanger fitted between

the two main bearings has been disassembled, proceed o The sea water pump is located on the alternator side,
with the disassembly of the pump (1) by unscrewing the unscrew the 4 screws (2) connecting the sea water out-
fastening nuts (2). flow pipe towards the exchangers;
o Support the pump (1) and unscrew the fastening nuts
CAUTION (3) from the front of the gear box;
Fully drain the coolant contained in the cooling pump. o Disassemble the pump (1) including the control gear.
CAUTION CAUTION
The pump is supplied fitted with gear and relevant gasket The pump is supplied complete with gear and relevant
gasket.
o Replace the pump and verify the correct engaging of

gears: o Replace the complete pump and make sure the low
o Tighten the coolant pump locking nuts located on the pressure pump control joint engages on the sea water
gear front cover: tightening torque 33 - 40 Nm. pump gear front teeth;
o Tighten the sea water pump locking nuts (3) located on
the gear front cover: tightening torque 33 - 40 Nm.
NOTE
The sequence and description of disassembly and reassem-
bly operations are described in Section 8. .
CLEANING THE COOLANT/SEA WATER HEAT EXCHANGER
Removing the heat exchanger from the engine casing
Figure 24
1
4
05_080_V
1. Coolant heat exchanger - 2. Holes for lifting ringbolts - 3. Heat exchanger support - 4. Engine casing -
5. Sea water inlet stub pipe - 6. Sea water outlet stub pipe.
To ensure an optimal efficiency of the heat exchanger it is Figure 25

necessary to carry out a periodical cleaning of the plates.
Coming in contact with the sea water, the heat exchanger
surfaces undergo the biological chalk and hydrocarbon 7
deposits that are in the port water. This causes a reduction
of their efficiency. After each removing it is recommended
the complete replacement of the gaskets.
Make sure to be very careful and operate according to the

following instructions when removing the heat exchanger
from the engine casing:
o Remove the coolant tank placed above the heat exchanger;
o Screw two ringbolts into the holes showed in figure (2),
then connect the lifter hook and exert a weak lifting
force achieving a pull condition;
o Loose and extract the eight heat exchanger/engine
casing connecting screws from the holes (7), paying
attention to keep the alignment of the heat exchanger
in order to avoid damages to the thermal exchange
plates;
05_081_V
o Move the heat exchanger away from the engine casing
and place it on a proper bench; 7. Holes to connect heat exchanger/exchanger support.
o Disassemble the sea water inlet stub pipe (5) and the
sea water outlet stub pipe (6);
Disassembling the heat exchanger

Figure 26
1 2 3 4 5 6 7 2 8 9
10
13 12 11 05_056_V
1. Spacer ( 29) - 2. Holes for lifting ringbolts - 3. Internal plate - 4. Spacer plate - 5. Internal end plate - 6. Intermediate thermal
exchange plate - 7. External end plate - 8. External plate - 9. Screw (M16x195) - 10. Conical washer - 11. Adapter -
12. Sealing rings O-RING - 13. Spacer ( 24).
Make sure to be very careful and operate according to the fol-

lowing instructions when disassembling the heat exchanger:
o Remove the sealing rings O-RING (12) from the four
adapters (11);
o Loose the eight screws (9) and remove the washers (10);
o Remove the spacers (1) and (13);
o Remove the external plate (8);
o Remove the external end plate (7);
o Remove the 28 intermediate thermal exchange plates (6);
o Remove the internal end plate (5) and the spacer plate
(4), then extract the four adapters (11).
Gaskets Figure 29
Figure 27
1 2
1 2
05_071_V
05_068_V Plate surface lapped by the sea water
1. Gasket - 2. Tensioning devices. 1. Sea water inlet and outlet holes - 2. Through holes to the
next hollow space for the coolant.
The intermediate thermal exchange plates and the internal and
external end plates as well have the necessary gaskets to isolate Thermal exchange end plates
the fluid between the two next plates. The gaskets, provided The plates put to the end of the group of intermediate plates
with tensioning devices to guarantee their correct positioning, close the coolant and sea water circuits whitin the heat
have to be removed when the disassemble is completed, and exchanger.
before proceeding with the plate wash.
Replace the gaskets after any wash. Figure 30
Intermediate thermal exchange plates

These plates carry out the thermal exchange between the
coolant and the sea water. Their different orientation, obtained
during the assembly, allows the flowing of the coolant or of the 1 1
sea water in the hollow space.
Figure 28
05_067_V
Internal end plate
1 2 1. Through holes against the intermediate thermal exchange plates
Figure 31
05_068_V
Plate surface lapped by the coolant
1. Coolant inlet and outlet holes 1

- 2. Through holes to the next hollow space for the sea water.
05_072_V
External end plate
1. Plate without holes for the coolant and sea water return.
Cleaning the heat exchanger

A) Annual cleaning:
o Clean the plates immersing them for a few minutes in
a solution of water and cleanser with degreasing and
descaling property according to the use prescriptions of
the cleanser manufacturer.
o Complete the cleaning of the plate surfaces rinsing with
running water copiously until there are no more residual
products of the cleanser.
B) Occasional cleaning (periods longer than 18 months):

o Clean the plates immersing them in an alkaline cleanser
solution with a minimum pH value of 12 for 2 - 6 hours
according to the need of removing the residual deposits.
(see the CAUTION notes below)
o Complete the cleaning of the plate surfaces rinsing with
running water copiously until there are no more residual
products of the cleanser.
CAUTION
The alkaline cleanser solutions contain substances with
following risk index:
o Corrosive
o Serious burns that destroy the tissues
o Serious injures if it comes into contact with the
eyes
o Environmental dangers, locally
CAUTION
When using alkaline cleanser:
o Observe the safety prescriptions illustrated in
another section of this document and use
personal protection equipment.
o The cleanser must not be stocked near acid
solutions and acids.
o Dispose according to the current regulations.
Heat exchanger assembly

Figure 32
6 7 8 9 10 9
5
11
12
13
9 14 6
05_070_V
1. Inner plate - 2. Spacer ( 24) - 3. Adaptor - 4. O-RING - 5. Spacer ( 29) - 6. Holes for lifting eyebolts - 7. Spacer plate -
8. Inner terminal plate - 9. Heat exchanging intermediate plate - 10. Heat exchanging intermediate plate rotated by 180 -
11. Screw (M16x195) - 12. Tapered washer - 13. Outer plate - 14. Outer terminal plate.
To assemble the heat exchanger, carefully follow and imple- o Tighten the screws (11) according to a cross sequence
ment the following instructions: at the tightening torque of 88 Nm 5;
o Insert adaptors (3) in the plate (1); o Assemble the O-RING (4) on the adaptors (3) and
o Insert the spacers (2) and (5); apply vaseline in order to facilitate the next assembly
of sea water inlet and outlet pipes and exchanger sup-
o Insert the spacer plate (7) and the inner terminal plate port;
(8);
o Assemble the sea water inlet and outlet pipe;
o Insert the 28 heat exchanging intermediate plates (9)
making sure they are assembled in an alternate manner o Always perform a seal test of the entire exchanger, by
and rotated by 180; applying a pressure to the fluid equal to 9 bar for a few
minutes.
o Insert the outer terminal plate (14) and the outer plate
(13);
o Insert the 8 screws (11) with relevant washers (12)
and proceed with the next full tightening according to a
cross sequence;
Exchanger assembly on the engine body

Figure 33
2 1
05_035_V
1. Holes for lifting eyebolts - 2. Connecting holes axes - 3. Exchanger/exchanger support connecting screws.
To assemble the heat exchanger on the engine body, carefully

follow and implement the following instructions:
o Screw two eyebolt into the holes (1), thus hook the
hoist and move the exchanger closer to the engine body;
avoid accidental crashes;
o Align the heat exchanger to the exchanger support,
according to the axes of connecting holes (2);
o Insert the M12x50 screws (3) in the exchanger holes
and screw them according to a cross sequence until the
exchanger rests on the support;
o Tighten the M12x50 screws according to a cross
sequence at a tightening torque of 78 Nm 5.
AIR/SEA WATER HEAT EXCHANGER CLEANING
Figure 34
1 2 06_014_V
1. Sea water inlet connector - 2. Sea water outlet connector - 3. Tube bundle - 4. Sacrifical zinc anode.
In order to ensure the perfect efficiency of the heat exchang- NOTE

er, it is necessary to proceed with the routine cleaning of
the tube bundle. The exchanger surfaces in contact with sea The sequence and description of disassembly and reassem-
water are subjected to biological scaling and hydrocarbon bly operations are described in Section 8.
deposits which can be found in port waters; surfaces in
contact with combustion air are subjected to oil deposits
resulting from the recirculation of vapors released from the
cylinder block and sucked downstream of the air filter.
o Disconnect the sea water inflow pipe from the con-
nector on the exchanger (1) and let a water/detergent
solution, performing a degreasing and anti-scaling action,
flow for a few minutes into the tube bundle (3); comply
with the instructions provided by the detergent manu-
facturer. The cleaning solution should not be aggressive
on copper, brass, aluminium and tin;
o Complete the cleaning of the tube bundle surfaces by
rinsing it abundantly under running water until every
detergent deposit is fully eliminated;
o Remove the water inlet pipe on the connector (1);
o Verify the level of corrosion of the zinc anode (4); if cor-
rosion exceeds 50% of the volume, the part needs to be
replaced.
DRAINAGE OF THE FUEL CIRCUIT
Figure 35
1 2 3 4
05_016_V
1. Drainage connector on the pre-filter - 2. Manual priming

pump - 3. Drainage connector on filter support -
4. Drainage connector on the High Pressure Pump.
In order to facilitate the engine start, bleed the air out of

the fuel system by acting on the manual priming pump (2)
located on the pre-filter or by means of an electric pump
dedicated to such purpose.
In order to perform the draining operation, proceed as fol-

lows:
o Loosen the drainage connector located on the pre-filter
(1) and activate the pump until the fuel flows out with-
out any air content; then, tighten the drainage connec-
tor;
o Loosen the drainage connector (3) located on the filter
support and activate the pump until the fuel flows out
without any air content;
o Tighten the drainage connector (3) and continue to
pump during the first stages of start up.
Make sure that the fuel that flows out from the connector is
not dispersed in the environment.
If clear start-up difficulties exist, stop the engine, insert the

drainage connector pipe of the high pressure pump (4), loos-
en the connector and start the engine for a few seconds.
Stop the engine, remove the pipe and tighten the connector
to the required torque.
Make sure that the fuel that flows out from the connector is
not dispersed in the environment. Restart the engine.
CAUTION
Avoid any attempt to drain the high pressure system
because this approach would be useless and extremely
dangerous.
CAUTION
Pay outmost attention in making sure that the fuel does
not get in contact with the alternator driving belt.
INSTRUCTIONS FOR DESEMBARKING THE

ENGINE
The following is the description of the recommended
sequence of the operations to be completed before extract-
ing the engine from the vessel.
o After the key switch has been in the OFF position for at
least 10 seconds, disconnect the battery terminals and
disconnect the connectors from the relay box;
o Disconnect from the engine the power wiring harness
terminals (battery positive and negative);
o Loosen and remove the fuel pipelines and the pipes of
the heat exchanger for the gearbox;
o Loosen and remove sea water inlet pipes, engine exhaust
pipes and, if separate, the sea water loop discharge;
o Remove the pipeline from the additional engine coolant
expansion tank (if provided);
o Loosen and remove engine anchor bolts;
o Uncouple the gearbox;
o Observe the following instructions when hooking the
engine.
Handling
Figure 36
05_064_V
CAUTION
Lift and handle the engine with great care and attention, in
compliance with safety regulations.
Use the specific rocker-arm 99368548.
The engine must be handled by experienced personnel,

using the prescribed tool that keeps the lifting lines parallel
and with adequate equipment in terms of capacity and size.
The four eyebolts provided for lifting the engine alone must
always be used simultaneously.
JULY 2006 TOOLS V08 ENT M75-M11-M12 7.143
SECTION 7
TOOLS
Page
TOOLS 145
Graph and symbols 159

7.144 V08 ENT M75-M11-M12 TOOLS JULY 2006

TOOLS
Tool no. Description
99305019 Case with full set of valve seating regrinding tools
99305047 Spring loading control apparatus
99322230 Rotary telescopic stand (capacity 2000 daN, torque 375 daN/m)
99322914 Telescopic stand (700-1010 mm)
99342145 Puller to remove injector holder
99360091 Tool for dismantling fuel filter

TOOLS
99360184 Calipers for disassembling and reassembling engine piston rings

(105 - 160 mm)
99360329 Key for installing gasket on valve guides
99360500 Tool for lifting the output shaft
99360603 Band for inserting piston into cylinder barrel (90 - 175 mm)
99360785 Ring (145 mm) (use with 99360799)
99360799 Tool for disassembling and reassembling cylinder liners

(use with special rings)
TOOLS
99361011 Brackets securing engine to rotating overhaul stand 99322230
99365063 Tool for heading electro-injector seat
99367016 Sleeve key (27 mm) for flywheel fixing bolts
99367019 Guides set (2) M24x2 to mount engine flywheel
99368501 Tool to remove cartridge filters (engine)
99368502 Tool for rotating the engine flywheel

TOOLS
99368503 Key for adjusting tappet clearance screw (use with 99389831)
99368505 Puller for dismantling injectors
99368506 Key (27mm) for dismantling fuel injector pipes

(use with 99389813)
99368508 Tool for positioning phonic wheel during timing ignition
99368509 Tool for timing camshaft
99368511 Tool for fiitting output shaft rear gasket

TOOLS
99368512 Tool for fiitting output shaft front gasket
99368513 Tool to remove output shaft rear gasket
99368514 Tool to remove output shaft front gasket
99368515 Stud set (use with 99360799)
99368516 Puller to remove the control gear of hight pressure pump

(use with 99368517)
99368517 Retainer tool control gear of hight pressure pump

TOOLS
99368533 Support for disassembling and assembling the engine flywheel
99368537 Tool for drain engine oil
99368539 Installer for engine oil filter
99368540 Ring wrench with 14X18 insert (18 mm) for turbine bolts
TOOLS
99368542 Set of 8 insert box wrenches 14X18

(13 - 17 - 18 - 19 - 21- 22 - 24 - 27 - 30 mm)
99368543 ILC simulator for Vector engines
99368544 Tool for disassembling and reassembling engine valves
99368545 Thickness gauge (0.50 mm) for tappets
99368546
Torque overgear reaction for teeghtening fly wheel bolts
(use with 99367016-99389816-99389818)

99368548 Tool for lifting power engine

TOOLS
99368550 Diagnostic interface for Vector engines
99368551 19 poles adapter (part of 99368550)
99370415 Dial gauge base to adjust transmission shaft bearings

(use with 99395603)
99389813 Torque wrench (20 - 120 Nm) with 1/2 square attachment
99389816 Torque overgear x 4 with 3/4 square attachment (max 2745 Nm)
TOOLS
99389832 Torque wrench with 14X18 attachment (60 - 320 Nm)
99389833 Torque wrench with 14X18 attachment (20 - 120 Nm)
99390425 Tap for to thread injector seat (disassembly) (M12x1.75)
99394004 End mill for working the rocker side of injector seat
TOOLS
99394017 Reamer for working the bottom side fo the injector seat
(use with 99394019)
99394018 End mill for working the rocker side of injector seat
(use with 99394019)
99394019 Driver bushing
99395216 Pair of measuring devices for angular tightening with 1/2 and 3/4
square attachments
99395363 Complete square for checking rod squaring

TOOLS
99395603 Dial gauge (0 - 10 mm)
99395687 Bore gauge (50 - 178 mm)

7.156 V08 ENT M75-M11-M12 JULY 2006

JULY 2006 OVERHAUL V08 ENT M75-M11-M12 8.157
SECTION 8
OVERHAUL
Page
GENERAL CHARACTERISTICS 160
ASSEMBLY CLEARANCE DATA 161
TIGHTENING TORQUE 167
STANDARD TIGHTENING TORQUE 170
PREPARING THE ENGINE FOR DISASSEMBLY 177
Handling 177
Positioning 177
DISASSEMBLY OF MARINE
ADAPTATION COMPONENTS 178
Left side of the engine 178
Engine right side 182

