P3D32N007 e PDF

NEF SERIES
N67 ENT M57

TECHNICAL AND REPAIR MANUAL
APRIL 2013 EDITION
1.2 N67 ENT M57 APRIL 2013
FOREWORD
We strongly recommend that you carefully read the

indications contained in this document: compliance with
these indications protects the engine from irregular
operation, assures reliability, safeguards sea-going and
protects maintenance personnel from accident hazards.
The indications contained in this document pertain to the
N67 ENT M57 marine engine and complement the FPT
publication of Marine Diesel Engines Installation Handbook
that the reader should refer to for anything that is not
explained herein.
Technical engineers and fitters must comply with work safety
regulations. They must implement and adopt the methods
foreseen for personal safety while carrying out maintenance
or checks.
There is a reminder of the safety rules in Section 9 of the
present publication.
There is a reminder of the regulations for engine handling at
the end of Section 6 of the present publication.
To start the engine, you must adhere to the procedure stated
at the end of Section 5 of the present publication.
To get best engine performance you must conform with its
intended mission profile.The engine must not be used for
purposes other than those stated by the manufacturer.
FPT is available for a prior examination of any requirements
regarding special installations, should this be necessary.
In particular
- Use of unsuitable fuels and oils may compromise the
engine's regular operation, reducing its performance, re
liability and working life.
- Exclusive use of FPT Original Parts is a necessary condi
tion to maintain the engine in its original integrity.
- 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 the indications
shown on the engine tag;
- The number of the spare part. This can be found in the
spare part catalog.
The information provided below refers to engine
characteristics current at the date of publication.
FPT reserves the right to make modifications at any time and
without advance notice, to meet technical or commercial
requirements or to comply with local legal and regulatory
requirements.
We refuse all liability

for any errors and omissions. Publication published by:
FPT Industrial S.p.A
The reader is reminded that the FPT Technical Assistance Via Puglia 15, 10156 Torino, Italia
Network is always at the Customer's side with its www.fptindustrial.com
competence and professionalism. Print P3D32N007 E - 1st Ed. - 04/2013
Revi 12.13
APRIL 2013 N67 ENT M57 1.3
SECTION CONTENTS
Section Page
1. OVERVIEW 5
2. TECHNICAL DATA 53
3. ELECTRICAL EQUIPMENT 59
4. DIAGNOSTICS 73
5. MAINTENANCE 89
6. SERVICING OPERATIONS
ON INSTALLED ENGINE 95
7. TOOLS 115
8. OVERHAUL 123
9. SAFETY REGULATIONS 181

1.4 N67 ENT M57 APRIL 2013
APRIL 2013 N67 ENT M57 1.5
UPDATING
Section Description Page Date of revision
3 Maintenance 91 12.2013
Revi - 12.2013
1.6 N67 ENT M57 APRIL 2013
APRIL 2013 OVERVIEW N67 ENT M57 1.7
SECTION 1
OVERVIEW
Page
IDENTIFYING DATA 9
COMMERCIAL CODE 10
PRODUCT MODEL NUMBER 11
ENGINE PARTS AND COMPONENTS 12
ENGINE ARCHITECTURE 14
Crankcase 14
Crankshaft 15
Connecting Rods 15
Pistons 16
Timing system driving gear 16
Cylinder head 18
Valves and valve seats 19
Ancillary machine members drive 19
COMBUSTION AIR INTAKE AND

EXHAUST SYSTEM 20
Comburent air filter 21
Turbocompressor 21
Air/sea-water heat exchanger 21
COOLING FRESH WATER CLOSED -

LOOP 22
Exhaust manifold cooling 23
Thermostatic valve 24
Water pump 24
Additional expansion tank 24
SEA-WATER OPEN
COOLING LOOP 25
Sea-water pump 26
Sea-water/coolant heat exchanger 26
(Sea-water/coolant heat exchanger)

1.8 N67 ENT M57 OVERVIEW APRIL 2013
Page Page
ENGINE OIL LUBRICATION LOOP 27 Pressure control solenoid 50
Gear pump 28 Throttle lever position 50

Oil filter housing 28 SYSTEM FUNCTIONS 51
Oil vapour recirculation 28 Run up 51
FUEL LINE 29 Starting 51
Fuel supply system scheme 30 Metering and fuel injection 51
Fuel pre-filter 31 Injection advance management 51
Fuel filter 32 Pre-injection 52
Pump assembly 33 Injection pressure modulation 52
Low pressure feed pump 34
Idling adjusting 52
Pressure control solenoid valve 36
Self-diagnosis 52
Low pressure limiter valve 36
EDC indicator light 52
Pressure control with engine at maximum
rating 37 Fuel heating 52
Pressure control with engine at minimum Linearization of the acceleration gradient 52

rating 38
Balance of the cylinder torque delivery 52
High pressure pump 39
Rotation speed control 52
Rail and high pressure piping 41
Top speed limitation 52
Two-stage overpressure valve 41
Cut off 53
Electro-injectors 42
Derating 53
Pressurization valve of the electro-injector
backflow 44 Recovery 53
EDC 7 SYSTEM ELECTRONIC After run 53
AND ELECTRIC MAIN COMPONENTS 45
EDC 7 Electronic Central Unit 46
Air pressure/temperature sensor 46
Atmospheric pressure sensor 46
Oil pressure/temperature sensor 47
Crankshaft sensor 47
Camshaft sensor 48
Coolant temperature sensor 48
Fuel temperature sensor 49
Fuel pressure sensor 49

IDENTIFYING DATA
Figure 1
187778
1. Commercial code/version - 2. Homologation number - 3. Production serial number - 4. Maximum output at rated speed -
5. Drowing number - 6. Engine family - 7. Maritime classification register - 8. Commercial code -
9. Setting code - 10. Production year
Figure 2
187779
The identification data of the engine are stamped on a nameplate situated on the expansion tank.
COMMERCIAL CODE
The purpose of the commercial code is to make the characteristics of the product easier to understand, categorizing the engines
according to their family, origins and intended application. The commercial code, therefore, cannot be used for the technical pur
pose of recognizing the engine's components, which is served by the ENGINE S/N.
N 67 E N T M 57 . 1 0
VERSION
VERSION:
TURBOCHARGED:
1 = COOLED
2 = NOT COOLED
MAXIMUM PERFORMANCE LEVEL ACHIEVABLE

57 = 570 HP
APPLICATION: M = MARINE
AIR INTAKE: T = INTERCOOLED SUPERCHARGED
BASE: N = NON STRUCTURAL
FUEL SUPPLY: E = ELECTRONIC INJECTION
DISPLACEMENT: 67 = 6.700 cc NOMINAL
ENGINE FAMILY IDENTIFIER: N = NEF

PRODUCT MODEL NUMBER
The model number is assigned by the manufacturer; it is used to identify the main characteristics of the engine, and to characterize
its application and power output level. It is stamped on a side of crank-case, close to oil filter.
F 4 K E 0 6 8 6 A * A 0 0 1
VARIANTS TO
BASIC ENGINE
A = EMISSION FOR
MARINE APPLICATION
POWER RANGE:
A = MAXIMUM POWER 560 HP
INTENDED USE (6 = MARINE)
FUEL + INJECTION (8 = DIESEL, TCA, DIRECT INJECTION)
NO. OF CYLINDERS
NO. OF STROKES AND CYLINDER DISPOSITION (0 = 4 STROKES, VERTICAL)
ENGINE
DESIGN ITERATION
ENGINE FAMILY IDENTIFIER

ENGINE PARTS AND COMPONENTS
Figure 3
187780
1. Electric starter motor - 2. Engine coolant discharge cap - 3. Tube bundle engine coolant/sea-water heat exchanger -
4. Sacrificial anode - 5. Oil/sea water heat exchanger - 6. Exhaust gas and sea-water discharge pipeline -
7. Rocker arm cover - 8. Lifting eyebolts - 9. Cap for engine coolant outlet to sanitary water heating system -
10. High water temperature sensor plug - 11. Water temperature sensor plug - 12. Oil refill cap -
13. Coolant refill cap - 14. Engine coolant tank - 15. Thermostatic valve - 16. Auxiliary belt automatic tensioner -
17. Alternator - 18. Cap for engine coolant discharge and recirculation from sanitary water heating system -
19. Cooled exhaust manifold - 20. Oil temperature sensor - 21. Sea water drain plug - 22. Oil filter
Figure 4
187781
1. Manual lubricating oil extraction pump - 2. Throttle potentiometer - 3. Common rail distributor -
4. Oil dipstick - 5. Cooledturbocompressor - 6. Clogged air filter indicator - 7. Oil vapor separator -
8. Combustion air filter - 9. Sea-water junction pipe from after-cooler to engine coolant/sea-water heat exchanger -
10. Fuel filter - 11. Common rail high pressure injection pump - 12. Sea-water pump - 13. Sacrificial anode -
14. Combustion air/sea-water heat exchanger - 15. Grid Heater - 16. Grid Heater control box
ENGINE ARCHITECTURE
NEF engines are the highest expression of design and engin combustion conditions, metering and injection, optimized
eering efficiency that FPT makes available on the market place. instant by instant, enable to obtain a new balance between
They are highly innovative engines designed to be able to high performance and consumption reduction. NEF engines
comply now with the regulations on fumes and acoustic can be fitted with a mechanical pump or a total electronic
emissions that will be enforced in the near future. controlled Common Rail fuel supply system.
Designed with innovative techniques and manufactured with Every technical solution has been accurately devised so as to
advanced working processes, they are the result of hundreds assure qualitative product perfection. The configuration of
of years of design and engineering tradition as well as of an
the engine itself has been designed in such a way as to facili
important international cooperation.
The excellent performance of NEF engines originates from tate access to each individual part thus reducing maintenance
induction and exhaust ducts of new design where, by time.
improving the gas exchange phases, the intaken air turbo Cylinder head fitted with four valves per cylinder, rear timing
lence is improved, thus enabling the complete exploitation of control, new design connecting rods and aluminum-nickel
the new injection system capacity. pistons are components of an engine fitted with 40% less
The new criteria chosen in defining the parameters setting the elements than an engine of equivalent performance.
Crankcase
Figure 5
1. Reconditionable integral cylinder barrels - 2. Water pump seat - 3. Camshaft bushing seat - 4. Oil pump seat -
5. Main bearings - 6. Crankcase backing plate - 7. Seat for oil filter housing - 8. Product model number location.
Moreover, within the cast iron crankcase, coolant circulation in. The backing plate (6) applied to the lower par t makes the
grooves, ducts for lubrication loops for the various machine crankcase tougher and improves resistance to stress.
par ts and the seat for push rod bushings have been grooved
Crankshaft
Figure 6
1. Timing system driving gear - 2. Flywheel connecting hub - 3. Oil pump driving gear.
The crankshaft is made in steel hardened by induction and Connecting Rods

rests on seven mountings; inside the hollow shaft are the
ducts for the lubrication oil circulation. Figure 7
On the front tang, the oil pump driving gear, the phonic wheel,
the flywheel connecting hub and the driving pulley of the
ancillary components are keyed on.
On the rear tang the camshaft driving gear and the coupling
flange to the engine flywheel are keyed on.
The bench half bearings are in cast babbitt lining steel and the
6th is fitted with a shoulder ring to contain the end play of the
driving shaft.
Components 1 and 2 in the figure, assembled by negative
allowance on the rear tang, are not replaceable. The front and
rear retaining rings are of the slide type with radial seal and
require special fixtures to be assembled and disassembled.
They are made in steel, manufactured by pressing, with small

end oblique edged and cap separation obtained by fracture
splitting technique.
The connecting rod half bearings are cast babbitt lining steel.
Every connecting rod is marked on the body and on the cap
by a number that identifies their coupling and the cylinder into
which it is to be assembled; moreover, a letter is impressed
on the body stating its weight class.
In case a replacement were necessary, only one type of con
necting rod is available as spare part of an intermediate class
weight that can be used to replace any other. Therefore,
connecting rods that are still efficient, do not need to be
replaced even if they are of a different class weight.
Pistons Timing system driving gear
Figure 8 Figure 9
The timing system driving gear machine is a push rods and

rockers type, with a camshaft (1) that is located in the crank
case and set into rotation directly by the crankshaft.
Figure 10
The pistons integrate the high swirl combustion chamber; the
annular chambers inside the junk ring enable an effective heat
elimination obtained by circulating the lubrication oil deliv
ered by the spray nozzles mounted on the crankcase. On the
piston skirt the are three seats for the retaining rings; the first
one of these is obtained by a special trapezoidal section cast
iron insert.
The piston rings have different functions and different
geometry.
- The 1st piston ring has a trapezoidal section and ceramic
chrome plating;
- The 2nd piston ring has a a torsional conical rectangular
seal;
- The 3rd piston ring has a double oil scraper with internal
spring.
1. Positioning reference - 2. Crankshaft - 3. Camshaft.

The figure illustrates the position that the toothed wheel has
to have to set the correct timing strokes.
Figure 11
189016
1. Spindle - 2. Rocker - 3. Adjuster screw - 4. Rod - 5. Bridge - 6. Cotters - 7. Cup - 8. Spring - 9. Tappet - 10. Camshaft -
11. Holes for camshaft sensor.
The timing camshaft rests on seven mountings; the mounting

points at the front and rear end are fitted with cast babbitt
lining steel bushings, assembled by negative allowance.
The timing camshaft is set into rotation by the crankshaft with
direct coupling to a straight toothed wheel. The toothed
wheel keyed on the timing camshaft has 6+1 slots for cam
shaft sensors (11) enabling the generation of the electric sig
nals needed for the engine control system.
Cylinder head
Figure 12
1. Electro-injector - 2. Electro-injector electric connection terminal - 3. Thermostat valve - 4. Induction manifold -

5. Fuel filling pipe to the injector - 6. Cylinder head - 7. Chassis bracket for injectors electric outfit - 8. Electric connector -
9. Electro-injector wiring harness - 10. Cotters, cup and spring.
The cylinder head is monolithic and is made in cast iron; it Are coupled to the cylinder head:
houses slots for the following:
- Exhaust manifold;
- Valves, with seats and elements inserted;
- Induction manifold
- Thermostatic valve;
On the top part of the head the chassis is secured, to which
- Electro-injectors; the connectors of the wiring harness for the control of elec
tro-injectors, are fastened.
- Fuel delivery filling pipes conections to the electroinjec
tors.
Inside the cylinder head the duct for the recovery of the fuel
not used by electro-injectors has been fitted.
Valves and valve seats Ancillary machine members drive
Figure 13 Figure 14
1. Induction valves - 2. Exhaust valves - 3. Inserted 187782

element - A. Induction side - S. Exhaust side.
Valves seat are obtained by casting in the cylinder head, and 1. Stationary guide pulley - 2. Spring tightner -
machined to 45 taper ratio for exhaust valves and 60 taper 3. Alternator pulley - 4. Stationary guide pulley -
ratio for induction valves. 5. Engine coolant pump pulley - 6. Crankshaft.
Motion to ancillary machine parts is transmitted by a Poly -
V belt put under tension by a gauged spring (2).
Stationary guide pulley (4) is located between the alternator
pulley (3) and the engine coolant pump pulley (5) in order
to provide an adequate contact surface on the latter.
COMBUSTION AIR INTAKE AND EXHAUST SYSTEM
Figure 15
187783
Cold air inlet Exhaust gas
1. Exhaust terminal (riser) - 2. Turbocompressor - 3. Air filter - 4. Sea water pump - 5. Heat exchanger air/sea-water -
6. Intake manifold - 7. Exhaust manifold - 8. Oil/sea water heat exchanger - 9. Coolant/sea water heat exchanger
Before reaching the cylinders, supercharging feeding air (3), The turbocompressor casing (2) and exhaust manifold (7)
intaken through the filter, runs through the heat/sea-water are cooled down by engine coolant.
exchanger (5), thus reducing its temperature, in order to The exhaust gas flows into the exhaust terminal (1) where
favour a higher engine volumetric efficiency. it is mixed with sea water for expulsion.
The pressure and air temperature sensor located on the
induction manifold (6), provides the ECU of the EDC system
with the information enabling a fuel metering adequate to the
density of the intaken comburent air and an optimum treat
ment of the injection advance.
Comburent air filter Air/sea-water heat exchanger
Figure 16 Figure 18
134384 187784
1. Filter clogging sensor.
1. Sea-water outlet - 2. Sacrificial anode (Zinc) -

Turbocompressor 3. Sea-water inlet - 4. comburent air inlet -
5. Comburent air outlet - 6. Condensate drainage hole.
Figure 17
The flow of water coming from the sea-water pump goes
through the tube bundle (3) and, by going through it, absorbs
some of the heat of the overheated air of the turbosuper
charge, passing through the exchanger coming from the tur
bocompressor (4).
The outlet water (1) is conveyed towards the fresh water/
sea-water heat exchanger, while the turbosupercharged air,
cooled down, reaches the induction manifold (5) and from
there reaches the cylinders.
Through hole (6) air humidity condensated in water is
expelled.
1. Coolant inlet.
The engine is turbosupercharged by a fixed geometry turbine
with no waste-gate control.
The turbine is cooled by the circulation of coolant coming
from the exhaust manifold.
The turbine-compressor shaft turns on bushings lubricated
by the pressurized lubricant oil, which derives directly from
the oil filter housing.
COOLING FRESH WATER CLOSED-LOOP
Figure 19
187785
Hot engine coolant

Cold engine coolant
1. Coolant pump - 2. Thermostatic valve - 3. Coolant/sea-water heat exchanger - 4. Oil/engine coolant heat exchanger -
5. Turbocompressor - 6. Exhaust manifold - 7. Air filter - 8. Sea water pump - 9. Air/sea water heat exchanger
The centrifugal pump (1), set in rotation by the driving shaft fold after having cooled the volute of the turbocharger (5).
through the poly-V belt, draws the coolant and delivers it to The liquid is made to return to the pump until it reaches the
the cylinder block to come into contact with the cylinders' setting temperature of the valve; once this temperature has
heat exchange areas and afterwards to the cylinder head from been reached it is deviated proportionally to the temperature
which a portion of the coolant exits and goes through the reached, towards the coolant/sea-water heat exchanger (3).
thermostatic valve (2) and another portion goes through the A part of it goes back to the pump, another reaches the heat
exhaust manifold (6) cavity to reduce its temperature as pre exchanger where it heats the sea-water up to re-enter then
scribed by regulations concerning maritime equipment; this into the inlet of the pump.
portion of fluid then flows into the water pump intake mani
Exhaust manifold cooling

Figure 20
187786
Engine coolant going through exhaust manifold

Engine coolant going through coolant exchanger
1. Sea-water/coolant exchanger - 2. Oil/sea water heat exchanger - 3. Turbocompressor - 4. Sea water pump - 5. Air/sea
water heat exchanger - 6. Thermostatic valve - 7. Expansion tank - 8. Exhaust manifold - 9. Water pump manifold inlet
Thermostatic valve Water pump
Figure 21 Figure 23
Low temperature operation

When the temperature of the coolant is lower than the set
values, the coolant coming from inside the engine (1)
recirculate directly towards the centrifugal pump (2).
Figure 22
The water pump has its own seat within the crankcase and
is set into rotation by the poli-V belt.
Additional expansion tank

In some cases an additional tank may be fitted with the pur
pose of increasing the available expansion volume; the con
nection to the main tank will be made through a pipe fitted
on the hose holder of the union pipe overflow. The plug
of this tank has to be equipped with a pressure relief valve to
enable liquid downflow while the engine is cooling.
This second tank, usually made in transparent material and
not pressurized, can be installed in order to have a better
access to check its level, that anyway has to be periodically
checked also in the main tank.
High temperature operation
When the temperature of the coolant is above the set
values, the thermostatic valve partially or totally shuts in the
recirculation towards the pump and opens the path towards
the coolant/sea-water heat exchange (3).
SEA-WATER OPEN COOLING LOOP
Figure 24
187787
Sea-water
1. Turbocharger - 2. Outlet (riser) - 3. Sea-water pump - 4. Oil/sea water heat exchanger - 5. Exhaust manifold -
6. Sea-water/oil gear exchanger (optional) - 7. Sea-water/coolant exchanger - 8. Outlet (riser)
Sea-water drawn from under the bottom of the boat is the water/fresh water (7) heat exchanger removing the heat
means by which the engine heat that has not been trans yielded by the engine and conveyed by the coolant; tempera
formed into mechanical work is eliminated. ture control is carried out by the thermostatic valve.
Sea water is conveyed into the oil/sea water heat exchanger
The water, intaken by the pump (3) set into rotation by the
(5) from the sea water/fresh water heat exchanger (7) thus
cranckshaft by means of a toothed wheel transmission, is
cooling the engine oil.
directly sent to the supercharging heat exchanger (after
cooler) (4), where the water temperature is reduced to The water, before being let into the sea drainage duct,
improve engine volumetric efficiency and thus its perform touches and cools down the riser - the exhaust gas outlet -
ance; the water from the after-cooler, reaches the sea- leaving the boat with the latter.
Sea-water pump Sea-water/coolant heat exchanger
Figure 25
Figure 26
1. Inlet - 2. Outlet.
The sea-water pump, with a neoprene rotor, is geared up
by crankshaft.
134386
1. Sea-water inlet - 2. Sea-water outlet - 3. Engine coolant

inlet - 4. Engine coolant outlet - 5. Sacrificial anode.
The engine coolant, coming from thermostatic valve, goes
into the exchanger (3) and touches the tube bundle that is
run through the sea-water flow coming from the super
charging air heat exchanger (1); the cooled down engine
coolant, goes through the manifold leading to the induction
of the centrifugal pump (4).
The sea water exiting from the heat exchanger (2) is sent to
the oil/sea water heat exchanger.
ENGINE OIL LUBRICATION LOOP
Figure 27
187788
Oil delivery Return to sump
1. Oil sump - 2. Crankshaft - 3. Oil pump - 4. Oil filter bracket - 5. Oil filter -
6. Oil/sea water heat exchanger - 7. Oil filler cap - 8. Oil delivery to turbocompressor -
9. Oil return from turbocompressor - 10. Timing camshaft
Lubrication of the engine machine parts is oil forced circula A duct is specifically assigned to supply the nozzles that
tion obtained by a gear pump (3) located in the crankcase. deliver the coolant to the pistons, the other one is assigned
The pump is set into rotation by the crankshaft (2) by means to the lubrication of the machine internal parts: bench bear
of a toothed wheel and an intermediate gear. ings, connecting rods and timing, push rods and rockers; the
The oil that is pressurized by the pump, is sent to the filter lubrication of spindles and toothed wheels to actuate ancil
(5) and afterwards to the engine ducts after having gone lary machine parts is obtained by dedicated ducts.
through the oil/engine water heat exchanger (6). The flows afterwards converge by gravity into the oil sump
(1). The oil lubricating the turbocharger rotor shaft is directly
drawn from the oil filter housing (4), and is delivered through
an external pipe to the cylinder block joined to the housing
with an appropriate fitting.
Gear pump Oil vapour recirculation
Figure 28 Figure 30
1. Gear oil pump - 2. Crankshaft with

driving gear oil pump.
Oil filter housing

Figure 29
187795
Oil vapours Oil condensate
1. Condensate oil to the sump. - 2. Vapours coming from

the timing gearbox - 3. Oil vapour filter unit - 4. Flow
limiter valve - 5. Residual vapours to engine intake -
6. Centrifugal separator.
The oil vapours which generate inside the engine, go through
the centrifugal gas separator located in the upper part of the
rocker lid, where some of them condensate and return to the
187789 oil sump through the dedicated ducts.
Due to higher pressure, residual vapours are pushed to the
timing gearbox and from there to the filter unit. In the unit
1. Oil/sea water heat exchanger - 2. Delivery to nozzles
there are two filtering cartridges operating in parallel conden
piston cooling - 3. Oil delivery to internal engine machine
sating a further vapour part that returns in liquid form to the
parts - 4. Flow recirculated by pressure regulator valve -
oil sump.
5. Flow inlet from the pump. - 6. Flange coupling onto
The part which is not condensated is sent to the engine intake
crankcase - 7. Oil filter - 8. Oil for turbocompressor
by a gauged hole after the air filter.
lubrication connector outlet - 9. Oil pump
The vapour maximum load intaken by the engine is adjusted
Seats for the pressure and the by-pass valve are fitted on the by the action of a membrane valve located in the filter unit.
support. The ducts fitted inside enable to divert the oil inside
the engine crankcase to the different lubrication functions.
The filter, single cartridge, is two-stage with 30 m to 97%
filtering efficiency.
FUEL LINE
Figure 31
High pressure
Low pressure 134378
1. Fuel filter - 2. Common rail - 3. Electro-injector - 4. Electro-injector return loop pressurization valve -
5. Rail overpressure valve - 6. High and low pressure pump - 7. Priming pump - 8. Settling pre-filter.
N 67 ENT M engine fuel line is integrated in the innovative

EDC 7 injection system. Main components are set on board
of the engine except the pre-filter.
Fuel supply system scheme

Figure 32
1. High pressure radial pump - 2. Fuel temperature sensor - 3. Fuel filter - 4. Electro-injector - 5. Pressure sensor -
6. Common rail - 7. Common rail overpressure valve - 8. Electro-injector return loop pressurization valve, 1.3 to 2 bar -
9. Fuel tank - 10. Recirculation manifold - 11. Manual priming pump - 12. Pre-filter - 13. Low pressure pump recirculation
valve - 14. High and low pressure pump - 15. Low pressure mechanical feed pump - 16. Low pressure pump by-pass valve -
17. Fuel filter support - 18. Low pressure limiter valve - 19. Pressure regulating electrical valve.
The heart of the system is made up of the solenoid valve pulses, modulates the fuel flow going into the radial pump and
control (19) and by the high pressure radial pump (1). Low as a consequence the flow and the value of the high pressure
pressure fuel supply takes place by means of a gear pump at the outlet of the pump and supplied to the rail (6). The rail
(15). While the engine rotates, the pump draws fuel from the has both the function of storing pressure, timing fuel to the
tank (9) through the pre-filter (12) and sends it through the electro-injectors (4) and of supporting and connecting both
main filter (3) to the limiting valve (18) that sets up the pres to the overpressure valve (7) and the sensor of the internal
sure at 5 bar, recirculating the excess delivery to the inlet of pressure (5). The rail internal pressure sensor (5), enables the
the supply pump (15). The fuel at constant pressure supplies EDC central unit to measure its value and to control in loop
the internal duct for the lubrication of the radial pump (1) and the control solenoid valve in order to always obtain the high
the inlet of the control solenoid valve. The electrovalve pressure value required by the injection mapping, while the
actuated by the EDC central unit by means of a fast sequence overpressure valve, in the event of an anomaly on the control
of
system, protects the hydraulic system components limiting Fuel pre-filter

the pressure in the rail to the value of 1750 bar.
The electroinjectors supplied by the exact injection pressure Figure 33
only inject, by means of an electric control on behalf of the
central unit, when an electromagnetic actuator present in
them gives cause to an hydraulic overpressure, that acting on
the spear valve, lifts it up and opens the nozzles.
The span of time, the moment, and the optimal pressure for
the injection are set out experimentally at the test stand and
their values are stored in the central unit in a mapping func
tion of the automotive parameters characterized instant by
instant.
The hydraulic line closes towards the tank starting from
exhaust collection unit to which the one of the fuel filter, high
pressure radial pump and the injectors converge.
The pressure valve, located on the cylinder head (8), is con
nected in series to the reflux from the electroinjectors set
ting the pressure of the collection duct from 1.3 to 2 bar.
Two pipes intercept the fuel used to lubricate and cool the
machine parts of the radial pump and in reflux from the
electroinjectors to flow into the manifold (10) located on
the filter bracket, from which a pipe leads to the fuel tank (9).
Two unidirectional valves are positioned in parallel to the
feed mechanical pump. Valve (13), when the pressure at the
fuel inlet overcomes the limit value allowed, recirculates the
fuel excess to the inlet of the pump itself.
When the engine is not rotating, a by-pass valve (16) enables
to fill up the feed system by means of the manual pump (11).
1. Fastener bracket - 2. System bleeding screw -

3. Cartridge - 4. Sensor for detecting the presence of
water in the fuel - 5. Manual priming pump.
In the hydraulic line, it is placed before the fuel pump to
CAUTION withhold those particles which might damage it.
Never attempt to vent the high pressure system, as this is - Filtering rating: 36.5 m;
useless and extremely dangerous.
- Operating max pressure: 4 bar;
- Operating temperature: from -25 to + 90 C.
Fuel filter It preserves the efficiency of high pressure line withholding

particles above 4 m.
Figure 34 It has a high filtering capacity as well as a good separation of
water from fuel.
The fuel filter is located on the crankcase in the line between
feed pump and high pressure pump. Connectors B - C - E join
into one duct which works as a manifold of the fuel recirculat
ing towards the tank. The manifold is entirely separated from
the hydraulic line of the filter. On the support the fuel tem
perature sensor and the heater resistor are positioned.
The heating element activates if the fuel temperature is
0 C heats up to + 5 C. The fuel temperature, detected
by the EDC 7 sensor, enables to entirely compensate the fuel
volumetric mass in relation to its temperature.
1. Fuel filter support - 2. Heater connector - 3. Fuel

electric heater - 4. Fuel filter - 5. Fuel temperature sensor -
A. Outlet connector to the high pressure pump - B. Inlet
connector to discharge fuel from common rail and from
cylinder head (electroinjectors) - C. Outlet connector to
discharge fuel to the tank - D. Inlet connector of the feed
pump - E. Inlet connector of the high pressure pump
discharge.
Pump assembly
Figure 35
1. Connector fuel outlet to rail - 2. High pressure pump - 3. Pressure control solenoid - 4. Fuel inlet connector from filter -
5. Fuel outlet connector to recirculation manifold - 6. Fuel inlet from tank - 7. Fuel outlet connector from low pressure
pump to filter - 8. Low pressure pump.
The high pressure pump is made up of three radial pumping

elements driven by a tappet set into rotation by a gear of the
timing shaft. In the rear part the feed mechanical pump, driven
by the radial pump, is fitted.
The pressure control solenoid valve is located on its side.
The positioning of the pump does not require timing as the
injections management is entirely electronically controlled.
Low pressure feed pump

Figure 36
A. Fuel inlet from tank - B. Fuel outlet to filter - 1. Recirculation valve - 2. By-pass valve.
The gear wheel pump is assembled on the rear part of the It is set into rotation by the high pressure pump shaft. Under
high pressure pump. It transfers the fuel from the tank to the normal operation conditions, the fuel flow inside the mech
high pressure pump. anical pump is illustrated in Figure 36.
Figure 37
A. Fuel inlet from tank - B. Fuel outlet to filter - 1. Recirculation valve - 2. By-pass valve.
In the case of overpressure at the outlet, Figure 37, the recir (2), recirculating the fuel in excess inside the pump and
culation valve comes into action. keeping a pressure rating equal to that of the setting of the
The existing pressure, overcoming the spring valve elastic valve.
strength (1), connects the outlet with the inlet through a duct
Figure 38
A. Fuel inlet from tank - B. Fuel oulet to filter - 1. Recirculation valve - 2. By-pass valve.
Figure 38 represents the section of the pump during the stage

of filling up the line, as an example by means of the manual
pump located on the pre-filter. With the engine not in rota
tion, due to the pressure in the inlet, the by-pass valve (2)
opens up enabling the fuel to flow towards the filter.
Pressure control solenoid valve Low pressure limiter valve
Figure 39 Figure 40
Assembled in parallel to the pressure control solenoid valve,

has the function of keeping the inlet pressure constant to the
value of 5 bar, that is a necessary condition for a correct oper
ation of the control system.
1. Electric connector - 2. Fuel outlet - 3. Fuel inlet.

Positioned at the inlet of the high pressure pump, it enables
to control the quantity of fuel feeding the pump according
to the controls received by the electronic Central Unit. In the
absence of control signal, the valve is normally open, there
fore the high pressure pump is in maximum delivery condi
tion.
The Central Unit sends a PWM control signal to the con
troller, in order to choke in a greater or lesser way the inlet
section of the fuel to the high pressure pump.
This component cannot be replaced individually and there
fore must not be disassembled.
Pressure control with engine at maximum rating

Figure 41
134379
1. Coil - 2. Nucleus - 3. Preloading spring - 4. Spear valve - 5. High pressure pump feed - 6. Fuel inlet (from filter) -
7. Fuel backflow from the high pressure pump - 8. Cylinder for exhaust duct opening - 9. Fuel discharge -
10. Fuel delivery to rail.
When the coil (1) of the solenoid is not energized, the

nucleus (2) is in idle position due to the pre-loading spring (3).
The spear valve (4) is in the position of maximum delivery.
The valve feeds the high pressure pump with the maximum
fuel delivery possible.
The cylinder for exhaust duct opening (8) of the low pressure
limiter valve is in closed position. The clearance among the
internal parts enables the blow-by of the fuel used to lubri
cate the pump towards the exhaust (7).
Pressure control with engine at minimum rating

Figure 42
134380
1. Coil - 2. Nucleus - 3. Preloading spring - 4. Spear valve - 5. High pressure pump feed - 6. Fuel inlet (from filter) -
7. Fuel backflow form the high pressure pump - 8. Cylinder for exhaust duct opening - 9. Fuel discharge - 10. Fuel delivery.
When the engine is in the condition of minimum rpm, the The control solenoid is in maximum choking as the common
EDC Central Unit controls the solenoid by a PWM (Pulse rail has to be kept at relatively low pressure (from 350 to 400
Width Modulation) timely signal to energize the coil and bar). The cylinder (8) of the low pressure limiter valve, which
cause the shifting of the nucleus (2). controls the opening of the exhaust duct, is in the maximum
The nucleus, while shifting, moves the spear valve (4) into the opening position in order to allow the fuel in excess to back
minimum opening position allowing the minimum flow of fuel flow to the exhaust (9).
to the high pressure pump.
High pressure pump During the induction stroke, the pumping, driven by the cam
located on the pump shaft, is fed through the pumping feeding
Figure 43 duct. The amount of fuel to send to the pumping is set by the
D-D section pressure control solenoid according to the PWM control
received by the electronic Central Unit. During the com
pression stage of the pumping, the fuel reaches such a pres
sure to open the delivery valve to common rail and supply it
through the outlet.
Figure 45
C-C section
1. Outlet for delivery to rail - 2. Delivery valve to rail -

3. Pumping - 4. Pump shaft - 5. Pumping feed duct -
6. Pressure control feed duct - 7. Pressure control
solenoid - 8. Fuel inlet from filter.
Figure 44
B-B section
1, 3, 6. Pumping feed ducts - 2. Pump lubrication ducts -
4. Pumping feed main duct - 5. Pressure control solenoid -
7. Control exhaust duct - 8. Low pressure limiter valve -
9. Fuel feed duct from filter - 10. Fuel outlet.
In the section of Figure 45 the low pressure fuel paths inside
the pump are represented. The pumping feed main duct (4),
pumping feed ducts (1, 3, 6), ducts used for pump lubrication
(2), the pressure control valve (5), the low pressure limiter
valve (8) and the fuel exhaust (10), are outlined. The pump
shaft is lubricated by the fuel through the delivery and back
flow (2) ducts. The control valve enables to define the fuel
amount by which feeding pumpings; the excess fuel backflow
through duct (9).
The lower pressure limiter valve in addition to operate as
manifold of the high pressure pump fuel drainage, also keeps
pressure constant at the regulator inlet.
Figure 46
A-A section
1, 2. Fuel outlet ducts - 3. Fuel outlet from the pump with

connector for high pressure piping for common rail
In the section of Figure 46 the fuel flow through the pumping
outlet ducts is represented.
Rail and high pressure piping

Figure 47
108609
1. Common Rail - 2. Fuel inlet from the high pressure pump - 3. Overpressure valve - 4. Pressure sensor
The internal volume of the rail is sized in such a way as to Fitted on one end of the rail, it protects the system compo
allow a fast pressurization during transient states and at the nents in case of malfunction of the rail pressure sensor or of
same time to level pressure surging caused by the openings the pump pressure control causes and excessive pressure
and the closures of the injectors and by the cyclic operation increase in the high pressure system.
of the high pressure pump. This function is facilitated by the It is of a mechanical type and it has a double operating
gauge hole located after the high pressure pump. At the ends threshold: 1750 bar and 800 bar.
of the rail the internal pressure sensor and overpressure valve In case 1750 bar is reached, in the high pressure system the
are located. Every piping connected to the rail undergo valve comes into action initially as a normal one stage to let
pressure above 1600 bar, and for this reason the piping dis the fuel backflow and thus consequently reducing pressure
assembled have to be replaced. In the case of maintenance to safety values and afterwards mechanically controls the
actions on the high pressure line, special care is to be given pressure in the rail up to about 800. The two stage valve can
to avoid the introduction of dirt. be recognized by the acronym F775 inside the encoding.
This valve allows to operate the engine for prolonged times
under limited performance and avoids the excessive over
heating of the fuel preserving the system components.
Two-stage overpressure valve

Figure 48
Electro-injectors
Figure 49
1. Pressure rod - 2. Metering rod - 3. Nozzle - 4. Coil - 5. Pilot Valve - 6. Ball valve - 7. Control area - 8. Pressure chamber -
9. Control volume - 10. Feed/control duct - 11. Control fuel outlet - 12. Electric connection - 13. Spring.
From the construction point of view, the injector is similar to

traditional ones, except for the absence of the metering rod
spring return.
The electro-injector may be considered made up in two
parts; the actuator-spray-nozzle, made up of a pressure rod,
metering rod and nozzle; and by the control solenoid made
up of the coil and the pilot valve.
Figure 50
1. Pressure rod - 2. Metering rod - 3. Nozzle - 4. Coil - 5. Pilot Valve - 6. Ball valve - 7. Control area - 8. Pressure chamber -
9. Control volume - 10. Feed control duct - 11. Control fuel outlet - 12. Electric connection - 13. Spring.
The fuel that is in the control volume, backflows towards the The injection ceases by disenergizing the coil. The ball valve
reflux duct causing a pressure decrease in the control volume goes back into idle posifigure tion, to recreate an equilibrium
itself. At the same time, the fuel pressure in the pressurized of forces such as to make the metering rod go back to the
chamber causes the rise of the metering rod and conse close position and stop the injection.
quently the injection of the fuel into the cylinder.
The ratio between the pilot system time and the amount of Pressurization valve of the electro-injector
fuel delivered is a non linear characteristic and with a narrow backflow
limit of tolerance typical of every family of electro-injectors;
it is the basis of the injection data stored in the ECU. Figure 51
The use of certified injectors is mandatory for the best effi
ciency of the engine performance and the accuracy required
by the common rail system management. They must have
the characteristics prescribed, i.e. analogue to those used to
make up the mapping of the injection timing. Injectors do not
need calibration and, due to the high accuracy degree of their
components and the complexity of their assembly, replace
ment of any spare part is not allowed.
A. To the tank - B. From the electro-injector.