Y
Plate heat exchanger side 183

AR
REPAIR OPERATIONS CYLINDER UNIT 193

IN
Checks and measurements 193

IM
Replacing Cylinder Liners 194

EL
TIMING SYSTEM 196

PR
Camshaft 196
Checking cam lift and pin alignment 196
Replace the camshaft driven gear 196
Changing the bushings 198
Changing the tappets 198
Fitting tappets and camshaft 198
OUTPUT SHAFT 199
Measuring journals and crankpins 199
Checking main journal alignment 200
Crankshaft balancing instructions 201
Changing the gear of control

cooling system pumps 201
Changing the oil pump and timing system gear 202
(cont.)
8.158 V08 ENT M75-M11-M12 OVERHAUL JULY 2006
Page Page
ENGINE ASSEMBLY ON THE BENCH 203 Dismantling valves 219
Fitting the main bearings 203 Checking the cylinder head support surface 219
Finding journal clearance 203 VALVES 220
Tightening sequence 203 Removing carbon deposits, and checking the valves 220
Checking crankshaft thrust clearance 204 Refacing the valves 220
Valve timing 205 Checking valve centering 220
Fitting the flywheel cover housing 206 Checking clearance between valve stem 220
Fitting the rear oil seal 207 VALVE GUIDES 221
ENGINE FLYWHEEL 208 Replacing the valve guides 221
Changing the gearbox drive input shaft bearing 208 Reaming the valve guides 221
Changing the engine flywheel ring gear 208 Replacing and regrinding the valve seats 222
Fitting the engine flywheel 208 REPLACING THE INJECTOR-HOLDER CASES 223
Fitting the gearbox 209 Fitting the valves 224
PISTON-ROD ASSEMBLY 212 Installing the cylinder head 224
Pistons - Measuring the piston diameter 212 RODS 226
Gudgeon pins 213 ROCKER ARM ASSEMBLY 226
Conditions for correct mating Rocker arms 226

of gudgeon pin and piston 214
Jumpers 226
Piston rings 214
Rocker arm support rockers 226
Connecting rods 215
Adjusting operating clearance
Check of connecting rod alignment 216 between valves and rockers 228
Fitting the connecting rod-piston assembly 216 Fitting the cylinder head tappet covers 229
Connecting rod-piston mating 216 Fitting the injectors 229
Fitting the piston rings 216 LUBRICATION 230
Check of rod-piston alignment 217 Oil pump 231
Fitting the rod-piston assemblies Oil sump 232

into the cylinder liners 217
ENGINE COMPLETION 234
Measuring the mounting
clearance of big end pins 218
Fitting the connecting rod caps 218
Check of piston protrusion 218
CYLINDER HEAD 219
Hydraulic leak test 219

Page
Graph and symbols
Surface for machining

Machine finish
Interference
Strained assembly
Thickness
Clearance
Intake
Exhaust
Operation
Compression ratio
Preload
Oversized
Higher than
Maximum, peak
Undersized
Less than
Minimum
Selection
Classes
Oversizing
Replacement
Original spare parts
GENERAL CHARACTERISTICS
Engine V08 ENT M75 V08 ENT M11 V08 ENT M12
Cycle Diesel 4 strokes

Feeding Turbocharged with intercooler (intercooler air to water)
Injection Direct
N. of cylinders 8 in two rows at angle of 90
Bore mm 145
Stroke mm 152
Total displacement cm3 20.000
Timing system
start before T.D.C. A 16
end after B.D.C. B 25
start before T.D.C. D 66

end after B.D.C. C 15
For timing check

X { mm
mm
-
Running

X { mm
mm
0.5
0.5
ASSEMBLY CLEARANCE DATA
Cylinder block and crank mechanism components mm
Cylinder liners 1 164.000 to 164.025
Cylinder liners:
outside diameter 2 164.003 to 164.028

length L 266.5 to 267.5
Cylinder sleeve - crankcase
seats (interference) 0.028 to 0.022
Outside diameter 2 -
Cylinder liners:
cylinder liner position:

on crankcase X 0.025 to 0.095
inside diameter 3 145.00 to 145.03
Pistons:
measuring dimension X 89.1

pin bore 2 62.000 to 62.008
Piston - cylinder liners 0.261 to 0.309
Piston diameter 1 -
Pistons position
from crankcase X 0.19 to 0.59
Gudgeon pin 3 61.982 to 61.990
Gudgeon pin - pin housing 0.010 to 0.026

Type of piston X 1* 3.440 to 3.470

Piston ring slots X 2 3.060 to 3.080
X 3 6.030 to 6.050
* measured on of 140 mm
Piston rings S 1* 3.330 to 3.296

S 2 2.975 to 2.990
S 3 5.975 to 5.990
* measured on of 140 mm
1 0.110 to 0.174
Piston rings - slots 2 0.070 to 0.105
3 0.040 to 0.075
Piston rings -
Piston ring end opening

in cylinder liners:
X 1 0.50 to 0.65
X 2 0.90 to 0.96
X 3 0.40 to 0.70
Small end
bushing seat 1 67.994 to 67.963
Big end
bearing seat 2 110.000 to 110.022
Small end bushing diameter:
outside 4 68.080 to 68.120

inside 3 62.046 to 62.062
Big end bearing shell

supplied as spares S 2.466 to 2.478
Small end bush - seat 0.086 to 0.157
Gudgeon pin - bushing 0.056 to 0.080
Big end bearing shells -
Connecting rod weight

A -
Class B -
C -
Measuring dimension X 125
Max. error on alignment

of connecting rod axes = 0.08
Main journals 1 121.995 to 121.975
Crankpins 2 104.980 to 105.000
Main bearing shells S 1 2.958 to 2.970
Big end bearing shells S 2 2.466 to 2.478
Main bearing housings

n. 1 - 5 3 128,000 130,025
n. 2 - 3 - 4 3
Bearing shells - main journals

n. 1 - 5 0.065 to 0.134
n. 2 - 3 - 4 0.065 to 0.134
Bearing shells -
crankpins 0.044 to 0.110
Main bearing shells -

Big end bearing shells -
Main journal,
for shoulder X 1 56.00 to 56.40
Main bearing housing,

for shoulder:
middle X 2 43.184 to 43.232
front/rear -
Half thrust washer

(thickness) X 3 -
Crankshaft shoulder -
Cylinder head - Valve train mm
Valve guide seats

in cylinder head 1 16.980 to 16.997
2 10.015 to 10.030
Valve guide:
3 17.012 to 17.015
Valve guides and seats on the head 0.015 to 0.035
Valve guide 17.212 to 17.225
Valves:
4 9.960 to 9.975
60 30 7 30
4 9.960 to 9.975
45 30 7 30
Valve stem and its guide 0.052 to 0.092
Valve seat in head:
1 52.985 to 53.020
1 50.985 to 51.020
Outside diameter of valve seat;

angle of valve seat
in cylinder head:
2 53.000 to 52.500
60
2 51.000 to 50.500
45
Recessing X 0.50 to 0.80

of valve
X 0.50 to 0.80
Between valve
seat and head 0.050 to 0.100
54.270 to 54.285
Valve seat
51.270 to 51.285
Valve spring height:
free height H -
under a load of:
339.8 9 N H 1 -
741 39 N H 2 -
Injector protrusion X Not adjustable
Seats for camshaft bushing

no. 1 - 5 86.000 to 86.030
Camshaft seats
no. 2 - 3 - 4 -
Camshaft supporting
pins:
1 5 -
Outer diameter
of camshaft bushings 86.133 to 86.163
Inner diameter
of camshaft bushings 80.018 to 80.087
Bushings and housings

in the cylinder head 0.163 to 0.130
Bushings and bearing journals -
Cam lift:
H -
H -
Rocker arm shaft 1 31.984 to 32.000

Tappet cap seat

in the crankcase 1 34.025 to 34.000
Tappet cap
Measurement from axis

tappet at end of fixing pin X 18.80 to 19.00
Bushing housing
in rocker arms: 1 32.025 to 32.050
Between rocker arms and shaft 0.025 to 0.066

TIGHTENING TORQUE
Component Torque
Nm kgm
Cylinder head fixing bolt u pre-torque 70 7
angle 240 240
guard-torque 220 to 390 22 to 39
Crankcase cap fixing bolt u pre-torque 160 16
angle 240 240
Crankcase cap side fixing bolt u pre-torque 70 7
angle 120 120
Connecting rod cap fixing bolt u pre-torque 90 9
angle 60 60
Engine flywheel fixing bolt u pre-torque 350 35
angle 120 120
Damper fixing bolt u pre-torque 160 16
angle 120 120
Nut fixing front cover oil sump (M10x1.5) 38 to 45 3.8 to 4.5
Bolt fixing oil sump to front cover and crankcase (M10x1.5) 38 to 45 3.8 to 4.5
Bolt fixing crankcase front gearbox (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing front gearbox and cover to crankcase (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing front cover to front gearbox (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing flywheel housing to crankcase (M12x1.75) 86 to 105 8.6 to 10.5
Bolt fixing flywheel casing to crankcase (M14x2) 135 to 165 13.5 to 16.5
Bolt fixing gear pin centring (M10x1.5) u 45 to 50 4.5 to 5.0
Bolt fixing centring pin (M12x1.75) u 100 to 110 10.0 to 11.0
Bolt fixing cylinder head cover (M8x1.25) 20 to 24 2.0 to 2.4
Bolt fixing clearance adjustment cover (M6x1) 7 to 10 0.7 to 1.0
Bolt fixing left and right intake manifold to cylinder head (M10x1.5) 38 to 45 3.8 to 4.5
Bolt fixing exhaust manifold (M10x1.5) s
N. 12 bolts from front side (on both sides) torque 47 to 53 4.7 to 5.3
N. 4 bolts from rear side (on both sides) pre-torque 47 to 53 4.7 to 5.3
torque 64 to 70 6.4 to 7.0
Bolt fixing thrust plate to crankcase (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing inlet pipe to the right and left intake manifolds (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing driving gear to driven gear governing camshaft (M10x1.5) u 49 to 60 4.9 to 6.0
u Lubricate with UTDM oil or engine oil before installation

s Lubricate with grafitation oil before installation
TIGHTENING TORQUE (cont.)
Component Torque
Nm kgm
Bolt fixing rocker-arm assembly to head (M12x1.75) u 80 to 89 8.0 to 8.9
Nut adjusting clearance (rocker arms) (M10x1.25) u 34 to 44 3.4 to 4.4
Bolt fixing crankshaft rear gear (M8x1.25) u 22 to 27 2.2 to 2.7
Bolt fixing gear to PTO (M12x1.75) u 86 to 105 8.6 to 10.5
Bolt fixing PTO to spacer (M12x1.75) 74 to 90 7.4 to 9.0
Bolt fixing PTO spacer to gearbox (M12x1.75) 74 to 90 7.4 to 9.0
Bolt fixing gear assembly to camshaft (M12x1.75) 86 to 105 8.6 to 10.5
Bolt fixing phonic wheel to gear (M8x1.25) 24 to 30 2.4 to 3.0
Bolt fixing injector bracket to cylinder head (M10x1.5) u 32 to 36 3.2 to 3.6
Nut fixing turbo to exhaust manifold (M12x1.75) 85 to 95 8.5 to 9.5
Bolt fixing oil delivery pipe to turbo (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing air conveyor to cooler body (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing air delivery elbows to conveyor (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing oil pump to crankcase (M10x1.5) 38 to 45 3.8 to 4.5
Bolt fixing conveyor to intake manifold (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing bottom pipes discharging oil from turbocompressors to oil sump (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing suction rose to oil pump (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing suction rose to cap for central support (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing oil pressure adjuster valve (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing oil filter body to crankcase (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing engine oil cooler body to crankcase (M10x1.5) 25 to 30 2.5 to 3.0
Bolt fixing piston cooling jet (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing oil pressure adjuster valve for piston cooling jet (M8x1.25) 22 to 27 2.2 to 2.7
Nut fixing coolant pump to front gear cover (M10x1.5) 33 to 40 3.3 to 4.0
Bolt fixing right and left manifold for coolant outlet from cylinder heads (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing elbow to head coolant outlet right manifold (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing head coolant outlet manifold union body (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing coolant pump connecting pipe and cooler cover (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing pipe from main coolant pump to crankcase (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing high-pressure pump (HPP) to crankcase (M10x1.5) u 49 to 60 4.9 to 6.0

TIGHTENING TORQUE (cont.)
Component Torque
Nm kgm
High pressure gear pump fixing nut (HPP) 350 35
Bolt fixing ECU to support (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing ECU support to crankcase (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing low-pressure pump (M10x1.5) 42 to 51 4.2 to 5.1
Bolt fixing front manoeuvring hook (M12x1.75) 86 to 105 8.6 to 10.5
Bolt fixing front manoeuvring hook (M14x2) 153 to 187 15.3 to 18.7
Bolt fixing rear manoeuvring hooks (M14x2) 153 to 187 15.3 to 18.7
Bolt fixing heater to conveyor (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing front engine supports (M14x2) torque 65 to 75 6.5 to 7.5
angle 60 - 65 60 - 65
guard-torque 190 to 270 19.0 to 27.0
Bolt fixing rear engine supports (M16x2) torque 95 to 105 9.5 to 10.5
angle 85 - 90 85 - 90
guard-torque 310 to 420 31.0 to 42.0
Bolt fixing air/water radiator support to flywheel casing (M10x1.5) 49 to 60 4.9 to 6.0
Bolt fixing air/water radiator support to radiator (M10x1.5) 49 to 60 4.9 to 6.0
Bolt fixing flywheel speed sensor (M8x1.25) 22 to 27 2.2 to 2.7
Bolt fixing phonic wheel speed sensor (M8x1.25) 22 to 27 2.2 to 2.7
High pressure pump / delivery pipe nut (M27x2) u 118 to 132 11.8 to 13.2
Delivery / rail pipe nut (M27x2) u 100 to 110 10.0 to 11.0
Compensating pipe BETWEEN rail 1 and 2 (M27x2) u 100 to 110 10.0 to 11.0
Injector / fuel inlet pipe nut (M22x1.5) u 80 to 85 8.0 to 8.5
Rail / fuel inlet pipe nut (M20x1.5) u 80 to 85 8.0 to 8.5
Flow limiter (only for loss, disassembly or replacement) 20 + 30 2.0 + 30