Located in the rear part of the cylinder head, adjusts the
pressure in the backflow duct from the electro-injectors at
a pressure p = 1.3 to 2 bar.
EDC 7 SYSTEM ELECTRONIC AND ELECTRIC MAIN COMPONENTS
Figure 52
187791
1. Coolant temperature sensor - 2. Electro-injector - 3. Fuel pressure sensor on rail - 4. Combustion air
pressure/temperature sensor - 5. Timing sensor - 6. Pressure control solenoid valve - 7. Fuel filter with temperature
sensor and electric heater - 8. ECU EDC - 9. Throttle control position sensor - 10. Crankshaft sensor -
11. Oil temperature-pressure sensor.
EDC 7 Electronic Central Unit Air pressure/temperature sensor
Figure 53 Figure 54
08_053_C
08_024_C
It integrates a temperature sensor and a pressure one.

A. Connector for components assembled on engine - Positioned at the entrance of the intake manifold, it produces
A1. Electro-injector connector - a signal that is proportional to the absolute pressure value of
B. Connector for connections on the boat side. the intaken and supercharged air. This information, together
with the temperature, enables to adequate time and advance
The Electronic Central Unit (or ECU) is the component to the density of the comburent air, in order to reach the
operating the entire injection system. The process begins maximum thermodynamic efficiency avoiding harmful
with the start up of the main program and the run-up pro emissions and smoke. The pressure sensor is a solid state type
cedure that enables to recall into the RAM those data with an amplifier electronic circuit adjusted for thermic drift,
which, having characterized the engine management until the while the comburent air temperature sensor is a resistor with
previous stop, were stored into the non-volatile memory negative temperature coefficient.
E2PROM by the after-run procedure. After the run-up, the
test of the blink code light signalling EDC anomalies and the The pressure sensor is powered by a 5 V voltage and the out
procedures which lead to the start of the engine, follow; dur put voltage is proportional to the pressure detected.
ing such procedures the presence and consistency of the sen The temperature sensor has a resistance of about 2.5 k at
sors electric signals are checked. The start of the computer 20 C temperature.
application routine of time and injection advance, is preceded
by the analogue-digital conversion of the data coming from
the sensors. At the end of the processing, the final data still Atmospheric pressure sensor
in digital format are transferred to the various final and power Located inside the ECU, it produces a useful datum to
stages, which will control (with the proper ways) the electro- adequate injection procedures to the different positive dis
injectors and the system actuators. placement of the engine caused by the changes of the envi
ronmental pressure conditions.
Oil pressure/temperature sensor Crankshaft sensor
Figure 55 Figure 56
The body of the sensor is similar to that of the air pressure/

temperature sensor and the functions carried out are anal
ogous. It is assembled onto the engine oil filter support, to
measure the engine oil temperature and pressure. The signal
detected is sent to the ECU EDC that manages the low
pressure indicator light. In this appliance, pressure and oil
temperature values are not shown by instruments but the
data are used by the ECU to carry out the monitoring func
tions. In order to control the oil pressure gauge on the
instrument panel, a specific sensor is used.
The pressure sensor is powered by a 5 V voltage and the

output voltage is proportional to the pressure detected.
Calibration 10 bar.
It is a variable reluctance inductive type, which generates
periodical alternate signals due to flow variation in the mag
netic circuit produced inside the cranckshaft by the presence
of a permanent magnet. It faces the pulley keyed on the
crankshaft to detect the passage of 58 tooths for every revol
ution. The number of 58 tooths has been derived by a con
stant pitch of 6 which would lead to a total of 60 tooths, 2
of which have been eliminated to generate an asimmetry of
the signal that the ECU EDC uses as crankshaft positioning
reference.
The signal of this sensor is processed in the ECU to assess:
- Engine rotation speed;
- Engine crankshaft acceleration;
- Angular position of the engine in respect to the TDC (top
dead center) of the pair of pistons.
It originates the information of the engine RPM on the instru
ment and control panel.
The interruption of the signal of this sensor during engine
operation is provided by a recovery of ECU actuated using
the signal of the camshaft sensor, thus enabling the engine to
carry on operating. The solenoid is connected to terminals 1
and 2 and has a resistance of about 900 . Terminal 3 is con
nected to the electric shielding and is insulated from the sen
sor.
Camshaft sensor Coolant temperature sensor
Figure 57 Figure 58
It is a resistor with negative temperature coefficient and is

positioned on the cylinder head at a short distance from the
thermostatic valve. It provides the indication of the metering
and the advance during the various engine strokes:
- Cold starting;
- Putting in a steady state;
- Steady state;
- Overtemperature.
The recognition of the overtemperature condition leads ECU
to activate derating strategies in order to reduce heat intake
and protect engine efficiency.
The sensor has a resistance of about 2.5 k at the tempera
ture of 20 C.
It is an inductive type like the previous one, and generates a

signal at the passage of 6 + 1 slots located on the toothed
wheel set into rotation by the camshaft.
Six reliefs equidistant among themselves provide the signal of
the following one another of the strokes in the 6 cylinders;
the seventh relief provides the synchronism signal enabling
to recognize the typical injection sequence: 1 - 5 - 3 - 6 - 2
- 4.
The interruption of this signal during the operation of the
engine is overcomed by having stored in ECU the injection
sequence; if it is occurred before the starting it requires that
a specific stroke recognition strategy is actuated.
The solenoid is connected to terminal 1 and 2 and has a
resistance of about 900 . Terminal 3 is connected to electric
shielding and is insulated from sensor.
Fuel temperature sensor Fuel pressure sensor
Figure 59 Figure 60
1. Fuel temperature sensor -

2. Filter heating element. 0051065t
It is identical to the coolant temperature sensor and it is

positioned on the fuel filter bracket. It is assembled on one end of the rail and provides the fuel
It provides a useful datum to recognize the fuel density that instantaneous pressure value necessary to assess the injection
feeds the electro-injectors in order to adequate the injection time span applied to the electro-injectors.
time to the real quantity to be injected. The derating strat If the measured value differs from the objective value, the ECU
egies, used when the fuel critical temperature is overcome, corrects the PWM control signal applied by the pressure
are due to the sensitive reduction of its lubricating action control solenoid valve.
caused by the temperature increase. Sometimes these strat The pressure sensor is powered by 5 V voltage and the output
egies become evident by the limitation of the maximum per voltage is proportional to the pressure detected.
formance of the engine.
The ECU activates the relay for the filter heating element
with a fuel temperature 0 C and heats up + 5 C.
Temperature sensor has a resistance of about 2.5 , at 20
C.
Pressure control solenoid

Figure 61
A. Solenoid connector.
The amount of fuel that feeds the high pressure pump is It provides the primary indication for the reckoning of the fuel
metered by the solenoid valve connected to the low pres amount to be injected.
sure system. The solenoid is normally open and controlled It is operated by the linkage of the controls on bridge or
by an ECU EDC PWM signal to obtain a high pressure value assisted, produces in output a potentiometric variation of the
ranging between 250 and 1600 bar. The choice to use a nor voltage which supplies it, in relation to the position where the
mally open valve enables to maintain a good engine func throttle lever is set.
tionality even in the case of an interruption of the control A simultaneous safety indication is provided by the internal
circuit. switch to confirm the acceleration position: minimum - out
of minimum.
The component has a resistance of about 2.8 . Such an indication in addition to the self-adative strategies of
the potentiometric signal, is used in the case of anomalies to
manage limp-home strategies, that enables to get back to
Throttle lever position harbour notwithstanding the potentiometer being faulty.
Figure 62
SYSTEM FUNCTIONS
By means of the computer electronic management it is Metering and fuel injection

possible to actuate in fast sequence both primary functions
such as metering computation and injection advance and It is carried out by the span of time of the injectors electric
secondary ones, only necessary in special conditions. control fed by the pressurized fuel in the common rail dis
Metering and advance, actuated three times per every tributor.
crankshaft revolution, are selectively calculated cylinder by Fuel pressure in the common rail distributor is made to
cylinder at every injection, while secondary functions as the change according to the performance goals required from the
acceleration management or heating element on fuel filter engine.
activation are controlled only when necessary. The primary datum of the amount of fuel to be injected is
Moreover the electronic unit is programmed to carry out calculated according to the information of:
continuous checks on presence and consistency of the sig - Throttle position;
nals originated from the system sensors, to timely notify the
onset of faults or actuate the exclusion of a datum whenever - Engine number of RPM.
its content is in contrast with the logic sequence of the events This datum is further adjusted according to the data of:
occurred up to that moment.
- Comburent air pressure and temperature;
Run up - Fuel temperature;
Immediately after having electrically powered up the system - Engine coolant temperature.
(key is in the ON position), the central unit before setting on
the cranking motor, transfers into the main working memory It may be modified by linearization for acceleration gradient,
data which have characterised the best engine operation the minimum RPM, to avoid overspeed or to control limit
during the previous operation period; they represent the condition of engine operation.
progressive engine ageing and they progressively evolve with The span of time of the electro-injector control which sets
usage. the real quantity injected is, moreover, related to the fuel
By using this function, engine management is always optim pressure datum detected on the common rail distributor and
ized even from the first operation stages, indipendently from the battery voltage.
the usage conditions of the engine. Only in case of anomalies which entail serious damages for
The data transferred after the run-up are those stored after the engine, injection time zeroing is reached.
the last engine stop during the after run function. Injection advance management
Starting It is obtained by changing in the span of time of one revolution
It is the management stage of the engine functions charac of the crankshaft the instant of the electric control beginning
terised by the adotpion of useful strategies to a fast reaching of the electro-injectors.
of the endothermic engine functions. The values actuated may vary from one injection to the next
Among the restrained signals the most evident is the rec and in the same way as for the metering varied among the
ognition of the throttle position that does not require to be cylinders.
operated until the starting procedure is concluded. The parameters affecting the injection advance are:
- Throttle position;
- Engine RPM;
- Comburent air temperature and pressure;
- Fuel temperature;
- Coolant temperature.
The values are determined experimentally in order to obtain
the best performance and at the same time complying with
containment goals on acoustic and fumes emissions.
A further dynamic adjustment during the acceleration phase
gives the engine a greater static torque.
The information to check the actuated value obtained in
loop is provided by the electro-injector solenoid impe
dance change.
Pre-injection EDC indicator light

This term indicates the delivery of a limited amount of fuel It is located on the instrument and control panel, is directly
that is obtained in the short interval of opening and closing controlled by the EDC system from the central unit. It is nor
of the spray-nozzle metering rod, before the main injection. mally off, it will come on for an instant immediately after hav
Pre-injection is programmed in the ECU and it is possible up ing supplied the system by means of an efficiency test.
to 2,000 RPM. Its purpose is to limit the pressure increase If lit, the EDC indicator shows a likely anomaly of the injection
gradient within the combustion chamber to reduce its peaks system or an irregular engine operation or of one of its
and contain typical noise of the direct injection engines. machine parts.
The amount of fuel injected is an integral part of the main Fuel heating
metered injection.
It assures a correct density of the fuel even at low tempera
Injection pressure modulation tures, improving atomization in order to obtain a better
The best and more reliable torque and power delivery, gradient smoke and emissions.
complying with fumes and acoustic emission containment, is The heating element is activated on the filter according to the
made possible by having a high pressure fuel delivery and by temperature detected.
using injectors having a high atomization. In order to conform Linearization of the acceleration gradient
fuel metering with the high dynamics required by the engine
control, apart from managining the injection time, managing The exhaust and acoustic noxious emissions containment has
the pressure of the fuel injected is also necessary. been obtained by implementing strategies especially to con
This goal is obtained in loop by using the datum supplied by trol the injection required for accelerations. Management of
the pressure sensor located on the common rail distributor. the fuel metering and advance, during transient states, has
been obtained by devising experimental progression modes
Idling adjusting stored in the central unit.
This function enables to obtain a constant and repeatable Balance of the cylinder torque delivery
RPM notwithstanding the changing of the operational envi
ronmental conditions. The adjustment is obtained by man It contributes to reduce vibrations and equilibrates its oper
aging metering and the injection beginning instant according ation.
to the processing of the information produced by the sen It is obtained by controlling delivery and injection advance
sors. cylinder by cylinder; in such a way it is possible to adequate
If battery voltage is below efficiency rating, ECU increases crankshaft angular acceleration produced by each combus
rotation to improve alternator recharging. tion to equal ratings.
Cylinders balance can be carried out only at idle speed, due
Self-diagnosis to software structure complexity, but data thus gathered with
It is the constant check of the presence of the electrical sig a wise adaptation, can be used for higher speed too.
nals sent by the sensors or delivered to actuators. In the case Rotation speed control
of anomalies being detected, it enables the electronic unit to
process data according to a recovery programme. It represents the electronic equivalent of the speed controls
of the traditional injection pumps.
The central unit not only checks the efficiency of the sensors, Like the latter it has the following adjustment characteristics:
actuators and wiring connected to them, but also checks a
consistency evaluation of the signals and the information - Minum and maximum;
deducted from them. - Every speed.
It is possible to recognise an inconsistency and not use an
invalidated datum replacing it with that one predefined by Top speed limitation
means of comparison with pre-programmed limit para
It preserves the efficiency of the engine operation by not
meters or by assessing their increasing or decreasing gradient. allowing overspeed even if accidental.
The recovery procedure is integrated by the storing of the Limitation strategies are actuated in the following ways:
codes identifying the errors detected. These codes can be
decoded by using diagnostic computerized appliances or by - When the first threshold is overcome, fuel delivery
means of a blinking light named blink code. reduces progressively;
- When the expected top speed has been reached, fuel
delivery is zeroed.
Cut off
It consists of non injecting fuel during the engine deceleration
phase. The function is operating until the idle speed is
reached below which it would be impossible to restore
engine thermic operation.
Derating
It can be considered as a recovery programme. It does not
produce a storage of an anomaly record. It is caused by the
recognition of fuel high temperature, coolant, or comburent
air. Derating consists of reducing the torque delivered by the
engine to preserve it from operation inefficiency. It takes
place when overcoming preset thresholds, in a way propor
tional and gradual to the amount of the overcoming of para
meter; it does not entail fault signalling on the instrument
panel.
Recovery
It is a special way of control and management characterised
by the adoption of a number of strategies which enable the
system to operate even in the case selfdiagnosis has recog
nized the presence of anomalies. In the majority of cases
seafaring can be continued regularly or with reduced per
formance.
Adopting a recovery strategy entails the storing of an
anomaly code and the corresponding limitation of the maxi
mum power rating delivered by the engine.
The power rating limitation due to recovery strategy is active
up to the stopping of the engine even if the anomaly detected
is not there anymore. The blink code light on the instrument
and control panel will turn on only for the most serious
events.
After run
The stage following after every engine stop. It is characterised
by the delay in deenergizing the main supply solenoid con
tained inside the ECU EDC. During this phase the central unit
is still powered for some seconds, during which the data that
have characterised the optimized management of the engine
up to that moment, are transferred from the main volatile
memory to the EEPROM non volatile memory; these data
will then be available for the next starting.
These data can be summarised into:
- Management modes (idle speed, torque delivery balance,
smoke limit...);
- Threshold setting min/max of signal recognition;
- Fault memory.
At every start up it is important to have available the data that
optimize the management and the engine behaviour in terms
of TORQUE AND POWER DELIVERY. It is therefore man
datory to use engine stopping strategies (e.g. battery discon
nection) not different from those prescribed by the manu
facturer (key in OFF position) or which may prevent the
correct execution of the after run function.
APRIL 2013 TECHNICAL DATA N67 ENT M57 2.55
SECTION 2
TECHNICAL DATA
Page
SPECIFICATIONS 57
General specifications 57
Allowed engine inclination angles 57
Supercharge 57
Lubrication 57
Fuel Supply 58
Injection System 58
Cooling 58
Exhaust gas expulsion 58
Electrical system 59
Drive train coupling 59
Weights 59
Dimensions 59
2.56 N67 ENT M57 TECHNICAL DATA APRIL 2013
SPECIFICATIONS
General specifications
Cycle 4-Stroke Diesel
Charge Supercharged and intercooled
Injection Direct
Number of cylinders 6 in line
Bore mm 104
Stroke mm 132
Total displacement cm3 6700
Compression ratio 14.1 : 1
Direction of rotation, brake side counterclockwise
Minimum idling rpm rpm 600 25
Maximum engine rpm, no load rpm 3150 25
Allowed engine inclination angles

Maximum longitudinal in continuous operation (static + dynamic) degrees/360 + 18
Maximum transverse in continuous operation (static + dynamic) degrees/360 22 30'
Longitudinal for oil level check with standard dipstick degrees/360 0 +6
Supercharge
Turbo-charger with water-cooled body HOLSET

HX55WM
Maximum pressure bar 2.67 0.1
Lubrication
Oil type Depending on the application

Oil compliant with specifications Je nach Anwendung
Total oil capacity on first filling liters (kg) 16.5 (14.8)
Total oil capacity with sump at minimum level liters (kg) 9 (8.1)
Total oil capacity with sump at top level liters (kg) 14.5 (13)
Oil pressure, warm engine, minimum idling rpm bar 2,4 0,4
Oil pressure, warm engine, maximum rpm bar 4,2 0,5
Maximum allowed temperature C 120
Oil dipstick valid for static inclination degrees/360 0 +6
Fuel Supply
Fuel oil compliant with standard EN 590*
Low pressure transfer pump gear pump

Flow rate at maximum rpm liters/h 250
Fuel return flow rate to tank liters/h 240
Filtering: pre-filter m 36.5
Filtering: ilter m 4
Injection System
Type Common rail
System Bosch EDC 7 UC31

Maximum injection pressure bar 1600
Cooling
Closed coolant loop with sea-water 50% mixture of water/Paraflu 11 or equiv.
heat exchanger Compliant with SAE J 1034 specification
Total coolant quantity liters 24.5
Expansion tank standard
Forced circulation centrifugal pump
Flow rate at maximum rpm liters/h -
Temperature regulation with thermostatic valve
initial opening C 65
maximum opening C 78
Sea-water line forced circulation
Water pump volumetric self-priming
with neoprene impeller
Sea-water pump height above sea level m 2
Max. pump capacity liters/h 14000
Exhaust gas expulsion

Standard mixed with sea-water
CAUTION
Low temperature diesel
EN 590 specifications distinguish different classes of diesel fuel, identifying the characteristics of those best suited to low tem
peratures. It is entirely up to the Oil companies to comply with these regulations, which foresee that fuels suited to the climactic
and geographic conditions of the various Countries be distributed.
Electrical system
Nominal voltage V dc 12
Self-regulated alternator:
Voltage V dc 14
Maximum current intensity A 90
Electrical starter motor:
Nominal voltage V dc 12
Absorbed electrical power W 3000
Recommended battery capacity Ah 120
Current discharge at - 18 C (SAE J 537) A 900
Drive train coupling

Flywheel diameter mm (inches) - (11.5)
Flywheel case type SAE 3
Weights
Without liquids and without marine gear kg 650
Dimensions
Figure 1
187792
Measurements in: millimeters.

APRIL 2013 ELECTRICAL EQUIPMENT N67 ENT M57 3.61
SECTION 3
ELECTRICAL EQUIPMENT
Page
OVERALL 63
LOCATION OF ELECTRICAL COMPONENTS IN

THE ENGINE 64
POWER SUPPLY LINE 65
Grid Heater (GH) 65
Grid Heater circuit (GH) 65
ALTERNATOR 66
ELECTRICAL STARTER MOTOR 67
CONNECTIONS OF THE CENTRAL ELECTRONIC

UNIT (ECU) EDC 7 UC31 68
ELECTRO-INJECTORS CONNECTORS 72
EQUIPOTENTIAL CONNECTIONS TO ENGINE

GROUND 73
3.62 N67 ENT M57 ELECTRICAL EQUIPMENT APRIL 2013
OVERALL
Figure 1
187796
1. Engine wiring - 2. Connector JC for main panel wiring - 3. Connector J4 - 4. Connector J3 - 5. Connector JH -
6. Connector J2 - 7. Connector J1 - 8. Power relay for electric starter motor and alternator. - 9. Electric power system
wiring - 10. Single comprehensive module (Electronic Unit EDC, Relay box, Converter module) - 11. Power supply
connector JAL - 12. Connector JQA set for connection to the main analog instrument panel - 13. Connector JE -
14. Instrument panel wiring connector JQ - 15. Engine wiring interface connector JA -
16. Engine wiring interface connector JX - 17. Connector JD for CAN BUS electronic handwheels -
18. Connector JINV for inverter and external accelerator control- 19. Sedimentation tank prefilter -
20. Water in fuel presence sensor - 21. Wiring to be carried out by site
The electric equipment of the system carries out the main Wiring harness for power supply has to be manufactured by
connections by means of the wiring provided with the engine, the shipyard following the indications contained in the N67
to which the power supply, the electronic components ENT M57 Installation Directive document.
assembled on the engine, the electronic central unit of the
injection system, the relay box, and the instrument and
CAUTION
control panel are connected.
The product overall is apt for the needs of an adequate Never use the wiring of the engine equipment to supply any
installation and complies with electromagnetic compatibility other electrical appliance for the boat.
limits legislation on electric installations (EMC). Wiring
cannot be modified in any way and any possibility of using its
wiring lines for different components is absolutely excluded. Information related to analogue and digital instrument and
control panel and the related sensors are present in the N67
ENT M57 Installation Directive document.
LOCATION OF ELECTRICAL COMPONENTS IN THE ENGINE
Figure 2
187844
A. Fuel temperature sensor for EDC - B. Drive shaft sensor - C. Camshaft sensor - F. Engine coolant temperature sensor
for EDC - H. Combustion air pressure/temperature sensor for EDC - K. Air filter clogging sensor (for alarm) -
E1. Electro-injectors cylinders 1 and 2 connector - E2. Electro-injectors cylinders 3 and 4 connector - E3. Electro-injectors
cylinders 5 and 6 connector (*) - GG. Alternator - GH. Thermal starter relay (grid heater) - IN. Electro-injectors -
MM. Starter motor - PA. Accelerator potentiometer position sensor - PF. Heating element on fuel filter -
PR. Rail pressure sensor - VE. Engine oil pressure/temperature sensor for EDC - ZH. High pressure fuel pump sensor
POWER SUPPLY LINE

Figure 3 Grid Heater (GH)
Figure 4
09_061_N 187845
1. Equipment power supply - 2. Batteries - 1. GH control relay - 2. Cable between relay contact
3. Electric starter motor - 4. Alternator - 5. Grid heater and GH positive - 3. Grid Heater - 4. Connection
connector with engine wiring
The connection of the +B terminal of the alternator to the
positive+30 terminal of the electric startermotormust be
achieved with a conductor having a cross section of at least
40 mm2. The connection of the positive +30 terminal of the
electric starter motor to the positive pole of the battery,
achieved with a conductor having a cross section of at least
95 mm2, allows to obtain, as shown in the figure, the simulta
neous connection of the alternator to the battery.
The connection between the engine ground and the nega Grid Heater circuit (GH)
tive pole of the battery must be achieved according to the
guidelines provided in the Engine electrical ground paragraph. Figure 5
The connection (*) between alternator terminal B- and ter
minal 31 of the starter motor must be made only in the case
of an isolated terminal system and the cross-section must be
equal to 40 mm2.
The connection (**) for the thermal starter relay is the
responsibility of the customer and the cross-section must be
equal to at least 16 mm2.
CAUTION
If magneto-thermal protecting breakers are inserted, they
must not be used to stop the engine and in any case they
must be activated only a few seconds after shut-down.
187848
1. Wiring charged to the customer

(minimum section 16 mm2) - 2. Cable between relay
contact and GH positive supplied engine base -
3. Connection connector with engine wiring
ALTERNATOR
Figure 6
Bosch Model 14 V - 90 A Figure 7

+B. (12 V) Power supply output terminal
D+. (Lamp) Power supply voltage of recharge/alarm indi Ambient temp. 26 C
cator light located on the panel.
Tightening torque for wire terminal nut B+ 12 to 15 Nm.
Output current (A)
Ambient temp. 80 C
Specifications
Nominal voltage 14 V
Nominal current max 90 A
Rpm max 12000 min -1
Current max at
1800 rpm 50 A
Polarity Negative ground
Rotation Clockwise
viewed from pulley
Belt Poli-V
Poles 12
Alternator speed (rpm x 1000)
Weight 5.7 kg 187881
CHARACTERISTIC CURVES
ELECTRICAL STARTER MOTOR
Figure 8
Starter
control
Engine electrical
ground connection
point
Bosch Model - Specifications

Nominal power 4.3 kW Rotation Clockwise viewed
from pinion end
Nominal voltage 12 V
Polarity Negative ground Operating voltage 13 V max (20 C)
Engagement circuit Positive command Water resistance Water spray test
based on JIS D0203 SI
Figure 9
CHARACTERISTIC CURVES
CONNECTIONS OF THE CENTRAL

ELECTRONIC UNIT (ECU) EDC 7 UC31
Identification of terminal function
Figure 10 EDC A Connector
Figure 11
08_024_C
A. 36 poles connector - A1. 16 poles connector -

B. 89 poles connector.
The connection of the central electronic unit, the ECU, to
the components of the EDC system is achieved by means of
three connectors so as to subdivide the wiring harnesses,
thereby favoring a quicker identification of the lines during
testing operations.
The different connectors are polarized and provided with
levers to favor the connection and disconnection operations
and assure proper coupling.
They are dedicated to the following functions:
- Connector A for engine mounted components;
Pin Function
- Connector A1 for electro-injector connection;
1 -
- Connector B for boat side connections. 2 -
3 -
4 -
5 -
6 -
7 -
8 -
9 Timing sensor
10 Timing sensor
11 -
12 Negative for rail temperature and pressure sensor
13 Positive for rail temperature and pressure sensor
14 Signal from rail temperature and pressure sensor
15 Coolant temperature sensor
16 -
Pin Function Identification of terminal function

17 - EDC A1 Connector
18 Signal from fuel temperature sensor
19 Engine rpm sensor Figure 12
20 -
21 -
22 -
23 Engine rpm sensor
24 Negative for engine oil pressure and temperature
sensor
25 Negative for air temperature and pressure sensor
26 Coolant temperature sensor
27 Signal from engine oil pressure sensor
28 Signal from engine oil temperature sensor
29 -
30 -
31 -
32 Positive for engine oil pressure and temperature
sensor
33 Positive for air temperature and pressure sensor
34 Signal from air pressure sensor
35 Fuel temperature sensor signal
36 Signal from air temperature sensor
Pin Function
1 Injector cylinder 5
7 -
8 -
9 Pressure regulator
10 Pressure regulator
Identification of terminal function

EDC B Connector
Figure 13
Pin Function Pin Function

1 - 19 -
2 Supply 20 -
3 Supply 21 Neutral switch input
4 - 22 -
5 Ground 23 -
6 Ground 24 -
7 - 25 -
8 Supply 26 -
9 Supply 27 -
10 Ground 28 -
11 Ground 29 Digital round
12 Positive for grid heater relay 30 -
13 Positive for fuel filter heating relay 31 -
14 - 32 Signal for start engine from box relay
15 - 33 -
16 - 34 Line CAN - L Network N. 2
17 Starting relay negative voltage 35 Line CAN - H Network N. 2
18 -
Pin Function Pin Function

36 Negative voltage for fuel filter heater switch 63 -
37 Starting relay positive voltage 64 -
38 - 65 -
39 - 66 Neutral switch input
40 Positive voltage +15 under lock 67 -
41 - 68 -
Negative voltage from sensor detecting water in the 69 -
42
pre-filter 70 -
43 - 71 -
44 - 72 -
45 - 73 -
46 - 74 -
47 Signal for stop engine from box relay 75 Negative for grid on heater
Negative voltage from accelerator pedal idling 76 -
48
switch
77 Supply voltage for accelerator potentiometer
49 -
78 Negative for accelerator potentiometer
50 -
79 Signal from accelerator potentiometer
51 -
80 -
52 -
81 -
53 -
82 -
54 -
83 -
55 -
84 -
56 -
85 Signal for start engine from box relay
57 -
86 -
58 -
87 -
59 -
88 -
60 -
89 ISO K interface
61 -
62 -
ELECTRO-INJECTORS CONNECTORS
Figure 14
Figure 15
1. Electro-injectors cylinders 1 and 2 connector - 2. Electro-injectors cylinders 3 and 4 connector -

3. Electro-injectors cylinders 5 and 6 connector (not applicable for the 4 cylinders).
The wiring connecting the electro-injectors to the ECU is

made up of two branches: the first one is located in the bay
that houses the timing elements, the second one is integrated
in the engine wiring and ends with 3 four-way connectors.
The 3 wiring inside the timing bay have been made with pairs
of conductors whose insulation is apt to withstand the hard
conditions of that environment; every couple of conductor
is braided to avoid the generation of electromagnetic
interferences. Pay special attention to the phases of
connection of the terminals of the wiring of the
electro-injectors which have to take place with spotless clean
conductors and applying the correct tightening torque.
EQUIPOTENTIAL CONNECTIONS TO ENGINE GROUND
Figure 16
187843
To prevent electrochemical corrosion phenomena, some CAUTION

elements included in the cooling circuits were electrically
grounded with copper braids with eyelet terminations. To enhance connection efficiency, the screw threads and
Elements connected to the engine ground with metallic braid the surfaces in contact with the electrical terminals must be
conductors: clean and not oxidized, so thoroughly inspect and remove
any impurities before each reinstallation procedure.
1. Junction of the fresh water outlet pipe from the
water/water heat exchanger;
2. Fresh water supply pipe to water/water exchanger;
3. Sea-water supply pipe to water/water exchanger.
APRIL 2013 DIAGNOSTICS N67 ENT M57 4.75
SECTION 4
DIAGNOSTICS
Page
FOREWORD 77
PT - BOX 78
GUIDE TO SYMPTOM DIAGNOSIS 79
FAULTS CODE - EDC 7 UC31 83

4.76 N67 ENT M57 DIAGNOSTICS APRIL 2013
FOREWORD
A successful troubleshooting is carried out with the com Every time there is a breakdown claim and this breakdown
petence acquired by years of experience and attending is actually detected, it is necessary to proceed inquiring the
training courses. electronic unit in one of the ways indicated and then pro
ceed with the diagnostic research making trials and tests in
When the user complains for bad efficiency or working
order to have a picture of the working conditions and identify
anomaly, his indications must be kept into proper consider
the root causes of the anomaly.
ation using them to acquire any useful information to focus
the intervention. In case the electronic device is not providing any indication,
it will be necessary to proceed relying on the experience,
Using FPT processing instruments, it is also possible to es
adopting traditional diagnosis procedures.
tablish a bi-directional connection with the central unit, by
which not only to decoding the failure codes but also input
an enquiry relying on memory files, in order to achieve any
further necessary information to identify the origin of the CAUTION
anomaly.
Any kind of operation on the electronic center unit must
be executed by qualified personnel, duly authorized by FPT.
Any unauthorized tamper will involve decay of after-sales

service in warranty.
PT - BOX
PT - BOX is a test tool to be connected to a Personal Computer.
Figure 1
120995
1. Data flow lamps (blinking) - 2. Ignition indicator - 3. USB indicator - 4. Operation indicator -
5. Serial port indicator - 6. Error indicator - 7. CAN line indicator -
8. Line K indicator for automatic management
With the PT-BOX you can perform:

- Basic testing: central unit ID reading, failure memory reading, parameter reading, failure memory clearing and Flight Re
corder memory reading;
- Active testing: main component testing (actuators, contactors, etc..);
- Flight Recorder reading;
- ECU acknowledgement of replaced electronic components;
- 2nd level and PTO programming;
- Parameter acquisition during operation tests.
GUIDE TO SYMPTOM DIAGNOSIS
APRIL 2013
Blink Symptom Part Possible cause Recommended tests or action

Code
NO Engine does not start Batteries - Low charge - Recharge (disconnecting system wir
- Faulty terminal connections ing)
- Clean, check, tighten terminals or re
place them
NO Engine does not start Electrical starter motor - Malfunction - Check
- Faulty terminal connections - Clean, check, tighten terminals
NO Engine does not start Relay to control power - Malfunction - Check supply wiring
supply to terminal 50 of - Check main relay, replace
the electric starter motor
(contained in the relay
box)
NO Engine does not start Fuel feed pump - Priming incorrect (air leaking inside) - Check seal on intake branch
- Check pressure
DIAGNOSTICS
NO Engine does not start Fuel circuit - Incorrect filling (air in fuel circuit) - Check seal
- Bleed circuit
NO Engine does not start Fuel filter and pre-filter - Filter and pre-filter clogged - Check reservoir
- Replace
NO Engine does not start Electrical grid heater (if - Malfunction - Check the electric connections of
present), at temperatures - Faulty terminal connections engine ground and positive +30
lower than 0 C.
- Check efficiency of the relevant
contactor
- Check the efficiency in active diagnosis
- Replace
N67 ENT M57
4.79
GUIDE TO SYMPTOM DIAGNOSIS 4.80

Code
N67 ENT M57
NO Engine overheats Coolant level - Below MIN level - Check for leaks
- Top up correct level
NO Engine overheats Coolant pump drive belt - Loose tension - Check tension
- Wear - Replace
- Verify liquid spillage on the belt
NO Engine overheats Coolant pump - Malfunction - Check belt tension
- Replace
NO Engine overheats Thermostatic valve - Locked, closed or only partially open - Check coolant liquid
- Replace
NO Engine overheats Coolant-sea water heat - Clogged - Clean or replace
exchanger
NO Engine overheats Air filter - Clogged - Check filter clogged indicator
- Replace filter
NO Engine overheats Cylinder head gasket - Compression leaking from cylinder head gasket - Check water circuit pressure
- Replace head gasket
DIAGNOSTICS
APRIL 2013
GUIDE TO SYMPTOM DIAGNOSIS
APRIL 2013

Code
NO Poor performance Fuel circuit - Reservoir net filter clogged - Replace clogged filters
- Fuel prefilter clogged - Check intake seals
- Fuel filter clogged - Check pressure relief valve on the fuel
- Air in fuel circuit gear pump
- Fuel pressure too low - Check the integrity of the fuel gear pump
- Heavy fuel leakage
NO Poor performance Injectors - Malfunction - Check for fuel presence in engine
- Fuel leaking from seal rings - Call FPT and follow their instructions to
replace the injectors
NO Poor performance Air filter - Clogged - Check filter clogged indicator
- Replace filter
NO Poor performance Gas exhaust system - Leaks from exhaust manifold - Visual inspection
- Check lubrication circuit
- Check and remove cause of leak
NO Poor performance Turbocompressor - Blades inefficient - Check parts and lubrication circuit
DIAGNOSTICS
- Bearings inefficient - Replace

NO Poor performance Control cams - Wear - Check, replace
- Incorrect timing - Check, restore
- Reset the correct timing
NO Poor performance Valves - Excessive or no clearance - Check, restore correct clearance
NO Poor performance Intake air pressure sensor - Output signal too low (below to the pressure - Using a multimeter on the component,
value) check the output voltage and refer to a
manometer
NO Poor performance - Intake air temperature - Output signal too high - Using a multimeter on the component,
sensor check the resistance and refer to a ther
- Water temperature mometer
sensor
- Fuel temperature sensor
N67 ENT M57
4.81
GUIDE TO SYMPTOM DIAGNOSIS 4.82

Code
N67 ENT M57
NO The engine emits greywhite Water in cylinders - Leakages from cylinder gasket - Check level and pressurization of water
smoke - Leakages from injector sleeves circuit
- Water in intake system - Check pressurisation of cooling circuit
- Water in fuel - Check efficiency of exchangers
- Check efficiency of presence sensor
detecting water in diesel oil
NO The engine emits blue Oil in cylinders - Excessive oil consumption - Check lubrication oil consumption
smoke - Oil leaking in turbocompressor - Overhaul
- Oil leaking from valve guides
NO Engine stops Fuel reservoir - Fuel reservoir empty - Proceed with refuelling
- Adjust fuel suction head or inclination
of the tank
NO Engine stops Net filter - Filter clogged - Clean or replace
Prefilter - Check efficiency of the clogging sensor
DIAGNOSTICS
Fuel filter
NO Engine stops Fuel circuit - See item Poor performance - See item Poor performance
APRIL 2013
FAULTS CODE - EDC 7 UC31

CAUTION
The fault codes depend on the application, therefore some may never be displayed during diagnosis.
Legend:
MAX = 3 Electronic control unit has read value OVER range