STANDARD TIGHTENING TORQUE
Maximum tightening torques for metric threadings expressed in daNm
Diameter
x SCREW CLASS 8,8 , SCREW CLASS 10,9 10, SCREW CLASS 12,9 12,
pitch
dxp ZINC- CADMIUM PHOSPHA- ZINC- CADMIUM PHOSPHA- ZINC- CADMIUM PHOSPHA-
RAW RAW RAW
(mm) COATED -PLATED TETED COATED -PLATED TETED COATED -PLATED TETED
3 x 0,5 0,12 0,12 0,11 0,09 0,17 0,16 0,15 0,13 0,21 0,19 0,18 0,15
4 x 0,7 0,28 0,26 0,24 0,20 0,39 0,37 0,34 0,29 0,47 0,44 0,41 0,35
5 x 0,8 0,56 0,52 0,48 0,40 0,79 0,74 0,67 0,57 0,94 0,88 0,80 0,68
6x1 1,0 0,9 0,8 0,7 1,3 1,3 1,2 1,0 1,6 1,5 1,4 1,2
8 x 1,25 2,3 2,2 2,0 1,7 3,3 3,1 2,8 2,3 3,9 3,7 3,3 2,8
8x1 2,5 2,4 2,1 1,8 3,5 3,3 3,0 2,5 4,3 4,0 3,6 3,0
10 x 1,5 4,7 4,4 4,0 3,3 6,5 6,1 5,6 4,7 7,9 7,4 6,7 5,6
10 x 1,25 5,0 4,7 4,2 3,5 7,0 6,5 5,9 4,9 8,4 7,9 7,1 5,9
12 x 1,75 8,0 7,5 6,8 5,7 11,3 10,6 9,6 8,0 13,6 12,7 11,5 9,6
12 x 1,25 9,0 8,4 7,5 6,2 12,6 11,8 10,6 8,7 15,1 14,1 12,7 10,4
14 x 2 12,8 12,0 10,9 9,1 18,0 16,9 15,3 12,8 21,6 20,2 18,4 15,3
14 x 1,5 14,1 13,1 11,9 9,7 19,8 18,5 16,7 13,6 23,8 22,2 20,0 16,4
16 x 2 19,8 18,5 16,8 13,9 27,9 26,1 23,6 19,5 33,5 31,3 28,3 23,4
16 x 1,5 21,5 20,0 18,0 14,6 30,2 28,2 25,3 20,6 36,3 33,8 30,4 24,7
18 x 2,5 27,2 25,4 23,1 19,2 38,2 35,8 32,4 27,0 45,8 42,9 38,9 32,4
18 x 1,5 31,4 29,2 26,2 21,1 44,1 41,1 36,8 29,7 53,0 49,3 44,2 35,7
20 x 2,5 38,4 36,1 32,7 27,0 54,3 50,8 46,0 38,0 65,2 61,0 55,2 45,6
20 x 1,5 43,9 40,9 36,5 29,4 61,7 57,5 51,4 41,3 74,1 68,9 61,6 49,5
22 x 2,5 53,9 49,0 44,6 36,2 75,9 68,8 62,8 51,0 91,0 82,6 75,3 61,1
22 x 1,5 59,0 54,8 48,9 39,1 82,9 77,1 68,8 55,0 99,5 92,5 82,6 66,1
24 x 3 66,7 62,4 56,4 46,6 93,8 87,7 79,3 65,5 112,5 105,2 95,2 78,6
24 x 2 74,2 69,1 61,9 50,0 104,4 97,2 87,1 70,3 125,3 116,7 104,5 84,4
27 x 3 98,7 92,2 83,1 68,2 138,8 129,6 116,9 95,9 166,5 155,5 140,2 115,0
27 x 2 108,4 100,8 90,1 72,4 152,4 141,8 126,7 101,8 182,9 170,2 152,1 122,2
30 x 3,5 133,7 124,9 112,7 92,8 188,0 175,6 158,5 130,5 225,6 210,7 190,2 156,5
30 x 2 151,6 141,0 125,8 100,6 213,2 198,2 176,9 141,5 255,9 237,9 212,2 169,8

Scheme of the cylinder head fastening screws tightening order

Figure 1

05_027_V
Procedure
o First phase Pre-torque 70 Nm Sequence: numerical as indicated in the picture;
o Second phase Angle 240 Sequence: numerical as indicated in the picture;
Guard torque 220 to 390 Nm Sequence: numerical as indicated in the picture;
Scheme of the output shaft crankpins fastening screws tightening order

Figure 2
5 3
89797
Procedure M201.5 screws

o First phase Pre-torque 160 Nm Sequence: numerical as indicated in the picture;
Figure 3
4
5 3
89796
Procedure M201.5 screws

o First phase Pre-torque ~ 70 Nm Sequence: numerical as indicated in the picture;
Scheme of the engine oil sump fastening screws tightening order

Figure 4
05_096_V
Procedure
o First phase
o Second phase
Scheme of the exhaust manifold fastening screws tightening order
Figure 5
05_058_V
Procedure
o First phase
o Second phase
Scheme of the riser stub pipe exhaust gas inlet into the manifold fastening screws tightening
Figure 5A
06_012_V
Procedure
o First phase
o Second phase
Scheme of the riser stub pipe exhaust gas outlet from turbine fastening screws tightening order
Figure 5B
06_011_V
Procedure
o First phase
o Second phase
Scheme of the flywheel cover box fastening screws tightening order

Figure 6
83507
Procedure
Make sure to postion the screws in the seat from which they were rimoved.
In fact, there are screws with different length and different size.
o M12x1,75x45 torque 89 to 105 Nm Sequence: numerical as indicated in the picture;
o M14x2x90 torque 135 to 165 Nm Sequence: numerical as indicated in the picture;
o M14x2x110 torque 135 to 165 Nm Sequence: numerical as indicated in the picture.
PREPARING THE ENGINE FOR DISASSEMBLY
Handling Positioning
Figure 7 Figure 8
05_064_V
06_064_V
ATTENZIONE Identify a suitably big are to allow comfortable handling

operations around the engine during component disassem-
Lift and handle the engine with caution and according to bly and assembly; make sure the surface is horizontal, clean
safety regulations. and suitable to bear a total weight of about 2000 kg.
Use the specific tool 99368548. Position the engine by placing the brackets on 4 supporting
stands (tool 99322914).
The engine must be handled by experienced personnel,
using the prescribed tool that keeps the lifting lines parallel
and with adequate equipment in terms of capacity and size.
The four eyebolts provided for lifting the engine alone must
always be used simultaneously.
DISASSEMBLY OF MARINE ADAPTATION COMPONENTS
The operations described here below can be carried out on board the vessel.
If they are performed at an overhauling center, make sure the engine is adequately supported.
Drain the liquids from the engine: fuel, lubricating oil, engine coolant and dispose them according to the procedures prescribed
by current regulations.
Left side of the engine Figure 11

Figure 9
1 3 2
05_082_V
4 1
05_024_V
o Rimove engine oil filters (1) by using the tool
99368539;
o Disassemble fuel filters (1) with the tool 99360091;
Figure 10 o Remove the fuel filter support after the connecting
screws have been unscrewed (2);
o Unscrew the 22 mm nuts of fuel inlet (2) and outlet (3)
pipes;
o Unscrew no.3 screws (4) and remove the filter sup-
port;
1
Figure 12
1
06_122_V
1
06_133_V
o Unscrew the nut connecting the oil/pipe drainage

electric pump towards the sump, unscrew 2 fasten-
ing screws (2) on the filter support and remove the
pump;
o Unscrew the 6 oil filter support fastening screws (3),
the remove the flange (4) and the support from the
exchanger body;
o Unscrew the fastening screws (1) and remove the
engine coolant tank; be careful with the pump intake
circuit when removing the connector ;
Figure 13 Figure 15
4
3
2
1
06_071_V
o Remove the connecting components exhaust mani-

1 fold/coolant return pipe in sequence towards the heat
exchanger: O-rings (1), sleeve (2), connector (3) and
gasket (4);
Figure 16
06_082_V
2
o Unscrew no. 6 screws from the bracket (1)connected to

1
the exhaust manifold and then remove the oil dipstick
and the pipe taking the oil into the sump;
Figure 14
05_124_V
o Unscrew the fastening screws (1) holding the bands

3
connecting the oil vapor rubber pipes;
o Remove air filters after unscrewing the screws (2) and
having disconnected them from the rear bracket (no.2
M8 screws);
2
Figure 17
1 3 05_124_V
1 2
06_158_V
o Unscrew no. 4 connecting screws (1) sea water pump/

delivery towards exchangers and remove the connector
(2);
o Remove the coolant return pipe (3) from the exhaust o Disconnect the oblique brackets supporting intake pipes
manifold. (3) by unscrewing no. 4 screws per each bracket;
o Disassemble pipes (1) and (2) and remove the flange (3) Figure 20
supporting fuel inlet/outlet connectors;
o Remove both combustion air intake pipes;
Figure 18
1
3
1 06_067_V
4 o Remove the exhaust manifolds by unscrewing no. 8

screws(1);
2 06_134_V Figure 21
5 1
o Remove lubricating oil inlet (1) and outlet (2) connec-
tions and the turbine cooling pipe (3);
o Disconnect gas outlet shafts by unscrewing no. 4 stud
bolts per side (4);
o Remove turbocompressors after removing no. 4 nuts (5)
and the relevant stud bolts;
Figure 19
82205
3
o Disassemble the starter motor by unscrewing three nuts (1);
2 Figure 22
06_135_V
o Remove the brackets supporting gas outlet elbows (1)

by unscrewing no. 2 screws provided with cup springs 3
and no. 3 connecting screws on supporting legs;
o Unscrew no. 4 nuts (2) and the relevant stud bolts, then
remove the elbows (3);
06_028_V
o Disassemble the aftercooler/sea water pump connecting Figure 25

pipe divided in two sections (1) and (2);
2
o Remove the brackets fastening the sea water pipes on
the gear box and on the cylinder block; 4
o Disassemble the sea water pump outlet pipe(3);
Figure 23
1
3
83491
o On the back of the gear box, disassemble the low pres-

sure fuel pump by unscrewing the 27 mm nuts on the
3 2 1 06_123_V fuel inlet and outlet, no.2 fastening screws of the gear
box (1) and the flange (2) by unscrewing no. 3 screws
o Remove the oil return pipe from turbocompressors (3);
(already removed) by unscrewing the 36 mm nut (1);
o Disassemble the oil drainage pipe by disconnecting the Figure 26
eyelet support (2) and by unscrewing the 27 mm nut at
the sump inlet pipe on the flywheel side;
o Unscrew the 22 mm nut (3) of the oil return pipe to the
sump from the oil vapor filter body;
Figure 24
2
3
1 06_061_V
o Unscrew no. 4 self-locking nuts (1), remove the sea

water pump and the relevant stud bolts;
o Unscrew the screw (2) and remove the front teeth gear
(3).
1
2
05_033_V
o On the other side, unscrew the 22 mm nut (1) on the

oil vapor filter body and remove the pipe (2).
Figure 27 Figure 29
05_058_V
3 1
3 2
2
1
o Remove the pipe connecting the low pressure pump\

fuel filters (1) by unscrewing eyelet supports (2) and (3)
4
in the lower part of the plate exchanger. 06_155_V
o Remove the pipe connecting the coolant tank/pump

Engine right side (1);
Figure 28 o Unscrew no.3 screws (2) and remove the return pipe
into the pump from the exchanger support (3);
5 3 4 2 o Remove the pipe connecting the coolant pump\exchang-
er support (1) by unscrewing no.3 screws (2);
o Remove sleeve (4) including all O-rings;
Figure 30
06_132_V
1
6 7 3 06_079_V
o Remove the coolant pump/exchanger support connect-

ing pipe (1) by unscrewing no. 3 screws (2);
o Disassemble the bracket (3) by unscrewing no. 1 M10 1
screw (4) and no. 2 M8 screws (5);
o Remove sleeve (5) including all O-rings;
o Disassemble connector (6) by unscrewing no. 6 M8 2
screws (7);
o Remove the coolant inlet pipe to the pump (1) by

unscrewing no. 4 M8 screws;
o Remove the coolant outlet pipe from the pump (2) by
unscrewing no. 2 M8 screws on the pump side and no.3
M8 screws on the exchanger side;
Figure 31 Plate heat exchanger side

2 Figure 33
1 06_137_V
83511
o Remove the alternator support (2) by unscrewing no. 4
o Unscrew no. 4 nuts (1) and remove the coolant pipe M10 screws (3);
(2).
Figure 34
Figure 32
1
06_139_V
1
1 3 2
06_136_V
o Remove the box housing the thermostatic valves by
unscrewing no. 5 nuts (1) and no. 2 M8 screws (2);
o Remove the turbocompressor assembly and the exhaust o Disassemble the bracket (3) located under the box
manifold on the right hand side, by following the same housing the thermostatic va
procedure described for the left hand side;
o Disassemble the spacer connecting (1) the exchange
manifold and the gas outlet elbow;
o Remove the oil return pipe from turbocompressors
(already removed) by unscrewing the 36 mm nut (1);
Figure 35
1
4
05_080_V
1.Coolant heat exchanger - 2. Holes for lifting eyelets - 3. Exchanger support -

Engine body - 5. Sea water inflow riser stud pipe - 6. Sea water outlet riser stud pipe.
To disassemble the exchanger from the engine body, please Figure 36

follow carefully these instructions:
o Insert and screw two eyelets into the holes indicated in
the picture (2), then connect the hoist hook and apply a 1
slight lifting force until the cable is tensioned;
o Unscrew and remove the 8 connection screws between
exchanger-engine body from the holes (7) making sure
that the exchanger is aligned in order to avoid any dam-
age to the plate heat exchanger;
o Take the exchanger away from the engine body and
place it on a suitable surface;
o Disassemble the sea water inlet riser stud pipe (5) and
the sea water outlet riser stud pipe (6).
05_081_V
o Insert and screw the two eyelets into the holes indi-
cated in picture (1), thus connect the hook of the lifting
device and apply a slight lifting force until the cable is
tensioned;
Figure 37 brake side

06_160_V Figure 39
06_124_V
A A
E
2 1
E
D E D B C o Disconnect and remove the oil vapor inlet pipe (1) from
the cylinder block;
o Remove the exchanger support by unscrewing no.19 o Unscrew no.4 screws (2) and remove the oil vapor filter
screws and place it on a suitable surface; body;
Figure 38 Figure 40
4
06_047_V
06_072_V
1
o Unscrew the 4 columns (3) connecting to the oil vapor
filter body, unscrew no.4 M8 screws (2) and remove the
o Unscrew no. 8 M20 screws x 1.5 (1) and remove in bracket (1);
sequence the pulley (2), the damper flywheel (3) and
the counterweight (4); o Unscrew no. 4 M8 screws and remove the two vertical
brackets (4) connected to the aftercooler;
Figure 41 Figure 43
2 3
1 06_024_V
1
o Disconnect the fuel recirculation pipes from the rail

from the twin manifold (1), from the high pressure pump
(2) and from leaks (3);
o Unscrew the fastening brackets and remove the twin
manifold;
Figure 44
1
06_156_V
06_140_V
o Remove the atmospheric pressure sensor (1) by

unscrewing no.1 M8 ECU fastening screw;
o Unscrew no. 3 M8 screws (2) and remove the ECU; o Unscrew the fastening screws (1) and remove the fuel
recirculation pipes from cylinder heads;
o Unscrew the fastening screws (1) and remove the fuel
Figure 42
recirculation pipes from cylinder heads;
1
Figure 45
06_141_V
1 2
3
2 o Unscrew the fastening screws (1) and remove the fuel

recirculation manifold (2) from cylinder heads;
06_078_V
o Remove the lubricating oil inlet pipes into turbocom-

pressors (1) by disconnecting the eyelet fastening points
(3);
o Remove the recirculation manifold (2) by disconnecting
and removing the fuel delivery pipes towards the LPP
pump and the fuel recirculation from the twin manifold.
Figure 46
3
06_153_V
o Fasten the engine to the rotary stand 99322230 (1) by Figure 48

using the 99361011 brackets (2); drain the lubricating oil
from the engine sump through the drain plug (3).
NOTE
The engine already has the oil filler and the oil dipstick
disassembled at the time it is removed.
Figure 47
4
83490
o Verify the wear status of the coupling drive and of the

connector of the coupling drive and the low pressure
feeding pump shaft.
1
3
83491
o On the bench, proceed with the disassembly of the sup-

port (3) of the low pressure feeding pump (2); further-
more, disassemble the coupling drive (4).
Figure 49 Figure 51
06_030_V 1 82217
1
o Remove the electro-injectors. Using the wrench (2),
unscrew the screw (1) of the fixing bracket.
Figure 52
o Unscrew no.4 screws (1) and remove the high pressure
1
pump from the flywheel box, including the gear.
Take the high pressure pump to the bench for gear dis-
assembly;
Figure 50
82218
o Fit the tool 99368505 (1) and the wrench for extracting
3
the electro-injector.
1
NOTE
2
82214 Always change the O-ring in the assembly phase.
Lubricate the O-ring before installation.
o Remove the driving gear with the aid of tools 99368516
(1), 99368517 (2) that permit unscrewing the M24 x 1.5
nut (3). Figure 53
2 82219
o Unscrew the fixing screws (1) and remove the tappet o Insert tool 99368502 (1) and position fixed wrench (2)
cover (2). Repeat this operation for all the covers. as indicated on the figure in order to prevent flywheel
rotation during damper flywheel disassembly on one
side and of the flywheel on the other.
NOTE
Note down the position of the tappet covers in relation to Figure 56
the heads so as to fit them in the positions they had with
the first assembly.
Figure 54
2 1
3 1 2
7 3
4
5
4 82222
o From the front, unscrew the 8 screws (1) and remove the
flange (2), damper flywheel (3) and counterweight (4).
6
82220 Figure 57
o Remove the rocker arms (2) from the support (1), taking 82223
out the circlips and seals on both sides of the support;

o Extract the rods (3) from their seat on the heads and
the jumpers (4); 1
o Unscrew the fixing screws (7) and remove the head (6).
Remove the cases (5) protecting the valves.
2
NOTE
The screws (7) fixing the head on the crankcase have dif-
ferent sizes:
M15x170
M15x185
Mark them so as to facilitate the assembly phase. o Disassemble the oil seal ring (1) by using the 99368514
tool (2).
Figure 55
1
2
103217
Figure 58
12
7
6 8
4
5
3
10
2
1
9
11
13
4 5 6 7 8
1
83497
o Unscrew the M8 screws (1) and remove the gearbox Figure 59

cover (2). Recover the gasket (3);
o Remove the ducts (12) and (13);
3
o Unscrew the screw (4), remove the shaft (5) and the
gear (6) with the bearing (7);
1
o Turn the engine and after unscrewing the 24 screws
(M10x1.5x90) and 6 M10x1.5 nuts, remove the oil 2
sump;
o Remove the engine lubricating oil pump with the suction
cup;
o Unscrew the screws (10) securing the gearbox (11) to
the crankcase; after removing the gearbox, unscrew the
screws (9) and remove the spacer (8) with the O-ring.
103218
o From the inside of the flywheel box, prevent flywheel

rotation by using rotation tool 99368502 (1) and fixed
wrench (2). Then loosen screws (3);
Figure 60 Figure 62
1
1
05_065_V
o Fit the supporting tool 99368533 (1) for disassembling

and assembling the flywheel. Go ahead and unscrew
the flywheel fixing screws. Remove washer and engine 3
103195
flywheel assembly.
o Unscrew the screws (1) and (2) after suitably slinging

Figure 61 the flywheel cover casing (3). Detach the flywheel cover
casing from the crankcase.
1
2 NOTE
Mark the position of the screws (1) and (2):
Screws (1): M12x35 mm 6 bolts tot.
Screws (2): M14x90 mm 12 bolts tot.
82228
o Fit the tool 99368513 (1) and extract the rear oil
seal (2).
Figure 63
6
3
5
4
82230
o Remove the gear fitted on the camshaft: unscrew the o Remove the connecting rod cap (2) and extract the
screw (1) and remove the spacer (2); extract the gear piston from the cylinder liner.
(3) from the camshaft. Set the crankcase horizontally. Remove the top (4) and side
(3) bolts fixing the main bearing caps to the crankcase and
NOTE extract them.
During disassembly, the components (5) and (6) are fas-
tened by the screws (7) on the gear (3). If necessary, sepa- CAUTION
rate the various parts and replace the worn ones. On the central main bearing housings (5) and on the cap
there are the thrust half-rings for adjusting the crankshaft
end float.
Figure 64
1 Figure 65
2 1
2
3 3
6
16787
16788
Check the protrusion of the pistons (6) from the crankcase

and note it down. Set the cylinder assembly upright. Extract o Using a hoist (1) and tool 99360500 (2), appropriately
the pistons as follows: fitted on the crankpins, extract the crankshaft (3) from
o Loosen the nuts (1) of the bolts fixing the connecting the cylinder assembly;
rod caps to the connecting rods; o Extract the camshaft from the cylinder assembly, taking
o Turn the crankshaft until the piston is exactly at the TDC; care not to damage the supporting bushings. Extract the
in any other position it would not be possible to extract roller tappets.
the piston because the connecting would interfere with
the cylinder liner;
REPAIR OPERATIONS CYLINDER UNIT
Checks and measurements Figure 68

Figure 66
16792
o Once engine is disassembled, clean accurately the cylin-

der-block assembly. Use the proper rings to handle the
cylinder unit. The engine block shall not show cracks;
o Check operating plug conditions and replace them in
case of uncertain seal or if rusted;
o Inspect cylinder barrel surfaces; they shall be free from
seizing, scores, ovalisation, taper or excessive wear.
Inspection of cylinder barrel bore to check ovalisation,
taper and wear shall be performed using the bore dial
gauge 99395687 (1) fitted with the dial gauge previously
set to zero on the ring gauge (2) of the cylinder barrel 82231
diameter.
If the measurements are higher than as shown in the figure,
it is necessary to change the cylinder liners. Their internal
CAUTION surface is treated with liquid nitriding, so grinding, lapping or
Should the ring gauge be not available, use a micrometer facing are not permissible.
for zero-setting.
Figure 69
Figure 67
2284 2290
The diagram gives the diameters: the outside diameter of the

o Measurements shall be performed on each cylinder, at
cylinder liner and the inside diameter of its seat.
three different heights in the barrel and on two planes
If necessary, the cylinder liners can be extracted and fitted
perpendicular with each other: one parallel to the lon-
several times in different seats.
gitudinal axis of the engine (A), and the other perpen-
dicular (B). Maximum wear is usually found on plane (B)
in correspondence with the first measurement.
Figure 70 Replacing Cylinder Liners

Figure 71
1 1
2 2
3
16796 16797
o Remove the cylinder liners (2) from the cylinder assem-

o Check the flatness of the cylinder headmating surface bly with tool 99360799 (1) fitted as illustrated in the
with a calibrated rule and feeler gauge; figure. Carefully check the seats of the cylinder liners and
o After finding the areas of deformation, level off the sup- the side surfaces of the crankcase;
porting surface, after taking out the centring pins (2), o Check the state of the plugs fitted in the cylinder assem-
with tool (1), and the cylinder liners (3) according to bly machining holes and replace them if they are rusty
the procedures given under the heading REPLACING or there is any doubt about their seal.
CYLINDER LINERS.
Figure 72
CAUTION
The crankcase can be levelled off only after making sure 1 82720
that, after machining, the piston protrudes from the cylin-

der liner from 0.19 to 0.59 mm. 6
2
5
o Always change the coolant seals (3 and 4);

o Fit the top brass ring (2) onto the cylinder liner (1).
Lubricate its bottom portion and fit it in the cylinder
assembly with the plate (5) of tool 99360799 (6).
Figure 73 Figure 75
1
2 4
1 3 5
16799 2
16804
o Using a dial gauge (1), check that the protrusion of the
cylinder liner (2) from the mating surface of the cylinder o Change the seals (5) of the bushing (3) for the right-
head is from 0.025 to 0.095 mm. hand main oilway. The bushing (3) is removed from the
cylinder assembly with a percussion extractor 99340205
Figure 74 (1) and a suitable part (2). Use an appropriate drift to fit
the bushing.
Figure 76
1
4
2 1
3 5
2
16803
o Change the seals (5) of the bushing (3) for the left-
hand main oilway. The bushing (3) is removed from the
cylinder assembly with a percussion extractor (1) and a
suitable part (2). Use an appropriate drift to fit the bush- 16805
ing.
o If changing the bushing (1) for the coolant duct, use
general tools for removal; use an appropriate drift (2)
for assembly.
TIMING SYSTEM
Camshaft
Figure 77
89794
MAIN DATA ABOUT CAMSHAFT PINS

Camshaft pin and cam surfaces shall be absolutely smooth; if they show any traces of seizing or scoring replace
the camshaft and the bushes.
* Data concerning the distribution shaft assembled on the engines with serial numbers starting from 01/01/2005.
Checking cam lift and pin alignment Replace the camshaft driven gear
Figure 78 Figure 79
1
1
2
3 4
16808
16806
o Using a feeler gauge (1), check that the clearance

o Check the alignment of the supporting pins, setting the between the plate (3) retaining the camshaft (2) to the
camshaft as illustrated; cylinder assembly and the driving gear (4) is from 0.070
to 0.175 mm;
o By means of a magnetic based comparator (1) read the
alignment error thatmust not exceed the one indicated o Check that the teeth of the driving gear (4) are neither
on the figure; otherwise replace the distribution shaft; broken nor excessively worn;
o The driving gear (4) of the camshaft is removed with an
o Check the useful cam lift that must be the same for both
extractor;
the inlet and exhaust; if it is not, change the camshaft.
o For assembly, heat the gear (4) to reach a temperature
difference of 250 C between it and the camshaft.
Figure 80
Heigth to be obtained
after driving
the bushes
Thickness
SEAT 86.000 to 86.030 variation max
PIN 79.950 to 79.968 0.025 mm
Heigth to be obtained
after driving
the bushes
Thickness
SEAT 86.000 to 86.030 variation max
PIN 79.950 to 79.968 0.025 mm
82233
MAIN DATA OF THE BUSHINGS SUPPORTING THE CAMSHAFT AND SEATS IN THE CRANKCASE
The bushings must have been forced into their seats.
The internal surfaces must be smooth with no sign of seizure or wear.
Changing the bushings Changing the tappets

Figure 81 Figure 82
82233B
Having to change the bushings (1), use one drift for removal
and assembly.The camshaft assembly clearance must be from
0.070 to 0.150 mm.
CAUTION
During assembly, the bushings must be facing so that the
lubrication holes match those in the seats.
89801
On completing assembly, bore the bushings to the diameter The surface of the tappets in contact with the cams of the
shown in Figure 80. camshaft must be perfectly smooth with no dents. Slight
dents can be removed with an extremely fine abrasive
stone.
Changing the tappets, due to excessive clearance in the seats,
involves fitting oversized tappets after boring the seats with
an appropriate reamer.
Fitting tappets and camshaft

o Lubricate the tappets and fit them in their seats.
NOTE
We recommend to lubricate the tappets carefully, by keep-
ing them immersed for 30.
o Lubricate the camshaft bushings and fit the shaft, taking

care not to damage the supporting bushings;
o Assemble the lids together with the relevant gaskets.
o Assemble the spray nozzles by making sure that locating

pins are correctly positioned in the cylinder unit.
OUTPUT SHAFT
Measuring journals and crankpins CAUTION

Measure the pins of the bench and of the connecting rod with
It is recommended to insert the found values in the
the micrometric calliper and establish if the engine shaft and/or
proper table.
the connecting rod and bench bearings need to be replaced.
Figure 83
8821
CRANKSHAFT JOURNAL DATA

Check the state of the main journals and crankpins of the crankshaft.
They must show no sign of scoring, ovality or excessive wear. The data given refer to the nominal pin diameter.
Figure 84
Main journals
Min. Diameter
Max. Diameter
Min. Diameter
Max. Diameter 37710
Crankpins
Table for entering main journal and crankpin measurements.
CAUTION
The engine shaft is nitrided and its grinding is not fore-
seen.
Figure 85 Checking main journal alignment

Figure 89
Limit position Limit position
Normal
position
83496
Detail of couplings of central main journal.
Figure 86
Main journal Crankpin
8296
The tolerances allowed on the engine shaft pins are:

- Ovality 0.007 mm;
- Taper 0.012 mm;
- Main journal misalignment 0.10 mm;
- Crankpin misalignment 0.025 mm;
- Tolerance on the distances between the axis of the crank-
83495
shaft and the outside of each crankpin 0.10 mm.
Detail of couplings of crankpin.
Figure 90
Figure 87
83494
8297
Details of main journals connectors: Diagram for checking the flywheel mating surface is orthogo-
front, intermediate and rear. nal and coaxial with the axis of rotation and main journals.
Turn the shaft:
Figure 88
Max amount of o With the dial gauge at B no change greater than 0.04
removable material mm must be measured on the dial gauge;
main journals o With the dial gauge at A no change greater than 0.03
and crankpins mm must be measured.
83493
Figure 91
1 2
82236
Check that with a pressure of 15 bar (15 kg/cm2) there is no leakage from the plugs (1).
The counterweights (2) must be fitted with the crankshaft fitted in the cylinder assembly. The numbering marked on the coun-
terweights must correspond to that marked on the cranks of the crankshaft.
The bolts fixing the counterweights to the crankshaft must be lubricated with UTDM oil and tightened to the prescribed
torque (pre-torque 40 Nm, torque 90, check window 110-170 Nm) when the counterweights are parallel to the main bearing
housings.
Crankshaft balancing instructions Changing the gear of control cooling system

The crankshaft must be dynamically balanced. pumps
Maximum permissible unbalance for each of the two planes Figure 92

of balancing: 1000 g mm.
2 1
82237
o Check that the toothing of the gear (2) is neither dam-

aged nor worn; if it is, then extract it with an appropri-
ate extractor. The gear (2) must be mounted on the
crankshaft (1) when there is a difference in temperature
between them of 200 C;
o Check that under a load of 32000 N the gear (2) does
not shift in relation to the shaft.
Changing the oil pump and timing system

gear
Figure 93
3
2
4
82270
o Check that the gear toothing (2) is neither damaged nor

worn. If it is, remove the gear by unscrewing the screw
(3) and using an extractor;
o Take out the split pin (4);
o The gear (2) must be fitted on the crankshaft (1) by
bringing the gear into alignment with the threaded seat
and with the housing of the split pin on the crankshaft;
o Using the right drift, bring the gear flush onto the
crankshaft and screw down the M8x1.25x80 mm screw,
tightening it to a torque of 22 to 27 Nm.
ENGINE ASSEMBLY ON THE BENCH
Fitting the main bearings Figure 96
CAUTION 1
The crankshaft must be dynamically balanced.
2
Figure 94 3
1
2
3
16886
o Fit the caps (1) of the main bearing housings with the
half bearings so that the stamped numbers face the
same side as the corresponding ones on the cylinder
assembly;
o Lubricate under the bottom side of the heads of screws
16788 (2 and 3) that fix the bench caps with engine oil and
tighten to the fixing torque prescribed.
Arrange the main bearing shells with the lubrication hole in
their respective seats and fit the crankshaft (3) with the tool Tightening sequence
99360500 (2) and suitable hoist (1).
Figure 97
Finding journal clearance
4
Figure 95 5 3
2
1
2
16813 89797
Check the clearance between the crankshaftmain journals M20x1.5 bolts

and their respective bearings as follows: Type of tightening: pre-torque + angle
o Thoroughly clean the pins; - Pre-torque 160 Nm
o Apply a calibrated wire (2) on the main journals (1). - Angle 240
- Guard-torque 600 to 1000 Nm
Figure 98 Checking crankshaft thrust clearance
9 Figure 99
1
10 8
7
16885
2
89796
o Arrange the thrust rings (2) on the central main bearing
housing (1) with the grooves facing the crankshaft shim
M16x1.5 bolts adjustment;
Type of tightening: pre-torque + angle
o Fit the caps (1, Figure 96) back on and tighten the screws
- Pre-torque ~70Nm (2, Figure 96) to the prescribed tightening torque.
- Angle 120
- Guard-torque 240 to 460 Nm Figure 100
CAUTION
When tightening to an angle, use tool 99395216.
o Remove caps from supports.