MIN = 4 Electronic control unit has read value UNDER range
SIG = 2 Electronic control unit has read a FAILURE of signal
NPL = 12 Electronic control unit has read of UNPLAUSIBILITY of signal
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
Vehicle 1 (Sensors/Plausibility checks)
111 x x x x Fault path 1 for vehicle Speed sensing
211 x x x x Fault path 2 for vehicle Speed sensing(CAN)
311 x x x Fault path 3 for veh. Speed (max.pulse width)
112 x Accelerator Pedal 1
212 x x x Accelerator Pedal 2
113 x Accelerator Pedal and brake not plausible
114 x x x Multiple State Switch
116 x x Main clutch signal
117 x x Brake signal
118 x Engine brake preselection switch status
119 x No terminal 15 signals detected
11A x Terminal 50 always pressed
11B x High resolution wheel speed CAN message
21B x Vehicle dynamics control unit CAN message
11C x Water in fuel
21D x x x x Catalyst ageing limit exceeded
31D x x x x DCU state monitoring
11E x NH3Slip
21E x x x x Catalyst efficiency lower than first Nox prediction threshold level
31E x x x x Catalyst efficiency lower than first Nox prediction threshold level
41E x x x x Catalyst presence monitoring
11F x x x x Plausibility check of catalyst system
21F x x x x Boost pressure actuator current monitoring
31F x x x x Too high efficiency of catalyst system
Vehicle 2 (Lamps/relays/actuators)
121 x x x x Adjustable speed limit lamp
122 x x x x Power stage fault status for MIL
123 x x x x Power stage for system lamp
124 x x x x Cold start lamp
224 x x x x Coolant temperature lamp
Main relay defect (for High press pump P340/for engine brake
125 x x
decompr.valve P342)
225 x Interrupted afterrun
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
126 x x Battery voltage fault
127 x x Eng.brake decompr.valve
128 x Main relay SCBatt (Lambda H./Grid H./Batt.switch)
228 x Main relay SCGND (Lambda H./Grid H./Batt.switch)
129 x x Main relay 3 (A/C compr./fuel filter heater)
12A x x Main relay 4 (Exhaust valve eng.brake flap)
22A x x x x Particulate filter lamp
12B x x x Power stage air heater 1 actuator
12C x x x Power stage air heater 2 actuator
12D x x Air heater test switch on (voltage<low thresh.)
22D x x Air heater test switch off (voltage>high thresh.)
12E x Grid heater always switched on
12F x x Air condition power stage CAN message
Engine 1 (Temperature and Pressure Sensors)
131 x x x x Coolant temperature sensor
132 x Coolant temperature sensor dynamic test
232 x Coolant temperature sensor absolute test
332 x x Engine temperature check
133 x x x Boost Temp. Signal
134 x x x x Boost pressure sensor
135 x x Fuel Temp. Signal
136 x x Rail pressure sensor CP3
236 x x x Rail pressure sensor offset monitoring
137 x x x Rail pressure relief valve
138 x x x x Oil Pressure Sensor
238 x Oil Pressure too low
338 x x x x Oil Pressure sensor lamp
13A x x x x Oil Temp. Sensor
23A x Oil Temperature above normal
13C x x x Atmospheric Temperature Sensor (Humidtiy?)
13D x x x Fuel pressure sensor
23D x x Fuel pressure sensor dynamic plausibility test
Engine 2 (Speed sensing/actuators)
141 x x Crankshaft sensor failure
142 x Running with camshaft sensor only
143 x x Camshaft sensor failure
144 x x Offset between camshaft and cranksh.
145 x x x x Power stage Fan actuator
146 x x Power stage Fan 2 actuator
147 x x Fan speed sensor signal
148 x x x x Air condition power stage
149 x x x x Fuel filter heating output
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
14A x Engine Compartment Start Button is stuck
24A x Engine Compartment Stop Button is stuck
14D x Engine overspeed protection
14E x x x x TurboCompound monitoring
Fuel metering CR Systems
151 x Rail pressure max.positive deviation exceeded
251 x Rail pressure positive deviation 2nd part
152 x Rail pr.max.pos.deviation exceeded conc.set flow of fuel
Maximum negative rail pressure deviation with metering unit on
153 x
lower limit is exceeded
154 x Minimum rail pressure exceeded
155 x Maximum rail pressure exceeded
156 x Rail pressure drop rate is higher than expected
157 x Setpoint of metering unit in overrun mode not plausible
Setpoint of fuel volume flow through metering unit is lower than
158 x
calculated limit
159 x x Metering unit PWM-powerstage
259 x Short circuit to battery of metering unit output
359 x Short circuit to ground of metering unit output
15A x x Metering unit AD-Channel
15B x High pressure test(deactivates rail pr.Monitor.)
15F x First collection fault path for potentially long term fault path
25F x Second collection fault path for potentially long term fault path
35F x Third collection fault path for potentially long term fault path
45F x Forth collection fault path for potentially long term fault path
55F x Fifth collection fault path for potentially long term fault path
Injectors 1
161 x x x x Cylinder1 - Short circuit Low/High
167 x x x x Cylinder1 - Open load
16A x x x x Cylinder4 - Open load
16B x x x x Cylinder5 - Open load
16C x x x x Cylinder6 - Open load
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
16D x Fault path to disable rail monitor. while compr.test active
16E x x x x The minimum number of injections was not reached --> stop the engine
16F x x x x Additive valve actuator
Injectors 2
171 x x x x Bank 1 specific errors - Short circuit / not classifyable
172 x x x x Bank 1 specific warnings - Open load
173 x x x x Bank 2 specific errors - Short circuit / not classifyable
174 x x x x Bank 2 specific warnings - Open load
175 x Misfire Cylinder 1
275 x x leakage or misfiring in cylinder 1
17A x Misfire Cylinder 6
27A x x leakage or misfiring in cylinder 6
17B x Misfire in multiple cylinders
17C x x x x Chip-specific errors-->stop engine
27C x x x x Chip-specific errors-->stop engine
17D x Common fault in combustion monitoring
17E x x x x Fault path of injection limitation
Air inlet system / EGR
181 x x Induction exhaust differential pressure
184 x Messages SRA2EDC
187 x AirCtl permanent positive governor deviaton
287 x AirCtl permanent positive governor deviaton
188 x AirCtl permanent negative governor deviaton
288 x AirCtl permanent negative governor deviaton
189 x Short circuit to Batt. for EGR power stage
289 x Short circuit to ground for EGR power stage
389 x x No load/excessive temp. for EGR power stage
18A x x x Power stage for EGR Bypass valve actuator
28A x x x Intercooler Bypass Valve Powerstage
18B x SC to BATT for throttle valve actuator powerst.
28B x SC to GND for throttle valve actuator powerst.
38B x x No load and excess temp. for TVA powerst.
18F x x x x Monitoring of Lambdasensor 1 Heater powerstage
Boost system and turbine speed
790 x Monitoring of the controller
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
191 x x x Boost pressure actuator current AD-channel
192 x Short circuit to Battery for BPA powerstage
292 x Short circuit to Ground for BPA powerstage
392 x x No load/excessive temp.for BPA power stage
193 x x x x Turbine speed
293 x x x x Actual turbo speed evaluation for interface
194 x Multi signal defects in EPCtl
195 x x x P2 pressure errors in EPCtl
196 x P3 pressure errors in EPCtl
197 x x x Turbine speed errors in EPCtl
198 x Multi signal defects in PCR
199 x x x P2 pressure errors in PCR
19A x x Turbine speed errors in PCR
19B x High turbine speed and high air pressure
19C x x P3 pressure errors in PCR
19D x Indicates torque limitation due to performance limiter
29D x Torque limitation due to NTC
39D x Performance limit active due to either stage
49D x Indicates torque limitation due to particulate filter
59D x Indicates torque limitation due to SCR
19E x Indicates torque limitation due to smoke limitation
29E x Indicates torque limitation due to turbo compound
39E x Indicates torque limitation due to turbo charger protection
49E x Indicates the torque limitation due to engine protection
59E x Indicates torque limitation due to noise control
69E x Indicates torque limitation due to Fuel quantity Limitation
19F x Multi signal defects in EGSys_NOxEstIv
Exhaust system (Aftertreatment)
1A1 x x x Lambda linear signal of Nox Sensor
2A1 x x x Lambda binary signal of Nox Sensor
1A2 x x x x Nox signal of Nox Sensor
2A2 x x x x NOx Sensor drift test
3A2 x x x x Nox Sensor plausibility test
1A3 x x x Heater of Nox Sensor
1A4 x Message Nox Sensor timeout
1A5 x Message DM1DCU timeout
1A6 x Message SCR1 timeout
2A6 x Message SCR2 timeout
1A7 x x x x Urea level error path
2A7 x SCR2 message: low urea level
3A7 x Not plausible CAN value of urea sensing
4A7 x Timeout for urea sensor
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
1A8 Error / Protection request on urea valve via SCR1
1AA x Not plausible CAN value of urea status
2AA x x x x Urea conductivity error path
3AA x x x x Urea concentration error path
1AB x x Exhaust gas temperature sensor before turbine
2AB x Exhaust Gas Pipe pressure sensor
1AC x x x x Heater used in EGR Mass Flow rate
2AC x CAN message EngGsFlowRt
1AD x x x x Recirculated Engine Exhaust Gas Temp. sensor
1AE x x Air humidity sensor
1AF x DM1DCU SPN1 message
Interfaces 1 (CAN-Bus)
1B1 x Busoff in CAN A
1B2 x Busoff in CAN B
1B3 x Busoff in CAN C
1B4 x Timeout for BC2EDC1
2B4 x Timeout for BC2EDC2
1B5 x Timeout for VM2EDC
1B6 x Timeout of CAN message WSI
1B7 x Timeout in CAN send messages
1B8 x Physical unplausibility of TSC-demand
1B9 x MIL visualization for BC2EDC1
1BA x Message Dashboard Display timeout
1BB x Message ERC1DR timeout
1BC x Message RxAMCONlv timeout
1BD x Timeout error of RxCCVS message
1BE x Physical plausibility DCS
1BF x CAN message RxEngTemp2
Interfaces 2 (CAN messages timeout)
1C1 x Timeout of CAN message EBC1
1C2 x Timeout of CAN message ETC1
1C3 x Timeout of CAN message TCO1
2C2 x Timeout of CAN message ETC2
1C4 x Timeout of CAN message TSC1-AE active
2C4 x Timeout of CAN message TSC1-AR active
3C4 x Timeout of CAN message TSC1-AE passive
4C4 x Timeout of CAN message TSC1-AR passive
1C5 x Timeout of CAN message TSC1-DE active
2C5 x Timeout of CAN message TSC1-DR active
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
3C5 x Timeout of CAN message TSC1-DE passive
4C5 x Timeout of CAN message TSC1-DR passive
1C6 x Timeout of CAN message TSC1-PE active
2C6 x Timeout of CAN message TSC1-PE passive
1C7 x Timeout of CAN message TSC1-TE active
2C7 x Timeout of CAN message TSC1-TR active
3C7 x Timeout of CAN message TSC1-TE passive
4C7 x Timeout of CAN message TSC1-TR passive
1C8 x Timeout of CAN message TSC1-VE active
2C8 x Timeout of CAN message TSC1-VR active
3C8 x Timeout of CAN message TSC1-VE passive
4C8 x Timeout of CAN message TSC1-VR passive
1C9 x Timeout of CAN message TF
2C9 x Timeout for message TimeDate
3C9 x Timeout for message HRVD (high resol.vehicle distance)
ECU 1 (internal checks)
1D1 x Communication error of CJ940
1D2 x x x Error state of EEPROM
1D3 x Recovery which is locked
2D3 x Recovery which is suppressed
2D4 x Recovery which is visible
1D4 x Communic.supervision Watchdog/Contr.-Flag
1D5 x x x Redundant shutoff paths during initial.
1D6 x Deviation between TPU and system time
1D7 x x Dataset variant coding
1D8 x Supervision of SPI-handler Flag
1D9 x x x x Error status ADC monitoring
Fault FMTC_trq2qBas_MAP containes non strictly monotonous q
1DA x
curves
ECU 2 (Powerst./Immobil./Overrun/Sensor supply)
Short circuit to Batt or Ground, no load, excess.temp. for high side
1E1 x x
power stage
Short circuit to Batt or Ground, no load, excess.temp. for low side
2E1 x x x
power stage
1E2 x Error state of Immobilizer (no fuel release)
1E3 x Energising time exceeds limit of overrun monitor.
1E4 x Plausibility error in engine speed check
1E5 x x 12V sensor supply voltage
1E6 x x Sensor supply voltage 1
1E9 x Supply voltage CJ940 upper limit
1EA x Supply voltage CJ940 lower limit
DMx DMx
SPN FMI
Failure description
HEX MAX MIN SIG NPL
values =3 =4 =2 = 12
1EB x x x Atmospheric Pressure Sensor
1EC x Runuptest is set to disable misfire detection during runup test
1ED x Fault path for Runup test
1EF x Mass of soot in oil beyond prescribed limit
Particulate trap
7F0 x Too long time spent in transition mode RgnNrm
1F1 x x Part.filter differential pressure sensor
1F2 x x Flow resistance monitoring
2F2 x Part.filter differential press.sensor not plaus.
1F3 x x x Differential pressure signal
2F3 x Dynamics of differential press.signal not plaus.
3F3 x Hose line defect so signal not plausible
4F3 x Pressure sensor blocked so signal not plaus.
1F4 x Pressure sensor frozen so signal not plausible
1F5 x Differential pressure above limit
1F6 x x Exhaust gas temp.sensor bef. oxidation catalyst
2F6 x Monitor.temp. upstream of Oxid.Catalyst
Temp.difference upstream from Oxidation catalyst of bank1 and 2
3F6 x
exceeded threshold
4F6 x Monitor.temperature upstream of Turbo charger
1F7 x x Part.filter pre temperature sensor
2F7 x Monitor.temp. upstream of Particul.filtre
Temp.difference upstream from Particulate filtre of bank1 and 2
3F7 x
exceeded threshold
1F8 x x x First exhaust gas temperature monitoring
2F8 x General temperature not plausible
3F8 x x x Second exhaust gas temperature monitoring
1F9 x Too high regeneration demand
1FA x Number of locked regenerations
2FA x Permanent regeneration
3FA x Regeneration demand number 2
4FA x Regeneration demand number 3
1FB x Error path of oxidation catalyst not present
1FC x Defect ratio between threshold limits
1FD x x Temperature of Outer control loop
2FD x x Temperature of Inner control loop
1FE x Mass of fuel in oil beyond warning limit
1FF x Mass of fuel in oil beyond action limit
2FF x Error check of critical time for oil dilution
APRIL 2013 MAINTENANCE N67 ENT M57 5.91
SECTION 5
MAINTENANCE
Page
PERIODICITY OF CHECKS
AND MAINTENANCE OPERATIONS 93
PREPARING THE ENGINE

FOR LONG IDLE PERIODS 95
ENGINE'S FIRST START/RESTORING

NORMAL OPERATING CONDITIONS 95
5.92 N67 ENT M57 MAINTENANCE APRIL 2013
PERIODICITY OF CHECKS AND MAINTENANCE OPERATIONS

Execution of the operations indicated below requires competence and compliance with the safety regulations enforced in
each Country.
Checks can be performed by the user of the vessel and/or by the workshop personnel. Periodic maintenance operations must
be performed by qualified personnel and require the use of tools, work instruments, and suitable protection means. Extraordinary
maintenance operations is to be performed by FPT authorized workshop personnel with adequate training and sufficient techni
cal information.
Checks Periodicity
Every 150 300 500 600 1200 3000 Years
start hours hours hours hours hours hours (3)
Check oil level in engine J
Check oil level in marine gear J
Check engine coolant level J
Check exhaust pipe/s for damage J
Drain water from the fuel pre-filter (1) J
Check/top up electrolyte level in batteries J
and clean terminals
Periodic maintenance operations Periodicity
Every 150 300 500 600 1200 3000 Years
Clean air filter/s (2) J 1 Year
Check corrosion of zinc anodes (4) J 1 Year
Check state of oil vapour filter J 1 Year
Drain/suck condensation from fuel tank/s (1) J 1 Year
Change engine oil (5) J 1 Year
Change oil filter/s (5)(7) J 1 Year
Change fuel filter/s (1)(7) J 1 Year
Change fuel pre-filter (1) J 1 Year
Change oil in the marine gear Consult the manufacturer's data
Inspect sea chest J 1 Year
Check tension and state of belt J
Change coolant J 2 Years
Change air filter 2 Years
Change oil vapour filter/s (5) 2 Years
Extraordinary maintenance operations (8) Periodicity
Every 150 300 500 600 1200 3000 Check
Check wear in sea water pump rotor J 1 Year
Replace belt J 3 Years
Clean heat exchangers (6) J 1 Year
Visual inspection of turbocharger (5) J 1 Year
Adjust play in valves-rocker arms J
Revi - 12.2012
(1) Maximum period when using good quality fuel , (EN 590
standard); this is reduced if the fuel is contaminated and
alarms are triggered due to blockage of the filters and pres
ence of water in the pre-filter.
When blockage of the filter is indicated, it must be replaced.
If the water in pre-filter indicator does not go out after
drainage, the prefilter must be replaced.
(2) The frequency with which operations are carried out will de
pend on the working conditions and efficiency/wear of the
product. If the engine is not used for long periods of time,
check it before you start it.
(3) These operations must be performed in the time intervals
indicated even if the specified operating hours are not
reached.
(4) The anode must be replaced if corrosion has exceeded 50%
of the volume of zinc.
(5) Replace lubricants according to the frequency indicated in
the REFUELLING table.
(6) Sea water/combustion air heat exchanger: clean both the air
and water sections; engine coolant/sea water heat ex
changer: clean the sea water section; sea water/marine gear
oil heat exchanger: clean the sea water section.
(7) Only use filters with the following characteristics:
- filtration level < 10 m
- filtering efficiency > 200.
(8) Instructions provided in Section 8.
PREPARING THE ENGINE FOR LONG ENGINE'S FIRST START/RESTORING

IDLE PERIODS NORMAL OPERATING CONDITIONS
To prevent oxidation of the internal parts of the engine and 1. Drain the residual protective oil type 30/M from the
of some components of the injection system, if idle periods sump;
exceeding two months are expected, the engine needs to be
2. Pour lubricating oil into the engine, as provided by the
prepared, with six-months periodicity, proceeding as follows:
specifications and in the quantities set out in the Table
1. Drain the lubricating oil from the sump, after heating the of Refills;
engine;
3. Drain the CFB protective liquid from the fuel line, com
2. Pour 30/M protective oil (alternatively, oil conforming pleting the operations set out in item 3. of PREPARING
with MIL 2160B Type 2 specifications) into the engine to THE ENGINE FOR LONG IDLE PERIODS;
the minimum level marked on the dipstick.
4. Remove the caps and/or the seals from the engine's in
Start the engine and let it run for about 5 minutes;
take, exhaust, aeration and vent ports, restoring normal
3. Drain the fuel from the injection line, from the filter and operating conditions. Connect the turbocompressor in
from the ducts in the cylinder heads. To do so, loosen the take to the air filter;
drain cap in the front part of the cylinder head and the
5. Attach the fuel lines to the vessel's fuel tank, completing
fuel inlet junction with the cylinder head, taking care to
the operations set out in item 4. of PREPARING THE
prevent the fuel from coming in contact with the auxili
ENGINE FOR LONG IDLE PERIODS. During the filling
aries belt;
operations, attach the fuel tank return pipe to a collecting
4. Connect the fuel line to a tank containing CFB protective container to prevent residues of CFB protective liquid
liquid (ISO 4113) and assist the inflow of the liquid by from flowing into the vessel's fuel tank;
pressurizing the line and turning the engine over for
6. Verifiy the quantity of cooling liquid and refill as provided
about 2 minutes, after excluding the operation of the in
by the specifications;
jection system. The required operation may be carried
out by directly polarizing the terminal 50 of the electric 7. Start the engine and keep it running until idling speed has
starter motor with positive voltage 24 V, using a con completely stabilized;
ductor prepared for the occasion;
8. Shut the engine down and delete the errors which may
5. Nebulize 30/M protective oil at the rate of about 130 g have been stored in the injection system ECU during the
(10 g per liter of displacement): operation stabilization phases. For reset operation, see
N67 ENT M57 = 70g Blink code paragraph in Section 4;
into the turbocompressor intake, while the engine is
9. Remove the tags with the inscription ENGINE WITH
turning over as described above;
OUT OIL from the engine and from the panel.
6. Close with suitable stoppers or seal with adhesive tape
all engine intake, exhaust, aeration and venting ports;
7. Drain the residual 30/M protective oil from the sump; it
may be re-used for 2 more engine preparation oper
ations;
8. Apply tags with the inscription ENGINE WITHOUT
OIL on the engine and onboard panel;
9. Drain the coolant, if it has not been mixed with antifreeze
and corrosion inhibiting agents, affixing tags to indicate
that the operation has been carried out.
If external parts of the engine are to be protected, spray pro
tective liquid OVER 19 AR onto unpainted metal parts, such
as flywheel, pulleys and others; avoid spraying belts, con
nector cables and electrical equipment.
APRIL 2013 SERVICING OPERATIONS ON INSTALLED ENGINE N67 ENT M57 6.97
SECTION 6
SERVICING OPERATIONS
ON INSTALLED ENGINE
Page
FOREWORD 99
PRESCRIPTIONS FOR WORK ON THE INJECTION