The backlash between the main bearings and the pins is 1
found by comparing the width of the calibrated wire (2)
at the narrowest point with the scale on the envelope (1)
containing the calibrated wire.
2
The numbers on the scale indicate the backlash in mm. 16814
The thrust clearance of the crankshaft (2) is checked by plac-

CAUTION
ing a dial gauge (1) with a magnetic base and proceeding as
Once the screws securing (vertical and lateral) main bear- shown in the figure. The normal assembly clearance is from
ing caps have been screwed, they must absolutely keep 0.070 to 0.270 mm.
their position during caps dismounting and remounting If a greater clearance is measured, replace the thrust wash-
successive operations. ers with new ones of the normal thickness or oversized, if
necessary.
The housing washers are not interchangeable with those of
the cap.
Remove again:
o Main bearing housing caps;
o Lubricate the main journals, main bearings and thrust
washers with engine oil;
o Refit the main bearing caps and tighten the screws (2
and 3, Figure 96) to the prescribed torque.
CAUTION
When tightening to an angle, use tool 99395216.
Valve timing Figure 103

Figure 101
1
82239
82240
Measure the top dead centre (TDC) of cylinder 1 as follows:

o Turn the crank backwards;
o Turn the crank so that the piston of cylinder 1 is near
the TDC; o Turn the crank forwards again until the micrometer
changes direction;
o Fit the micrometer as illustrated in the figure;
o Measure the TDC carefully (the micrometer changes o Check that the moment when the micrometer changes
direction). direction (zero point on the micrometer) coincides with
the mark on the crank.
Figure 102
Figure 104
82242
82241
o Mark the crank with check marks: o Fit the micrometer on the exhaust valve lift of cylinder
no. 4;
o Turn the crank backwards until the micrometer meas-
ures 1 mm before the TDC; then make a mark on the o Find the point where the valve lift on which the
crank; micrometer has been mounted is fully lowered: zero the
o Turn the crank to zero the micrometer again; continue micrometer.
turning to 1 mm after the TDC, then make a mark on
the crank;
o Measure midway between the two points.
Figure 105 Fitting the flywheel cover housing

o Carefully clean the contact sides between the crankcase
and the flywheel cover housing, removing any remains of
sealant with a scraper.
Figure 107
82243
o Check the valve lift height: turn the crank forwards as far
as the TDC;
o Read the valve lift height on the micrometer;
o Turn the crank forwards to reach a lift height of 5.48
mm;
o Check the micrometer on cylinder 1 and make a mark
on the crank;
o The top mark on the crank must be in the right
position.
83508
Figure 106 o Form a bead of IVECO 2992692 sealant as shown in

the figure.
CAUTION
A perfect seal is only obtained by carefully cleaning the
surface to seal.
Smear the case with IVECO 2992692 sealant to obtain a
bead of a few mm diameter.
It shall be uniform (no clots), without air bubbles, thin areas
or discontinuities.
Any imperfection shall be corrected as soon as possible.
Avoid using excess material to seal the joint. Excessive
sealant could come out from joint sides and cause lubri-
82244
cant passage clogging.
After applying the sealant, the joint shall be assembled
o The camshaft adjustment can be made by using the immediately (within 10-20 minutes).
holes on the cogwheel.
See timing diagram (Figure 115).
Figure 108 Fitting the rear oil seal

Figure 109
7
1
6
5
00901T
83507
o Apply tool 99368511 part (6) to the rear output shaft
tang (5), secure it with screws (4) and fit the new sealing
SEQUENCE FOR TIGHTENING THE FLYWHEEL ring (3);
HOUSING FASTENING SCREWS
o Position part (1) on part (5), screw nut (2) until com-
o Refit the housing (1) to the engine block and screw the pleting sealing ring (3) fitting into flywheel housing (7).
fastening screws in the same position found at removal
and tighten them to the following torque values in the
sequence shown in the figure:
- M12x1.75x45 torque 89 to 105 Nm

- M14x2x90 torque 135 to 165 Nm
- M14x2x110 torque 135 to 165 Nm
NOTE
Make sure you put the screws in the seats from where they
were taken. There are screws of different lengths as well
as different sizes.
ENGINE FLYWHEEL
Figure 110 Fitting the engine flywheel

Figure 112
05_065_V
89795
NOTE
2
Verify that the flywheel nominal thickness see in the Figure
110.
3
Changing the gearbox drive input shaft

bearing
The gearbox input shaft bearing is removed with a general-
purpose drift. o Screw the pins 99367019 (3) onto the crankshaft and
fit the flywheel (2) with tool 99368533 (1) and a suit-
Changing the engine flywheel ring gear able lift.
Figure 111
Figure 113
3 5
1
83506
05_066_V
Check ring gear teeth, if breakage or excessive wear is found

remove the ring gear from the engine flywheel using a suit- o Stop engine shaft rotation with tool 99368502: the fixed
able hammer and fit the new one, previously heated to wrench (5) keeps the flywheel in position preventing its
200 C for 15 to 20 minutes. rotation;
Chamfering on ring gear inside diameter shall be facing the o Assemble tool 99368546 (1) and tighten the fixing
engine flywheel. screws that were previously lubricated with UTDM oil
up to the prescribed torque by using torque multiplier
99389816 (2), dynamometric wrench 99389818 (3) and
bush wrench 99367016 (4); for angular closure use tool
99395216.
Figure 114 Figure 115
B
82246
C
NOTE
The previously removed screws can be reused if the d
diameter is 23,5 mm
Tightening: pre-torque + angle

- Pre-torque 350 Nm
- Angle 120
- Guard-torque 910 to 1600 Nm
View from A
D
83502
A
TIMING DIAGRAM
A. Sensor (flywheel housing) - B. Camshaft axis -
C. Det. rot. element (36 + 1 teeth) -
D. Flywheel (96 teeth).
Fitting the gearbox

Figure 116
12
7
6 8
4
5
3
10
2
1
9
11
13
4 5 6 7 8
1
83497
o Check the dimensions of the parts removed, examining their state of wear.
82248 82249
o Check the spacer (8, Figure 116): check the state of wear o In addition, check the state of wear of both the bearings
of the zones of contact with the shaft (5) and the dimen- and the gears. If there is noisiness or clear seizure of the
sions as shown in the figure; gears, replace them;
o Insert the new O-rings in their seats on the spacer (1) o Check the state of wear of the teeth of the gears and
and, with the aid of a drift, go ahead with assembly on the contact surface between the inside of the bearing
the crankcase; and the shaft.
o Tighten the spacer fixing screws to the prescribed
torque: M10x1.5x25 mm cheese-headed screws = 45 NOTE
to 50 Nm.
Lubricate the screws with UTDM oil or alternatively The tapered roller bearings (7, Figure 74) and gears (6, Fig-
with engine oil. ure 74) are supplied as spare parts already assembled.
The gears are of a different size:
- outside diameter gear (right):
Figure 118
180.700 to 180.900 mm;
- outside diameter gear (left):
185.100 to 184.900 mm.
82250
82251
82252
o Check the state of the contact surface of the shaft and o Fit the seal (1) in its seat on the gearbox with the aid of
its dimensions. Blow compressed air into the bearing tool 99368512.
lubrication passage to remove any debris;
o After applying a bead of IVECO 45500318 sealant onto
the contact surface of the crankcase with the gearbox,
position the box;
o Tighten the fixing screws to the prescribed torque:
M8x1.25 = 22-27 Nm;
o Then fit the gears including the tapered roller bearings
on the shafts and all seated on the spacers previously
fitted on the crankcase.
o Tighten the screw fixing the shaft to the spacer to the
prescribed torque: M12x1.75x80 mm hexagonal-head
screw = 73-80 Nm. Before tightening, lubricate the
screws with UTDM oil or alternatively with engine oil;
o Take the new flat gasket out of the package and put it in
its seat on the gearbox cover;
o Fit the cover together with the gasket on the gearbox.
Tighten the screws to the prescribed tightening torque:
M8x1.25x30 mm hexagonal-head screw = 22-27 Nm.
NOTE
If the studs fitting the cooling pumps and the sump have
been removed from the cover and from the gearbox, fit
them on.
PISTON-ROD ASSEMBLY
6
1
2
3 4
2
4 9
8 3
37715
6
5 1 7 82253
o Remove the piston (1) from the rod (3) by removing the
ring (2) and extracting the gudgeon pin (4).
PISTON-GUDGEON PIN ASSEMBLY
1. Piston - 2. Trapezoidal grommet - 3. Washer -
Pistons - Measuring the piston diameter
4. Oil scraper ring - 5. Gudgeon pin - 6. Split rings -
7. Half bearings - 8. Connecting rod - 9. Bush. Figure 125
o Check pistons for any signs of seizure, cracks or exces-
sive wear; if there are, replace them. 1
Figure 123
2
2
16821
1
o Measure through the micrometer (1) the piston diam-
eter (2) to determine the assembly clearance. The diam-
eter shall be measured at 21 mm from the piston skirt.
16817
Figure 126
o Use pincers 99360183 (1) to remove the rings (2) from
the piston.
1
2
16882
o The clearance between the piston (1) and cylinder

liner can be checked using a feeler (2) as shown in the
above figure.
Gudgeon pins
Figure 127
32618
o Measure the diameter of the gudgeon pin (1) using a

micrometer (2).
Figure 128
37714
PRINCIPAL PISTON, GUDGEON PIN AND PISTON RING DATA

Conditions for correct mating of gudgeon pin Piston rings

and piston
Figure 130
Figure 129
1 1
36131 16552
o Lubricate the gudgeon pin (1) and its seating on the

o Check thickness of piston rings (2) by a micrometer (1).
piston with engine oil; arrange the piston so that the
gudgeon pin can be inserted into the piston with a slight
thumb pressure and does not drop out by gravity. Figure 131
36133
o Check the clearance between the piston rings (2) and

their seats on the piston (1) using a feeler gauge (3).
Figure 132
2
3613
The ring (2) of the first slot has a V-shape.

The clearance X between a ring and its seat is measured
by placing the piston (1), with its ring, in the cylinder liner (3)
so that the ring comes half-way out of the cylinder liner.
2 3
16826
o Using a feeler gauge (3) check the gap between the ends
of the piston rings (2) once they have been fitted into
the cylinder liners (1).
Connecting rods
Figure 134
83434
CONROD BUSHING
NOTE
The upper bushing of the connecting rod cannot be replaced.
Figure 136
Upper
83420
PRINCIPAL ROD, BUSHING, GUDGEON PIN

AND BEARING HALF DATA
* Internal diameter to check on the rod small end.
Lower
82267
ROD HALF (LOWER AND UPPER)

Check of connecting rod alignment Fitting the connecting rod-piston assembly

Figure 137
Connecting rod-piston mating
Figure 138
37715
1
3
1
CAUTION
16557
The connecting rod-piston coupling must be made taking
account that, on fitting the assembly in the cylinder block,
Use apparatus 99395363 (1) to check parallelism of the the wording TAPPET SIDE (stamped on the crown of the
rod arms. The maximum permitted tollerance is 0.05 piston) must be facing the tappet side of the engine and the
mm, measured at 125 mm from the longitudinal axis of the numbering of the connecting rods must be facing the cor-
rod. If a misalignment exceeding the permitted tolerance is responding numbering stamped on the cylinder block.
encountered, replace the rod.
CAUTION o Position the piston (1) on the rod (3), insert the pin (4)
and secure it with the piston rings (2).
The body and cap of every connecting rod is marked with
a number indicating the part with which is to be mated. In
addition, the number of the cylinder where the rod should Fitting the piston rings
be installed may be stamped on it.
Therefore, when replacing the rod, it is necessary to mark Figure 139
the new rod with the same number as the rod whitch is
being replaced. 2
16817
o Insert the piston rings (2) on the piston using pliers

99360183 (1).
Check of rod-piston alignment Fitting the rod-piston assemblies into the

cylinder liners
Figure 140
Figure 142
2 1
1
1 2
81350
3
DIAGRAM FOR INSERTING THE CONNECTING
ROD-PISTON ASSEMBLY IN CYLINDER
1. Tappet side - 2. Camshaft.
Figure 143
37716
After assembling the rod-piston group (1) check the squaring

1
using apparatus 99395363 (3) and feeler gauge (2). Squar-
ing must be exact otherwise the cause should be found and
faulty part replaced.
2
Figure 141
1 16793
The connecting rod-piston assemblies (1) are fitted in the

cylinder liners with the aid of the flexible band 99360603 (2),
observing the following requirements:
o Lubricate the pistons, piston rings and cylinder liners
with engine oil;
1 o Take the crankpin of the piston involved in assembly
to T.D.C.;
o The number of the connecting rod must correspond to
the number of the cylinder liner in which it is inserted
and must face the same side as that stamped on the
37717 cylinder block; in addition, the wording TAPPET SIDE
o Fit half bearings (1) on connecting rod and cap. on the crown of the piston must face the camshaft;
o The gaps in the piston rings must be staggered 120
apart.
CAUTION
Refit the main bearings that have not been replaced, in the CAUTION
same position found at removal.
Do not try to adapt the half bearings If it is not necessary to replace the big end bearings, they
must be reassembled according to the same order and
position found upon disassembly.
Measuring the mounting clearance of big end pins Fitting the connecting rod caps
o Thoroughly clean the journals of the crankshaft and the
Figure 144 big end bearing shells of the remains of the calibrated
wire. Lubricate them and refit the connecting rod caps
1 tightening the nuts as described for measuring the
assembly clearance.
CAUTION
Upon final reassembly, the big end cap fastening screws
2 must always be replaced.
o Manually check that the connecting rods can be moved

16795 sideways on the drive shaft pins.
To check the clearance proceed as follows:
Check of piston protrusion
o Clean all the parts accurately and remove any traces
of oil; Figure 146
o Arrange the bearings in their seats;
16800
o Place a length of calibratedwire (1) on the drive shaft
pins (2).
Figure 145
o When the rod-piston group have been assembled, check

for piston protrusion at T.D.C. from the upper engine
16896
block level;
o The protrusion should be from -0.21 to +0.59 mm.
o Connect the connecting rods to the journals of the
crankshaft and fit the connecting rod caps together with
the half bearings;
o Tighten the screws, which have been previously lubri-
cated with UTDM oil, with a dynamometer spanner to
a prescribed torque;
o Remove the cap.
Measure the existing play by comparing the width of the cali-
brated wire with the graduated scale shown on the package
which contained the wire.
If the measured play is not equal to the prescribed value,
replace the bearing halves and repeat the check.
CYLINDER HEAD
Hydraulic leak test Checking the cylinder head support surface

Before dismantling the cylinder head, carry out the hydraulic
leak test using the appropriate tool. Figure 148
Pump water heated to approx. 90 C and at a pressure of 4-
5 bar into the cylinder head. Under these conditions, no leaks
should be found; if they are, replace the cylinder head.
Dismantling valves
Figure 147
5 4 3 2
1
16824
o Check the flatness of the support surface using a rule

and a feeler gauge.
Figure 149
7 6 103214
o Rest the cylinder head on the workbench and use tool

99368544 (1) to apply pressure to spring cups (3) so
that by compressing springs (4) valve collets (2) can be
removed;
o Then take off upper cups (3), springs (4), caps (5) and
lower cups (6);
o Turn the cylinder head upside down and withdraw
valves (7);
o Repeat the operation on all the cilinder heads.
82266
VALVES
Removing carbon deposits, and checking the o Check with a micrometer that the diameter of the valve
valves stems is as indicated; if necessary, rebore the seats on
the valves with the grinding machine, removing as little
Figure 150 material as possible;
o After machining, check that the dimensions come within
the permissible tolerance.
Checking valve centering

Figure 152
18625
o Remove carbon deposits from valve using a steel brush.

Check that valves do not show signs of binding or
cracking;
o Use a micrometer to check that the valve rod diameter is
89766
as specified (see Figure 151). If not, replace the valves.
These checks are carried out using a magnetic support dial
Refacing the valves
gauge which is positoned as shown in the figure above. By
Figure 151 rotating the valve check that the centering error does not
exceed 0.03 mm.
Exhaust valve
Checking clearance between valve stem
Figure 153
Intake valve
89832
These checks are carried out using a magnetic support dial

gauge which is positoned as shown in the figure above.
The mounting clearance is from 0.045 to 0.070.
103185
A. Intake valve on the engines with serial numbers up to 484 -

B. Intake valve on the engines with serial numbers starting
from 485.
VALVE GUIDES
Figure 154 Replacing the valve guides

Figure 155
16830
o Dismantle the valve guides (2) with beater 99360143 (1);

mount the new valve guides using a beater 99360143
(1) fitted with part 99360291 (3).
Reaming the valve guides

Figure 156
82263
83492
o Using the reamer (1), ream the valve guide bore to
obtain the indicated value.
MAIN DATA OF THE VALVE SEATS AND VALVE GUIDE
SEATS ON THE CYLINDER HEADS
A = Inlet - S = Exhaust.
Replacing and regrinding the valve seats Figure 159

Figure 157
1
1 2
2
3 4
16832 16834
Replace the valve seats as follows: o Regrind the valve seats (2) with tool 99305019 (1).
o Place the cylinder head (5) on the pillar drill (1);
o Fit tool (4) on the pillar drill; Figure 160
o Adjust the stop device (3) on the milling cutter (2);

1
o Operate the milling cutter and remove the valve seat;
o Thoroughly clean the cylinder head.
Figure 158
3 1 16835
After regrinding the valve seats, use a dial gauge (1) on tool
2 99370415 to check that:
o The valve recessing is from 0.50 to 0.80 mm.
16833
o Cool the new valve seats to -180C in liquid nitrogen;

o Drive the valve seats (3) into the cylinder head with a
drift (1) and suitable part (2).
Assembly interference:
- Inlet: 0.015 to 0.035 mm;
- Exhaust: 0.015 to 0.035 mm.
REPLACING THE INJECTOR-HOLDER CASES
Imperfect coupling between the injector and case, forced Figure 163
into the cylinder head or between the case and the seat
on the cylinder head, causes a loss of compression or
water leakage.
Figure 161
2
1 3
16861
2
o Fit the new case (2) in the cylinder head (1) and cold-
3 head its bottom seat, on the cylinder head, with the
cold-heading tool 99365063 (3).
16690
Figure 164
In the first case, the trouble is eliminated by regrinding the
seat of the case (2) with the milling cutter 99394011 (3) and 37722
the bushing 99394019 (1) taking account that the electro-

injector recessing from the cylinder head face must be from
0.47 to 1.16 mm.
1 1
Figure 162
2 2
1 2
3 4
o Restore the hole in the case (2) with the reamer

99394017 (3) and the bushing 99394019 (1);
16859
o Restore the injector recessing, in relation to the face of
In the second case, it is necessary to replace the case as the cylinder head, with the milling cutter 99394018 (4)
follows: and bushing 99394019 (1) that must be from 0.47 to
o Thread the case with the set of screw taps 99390800 1.16 mm.
(1);
o Extract the case from the cylinder head with tool
99342145 (2).
Figure 165 Fitting the valves

Figure 167
5 4 3 2
82178
o Before mounting, check the flexibility of the valve spring

using tool 99305047. Compare the loading and defor- 7 6 103214
mation data with those of the new spring indicated in
the following diagrams. o Lubricate the stems of the valves (7) and insert them in
their respective valve guides. Position the bottom plates
(6), springs (4) and top plates (3) on the cylinder head;
Figure 166
o Using tool 99368544 (1), compress the springs and fit
the retaining cotters (2).
Installing the cylinder head
Figure 168
82719
2280
PRINCIPAL DATA FOR CHECKING SPRINGS

FOR INTAKE AND EXHAUST VALVE
1
2
3
o Fit the rings (1 and 3) on the cases (2) and insert them
in the cylinder block.
24546
2
DIAGRAM OF TIGHTENING SEQUENCE
FOR CYLINDER HEAD BOLTS
36618
CAUTION Figure 172
To reuse the bolts (2) fixing the cylinder heads, check with 1
a micrometer (1) that the diameter of its thread is no less
than 14.732 mm(d = 14.968 to 14.732 mm).
Figure 170
37725
Apply tool 99395216 (1) to the wrench.

- Second phase: angle 240;
- Guard torque: 220 to 390 Nm.
CAUTION
37724
The screw can be used again as long as the external diam-
o Fit new cylinder head gaskets. Mount the cylinder heads (1); eter of the shank is 14.5 mm long in each point.
o Lubricate the fixing bolts with UTDM oil. Align the cyl-
inder heads with the tool applied in the holes to fasten
the exhaust manifolds;
o Tighten the cylinder head bolts, following the order
shown in the following figure, as follows:
- First phase: pre-torque 70 Nm.
RODS ROCKER ARM ASSEMBLY
Figure 173 Rocker arms

Jumpers
Rocker arm support rockers
Figure 174
2
2
82261
The valve pushrods must be free from distortion; the cup

seatings for the adjustment screws and the ball ends locating
3
in the tappets (arrowed) must not show any signs of seizing
or wear; if they do, replace the rods.
Pushrods for inlet and exhaust valves are identical and there-
82262
fore interchangeable.
o Check that the rocker arms (2), jumpers (3) and sup-
port (1) show no sign of wear, scoring or seizure. If
discrepancies are identified, the concerned parts must
be replaced.
o Check that the plug is assembled on the end of each
rocker-arm holding shaft.
Figure 175
1
2
3
82721
o Install rods (1), rocker arm supports (2) with rocker

arms and bridges (3).
NOTE
Make sure that the bevelled side of the fall plate is turned
towards the inside of the engine.
4
6
2
06_010_V 1
06_008_V 1 5
o By using the torque wrench fitted with a square
o Make sure that cylinder 1 is in explosion order and insert (99389813) tighten the M12x1.75 screws at the
that cylinder 6 is balanced, then assemble the rocker-arm torque of 80 to 89 Nm;
units 1-2-4-5 e 6;
o Once that rocker control rods (1) have been assembled,
o Check the contact between the adjuster, and ensure make sure they are correctly inserted into the tappet
that the jumper is centered and that rods can operate seats and later on lubricate them with engine oil through
freely; the rod sliding guide.
Figure 177
8
3
7
06_009_V
o Unscrew the three fastening nuts of the flywheel box

cover (opposite side of the starter motor). Insert the
99368502 tool in order to rotate the engine flywheel
and fasten it with the nuts of the removed cover;
o Rotate the engine clockwise of 360, then assemble the
rocker-arm units 3-7 and 8;
o Check the contact between the adjuster, and ensure
that the jumper is centered and that rods can operate
freely.
Adjusting operating clearance between valves Figure 181

and rockers
First step
Figure 179
1 3 7 2 Balancing
6 5 4 8
Adjust
Figure 182
1 Second step
1 3 7 2 Balancing
6 5 4 8
Adjust
81603
o To make the adjustment, proceed as illustrated in the

o Unscrewing the three hex screw of the cover of the the following steps.
flyweel cover with the specific wrench and inset tool
99368502 to turn the flyweel;
Figure 183
o After fitting the 24 mm ratchet wrench on the back of
tool 99368502, turn the engine flywheel until we obtain 1
the required cylinder balancing (the 4 valves are at the
same height). 2
1
Figure 180
83505
1 3
4
82722
o Using the wrench 99368503 (4), loosen the check nut

(1) of the adjuster screw (2);
o Insert the tappet feeler gauge (0.50 mm) 99368545 (3);
o With wrench, screw or unscrew the adjuster screw (2);
o Check that the tappet feeler gauge (3) can slide with a
slight amount of friction;
o To obtain cylinder no.1 or no.6 in T.D.C. conditions it is o Keeping the adjuster screw still (2), usewrench 99368503
necessary to position the damping flywheel as indicated (4) to lock the check nut (1) of the adjuster screw.
in the picture. For the following balancing/adjustments it
is recommended to trace somemarks on the flywheel
(1), placed at 90 one from the other (see picture).
o After obtaining this condition of balancing we move on
to adjust the valves in the following order:
Figure 184 NOTE

The cover fixing screws have different lengths:
1 M8x1.25x40 front screws (three per cover);
M8x1.25x25 rear screws (two per cover).
o If the side inspection covers have been removed, fit

on both sides of the tappet cover together with the
gasket.
NOTE
Always change the seal.
82723
o Tighten the screws of the inspection covers to a torque

o Apply the 10-60 Nm torque wrench with the 3/8 square of 7 to 10 Nm.
connection 99389831 (1) to the wrench 99368503 to
lock the nut (1, Figure 183) to a torque of 34 to 44
Nm;
Fitting the injectors
o Adjust the clearance between all valves and all rockers; Figure 186
o Extract the tool for turning the flywheel and close the
flywheel cover.
Fitting the cylinder head tappet covers

Figure 185
1 1
82256
o Insert the electro-injector together with the bracket in

its seat;
o Screw down the M10x1.5x70mminjector fixing screw to
a torque of 32 to 36 Nm.
2 82219 NOTE
o Position a new gasket; Before setting at the torque lubricate the screw with a bit
of engine oil or UTDM oil.
o Fit the tappet cover (2) on the head;
o Insert the cover fixing screws (1) and tighten them to a
torque of 20-24Nm. o Fit all the electro-injectors.
NOTE
Always change the O-ring in the assembly phase.
Lubricate the O-ring before installation.
LUBRICATION
The engine is lubricated by a gear pump driven by the The oil vapour condenser needs a periodical overhaul.
crankshaft.
The oil filter support accommodates a safety valve that starts o Remove the covers (1) and (2) by unscrewing the
opening at 3.4 0.3 bar. screws (3);
o Change the filtering parts (4) and the gaskets (5);
Lubricating pressure with oil at 110 C:
o Carefully clean the blow-by filter body (6) and the
- Max pressure up to 6.5 bar;
covers.
- Min pressure 4.0 bar.
CAUTION
The oil vapours that form in the engine during operation Engine oil is a pollutant. Protect your skin suitably against
are conveyed into a condenser (blow-by filter) where a por- contact with engine oil.
tion of them gets condensed and sent back into circulation
and the remainder is conveyed via two pipes and sent to
suction.
Figure 187
6
2
4
5
5
3
05_107_V
Oil pump
Figure 188
3
6
11
1
10
5 8
12
2
4
9
11
82254
12
o Check the pump casing and the external gears. If o Fit the gear (8) on the cover assembly (4) and check its
there are any visible signs of deterioration (cracks in rotation;
the casing or gear teeth worn too much), change the
o Fit the cover together with the gears on the pump cas-
whole part;
ing (5);
o Overhaul by unscrewing the screws (1) and removing
o Fit the suction strainer on the pump with a new seal:
the gear (2) together with the ball bearing and pin (3);
M8x1.25 screws (tightening torque 22 to 27 Nm);
o Check the bearing and the sliding surfaces of the internal
o Fit the pump together with the suction strainer to the
cage of the bearing and of the pin (3) work properly;
crankcase:
o Then separate the pump cover (4) from the casing (5). - The oil pump is secured with three M10x25 mm
Unscrew the two screws (6) M8x30mm from the top of hexagonal-head screws with a tightening torque of
the cover and the two screws (7) M8x80 mm from the 38 to 45 Nm, tightening the M8 screws to a torque
casing side; of 22 to 27 Nm;
o Check the state of wear of the internal gears (8) and (9). - The suction strainer is secured to the cap for the
In addition, check the gear (9) fitted stably on the cover central support with two M8x25 mm hexagonal-
(4) turns freely. head screws with a torque of 22 to 27 Nm.
o Fit the oil pipe (10) securing it with the screws (11)
M8x45 mm to a tightening torque of 22 to 27 Nm.
NOTE
Wear or poor rotation of the gear (9) require changing
the cover assembly (4) + (9) + (2) +(3) supplied as spare NOTE
parts already fitted. Always change the seals (12) and O-rings.
The cover assembly also includes the bushing in which the
gear spindle (8) turns.
Oil sump
Figure 189
2
1
3 06_070_V
o Assemble a new gasket (1) and make sure that the

four adhesive points (2) and the concavity are oriented
towards the cylinder block;
o Tighten no. 6 M10 nuts (3) on the gear box studs, at the
tightening torque of 38 to 45 Nm;
o Tighten no.18 M10x1.5 L=35 mm screws (4), at the
tightening torque of 38 to 45 Nm.

ENGINE COMPLETION
Figure 190 Lubricating oil heat exchanger

Figure 192
1
1
2
2
1 06_021_V
2 82258 o Insert the O-rings with vaseline in the holes (1);
Figure 193
NOTE
Before mounting the gear, clean and degrease the pump
shaft.
o Assemble the gear (1) by using the 99368517 tool;

tighten the fastening nut to the torque of 350 (300 Nm
with screwdriver reaching 350 Nm in the final stage with
torque wrench);
Figure 191
06_081_V 2
o Assemble the exchanger on the cylinder block in cor-
respondence with the oil inlet and outlet connectors
and screw no. 6 M10 x 1.5 mm L=40 mm screws in
the holes (2);
3
Intake manifolds
Figure 194
06_030_V
o Assemble the high pressure fuel pump, complete with

control gear and seal gaskets;
o Tighten the M10x1.5 fastening screws (3) at the torque
of 49 to 60 Nm.
NOTE 1
Before tightening, lubricate the screws with UTDM oil or,
alternatively with engine oil.
06_060_V
o Screw no. 8 (1) M10 x 1.5 mm L=90 mm screws.

Coolant outlet manifolds from cylinder heads Low pressure transfer pump
2 2
06_163_V 1
1
o For each one of them, screw no. 5 M8 x 1.25 mm L=60 3
mm screws (1) no. 3 M8 x 1.25 mm L=75 mm screws
(2); 83491
Coolant pump o Assemble the low pressure feeding pump (2) complete
with coupling drive (4), O-ring and spacer (3) on the
Figure 196 rear part of the gear box: tighten the screws (1) at the
prescribed torque.
1
NOTE
During the coupling drive assembly, make sure that the
front teeth of the pump gear are properly located inside
the grooves.
o During assembly make sure that the coupling drive and

the teeth on the front part of the secondary cooling
circuit pump gear are not worn out or cracked. In case
they are cracked or worn out, replace the damaged
1 parts;
06_062_V
o Tighten the low pressure pump support fastening
o Insert no.4 stud bolts, screw no. 4 M10 x 1.5 mm self- screws to the gear box at the prescribed torque.
locking nuts (1), at the tightening torque of 35 Nm.
Alternator support
Sea water pump
Figure 199
Figure 197
1
1 06_062_V 1
06_063_V
o Insert no.4 stud bolts, screw no. 4 M10 x 1.5 mm self- o Insert the bushings (1) with inner =10 mm and outer
locking nuts (1), at the tightening torque of 35 Nm. =12 mm to ensure correct positioning of the alterna-
tor support.
Figure 200 Coolant/sea water exchanger support
1 Figure 201
1
06_038_V o Screw two eyelets in the holes (1), hook then to a hoist
and take the support closer to the engine body.
o Screw no.4 (1) M10 x 1.5 L=60 mm screws.
Figure 202
A A
D E D B C
o Screw tightening according to the sequence specified in

the picture:
A: no. 3 M14 x 1.75 L=110 mm screws
B: no. 1 M10 x 1.5 L=110 mm screws
C: no. 4 M10 x 1.5 L=50 mm screws
D: no. 7 M8 x 1.25 L=100 mm screws
E: no. 5 M8 x 1.25 L=45 mm screws
Plate heat exchanger assembly

Figure 203
2 1
05_035_V
1. Holes for lifting eyelets - 2. Connecting hole axes - 3. Exchanger/exchanger support connecting screws.
For the assembly of the exchanger on the engine body, fol-

low these instructions with care and attention:
o Insert and screw two eyelets into the holes (1), thus
hook the hoist and take the exchanger closer to the
engine body; carefully avoid accidental crashes;
o Align the heat exchanger to the exchanger support,
according to the axes of connecting holes (2);
o Insert the M12x50 screws (3) in the exchanger holes
and start the cross sequence screwing procedure until
the exchanger fully rests on its support;
o Tighten the M12x50 screws according to the cross
sequence, at the tightening torque of 78 Nm 5.
Coolant delivery pump pipe to oil heat Gears on the driving shaft
exchanger
Figure 207
Figure 204 1
2
1
2 5
3
06_142_V
1. Pump side - 2. Oil heat exchanger side
Figure 205
6
06_072_V
Assemble the driving shaft (1) according to the sequence

specified in the picture:
o Counterweight (2) provided with pin (3) for the correct
1 fitting on the driving shaft;
o Counterweight for additional flywheel (4);
o Pulley (5);
o No.8 (6) M20 x 1.5 L=90 mm screws; screw until the
part fully rests and tighten at a 120 angle, control
06_144_V
torque 540960 Nm.
o Apply vaseline on O-rings and screw 2 (1) M8x1.25 mm