SYSTEM 100
REPLACING THE ELECTRO-INJECTORS 101
Removal 101
Fitting 102
FUEL SYSTEM PIPING 103
VENTING THE AIR FROM THE FUEL FEED LOOP 104
VALVES CLEARANCE ADJUSTMENT 105
CLEANING THE ENGINE

COOLANT/SEA-WATER HEAT EXCHANGER 106
CLEANING THE AIR/SEA-WATER HEAT

EXCHANGER 107
MARINE PARTS DECOUPLING 108
INSTRUCTIONS FOR DISEMBARKING

THE ENGINE 116
Handling 116
6.98 N67 ENT M57 SERVICING OPERATIONS ON INSTALLED ENGINE APRIL 2013
FOREWORD
Many of the procedures for carrying out the instructions that
follow depend on the con.tion of the housing on the vessel
and on the configuration of the installation components.
Prescriptions and cautions for use, handling and technical
assistance are provided in Section 9.
Technicians and maintenance personnel are reminded of the
need to comply with safety rules.
The checks necessary at the completion of an installation
or re-embarkation are described in the N67 ENT M57 In
stallation Directive document.
Spare parts will be supplied only if the following data are
provided:
- Engine technical code and serial number;
- Part number as per spare parts catalog.
The information provided below refers to engine character
istics that were current as of the publishing data. The manu
facturer reserves the right to make changes at any time and
without advance notice, to comply with technical or com
mercial requirements or to adapt to legal requirements in
different Countries.
The manufacturer shall not be liable for any errors and
omissions.
The FPT Technical Assistance Network is always at the Cus
tomer's side with its competence and professionalism.
PRESCRIPTIONS FOR WORK ON THE

INJECTION SYSTEM AND ITS COMPONENTS
To proceed with the overhaul of the engine or its parts, you
The successful outcome of repair work is assured by the must disconnect the electrical connections of the injection
operator's experience and ability and by compliance with the system's components and of the sensors providing indica
following instructions. tions on the control panel.
Before performing work involving components of the injec To proceed as indicated, we provide below the procedure
tion system, take note of the content of the ECU fault mem to avoid the risk that the ECU of the injection system may
ory with the appropriate FPT diagnosis equipment, writing detect and store errors or system faults.
the results down or printing them.
- Set the key switch to the STOP position;
- Replacement of the ECU EDC 7 must be authorized by
FPT after specific agreements with the Technical Assist - Wait 10 sec. and disconnect the battery terminals;
ance Service; - Disconnect the connections according to the
- The electro-injectors cannot be overhauled; their prescriptions set out in Section 3;
replacement must be authorized by FPT with the specific - Remove, if necessary, the entire wiring harness from the
agreement of the Technical Assistance Service; for retaining bracket;
disassembly, follow the indications provided in the
specific paragraph of this Section; - Remove, if necessary, the complete electronic unit after
disconnecting the multipolar connectors.
- Keep parts and components clean, making sure that
during handling and assembly (starting with the simple
replacement of filter and pre-filter) no sludge or foreign
matter is allowed to enter the lines, with particular
attention to the fuel supply line in the segment
downstream of the filter;
- Maintain the proper polarization of all electrical
connections;
- Tighten the threaded connections to the prescribed
torque;
- Ensure that the flywheel and camshaft sensors are
positioned so they abut, ensuring they are as close to
perpendicular as possible with the bearing surface.
CAUTION
- Do not disconnect electrical connections without
removing power from the circuits first;
- Do not proceed with operating simulations with
unsuitable tools and instruments;
- Do not force measuring probes or mechanical tools
into the electrical connections;
- Do not proceed with arc welding without first
disconnecting electronic system units.
REPLACING THE ELECTRO-INJECTORS

Removal Figure 2
Make sure the conditions you work in are safe (they may
differ depending on the application).
- Disconnect the battery cables;
- Disconnect the oil vapour pipes from the tappet cover,
then remove it;
- Remove the engine cable retaining clamps;
- Disconnect the engine cable from the electro-injector
connectors, from the rail pressure sensor and from the
intake air temperature/pressure sensor;
- Disconnect the pipes from the hydraulic accumulator
and from the electro-injector fuel manifolds.
CAUTION
When unlocking the fitting fastening the pipe to the hy
draulic accumulator, it is necessary to prevent the flow li
miters from turning, by using a special wrench.
Figure 1
Loosen tappet adjustment fastening nuts (1) and unscrew the
adjusters.
Remove the screws (2), remove the rocker assembly (3),
consisting of: bracket (6), rockers (4), shafts (5) and remove
jumpers (7) from valves.
Figure 3
Remove the screws (1) and disconnect the electro-injector

wiring mount (2) together with the gasket.
Remove the nuts (3) and take the fuel manifolds (4) out.
Remove injector fastening screws. Use tool 99342101 (1) to

remove injectors (2) from the cylinder head.
Fitting Figure 6
Figure 4
Fit a new sealing ring (2) lubricated with petroleum jelly and
a new sealing washer (3) on the injector (1).
Figure 5
Fit a new sealing ring (3) lubricated with petroleum jelly on
the fuel manifold (2) and fit it into the cylinder head seat so
that the positioning ball (5) fits the relevant housing (4).
CAUTION
Disassembled fuel manifolds (2) must not be used again.
Replace them with new ones.
CAUTION
During this operation (Figure 6), the injector (1) is to be
moved so that the manifold (2) is properly inserted into the
Fit injectors (1) on the cylinder head seats, directed so that fuel inlet hole.
the fuel inlet hole (2) is facing the fuel manifold seat (3) side.
CAUTION Figure 7
Use tool 99342101 to fit the injector into its seat.
Screw injector fastening screws without tightening them.
Use the torque wrench to tighten gradually and alternately

the injector fastening screws (1) to 8.5 0.8 Nm torque.
Tighten the fuel manifold (3) fastening nuts (2) to 50 Nm
torque.
FUEL SYSTEM PIPING
Figure 8 Figure 9
A.To rail supply - B. Return flow from rail

1. Rubber holder junction for fuel inflow from pre-filter -
134381
2. Rubber holder junction for fuel outflow to the tank -
3. Fuel filter.
1. Piping for electro-injectors - 2. Common rail -
3. Piping for rail supply. The engine piping completing the low pressure fuel system
The high-pressure piping, connecting the high-pressure is made of metal. Coupling is done using eye junctions se
pump, the rail (2) and the electro-injectors, is made of metal cured using hexagonal screws.
and coupled by means of hexagon nut axial junctions. Coupling water-tightness is obtained using copper washers.
In case piping removal is necessary, replace washers with new
ones when reassembling.
CAUTION Tighten low-pressure junction screws with a torque of
12 Nm.
The high-pressure system may reach very high pressure
levels:
DO NOT ATTEMPT TO LOOSEN HYDRAULIC CON
NECTIONS TIGHTENING ITEMS WITH THE ENGINE
RUNNING.
Tighten axial junction nuts with a torque of 20 Nm.
CAUTION
In case piping removal is necessary DO NOT REUSE IT
AND ALWAYS REPLACE IT WITH NEW PIPING.
VENTING THE AIR FROM THE FUEL FEED LOOP
Figure 10
1. Fuel prefilter - 2. System bleeding screw -

3. Manual priming pump.
To exhaust air from fuel system, operate the pre-filter (1)

manual pump (3) or use a specific electric pump.
Loosen the vent fitting (2) on the pre-filter and operate the
pump until only fuel without air flows out. Tighten the vent
fitting and continue pumping during the initial start-up phases.
Make sure that the fuel that flows out of the fitting is not
dispersed in the environment.
CAUTION
Never attempt to vent the high pressure system, as this is
useless and extremely dangerous.
VALVES CLEARANCE ADJUSTMENT
Figure 11 CAUTION
In order to adjust faster the operating clearance for rocker
arms - valves, proceed as follows:
Rotate the drive shaft, balance cylinder 1 valves and adjust the
valves marked by the J symbol as shown in the table:
Cylinder n. 1 2 3 4 5 6
intake - - J - J J
Adjust clearance between rockers and valves using setscrew exhaust - J - J - J

wrench (1), box wrench (3) and feeler gauge (2).
Working clearance should be as follows:
Rotate the drive shaft, balance cylinder 6 valves and adjust the
- Intake valves 0.25 0.05 mm; valves marked by the J symbol as shown in the table:
- Exhaust valves 0.50 0.05 mm.
Cylinder n. 1 2 3 4 5 6
intake J J - J - -
exhaust J - J - J -
CLEANING THE ENGINE COOLANT/SEA-WATER HEAT EXCHANGER

Figure 12
134387
1. Cover - 2. Spacer - 3. Tube bundle - 4. Sealing rings - 5. Zinc sacrificial anode.
In order to guarantee a perfect operation of the heat ex

changer, regularly clean the tube bundle. If the surfaces of the
heat exchanger come into contact with salted water, they
may be subjected to biological fouling and to hydrocarbon
deposit which may be present in harbors' waters.
- Remove the tube bundle (3) from the exchanger body
and immerse it for a few minutes in a solution prepared
with water and a degreasing scale-remover detergent,
observing the detergent manufacturer's directions for
use. The cleansing solution should not damage copper,
brass, aluminum and tin;
- Complete tube cleaning by rinsing thoroughly with fresh
water, until detergent residues are entirely removed;
- Reassemble the tube bundle (3) by correctly positioning
spacer (2), sealing rings (4), and covers (1);
- Check the zinc anode corrosion level (5); replace the
anode if corrosion exceeds 50% of the volume.
CLEANING THE AIR/SEA-WATER HEAT EXCHANGER

Figure 13
134388
1. Cover - 2. Spacer - 3. Tube bundle - 4. Sealing rings - 5. Plug - 6. Tube bundle fixing screw -
7. Zinc sacrificial anode.
In order to guarantee a perfect operation of the heat ex

changer, regularly clean the tube bundle. If the surfaces of the
heat exchanger come into contact with salted water, they
may be subjected to biological fouling and to hydrocarbon
deposit which may be present in harbors' waters; surfaces
coming into contact with comburent air are subject to oil
deposits resulting from the fumes exhausted at the base and
from sucked downstream the air filter.
- Remove tube bundle fixing plugs (5) and screws (6);
- Remove the tube bundle (3) from the exchanger body
and immerse it for a few minutes in a solution prepared
with water and a degreasing scale-remover detergent,
observing the detergent manufacturer's directions for
use. The cleansing solution should not damage copper,
brass, aluminum and tin;
- Complete tube cleaning by rinsing thoroughly with fresh
water, until detergent residues are entirely removed;
- Reassemble the tube bundle (3) by correctly positioning
spacers (2), sealing rings (4) and covers (1);
- Reassemble screws (6) in order to suitably secure the
tube bundle and relevant plugs (5);
- Check the zinc anode corrosion level (7); replace the
anode if corrosion exceeds 50% of the volume.
DECOUPLING OF MARINIZATION - Disconnect all the connectors of the electric wiring;

COMPONENTS - Remove the clips which secure it to the cylinder block
Some routine maintenance and overhauling operations re and remove completely.
quire complete access to engine components and thus the
removal of any equipment which make up the marinization
procedure; In order to simplify the requested operations, the
suggested sequence is described here below.
Figure 14
187844
A. Fuel temperature sensor for EDC - B. Crankshaft sensor - C. Camshaft position sensor - F. Engine coolant temperature
sensor for EDC - H. Pressure/comburent air temperature sensor for EDC - K. Clogged air filter sensor (for alarm) -
E1. Cylinder electro-injector connector 1 and 2 - E2. Cylinder electro-injector connector 3 and 4 - E3. Cylinder
electro-injector connector 5 and 6 (*) - GG. Alternator - GH. Thermal starter relay (grid heater) - IN. Electro-injector -
MM. Starter motor - PA. Accelerator potentiometer position sensor - PF. Heating element on fuel filter - PR. Rail pressure
sensor - VE. Engine oil pressure/temperature sensor for EDC - ZH. High pressure fuel pump sensor.
Figure 15 Figure 17
187814
187812
Remove the pipes of the degassing valves of the cooling cir Remove the oil filter.
cuit, situated on the cylinder head.
CAUTION
The oil filter contains approx. 1 kg of engine oil.
Position a suitable container to collect the oil.
Avoid the engine oil coming into contact with the skin: in
case of contact, wash thoroughly with water.
Figure 16
Engine oil is highly polluting: it must be disposed of accord
ing to applicable laws.
187813
Remove the lubricant oil feed pipes that join the oil/sea water
heat exchanger to the oil filter housing.
CAUTION
Lubricate the seal with engine oil during the assembly stage.
Tighten the oil filter to a torque of 20 2 Nm.
Figure 18 Figure 20
187818 187820
Remove the oil pump together with the threaded bush and Remove the sea water feed pipe that joins the engine
gaskets. coolant/sea water heat exchanger to the oil/sea water heat
exchanger.
Figure 19 Figure 21
187819 187821
Remove the sea water feed pipes that join the oil/sea water Remove the sea water feed pipes that join the air/sea water
heat exchanger to the exhaust riser. heat exchanger to the engine coolant/sea water heat ex
changer.
Figure 22 Figure 24
187823 187815
Remove the oil/sea water heat exchanger. Remove the coolant feed pipe that joins the engine to the
engine coolant/sea water heat exchanger.
Figure 23 Figure 25
187824 187822
Remove the fixing brackets of the oil/sea water heat ex Remove the engine coolant/sea water heat exchanger to
changer - exhaust manifold. gether with relevant fastening plate.
Figure 26 Figure 28
187825 187827
Remove the exhaust riser from the turbocharger. Remove the lubricant oil feed pipes that join the turbochar
ger to the crankcase.
Figure 27 Figure 29
187826 187828
Remove the lubricant oil feed pipe that joins the turbochar Remove the turbocharging air feed pipes that join the tur
ger to the oil filter housing. bocharger to the air/sea water heat exchanger.
Figure 30 Figure 32
187829 187816
Remove the oil vapour feed pipe that joins the oil vapour fil Remove the engine coolant feed pipes that join the tur
ter assembly to the engine intake. bocharger to the water pump intake manifold.
Figure 31 Figure 33
187830 187831
Remove the air filter with relevant adapter. Disconnect the turbocharger from the exhaust manifold and
remove it.
CAUTION
During assembly it is necessary to observe the installation
direction of the gasket interposed between the two parts,
indicated by the definition TURBO SIDE present on the
same.
Figure 34 Figure 35
187817
187832
Remove the guard, expansion tank with relevant pipe, and Remove the exhaust manifold in order to complete engine
control belt by operating on the spring tensioner. Then re preparation for overhauling operations.
move the assembly composed of the water pump intake
manifold, alternator and alternator support.
CAUTION Figure 36
In the event of re-fitting the previously removed belt during
assembly, first carefully examine the belt to check for any
incisions or clear signs of wear and tear.
187833
Remove the sea water feed pipe that joins the sea water
pump to the air/sea water heat exchanger.
Figure 37 Figure 39
187834 187841
Remove the sea water pump. Remove the lubricant oil feed pipes that join the manual oil
extraction pump to the oil sump.
CAUTION
Be careful of the diesel pipes situated on the filter. Remove
them if necessary.
Figure 38 Figure 40
187835 187842
Remove the air/sea water heat exchanger together with the Remove the manual lubricant oil extraction pump, the ac
relevant fixing bracket after having removed the screws of the celerator potentiometer and the grid heater control box to
manifold and grid heater. gether with the relevant fixing brackets.
INSTRUCTIONS FOR DISEMBARKING THE

ENGINE
The following is a description of the recommended sequence
of the operations to be completed before extracting the en
gine from the vessel.
- 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;
- Disconnect from the engine the power wiring harness
terminals (battery positive and negative);
- Loosen and remove the fuel pipelines and the pipes of
the gearbox heat exchanger, if provided;
- Loosen and remove the sea-water inlet pipes, engine
exhaust pipes, and, if separate, the sea-water loop
discharge;
- Remove the pipeline from the additional engine coolant
expansion tank (if provided);
- Loosen and remove engine anchor bolts;
- Uncouple the gearbox;
- Observe the following instructions when hooking the
engine.
Handling
The engine must be handled by experienced personnel, using
the prescribed tool or a rocker arm that keeps the lifting lines
parallel and with adequate equipment in terms of capacity
and size. The two eyebolts provided for lifting the engine
alone must always be used simultaneously.
APRIL 2013 TOOLS N67 ENT M57 7.117
SECTION 7
TOOLS
Page
TOOLS 119
7.118 N67 ENT M57 TOOLS APRIL 2013
TOOLS
TOOL NO. DESCRIPTION
99317915 Set of 3 pin wrenches (14 - 17 - 19 mm)
Revolving stand for overhauling units

99322205 (1000 daN/m capacity, 120 daN/m torque)
99327230 PT - Plus
99327281 PT - Box
99331043 Adaptors for 38 to 30 pin connectors (component of 99368554)
99340055 Tool to remove output shaft front gasket

TOOLS
99340056 Tool to remove output shaft rear gasket
99341001 Double acting puller
99341009 Pair of brackets
99341015 Press
99342101 Tool to remove injectors
99346252 Tool for fitting output shaft front gasket

TOOLS
99346253 Tool for fitting output shaft rear gasket
99360076 Tool to remove oil filter (engine)
99360183 Pliers for removing/refitting piston rings (65 110 mm)
99360268 Tool for removing/refitting engine valves
99360339 Tool for rotating/stopping the engine flywheel
99360351 Equipment for flywheel holding

TOOLS
Beater for removing/refitting camshaft bushes

99360362 (to be used with 99370006)
99360500 Tool for lifting the output shaft
99360595 Lifting rig for engine removal/refitting
99360605 Band for fitting piston into cylinder barrel (60 125 mm)
99361037 Brackets for fastening engine to revolving stand 99322205
99363204 Tool to remove gaskets

TOOLS
99368555 Adaptor for 30 to 19 in connectors (component of 99368554)
99370006 Handgrip for interchangeable beaters
99370415 Gauge base for different measurements (to be used with 99395603)
99389829 Dog type dynamometric wrench 9x12 (5-60 Nm)
Torque screwdriver for injector solenoid valve connector stop nut