L=25 mm screws; Oil filter support
o On the exchanger side tighten no.3 M8x1.25 mm L=35 Figure 208
06_160_V
mm screws.
Filler on cylinder block

1
Figure 206
3 6
06_157_V
1
4 5
o Tighten 2 screws (1) at the torque of 50 Nm.

Screw no.6 screws according to the specified order: Fuel recirculation manifold
o Screw 1: M8 x 1.25 L=100 Figure 210
o Screw 2: M8 x 1.25 L=90
o Screw 3: M8 x 1.25 L=150
o Screw 4: M8 x 1.25 L=150
o Screw 5: M8 x 1.25 L=90
1
o Screw 6: M8 x 1.25 L=150 with L=60 bushing for fasten-
ing the fuel electric pump bracket
Turbocompressor lubrication pipe on the

engine starter motor side 2
Figure 209 06_143_V
o Connect the brackets (2) to the manifold through the

(1) M8 x 1.25 L=70 mm screws.
1 Outlet pipe from the recirculation manifold

and the fuel inlet connector
Figure 211
06_145_V
o Assemble the first section (1) of the pipe designed to

lubricate the turbocompressor up to the recirculation
manifold by tightening the nuts by hand. 1
2 3
06_143_V
o Nut (1) measuring 32 mm on the recirculation manifold

outlet, tightening at 140 Nm
o Connection of the bracket to the flywheel box: no. 2 (2)
M8 x 1.25 L=16 mm screws
o Connection of the connector on the bracket: no. 2 (3)
M6 x 1 L=10 mm screws
Aftercooler Combustion air manifold

1 1
06_054_V
06_059_V
o Screw two eyelets into the assigned positions (1) and lift
o Insert and screw no.3 screws (1) with washers measur-
the aftercooler by using a suitable hoist;
ing 3 mm in thickness and two nuts (1) for each main
bearings; tightening torque of 2722 Nm.
Figure 213
Oil intake pipe from sump to sump
Figure 215
3 3
4 06_055_V 1 06_050_V
o Assemble the bracket (2) on the flywheel box; o Fastening on the sump site: tighten the nut (1) by using a
o Screw no. 6 (3) M10 x 1.5 L=65 mm screws; 27 mm wrench, at the tightening torque of 7080 Nm;
o Screw no. 4 (4) M10 x 1.5 L=35 mm screws. o Fastening on the electric pump side: tighten the nut
by using a 27 mm wrench, at the tightening torque of
7080 Nm.
Oil return pipe into the sum from the oil Piping on the low pressure fuel pump
vapor filter
Figure 218
Figure 216
3
4
2
2
5
1
1
06_057_V
06_036_V o Connector (1) on the pump inlet filler: M16 x 1.5, at the
tightening torque of 60 Nm;
o Insert the gasket (1), plate (2) housing the diaphragm
valve and no. 2 M8 x 1.25 screws (3); o 27 mm nut (2) on the delivery, at the tightening torque
of 50 Nm.
o Assemble the pipe (4) and tighten the nut (5) by using
a 22 mm wrench, at the tightening torque of 50 Nm;
Figure 219
Figure 217 05_058_V
4 2
5 3
o Eyelets (2) and (3) fastened by M8 x 1.25 L=15 mm

screws;
1 06_143_V
o Tightening on the connector (4) with nuts (5) measuring
o M 8 x 1.25 L=15 mm screw (1) for the bracket on the 22 mm, at nut tightening torque of 20 Nm.
fuel recirculation manifold.
Sea water delivery pipe from pump Sea water pipe from the pump towards the
aftercooler 2nd section
Figure 220
Figure 222
1
1 2 06_118_V
o Assemble the sleeves (1) fitted with O-rings on which

vaseline has been applied;
o M6 (2) for fastening the ground plait;
06_158_V 1 o Screw no. 2 (3) M8 x1.25 L=15 mm screws on the
aftercooler.
o Screw no. 4 (1) M10 x 1.5 L=30 mm screws screws;
o Insert the sleeve (2) fitted with 2+2 O-rings on which Fuel recirculation pipe from the high
vaseline has been applied. pressure pump to the recirculation manifold
Figure 223
Sea water pipe from pump towards the 1st
section
1
Figure 221
06_034_V
2
Pump side:
o Insert 2 gaskets on the fuel outlet;
o Tighten the nut (1) by hand to the bottom.
1 2 3 4 06_117_V
Recirculation manifold side:
o Assemble the sleeve (1) fitted with O-rings on which
vaseline has been applied; o Tighten the nut (2) by hand to the bottom.
o M6 hole (2) for fastening the ground plait; Tightening the on the pump:
o Assemble the bracket (3) on the auxiliary gears control o 27 mm wrench, at the tightening torque of 70 Nm.
box: no.2 M8 x1.25 L=15 mm screws;
o Assemble the bracket (4) on the cylinder block: no.2 M8 Tightening the on the recirculation manifold:
x1.25 L= 15 mm screws . o 32 mm wrench, at the tightening torque of 140 Nm.
Coolant outlet pipes from oil exchanger o Assemble the bracket (5) by connecting no. 3 (6) M8 x
1.25 L=15 mm screws
Figure 224
o Under the coolant pump side, assemble the bracket (7)
2 3 2 to fasten the fuel inlet pipe to the pump.
Figure 227
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06_073_V
PR
o Assemble the central connector (1) and the piping (2)
with the connecting sleeves (3), after no. 2 O-rings have
been placed on them; vaseline must be applied on the o On each side, assemble the connecting brackets (8) to
O-rings; the engine body, tighten no. 2 (9) M8 x 1.25 L=15 mm
o Prearrange the sleeves in the seats of the main bear- screws.
ings, after that no. 2 O-rings have been placed on them;
vaseline must be applied on the O-rings; then connect Thermostatic valve housing box
the overall engine.
Figure 228
Figure 225 06_035_V
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1
IN
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PR
3
o Connection of the central connector on the coolant 2
oulet-oil heat exchanger:
no. 2 (1) M8 x 1.25 L=40 mm screws
o Assemble by tightening no. 5 (1) M8 x 1.25 nuts, 2 of
no. 2 (2) M8 x 1.25 L=90 mm screws which fastening the bracket (3)
o Assemble the two brackets (3), by connecting no. 4 (4) o Tighten no. 2 (2) M8 x 1.25 L=50 mm screws.
M8 x 1.25 L=15 mm screws
o Cross tightening, at the tightening torque of 2030 Nm.
Figure 226
Fuel inlet pipe to the high pressure pump
Figure 229
6
5
1
06_033_V
06_033_V
o Tighten the 22 mm (1) nut on the pump, at the tighten-
ing torque of 50 Nm.
Fuel recirculation pipes from cylinder heads Coolant piping

Coolant outlet piping from the exhaust manifold on the
Figure 230 3 engine left side:
2 Figure 232
4
5
4
1
1
2
06_032_V 3
06_071_V
o For each main bearings, tighten no. 4 (1) M10 x 1.5 L=30 o insert the gasket (1), the coolant outlet connector (2)
mm drilled screws, at the tightening torque of 30 Nm; and no. 6 (3) M8 x 1.25 L=25 mm screws;
o On the low pressure fuel pump side main bearing, con- o assemble the sleeve (5) after the insertion of no. 2+2
nect the 1st section of the fuel recirculation piping by O-rings (4) on which vaseline has been applied.
coupling the (2) 17 mm nuts and the 14 mm hexagonal
centeral connector. Nut tightening torque on the first
Assemble the outlet pipe from the coolant pump:
section of the recirculation manifold is 35 Nm;
o Connect recirculation pipes to the three-way manifold Figure 233
(3) with 17 mm nuts, at the tightening torque of 35
Nm;
8
o Assemble the pipe (4) between the three-way manifold
and the fuel return twin manifold.
Exhaust manifolds
1
Figure 231
6
5
7
4
2
10
2 06_067_V 3
9 1
o Apply new gaskets (1) on exhausted gasses inlet con- 06_075_V
nectors; make sure to position them with the TOP sign

turned upside up; o insert the paper gasket on the coolant outlet from the
o Connect each manifold by means of no. 8 R100 (2) M10 pump;
x 1,5 L=175 mm screws according to the sequence o assemble the connector (1) on the pump outlet and
indicated in Section 9. Tightening torque of 7278 Nm. tighten no. 4 (2) M8 x 1.25 L=25 screws;
o insert 4 O-rings (2 on each end) on the two ends of Engine coolant tank
the sleeve (3), after applying vaseline and assembling the
sleeve on the piping (1); Figure 235
o insert the piping (4);
2 2
o tighten no. 2 (5) M8 x 1.25 L=80 screws; 06_013_V
o tighten no. 1 (6) M8 x 1.25 L=25 screws;

o insert the piping (7) following the assembly of 2 O-rings
on the linking connector with the pipe (4);
o previously apply vaseline on no. 2 O-rings and place 1
them in the hole (8);
o assemble the fastening bracket (9) connector (1) and
the pipe (4) by tightening no. 3 (10) M10 x 1.25 L=20
mm screws.
o Assemble the tank and place it in correspondence of the
Coolant outlet piping from the exhaust manifold on the coolant outlet piping (1);
right side of the engine: o Tighten no. 6 (2) M12 x 1.75 L=110 mm screws, at the
tightening torque of 100 Nm.
Figure 234
15 13 14 10
12 11 12 06_078_V
o Fasten the piping (9) to the exchanger support by using

no. 3 (10) M8 x 1.25 L=25 mm screws;
o Insert the gasket (13), the coolant outlet connector (14)
and no. 6 (18) M8 x 1.25 L=25 mm screws;
o Assemble the sleeve (11) following the insertion of 2+2
O-rings (12) on which vaseline has been applied;
o Assemble the locking bracket (13) by using no. 1 (14)
M8 x 1.25 L=15 mm screw and no. 2 (15) M10 x1.5
L=20 mm screws;
Fuel filter support Turbine lubrication piping

3 1 2
06_20_V 1
o Fastening with no. 3 (1) M8 x1.25 L=110 mm screws;

o Tightening of the nut (2) on the 22 mm fuel inlet con- 06_138_V
nector, at the tightening torque of 50 Nm;
o Tightening of the nut (3) on the 22 mm fuel outlet con- Exhaust manifold outlet towards the
nector, at the tightening torque of 50 Nm. turbocompressor on the engine left side
Outlet piping from the filter support towards Figure 240

the high pressure pump
Figure 237 3
1 4
1
2
2
06_152_V
06_065_V
o Fastening of the pipe joining bracket by one (1) M8 x o Insert no. 4 (1) M12 x 1.75 L=200 mm stud nuts of the
1.25 L=15 mm screw; manifold;
o Tighten the M8 x 1.25 (2) L=15 mm eyelet fastening o According to the given sequence, insert the seal gasket
screw; (2), the spacer (3) and the gasket (4).
Figure 238
3 06_152_V
o Tighten the 22 mm nuts (3) on the 19 mm connector

joining with the high pressure pump piping (already
present), nut tightening torque of 50 Nm.
Figure 241 Exhaust manifold support brackets under the

turbocompressor
Figure 243
4 5
1 1 3
2 06_150_V
o Insert the bushing (2) the 4 cup springs (1) and the M10
x 1.5 (3) L=40 mm screw into the holes;
Figure 244
06_068_V
o Insert the outlet elbow (4);

3
o Fasten by using no. 4 washers measuring 3.5 mm in
thickness and no.4 copper nuts (5), at the tightening
5
torque of 90 Nm.
Exhaust manifold outlet towards the

turbocompressor on the engine right side 06_135_V
Figure 242
o Fasten the brackets under the outlet elbows by means
1 of screws (4) and at the feet of the cylinder block by
using M10 x 1.5 (5) L=25 mm screws.
Turbocompressors
Figure 245
5 4 2
3
1
2 06_069_V
3
o Tighten no.4 (1) M12 x 1.175 L=75 mm stud nuts;
06_066_V
o Insert the seal gasket and the outlet elbow (2), fasten
by using no. 4 washers measuring 3.5 mm in thickness o Insert and tighten no. 4 M10 stud nuts (2)
and no.4 copper nuts (3), at the tightening torque of 90
Nm. o Insert the gasket (1); make sure the sign TURBO SIDE is
turned upside up.
o Fit turbocompressors (3) on the M10 stud nuts; on each
stud nut, insert a washer (4), a nut and a locking nut (5)
and tighten then slightly.
Turbocompressors-aftercooler connections Combustion air filter support brackets

06_120_V 1
2 2
2 2
1 1
06_122_V
o Insert two sleeves (1) on the aftercooler inlet connec-
tors, following the fitting of 2+2 O-rings (2) duly lubri- o Assemble the two air filter support brackets (1) by using
cated with vaseline. no. 4 (2) M8 x1.25 L=15 mm screws.
Figure 247 Sea water outlet pipe from aftercooler

Figure 249
3 4
5 5
06_121_V
o Insert the two linking connectors between the turbo- 06_119_V 2

compressor outlet and the aftercooler.
Left hand connector (3): 8037753
o Assemble a sleeve (1) on the sea water outlet connec-
Right hand connector (4): 8037752 tor after the insertion of an O-ring on which vaseline has
been applied;
CAUTION o Insert no. 2 (2) M8 x1.25 L=15 mm screws on the after-

cooler.
First of all, assemble the sleeves on turbocompressors
having inserted the two O-rings properly lubricated with
vaseline
o Insert the fastening threaded collars (5).