99389834 setting
99395216 Pair of gauges with and square head for angle tightening
TOOLS
99395603 Dial gauge (0 5 mm)

APRIL 2013 OVERHAUL N67 ENT M57 8.125
SECTION 8
OVERHAUL
Page
GRAPH AND SYMBOLS 127
GENERAL SPECIFICATIONS 128
CLEARANCE DATA 129
ENGINE OVERHAUL - ENGINE DISASSEMBLY

AT THE BENCH 135
Foreword 135
Engine setting operations for the assembly on

turning stand 135
CYLINDER UNIT 143
Checks and measurements 145
Checking head supporting surface on cylinder

unit 145
TIMING SYSTEM 146
Checking cam lift and pin alignment 146
Bushes 146
Bush replacement 148
Tappets 148
Fitting tappets - Camshaft 148
OUTPUT SHAFT 149
Measuring journals and crankpins 149
Replacing oil pump control gear 152
Fitting main bearings 152
Finding journal clearance 152
Checking crankshaft shoulder clearance 153
CONNECTING ROD - PISTON ASSEMBLY 153
Piston pins 155
Conditions for proper pin-piston coupling 155
Split rings 155

8.126 N67 ENT M57 OVERHAUL APRIL 2013
Page
Connecting rods 156
Bushes 157
Fitting connecting rod-piston assembly -

Connecting rod-piston coupling 157
Fitting split rings 158
Fitting connecting rod-piston assembly

into cylinder barrels 158
Finding crankpin clearance 159
Checking piston protrusion 160
CYLINDER HEAD 160
Removing the valves 160
Checking cylinder head wet seal 161
Checking cylinder head supporting surface 161
VALVES 161
Removing carbon deposits, checking and

grinding valves 162
Checking clearance between valve stem and

valve guide and valve centering 162
Valve guide 162
Valve springs 164
FITTING CYLINDER HEAD 164
INSTALLATION OF COMPONENTS 165
REFITTING THE CYLINDER HEAD 172
Injectors assembly 173
Adjusting valve clearance 175
Engine completion 178
TIGHTENING TORQUES 179
Marine parts tightening torques 179
Engine parts tightening torques 180

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
GENERAL SPECIFICATIONS
Engine 6 Cylinders
Cycle Four-stroke diesel engine

Air feeding Turbocharged with aftercooler
Injection Direct
Number of cylinders 6 in line

Bore mm 104
Stroke mm 132
+ + +.. = Total displacement cm3 6728
Timing
start before T.D.C. A 18.5
end after B.D.C. B 29.5
start before B.D.C. D 67

end after T.D.C. C 35
Checking timing
{
mm 0.25 0.05
X
mm 0.50 0.05
Fuel feed
Injection High pressure common rail
Type: Bosch EDC7 ECU
Nozzle type Injectors
Injection sequence 1-5-3-6-2-4
Injection pressure bar 250 - 1600

CLEARANCE DATA
Engine 6 Cylinders
Cylinder unit and crankshaft components mm

1
Cylinder barrels 1
104.00 to 104.024
> 0.4
Spare pistons
1 type:
X Size X 61
Outside diameter 1 103.730 to 103.748
2 Pin housing 2 38.010 to 38.016
Piston - cylinder barrels 0.252 to 0.294
Piston diameter 1 0.4
X
Piston protrusion X 0.28 to 0.52
3 Piston pin 3 37.994 to 38.000
Piston pin - pin housing 0.010 to 0.022

Engine 6 Cylinders
X1 X1* 2.705 to 2.735

X2 Split ring slots X2 2.440 to 2.460
X3 4.030 to 4.050
X3
S1* 2.560 to 2.605
S1 Split rings S2 2.350 to 2.380
S2 S3 3.977 to 3.990
S3
* measured on 101 mm , 6 cyl.
1 0.100 to 0.175
Split rings - slots 2 0.060 to 0.110
3 0.040 to 0.083
Split rings 0.4
X1 Split ring end opening
in cylinder barrel:
X2
X1 0.45 to 0.55
X3
X2 0.60 to 0.80
X3 0.30 to 0.55
1 Small end
bush housing 1 38.019 to 39.033
Big end
2 bearing housing 2 72.987 to 73.013
4 Small end bush diameter
3 Outside 4 41.279 to 41.553
Inside 3 38.019 to 38.033

S Spare big end
half bearings S 1.955 to 1.968
Small end bush - housing 0.266 to 0.566
Piston pin - bush 0.019 to 0.039
Big end half bearings 0.250 to 0.500

Engine 6 Cylinders

1 2
Journals 1 82.99 to 83.01
Crankpins 2 68.987 to 69.013
S1 S 2 Main half bearings S1 2.456 to 2.464

Big end half bearings S2 1.955 to 1.968
Main bearings
3 n 1-7 3 87.982 to 88.008
n 2-3-4-5-6 3 87.977 to 88.013
Half bearings - Journals

n 1-5 / 1-7 0.041 to 0.119
n 2-3-4 / 2-3-4-5-6 0.041 to 0.103
Half bearings -
Crankpins 0.033 to 0.041
Main half bearings
+ 0.250 ; + 0.500
Big end half bearings
Shoulder
journal X1 37.475 to 37.545
X1
Shoulder
main bearing X2 25.98 to 26.48
X2
Shoulder
half-rings X3 37.28 to 37.38
Output shaft shoulder 0.068 to 0.410

Engine 6 Cylinders
Cylinder head - timing system mm

1
Valve guide seats

on cylinder head 1 7.042 to 7.062
4 Valves:
4 6.970 to 6.999
60 0.25
4 6.970 to 6.999
45 0.25
Valve stem and guide 0,043 to 0,092

Housing on head
for valve seat:
1 34.837 to 34.863
1 1 34.837 to 34.863
Valve seat outside diameter;

valve seat angle
on cylinder head:
2 34.917 to 34.931
60
2 34.917 to 34.931
45
X 0.59 to 1.11
X Sinking X 0.96 to 1.48
0.054 to 0.094
Between valve
seat and head
0.054 to 0.094
Valve seats -
Engine 6 Cylinders
Valve spring height:

free spring H 47.75
H H1 under a load equal to:
H2 339.8 9 N H1 35.33
741 39 N H2 25.2
Camshaft bush
housings n 1 59.222 to 59.248
Camshaft housings
n 2-3-4-5-6-7 54.089 to 54.139
2
Camshaft
journals:
17 53.995 54.045
1 3
Bush inside
diameter 54.083 to 54.147
Bushes and journals 0.038 to 0.162

Cam lift:
H H 6.045
H 7.582
Engine 6 Cylinders
Tappet cap housing

on block 1 16.000 to 16.030
Tappet cap
outside diameter:
2 15.924 to 15.954
3 15.960 to 15.975
Between tappets and housings 0.025 to 0.070
Tappets -
Rocker shaft 1 21.965 to 21.977
Rockers 2 22.001 to 22.027
Between rockers and shaft 0.024 to 0.062

ENGINE OVERHAUL -
ENGINE DISASSEMBLY AT THE BENCH
Figure 2
Foreword
Part of the operations illustrated within this section can be
partially executed while the engine is assembled on the boat,
depending on the room available for access to the engine and
on the equipment application as well.
CAUTION
All operations of engine disassembly operations as well as
overhaul operations must be executed by qualified en
gineers provided with the specific tooling and equipment
required.
Operations described below refer to the engine without the

components for its marine adaptation (see Section 6).
The following operations are relating to the 4 cylinder engine
but are similar and applicable for the 6 cylinder.
- Assemble the bracket bearing 99361037 using the four
screw threaded ports (1).
Engine setting operations for the assembly
on turning stand On the left hand side:
- Remove the oil dipstick together with guide pipe (2);
Figure 1 (loosen the guide pipe disassembling from the block);
properly pipe the screw-threaded port to avoid inlet of
foreign matters.
- Remove the fastening plate of the air / sea water heat ex
changer.
On the right hand side:

- Disassemble the starter; properly hold the starter (1) and
loosen the fixing screws (2);
Figure 3 Figure 4
- Disconnect the connectors (2, 6 and 10) from wiring - Assemble the 99361037 second bracket by means of the
harness; screw-threaded ports (1);
- Remove low pressure fuel pipes (3, 7, 8 and 9); - Lift the engine using the 99360595 rocker arm and put
it on the 99322205 turning stand;
- With the 99360076 tool remove the fuel filter (11) from
bearing (1); - Drain the oil through the cap on the side of the sump.
- Disconnect the high pressure fuel pipe (4) from rail and
from high pressure pump (5), and remove it from engine
block loosening the fixing clamps.
CAUTION CAUTION
Because of the high pressure in the pipelines connecting the Avoid contact of engine oil with the skin: in case of skin
high pressure pump to the rail, and this one to the electro- contamination rinse in running water.
injectors, it is absolutely forbidden to: Engine oil is highly pollutant: provide for disposal in com
pliance with the law and regulations in force.
- Disconnect the pipelines when the engine is running;
- Re-use the disassembled pipelines.
Figure 5 Figure 6
108543
187836
- Disconnect from the rail (2): the fuel pipe (7) according - Disconnect the pipeline (2) from the fuel recover pres
to procedures described in figure 3. Disconnect fuel sure-limiter (2), working on the connections as
pipes (5) from rail (2) and injector manifolds (6). described in Figure 3;
- Unscrew the nut and loosen the clamp tightening the oil
vapour pipe (6);
CAUTION - Remove the pipe (5);
- Loosen the screws (3) and disassemble the blow-by filter
When releasing pipe (6) connections (4) to rail (2), use the (4);
proper wrench to avoid rotation of flow limiters (3).
- Remove on the nuts and tappet cover.
Figure 7
- Remove the screws (1) and disconnect the rail (2).
- Remove nuts (5) and disconnect the electrical cables

from injectors (6);
- Remove screws (1) and disconnect injector wiring sup
port (2) including the gasket;
- Remove nuts (3) and remove fuel manifolds (4).
CAUTION
Disassembled fuel manifolds (4) must not be used again,
replace with new ones during reassembly.
Figure 8 Figure 10
- Loosen the fixing screws and remove the inlet manifold

(1);
- Remove the cylinder head fixing screws.
Figure 11
Loosen tappet adjustment fastening nuts (1) and unscrew the

adjusters.
Remove the screws (2), remove the rocker assembly (3),
consisting of: bracket (6), rockers (4), shafts (5) and remove
jumpers (7) from valves.
Figure 9
Hook brackets (1) with suitable lifting chains and remove

cylinder head (2) from block using hoist.
Figure 12
187837
- Remove the oil temperature/pressure sensor from its

seat (1).
Remove injector fastening screws. Use tool 99342101 (1) to - Remove the screws (2) and dismantle the oil filter hous
remove injectors (2) from the cylinder head. ing (3).
- Recover the gasket (4).
Figure 13 Figure 15
- Unloose the screws (3) and disassemble the damping fly

wheel (2) and the pulley (1);
- The tool for flywheel holding can help removal of damp
ing flywheel (2) mounted on the pulley (1).
- Remove the nuts (3) and disconnect the high pressure
pump (4) including the feed pump (5);
- Remove the nut (1) and disconnect the timing sensor
(2). CAUTION
In some versions, the phonic wheel mounted on pulley (1)
may be not present and pulley (1) can be different from the
pulley shown in Figure 15.
Figure 14 Figure 16
116241
- Fit tool 99360339 (2) to the flywheel housing (1) to stop - Remove the screws (1) and disconnect the water pump
flywheel (3) rotation; (2);
- Loosen the screws (4). - Remove the screw (3) and the roller (4);
- Remove the screw (5) and disconnect the engine speed
sensor (6).
Figure 17 Figure 19
- Turn engine over;

- Remove the connection bracket of the engine mounts;
- Remove the screws (2) and extract the oil sump (1);
- Turn engine over.
- Remove the engine drive shaft fixing ring from the front
cover. Use the tool 99340055 (4) to operate on the
front tang (2) of the engine drive shaft. Through the tool CAUTION
guide ports, drill the internal holding ring (1) using 3.5 The shape and dimensions of the sump and of the rose pipe
mm drill for a 5 mm depth; may vary according to the engine application.
- Fix the tool to the ring tightening the 6 screws specially The relating illustrations provide general guidelines of the
provided. Proceed to remove the ring (1) by tightening operation to be performed.
the screw (3). The procedures described are applicable anyway.
Figure 18 Figure 20
116242
- Loosen the screws (1) and remove the front cover (2).
- Using the specially provided tie rod (3) for the tool CAUTION
99363204 and the lever (4), extract the external holding
ring (2) from the front cover (1). Take note of the screw (1) assembly position, since the
screws have different length.
Figure 21 Figure 23
- Screw down two medium length screws in the ports (4)

to sling the flywheel with a hoist;
- Loosen the screws (1) and remove the oil pump (2).
- By means of two guide pins (2) previously screwed into
the engine drive shaft ports (3) control the engine fly
wheel (1) removal by means of a hoist.
Figure 22
Figure 24
- Screw out the opposite screws (1) from the ports where
the withdrawal pins are to be introduced (see following
picture);
- Loosen remaining flywheel fixing screws (3) to the
engine drive shaft (4);
- Remove the flywheel cover box fixing ring using the tool
- Remove the flywheel block tool 99360351 (2). 99340056 (3) to operate on the back tang (5) of the
engine drive shaft;
- Through the tool guide ports, drill the internal holding
ring using 3.5 mm drill for a 5mm depth;
- Fix the tool 99340056 (3) to the ring (1) tightening the
6 screws specially provided (4);
- Proceed with drawing the ring (1) tightening the screw
(2);
- Using the specially provided tie rod (3) for the tool
99363204 and the lever (4), extract the external holding
ring of the flywheel cover box.
Figure 25 Figure 27
- Loosen the screws (2) and remove the flywheel cover - Loosen the screws (1) and disassemble the gear from the
box (1). camshaft (2).
CAUTION
Take note of the screw (1) assembly position, since the
Figure 26 Figure 28
187838
- Turn engine over; - Loosen the screws (2) and disassemble the timing gear
box (1).
- Loosen the screws (3) and disassemble the oil suction
rose pipe (4);
- Loosen the screws (1) and remove the stiffening plate CAUTION
(2).
Take note of the screw (2) assembly position, since the
CYLINDER UNIT
Figure 29 Figure 31
- Remove the screws (1) fastening the connecting rod - The last main bearing cap but one (1) and the relevant
caps (2) and remove them; support are fitted with shoulder half-bearing (2).
- Remove the pistons including the connecting rods from
the top of the engine block.
CAUTION CAUTION
Keep the half-bearings into their housings since in case of Take note of lower and upper half-bearing assembling
use they must be fitted in the same position found at re positions since in case of reuse they must be fitted in the
moval. same position found at removal.
Figure 30 Figure 32
- Remove the screws (1) and the main bearing caps (2). - Use tool 99360500 (1) and hoist to remove the crank
shaft (2) from the block.
Figure 33 Figure 35
- Remove the main half-bearings (1); - Withdraw carefully the camshaft (1) from the engine
block.
- Remove the screws (2) and remove the oil nozzles (3).
Figure 34 Figure 36
- Remove the screws (1) and disconnect camshaft (3) - Remove the tappets (1) from the engine block.
retaining -plate (2).
CAUTION
Take note of plate (2) assembling position.
Checks and measurements Should ovalisation, taper or wear be found, bore and grind
the cylinder barrels. Cylinder barrel regrinding must be per
Figure 37 formed according to the spare piston diameter oversized by
0.5 mm and to the specified assembling clearance.
Figure 39
Once engine is disassembled, clean accurately the cylinderb

lock assembly.
Use the proper rings to handle the cylinder unit.
Inspect the engine block to verify the absence of any crack.
Check operating plug conditions and replace them in case of
uncertain seal or if rusted.
Inspect cylinder barrel surfaces; they must be free from seiz
ing, scores, ovalisation, taper or excessive wear.
Inspection of cylinder barrel bore to check ovalisation, taper
and wear will be performed using the bore dial gauge (1)
fitted with the dial gauge previously set to zero on the ring
gauge (2) of the cylinder barrel diameter.
CAUTION
Should the ring gauge be not available, use a micrometer for
zero-setting.
CAUTION
Figure 38 In case of regrinding, all barrels must have the same over
size (0.5 mm).
Check main bearing housings as follows:

- Fit the main bearings caps on the supports without bear
ings;
- Tighten the fastening screws to the prescribed torque;
- Use the proper internal gauge to check whether the
housing diameter is falling within the specified value.
Replace if higher value is found.
Checking head supporting surface on cylinder

Measurements must be performed on each cylinder, at three unit
different heights in the barrel and on two planes perpen When finding the distortion areas, replace the cylinder unit.
dicular with each other: one parallel to the longitudinal axis Planarity error cannot exceed 0.075 mm.
of the engine (A), and the other perpendicular (B). Maximum Check cylinder unit operating plug (1) conditions, replace
wear is usually found on plane (B) in correspondence with them in case of uncertain seal or if rusted.
the first measurement.
TIMING SYSTEM
Figure 40
CAMSHAFT MAIN DATA (6 cylinders)

Specified data refer to pin standard diameter.
Camshaft pin and cam surfaces must be absolutely smooth; Bushes

if they show any traces of seizing or scoring, replace the
camshaft and the bushes. Figure 42
Checking cam lift and pin alignment

Set the camshaft on the tailstock and using a 1/100 gauge set
on the central support, check whether the alignment error
is not exceeding 0.04 mm, otherwise replace the camshaft.
Check cam lift; found values must be: 6.045 mm for exhaust
cams and 7.582 mm for intake cams, in case of different values
replace the camshaft.
Figure 41
Camshaft bush (2) shall be pressed into its housing.
Internal surface must not show seizing or wear.
Use bore dial gauge (3) to measure camshaft bush (2) and
intermediate housing (1) diameter.
Measurements shall be performed on two perpendicular
axes.
Check camshaft (2) pin diameter using micrometer (1) on

two perpendicular axes.
Figure 43
Secc. A-A
107268
CAMSHAFT BUSH AND HOUSING MAIN DATA (6 cylinders)

* Value to be obtained after driving the bushes.
Bush replacement Fitting tappets - Camshaft

Figure 44 Figure 46
To replace bush (1), remove and refit them using the beater - Lubricate the tappets (1) and fit them into the relevant
99360362 (2) and the handgrip 99370006 (3). housings on the engine block.
CAUTION Figure 47
When refitting the bushes (1), direct them to make the lu
bricating holes (2) coincide with the holes on the block
housings.
Tappets
Figure 45
- Lubricate the camshaft bushes and fit the camshaft (1)

taking care not to damage the bushes or the housings.
MAIN DATA CONCERNING THE TAPPETS AND