Lubricating oil drainage piping from Horizontal bracket supporting the

turbocompressors combustion air filters
1 2
1
2
06_037_V
o Connect the connector at 90(1) to the sump by using

a 36 mm nut, at the tightening torque of 140 Nm;
o Tighten the nut on a 36 mm pipe (2), at the tightening
06_047_V
torque of 140 Nm;
3
Figure 251
06_154_V Assemble the bracket (1) by screwing no. 4 (2) M8
x1.25 L=15 mm screws (do not tighten)
Inser t and tighten no. 4 (3) M8 columns L=55 mm
3
Lubricating oil feeding pipes to
turbocompressors
Figure 254
3
4
2
o Insert collar supports (3) provided with spacer L=15
mm (4), fastening by means of an M8 x 1.25 L=25 mm
screw;
Figure 252
1
4
06_049_V
o Insert the gasket (1);

2
06_134_V
o Connect the flange (2) by using no. 2 (3) M8 x 1.25
L=20 mm screws;
o Connect the turbocompressor outlet by inserting the
gasket and tightening no. 2 (5) M8 x 1.25 L= 25 mm o Tighten the 19 mm nut (4), at the tightening torque of
screws; 40 Nm.
o Repeat the same operation for both turbocompressors

Combustion air intake piping Figure 258

Figure 255
1
2
04_164_V
o Insert no. 4 O-rings (1) on the turbocompressor side;

06_076_V
Figure 256
o Connect the intermediate connector under the fuel
recirculation manifold by using a band (2) on rubber.
Combustion air filters

Figure 259
2
1
06_048_V
o Fit the pipes on the turbocompressors outlet and insert

no. 2 (2) M8 x 1.25 L=15 mm fastening screws on the
horizontal bracket, tighten them at a later stage. 06_045_V
Blow-by filter body o Insert combustion air filters (1) on the intake pipe out-
let;
Figure 257 o Rotate the first filter in order to be able to insert the
1
second one;
o Re-align the second filter;
o Insert seal collars (2) and lock them by using M10 x 1.5
L=40 mm screws, do not tighten the screws;
o Tighten all the bracket screws that were not tightened
earlier;
Figure 260
2 1 06_043_V
o Clamp the filter body to the horizontal bracket by using

no. 4 M8 x 1.25 L=50 mm screws to be inserted into
3
the holes (1); 06_046_V
o Connect the oil drainage pipe to the sump by means o Assemble the intermediate collar and connect it to the
of a 22 mm nut (2) fitted with copper washer, at the horizontal bracket by means of no. 2 (3) M8 x 1.25
tightening torque of 40 Nm; L=15 mm screws;
Figure 261 Air intake piping support brackets

Figure 263
4
06_044_V 2 1 06_042_V
o Tighten the 3 collars by using (4) M10 x 1.5 L=40 mm o Assemble the oblique brackets (1) by tightening no. 4
screws, at the tightening torque of 35 Nm. (2) M8 x 1.25 L=15 mm screws on each bracket.
Oil vapor pipes on filter body

Final tightening
Figure 262 Once that all the assembly steps concerning the components
connected to turbocompressors are completed, proceed
1
with the final tightening of all screws and nuts that were
previously just partially tightened.
5 4 2 06_039_V
o Connect the blow-by filter body to the intake manifolds

by means of rubber pipes (1) clamped by bands and M8
x 1.25 L=14 mm screws;
o Assemble the filler (2) complete with gasket and tighten
no. 2 (3) M8 x 1,25 L=40 mm screws;
o Connect the rubber pipe (4), apply the clamping band
and tighten the (5) M8 x 1.25 L=14 mm screw.
Fuel inlet and outlet flange Electronic Control Unit (ECU)

2 1 4 5 3
06_080_V 1
5 3 6 06_031_V
o Assemble no. 4 cylindrical columns (1) on the after-
cooler;
o Assemble the fuel inlet and outlet flange on the oblique
o Assemble the rubber gaskets (2) on the ECU, complete
bracket on the sea water pump by tightening it with
with washers and no. 3 M8 x 1.25 L=80 mm screws
screws (1);
(3);
o Assemble the fuel outlet pipe (2) by tightening the 19
o Assemble no. 1 (4) M8 x 1.25 L=90 mm screw in order
mm nut, at the tightening torque of 50 Nm;
to fasten the atmospheric pressure sensor (5) on the
o Tighten the 19 mm nut on the recirculation manifold, at ECU.
the tightening torque of 50 Nm;
o Assemble the fuel inlet pipe (3) by tightening a (4) 27
mm nut, at the tightening torque of 70 Nm;
o Tighten 27 mm nuts on the connector (5) and on the
three-way connector (6), at the tightening torque of 70
Nm.
Coolant outlet pipes from cylinder heads Bracket on intake manifolds

towards turbocompressors
Figure 268
Figure 266
1
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4 o Assemble the bracket (1) on the pre-existing bracket (2)
2 by using no. 4 screws (3) per main bearings M8 x 1.25
L=15 mm.
06_052_V Oil dipstick and piping leading to the sump

Figure 269
o Connect the two water outlet pipes from the cylinder
heads (1) to manifolds (2) after inserting the gaskets (3)
according to the shown position; 5 4
o Tighten it by using no. 4 screws (4) and no. 4 washers
for each M6 x 1 L=30 mm pipe;
2
Figure 267
6 5
3
06_082_V
o Tighten the 27 mm fastening nut of the dipstick, at the

tightening torque of 50 Nm;
o Tighten no. 2 (1) M8 x 1,25 L=25 mm fastening screws
on the oil pipe to the sump;
o Assemble the bracket (2) by using no. 2 (3) R100 M8 x
7 8 06_051_V 1.25 L=20 mm screws;
o Tighten the connector on the pipe, provided with a 32 o Assemble the bracket (4) fastening the oil pipe by using
mm gasket (5), at the tightening torque of 140 Nm; no. 4 (5) M8 x 1.25 L=15 mm screws;
o Connect the pipe (6) to connectors (5) and (7), tighten o Assemble the bracket (6) fastening the oil level pipe with
the 36 mm nuts (8), at the tightening torque of 200 no. 2 M8 x 1.25 L=15 mm screws.
Nm.
Common Rail injection system

Figure 270
7 1
05_036_V
o Make sure that all sealing surfaces are in good conditions tighten at the prescribed torque of 25 Nm. Position the
and defect-free, and eventually clean them from dirt upper caps (4) with the relevant hand tightened screws;
residues or foreign matters;
Figure 272
o All sealing surfaces, bushings and pipe connector threads
must be lubricated before assembly by applying a thin 6
layer of clean engine oil (former 15W40);
o The high pressure pump HPP (1) and injectors (2) must
have been previously assembled in their correct position
by using fastening screws tightened at torque;
Figure 271 4
3 05_001_V
o All pipes are assembled by only manually tightening the

linking points to the HPP, to the rails and to the injectors
(J1.1- J8.2, V1.1- V3.2). Assemble the supporting central
plate (5) by locking pipe fastening blocks (6) at torque.
Tighten pipe connectors from HPP to the rails, from the
rails to the injectors and on the intermediate pipe by
82259
making sure that central pipes are maintained horizontal
and flat. Apply a pre-torque tightening value equal to 20
o The two common rail systems are positioned, in a way Nm and later on apply a pre-torque closing torque of
they are horizontal and aligned to their supports previ- 50 Nm on all connectors;
ously installed on the cylinder heads by using screws (3)
o Tighten the pipe connectors at torque from HPP to the

rails (V1.1 e V2.1) to the interface with the HPP; make
sure the pipes are kept horizontal and flat. Tightening
torque of 140 + 5Nm;
o Tighten the connectors (V1.2 e V2.2) to the interface
with the rails; make sure the pipes are kept horizontal
and flat, in order to ensure sealing between contact
surfaces. Tightening torque of 130 + 5Nm;
o The high pressure pump HPP (1) and injectors (2) must
be previously assembled in their correct position by
using fastening screws tightened at torque;
o Tighten the V3 pipe connectors (7) at torque with 130
+ 5Nm total on both sides. Check the pipe horizontal
alignment;
o Tighten the pipes connecting injectors/rail to the inter-
face with the common rails, according to the following
order: J8.2 - J7.2 J6.2 J5.2 J4.2 J3.2 J2.2 J1.2.
During the tightening operation, apply a counter torque
on the part on which the connector is being tightened
to. Tightening torque of 115 + 5 Nm;
o Tighten injectors/rails connecting pipe connectors to the
interface with the injectors, according to the following
order: J8.1 - J7.1 J6.1 J5.1 J4.1 J3.1 J2.1 J 1.1.
During such assembly procedure, a counter torque must
be applied. Tightening torque of 95 + 5Nm;
o Tighten at torque all the common rail support screws
on the caps (4) by applying the prescribed torque of 25
Nm;
o Any leak is checked at engine start by following the pro-
cedure described under the paragraph entitled "Testing
procedure to verify the absence of fuel leaks from the
common rail system" included in Section 6.

JULY 2006 SAFETY REGULATIONS V08 ENT M75-M11-M12 9.257
SECTION 9
SAFETY REGULATIONS
Page
SAFETY REGULATIONS 259
Standard safety regulations 259
Accident prevention 259
During maintenance 259
Respecting the Environment 260

9.258 V08 ENT M75-M11-M12 SAFETY REGULATIONS JULY 2006

JULY 2006 SAFETY REGULATIONS V08 ENT M75-M11-M12 9.259
SAFETY REGULATIONS
Standard safety regulations o Put rags smeared with oil, diesel fuel, or solvents in fire-
Pay particular attention to some precautions that must proof containers;
be followed by all means in any working place and whose o Do not carry out any intervention you have not been
non-observance will make any other measures useless or given all necessary instructions for;
not sufficient to ensure safety to the personnel in charge
of maintenance. o Do not use any tool or equipment for any operation
different from the ones they have been designed and
o Be informed and inform the personnel as well of the provided for. Serious injury may occur;
laws in force regulating safety, by providing information
documentation available for consultation; o In case of test or calibration operations requiring the
engine to be in operation, ensure that the area is suf-
o Keep working areas as clean as possible, and ensure ficiently ventilated or use specific aspirators to eliminate
adequate ventilation; exhaust gas. Danger: poisoning and death.
o Ensure that working areas are provided with emergency
kits, that must be clearly visible and always fitted with During maintenance
adequate sanitary equipment;
o Never open the filler cap of the cooling circuit when the
o Provide for adequate fire extinguishing means, properly engine is hot. Operating pressure would provoke hot liq-
indicated and always easy to reach. Their efficiency must uid to pour out with serious danger and risk of scalding.
be checked on a regular basis and the personnel must Wait until the temperature decreases below 50 C;
be trained on intervention methods and priorities;
o Never top up an overheated engine with cooler and use
o Provide specific exit points to evacuate the areas in case only appropriate liquids;
of emergency, giving adequate indications of the emer-
o Always operate when the engine is turned off: in case
gency escape paths;
particular circumstances require maintenance interven-
o Smoking in working areas subject to fire danger must be tion on the running engine, be aware of all risks involved
strictly prohibited; in such operation;
o Provide warnings by means of adequate boards sig- o Be equipped with adequate and safe containers for
naling danger, prohibitions, and indications to ensure draining engine liquids and exhaust oil;
easy understanding of the instructions even in case of
o Keep the engine clean from oil, diesel fuel, and/or chemi-
emergency.
cal solvents stains;
o The use of solvents or detergents during maintenance
Accident prevention
may generate toxic vapors. Always keep working areas
o When working close to engines and equipment in ventilated. Whenever necessary wear a safety mask;
motion, do not wear unsuitable clothes, with loose ends,
nor jewels such as rings and chains; o Do not leave rags impregnated with flammable sub-
stances close to the engine;
o Wear safety gloves and goggles when performing the
following operations: o Upon engine start after maintenance, undertake proper
preventing actions to stop air suction in case of over-
- Filling inhibitors or antifreeze;
speed;
- Topping or replacing lubrication oil;
o Do not use fast screwdriver tools;
- Using compressed air or liquids under pressure (pres-
sure allowed: 2 bar). o Never disconnect batteries when the engine is running;
o Wear a safety helmet when working close to hanging o Disconnect batteries before any intervention on the
loads or equipment operating at head height level; electrical system;
o Always wear safety shoes and clothes adhering to the o Disconnect batteries from the system to charge them
body, better if provided with elastics at the ends; with the battery charger;
o Use protection cream for your hands; o After every intervention, verify that the battery clips
polarity is correct and that the clips are tight and safe
o Change wet clothes as soon as possible;
from accidental short circuit and oxidation;
o In presence of current tension exceeding 48-60 V verify
o Do not disconnect and connect electrical connections in
the efficiency of earth and mass electrical connections.
presence of electrical supply;
Ensure that hands and feet are dry and carry out work-
ing operations using isolating foot-boards. Do not carry
out working operations you are not trained for;
o Do not smoke nor light up flames close to batteries and
any fuel;
9.260 V08 ENT M75-M11-M12 SAFETY REGULATIONS JULY 2006
o Before proceeding with pipelines disassembly (pneu- Respecting the Environment

matic, hydraulic, fuel pipes) check for liquid or air under o Respecting the Environment is of primary importance: all
pressure. Take all necessary precautions by bleeding and necessary precautions to ensure the personnels safety
draining residual pressure or closing separation valves. and health are to be adopted;
Always wear adequate safety masks or goggles. Non-
observance of these instructions may cause serious o Be informed and inform the personnel as well of laws
injuries and poisoning; in force regulating use and exhaust of liquids and engine
exhaust oil. Provide for adequate board indications and
o Avoid incorrect or over-torque tightening. Danger: organize specific training courses to ensure that the
incorrect tightening may seriously damage the engine personnel is fully aware of such law instructions and of
components, affecting its duration; basic preventive safety measures;
o Avoid priming from fuel tanks made of copper alloys o Collect exhaust oils in adequate containers with air-tight
and/or with ducts without filters; sealing ensuring that storage is made in specific, properly
o Do not modify cable wires: their length must not be identified, areas that will be ventilated, far from heat
changed; sources, and not exposed to fire danger;
o Do not connect any other equipment to the engine o Handle batteries with care, storing them in ventilated
electrical equipment unless specifically approved by environment and in anti-acid containers. Warning: bat-
IVECO MOTORS-FPT; tery exhalations represent serious danger of intoxication
and environment contamination.
o Do not modify the fuel or hydraulic systems without
having received specific approval from IVECO MOTORS-
FPT. Any unauthorized modifications will compromise
the warranty assistance and furthermore may affect the
engine correct working and duration.
For engines equipped with an electronic control unit:

o Do not carry out any electric arc welding without having
removed the electronic control unit first;
o Remove the electronic control unit in case of any inter-
ventions requiring heating over 80 C;
o Do not paint the components and the electronic
connections;
o Do not vary or alter any data filed in the electronic
control unit. Any manipulation or alteration of electronic
components will totally compromise the engine war-
ranty assistance and furthermore may affect the engine
correct working and duration.
IVECO S.p.A.
PowerTrain
Viale DellIndustria, 15/17
20010 Pregnana Milanese - MI - (Italy)
Tel. +39 02 93.51.01 - Fax +39 02 93.59.00.29
www.ivecomotors.com

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Vector Engine

V08 ENT M75

We strongly recommend that you carefully read the indica-

To obtain spare parts, you must indicate:

The information provided below refer to engine characteris-

9. SAFETY REGULATIONS 257

Indications for consultation

PAGE LEFT INTENTIONALLY BLANK

PRODUCT MODEL NUMBER 9

ENGINE PARTS AND COMPONENTS 10

Auxiliary Gears Control 19

COMBUSTION AIR INTAKE

Combustion air filter 21

The combustion air/sea

CLOSED COOLING CIRCUIT FRESH WATER 24

Lubrication Oil / Engine Coolant Heat Exchanger 26

Cooled Exhaust Manifold 27

Engine Coolant/Sea Water Heat Exchanger 29

Engine Coolant Tank 31

Heat Exchanger Support Flange 31

OPEN COOLING CIRCUIT SEA WATER 32

Sea Water Pump 33

Sea Water Drain 34

LUBRICATION CIRCUIT ENGINE OIL 36

Lubrication Oil Pump 37

Oil Filter Support 37

Heat Exchanger Support Flange 38

Oil Vapors Recirculation And Blow By Filters 38

Lubrication Oil Extraction System 41

Hydraulic Diagram of the Fuel Feeding System 43

Low Pressure Fuel Pump 45

Low Pressure Fuel System 46

High pressure fuel system 47

High Pressure Fuel Pump 48

High Pressure Fuel Pipes and distributor 51

Single-stage Overpressure Valve 51

INJECTION SYSTEM - EDC

System operation logic 55

ENGINE FAMILY ENGINE DWG

ENGINE S/N YEAR OF BUILD

COMMERC. TYPE / VERSION

MAXIMUM PERFORMANCE LEVEL ACHIEVABLE

AIR INTAKE: T = INTERCOOLED SUPERCHARGED

BLOCK: N = NON STRUCTURAL

FUEL SUPPLY: E = ELECTRONIC INJECTION

ENGINE FAMILY IDENTIFIER:V = VECTOR

PRODUCT MODEL NUMBER

ACTUAL POWER OUTPUT 12 = 1200 CV

INTENDED USE (6 = MARINE)

FUEL + INJECTION (8 = DIESEL, TCA, DIRECT INJECTION)

NO. OF STROKES AND CYLINDER DISPOSITION (2 = 4 STROKES, V 90 CYLINDERS)

ENGINE FAMILY IDENTIFIER

ENGINE PARTS AND COMPONENTS

ENGINE PARTS AND COMPONENTS

The driving shaft (1) has been die-casted in induction hard-

They are made in steel, manufactured by pressing, with small

1. Tappets side - 2. Camshaft.

1. Stamping on tappet side - 2. Elastic ring tapezoidal cast

On the piston crown there is a high turbulence combustion

Timing Gears Figure 13

Cylinder heads consist of 8 independent units, featured by

Auxiliary Gears Control

Auxiliary gears are actuated by a gear (3) fitted on the driv-

COMBUSTION AIR INTAKE AND EXHAUST SYSTEM