THE RELEVANT HOUSINGS ON THE ENGINE BLOCK
OUTPUT SHAFT
Figure 48 Measuring journals and crankpins
Figure 51
- Set camshaft (3) retaining plate (1) with the slot facing
the top of the engine block and the marking facing the
operator, then tighten the screws (2) to the prescribed Grind journals and crankpins if seizing, scoring or excessive
torque. ovalisation are found. Before grinding the pins (2) measure
them with a micrometer (1) to decide the final diameter to
which the pins are to be ground.
Figure 49
CAUTION
It is recommended to insert the found values in the proper
table.
See Figure 52.
Undersize classes are: 0.250 - 0.500 mm.
CAUTION
Journals and crankpins must always be ground to the same
undersize class.
Journals and crankpins undersize must be marked on the
- Check camshaft end float (1). It must be 0.23 0.13 mm.
side of the crank arm no. 1.
For undersized crankpins: letter M;
For undersized journals: letter B;
For undersized crankpins and journals: letters MB.
Figure 50
- Fit nozzles (2) and tighten the fastening screws (1) to the
prescribed torque.
Figure 52
FILL THIS TABLE WITH OUTPUT SHAFT JOURNAL AND CRANKPIN MEASURED VALUES
* Rated value.
Figure 53
MAIN OUTPUT SHAFT TOLERANCES

* Measured on a radius greater than 45.5 mm
** between adjacent main journals
Figure 54
MAIN BEARING INTERMEDIATE FIRST

ON TIMING SYSTEM MAIN MAIN BEARING
CONTROL SIDE BEARINGS ON FRONT SIDE
Tolerances Tolerance characteristic Graphic symbol

Shape Roundness
Cilindricity //
Parallelism //
Direction Verticality
Straightness
Position Concentricity or coaxiality
Circular oscillation
Oscillation Total oscillation
Levels of importance for product characteristics Graphic symbol

Critical
Important
Secondary
Replacing oil pump control gear Finding journal clearance

Figure 55 Figure 57
Check that gear toothing (1) is not damaged or worn, other

wise remove it using the proper puller (3).
When fitting the new gear, heat it to 180C for 10 minutes Refit the crankshaft (2).
in an oven and then key it to the crankshaft. Check the backlash between crankshaft main journals and
the relevant bearings as follows:
Fitting main bearings Figure 58
Figure 56
128169
- Clean accurately the parts and remove any trace of oil;

CAUTION
- Fit caps (1), including the half bearings (2) on the relevant
Refit the main bearings that have not been replaced, in the supports.
same position found at removal.
Main bearings (1) are supplied spare with 0.250 - 0.500 mm

undersize on the internal diameter.
CAUTION
Do not try to adapt the bearings.
Clean accurately the main half bearings (1) having the lubri
cating hole and fit them into their housings.
The last main half bearing but one (1) is fitted with shoulder
half rings.
Figure 59 Checking crankshaft shoulder clearance
Figure 61
Tighten the pre-lubricated screws (1) in the following three This check is performed by setting a magnetic-base dial gauge
successive stages: (2) on the crankshaft (3) as shown in the figure, standard
- 1st stage, with torque wrench to 50 5 Nm; value is 0.068 to 0.41.
If higher value is found, replace main thrust half bearings of
- 2nd stage, with torque wrench to 80 5 Nm. the second rear support but one (1) and repeat the clearance
check between crankshaft pins and main half bearings.
Figure 60
CONNECTING ROD - PISTON ASSEMBLY
Figure 62
- 3rd stage, with tool 99395216 (1) set as shown in the fig
ure, tighten the screws (2) with 90 angle.
CONNECTING ROD - PISTON ASSEMBLY

COMPONENTS
1. Stop rings - 2. Pin - 3. Piston - 4. Split rings - 5. Screws -
6. Half bearings - 7. Connecting rod - 8. Bush.
CAUTION
Pistons are supplied from parts with 0.5 mm oversize.
Figure 63 Figure 64
126311
126312
- Remove split rings (2) from piston using pliers 99360183
(1). - Piston pin split rings (2) are removed using a scriber (1).
Figure 65
MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

* Value measured on 101 mm diameter.
Piston pins Split rings

Figure 66 Figure 68
- To measure the piston pin (1) diameter use the micro

meter (2). - Use a micrometer (1) to check split ring (2) thickness.
Conditions for proper pin-piston coupling
Figure 67 Figure 69
- Lubricate the pin (1) and its seat on piston hubs with en 128140
gine oil; the pin have to be fitted into the piston with a
slight finger pressure and must not fall down because of
its own weight. - Check the clearance between the sealing rings (3) of the
2nd and 3rd slot and the relevant housings on the piston
(2), using a feeler gauge (1).
Figure 70 Connecting rods

Figure 72
DIAGRAM FOR MEASURING THE CLEARANCE X

BETWEEN THE FIRST PISTON SLOT
AND THE TRAPEZOIDAL RING
Since the first sealing ring section is trapezoidal, the clearance
between the slot and the ring have to be measured as follows:
make the piston (1) protrude from the engine block so that
the ring (2) protrudes half-way from the cylinder barrel (3).
In this position, use a feeler gauge to check the clearance (X)
between ring and slot: found value must be the specified one. MAIN DATA FOR CONNECTING ROD, BUSH,
PISTON PIN AND HALF BEARINGS
* Value for inside diameter to be obtained after driving in
connecting rod small end and grinding.
** Value not measurable in released condition.
Figure 71
CAUTION
The surface of connecting rod and rod cap are knurled to
ensure better coupling.
therefore, it is recommended not to smooth the knurls.
- Use feeler gauge (1) to measure the clearance between

the ends of the split rings (2) fitted into the cylinder barrel
(3).
Figure 73 Bushes
Check that the bush in the connecting rod small end is free
from scoring or seizing and that it is not loosen. Otherwise
replace.
CONNECTING ROD BODY Removal and refitting will be performed using the proper
1234 W
beater.
When refitting take care to make coincide the oil holes set
Connecting Weight on the bush with those set on the connecting rod small end.
rod No. Grind the bush to obtain the specified diameter.
0001 V
W
9999 X
Fitting connecting rod-piston assembly -

Connecting rod-piston coupling
Figure 74
CONNECTING ROD CAP

1234 A 123
Connecting rod No. Year Day
0001 D 2001 001

E 2002
9999 F 2003 366
G 2004
The piston crown is marked as follows:

1. Part number and design modification number;
CAUTION 2. Arrow showing piston assembling direction into cylinder

barrel, this arrow must face the front key of the engine
Every connecting rod is marked as follows: block;
- On body and cap with a number showing their coupling 3. Marking showing 1st slot insert testing;
and the corresponding cylinder.
In case of replacement it is therefore necessary to mark 4. Manufacturing date.
the new connecting rod with the same numbers of the
replaced one;
Figure 75
- On body with a letter showing the weight of the
connecting rod assembled at production:
- V, 1560 to 1600 (yellow marking);
- W, 1601 to 1640 (green marking);
- X, 1641 to 1680 (blue marking).
Spare connecting rods are of the W class with green mark
ing (see * position in Figure 73).
Material removal is not allowed.
Connect piston (2) to connecting rod (4) with pin (3) so that
the reference arrow (1) for fitting the piston (2) into the cyl
inder barrel and the numbers (5) marked on the connecting
rod (5) are read as shown in the figure.
Figure 76 Figure 78
Fit half bearings (1) on connecting rod and cap.

126312
- Insert the split rings (2) to lock the pin. CAUTION

Refit the main bearings that have not been replaced, in the
same position found at removal.
Fitting split rings Do not try to adapt the half bearings.
Figure 77
Fitting connecting rod-piston assembly into

cylinder barrels
Figure 79
126311
Use pliers 99360183 (1) to fit the split rings (2) on the piston.
Split rings must be fitted with the marking TOP facing up
wards and their openings displaced with each other by 120.
Lubricate accurately the pistons, including the split rings and

CAUTION the cylinder barrel inside.
Use band 99360605 (2) to fit the connecting rod-piston as
Split rings are supplied spare with the following sizes: sembly (1) into the cylinder barrels and check the following:
- Standard, yellow marking;
- The number of each connecting rod must correspond
- 0.5 mm oversize, yellow/green marking. to the cap coupling number.
Figure 80 Figure 82
- Lubricate the screws (1) with engine oil and then tighten
them to the prescribed torque using the torque wrench
DIAGRAM FOR CONNECTING ROD-PISTON (2).
ASSEMBLY FITTING INTO BARREL
- Split ring openings must be displaced with each other by
120;
- Connecting rod-piston assemblies must have the same Figure 83
weight;
- The arrow marked on the piston crown must be facing
the front side of the engine block or the slot obtained on
the piston skirt must be corresponding to the oil nozzle
position.
Finding crankpin clearance
Figure 81
- Apply tool 99395216 (1) to the socket wrench and

tighten screws (2) of 60.
128170
To measure the clearance proceed as follows:

- Clean the parts accurately and remove any trace of oil;
- Fit the connecting rod caps (1) with the relevant half
bearings (2).
CYLINDER HEAD
Figure 84 Removing the valves
Figure 86
If a different clearance value is found, replace the half bearings

and repeat the check. Intake (1) and exhaust (2) valves have heads with the same
Once the specified clearance has been obtained, lubricate diameter.
the main half bearings and fit them by tightening the con The central notch () of the exhaust valve (2) head distin
necting rod cap fastening screws to the prescribed torque. guishes it from the intake valve.
CAUTION CAUTION
Before the final fitting of the connecting rod cap fastening Should cylinder head valves be not replaced, number them
screws, check that their diameter measured at the centre before removing in order to refit them in the same position.
of the thread length is not < 0.1 mm than the diameter
measured at approx. 10 mm from screw end. A = intake side - S = Exhaust side
Check manually that the connecting rods (1) are sliding ax

ially on the output shaft pins and that their end float, Figure 87
measured with feeler gauge (2) is 0.10 to 0.33 mm.
Checking piston protrusion

Figure 85
Valve removal will be performed using tool 99360268 (1) and

pressing the cap (3) so that when compressing the springs (4)
the cotters (2) can be removed. Then remove the cap (3) and
the springs (4).
Once connecting rod-piston assemblies refitting is over, use Repeat this operation for all the valves.
dial gauge 39395603 (1) fitted with base 99370415 (2) to Overturn the cylinder head and remove the valves (5).
check piston (3) protrusion at T.D.C. with respect to the top
of the engine block.
Protrusion must be 0.28 to 0.52 mm.
Figure 88 Checking cylinder head supporting surface

Distortion found along the whole cylinder head cannot ex
ceed 0.20 mm.
If higher values are found grind the cylinder head according
to values and indications shown in the following figure.
Figure 90
Remove sealing rings (1 and 2) from the valve guide.
CAUTION
Sealing rings (1) for intake valves are yellow.
Sealing rings (2) for exhaust valves are green.
The rated thickness A for the cylinder head is 105 0.25 mm,
Checking cylinder head wet seal max. metal removal cannot exceed thickness B by 0.13 mm.
Figure 89
CAUTION
After grinding, check valve sinking. Regrind the valve seats,
if required, to obtain the specified value.
VALVES
Figure 91
Exhaust valve Intake valve

This check should be performed using the proper tools.
Use a pump to fill with water heated to approx. 90 C and
2 to 3 bar pressure.
Replace the core plugs (1) if leaks are found, use the proper
punch for their removal/refitting.
CAUTION
Before refitting, smear the plug surfaces with water-repel
lent sealant.
Replace the cylinder head if leaks are found.
INTAKE AND EXHAUST VALVE MAIN DATA

Removing carbon deposits, checking and Checking clearance between valve stem and
grinding valves valve guide and valve centering
Figure 92 Figure 94
Remove carbon deposits from valves using the proper metal

brush.
Check that the valves show no signs of seizing, scoring or Use a magnetic base dial gauge (1) set as shown in the figure,
cracking. the assembling clearance must be 0.052 0.092 mm.
Regrind the valve seats, if required, using tool 99305018 and Turn the valve (2) and check that the centering error is not
removing as less material as possible. exceeding 0.03 mm.
Figure 93 Valve guide

Figure 95
Check the valve stem (1) using a micrometer (2), it must be

6.970 6.999.
Intake Exhaust
Use a bore dial gauge to measure the inside diameter of the

valve guides, the read value must comply with the value
shown in the figure.
Figure 96
Exhaust Intake
MAIN DATA ABOUT MACHINING SEAT TO INSERT SPARE VALVE SEATS
Should valve seats be not reset just by regrinding, replace Heat the cylinder head to 80 - 100C and using the proper
them with the spare ones. punch, fit the new valve seats, previously cooled, into the
In this case, machine the seats on the cylinder head (as indi cylinder head.
cated above) to insert the spare valve seats. Use tool 99305018 to regrind the valve seats according to
the values shown in Figure 97.
Figure 97
Exhaust Intake
INSERTED SPARE VALVE SEATS MAIN DATA

Figure 98 FITTING CYLINDER HEAD

Figure 100
After regrinding, check that valve (3) sinking value is the

specified one by using the base 99370415 (2) and the dial
gauge 99395603 (1). Lubricate the valve stems (1) and fit them into the relevant
valve guides according to the position marked at removal.
Fit the sealing rings (2 and 3) on the valve guide.
Valve springs
Figure 99 CAUTION
Sealing rings (2) for intake valves are yellow.
Sealing rings (3) for exhaust valves are green.
Figure 101
MAIN DATA TO CHECK INTAKE

AND EXHAUST VALVE SPRINGS
Before refitting use tool 99305047 to check spring flexibility.
Compare load and elastic deformation data with those of the
new springs shown in the table above.
Height (mm) Under a load of (N)

H 47.75 Free Position on the cylinder head: the spring (4), the upper cap
(3); use tool 99360268 (1) to compress the spring (4) and
H1 35.33 P1 339.8 19
lock the parts to the valve (5) by the cotters (2).
H2 25.20 P2 741 39
INSTALLATION OF COMPONENTS
Figure 103
Figure 102
DIAGRAM SHOWING SEALING LOCTITE 5205 DIAGRAM SHOWING SCREW TIGHTENING

APPLICATION WITHIN GEARBOX AREAS TO FIX REAR GEARBOX
- Accurately clean the timing gearbox (1) and the engine - Reassemble the box (1) to the engine block;
block. - Tighten the fixing screws in the same position as found
out during disassembly and fix the screws to the locking
torques listed here below, following the order as shown
CAUTION in the picture:
It is necessary and essential to clean the surface to be sealed - M12 Screw 65 to 89 Nm;
in order to achieve excellent tight seal. - M8 Screw 20 to 28 Nm;
Apply sealing LOCTITE 5205 on the box in order to form
a kerbstone of a few mm. diameter. - M10 Screw 42 to 52 Nm.
It must be uniform (no lumps), with no air blisters, thinner
or irregular zones.
Any imperfection must be corrected as soon as possible. CAUTION
Avoid using material in excess to seal the joint.
Too much sealing material would spill on both sides of the Before every assembly, always check that threads of holes
joint and obstruct lubricant passages. and screws have no evidence of tear and wear nor dirt.
After having completed seal application, the joints must be
assembled within 10-20 minutes.
Figure 104 Figure 106
- Tighten the screws (1) fixing the gear (2) to the camshaft
- With a penmarker, mark the tooth (1) of the driving gear (3) and lock them to the prescribed torque.
assembled to the engine drive shaft (2) with () timing
notch. Figure 107
CAUTION
Screw down two pins to make operation of engine drive
shaft rotation easier.
Figure 105
DIAGRAM SHOWING SEALING LOCTITE 5205

APPLICATION
CAUTION
It is necessary and essential to clean the surface to be sealed
in order to achieve excellent tight seal.
- Orient engine drive shaft (4) and camshaft (2), taking Apply sealing LOCTITE 5205 on the box in order to form
care that during assembly of the driving gear (1) to the a kerbstone of a few mm. diameter.
camshaft, the notches marked on the gears (1 and 3) are It must be uniform (no lumps), with no air blisters, thinner
to match. or irregular zones.
Any imperfection must be corrected as soon as possible.
Avoid using material in excess to seal the joint.
Too much sealing material would spill on both sides of the
joint and obstruct lubricant passages.
After having completed seal application, the joints must be
assembled within 10-20 minutes.
- Apply to engine drive shaft rear tang (6), the component

(5) of the tool 99346252, fix it tightening the screws (4)
DIAGRAM SHOWING SCREW TIGHTENING
and key the new holding ring on it (3);
TO FIX FLYWHEEL COVER BOX.
- Place component (1) on component (5), tighten the
- Reassemble the box (1) to the engine block, tighten the
screw nut (2) until complete assembly of the fixing ring
fixing screws in the same position as found out during
(3) into the flywheel cover box (7).
disassembly and fix the screws to the locking torques
listed here below, following the order as shown in the
picture:
- M12 Screw 75 to 95 Nm; Figure 110
- M10 Screw 44 to 53 Nm.
CAUTION
Before every assembly, always check that threads of holes
and screws have no evidence of tear and wear nor dirt.
Check the conditions of the rim tooth (2). Whether tooth

break or excessive wear is detected, disassemble the rim
from the engine flywheel using a common willow and replace
with a new one, previously heated to 150 C for 15-20 min
utes; bevelling must be located towards engine flywheel
direction.
Tighten the engine flywheel (2) fixing screws (1) in two

phases:
- Screw down two hooks or trail rings in the flywheel (1)
threaded ports (4) for handling; - 1st phase: tightening by means of dynamometric wrench
to torque 30 4 Nm;
- Using a hoist, handle the flywheel to place it in its place
inside the flywheel housing; - 2nd phase: 60 angle dwell.
- Screw down two pins (2) having appropriate length, in
the shaft ports (3) and using them as guide, assemble the CAUTION
engine flywheel (1) properly placing it inside the flywheel Angle dwell must always be performed using 99395216
housing. tool.
Figure 112
Figure 114
Tighten the screws (1) fixing the engine flywheel (4) to the
engine shaft. Put tool 99360339 (2) on the flywheel cover - Assemble oil pump (1);
box (1) to block engine flywheel rotation.
- Tighten fixing screws (2) and lock them to the prescribed
torque.
- Apply to the water pump (1) a new fixing ring (2). 106550
- Assemble the front cover (2) to the block and tighten

the screws (1) fixing them to the prescribed torque.
Figure 116
Figure 119
- Assemble the water pump (1);

- Tighten the screws (2) and lock them to the prescribed
torque.
Figure 117
- Apply on engine drive shaft front tang (6) the compo

nent (4) of the tool 99346252, fix it with the screws (5)
and key the new holding ring on it (7);
- Place the component (2) on the component (4), screw
down the threaded nut until carrying out the complete
assembly of the holding ring (7) to the front cover.
106549
- Remove the fixing ring (2) from the front cover (1), accu
rately clean the contact surface and apply sealing Loctite
5205 on it.
187838
- Assemble oil sump (1). Tighten the screws (2) and lock
them to the prescribed torque.
- Assemble plate (4), suction rose (2) and tighten the fixing
screws (3 and 1) locking them on the prescribed torque. - Assemble the connection bracket of the engine mounts.
Figure 121 CAUTION

Figure 123
- Provide for new gasket replacement (1) of the oil sump

(2).
CAUTION
The pictures illustrating the sump and the rose pipe may not
correspond to the ones of your model.
However the procedures described are applicable anyway.
Accurately clean the contact surface. - Assemble the pulley (1) and the damping flywheel (2) to
Apply sealing Loctite 5999 on it, on areas around couplings the driving shaft;
between engine block and front cover, engine block and rear
- Tighten the fixing screws (3) and clamp them to the
gearbox.
torque 68 7 Nm.
After sealing application, mount the sump within 10-20 min
utes.
- Fit a new sealing ring on the speed sensor (3) (if fitted); - Mount the high pressure pump (5) including the feed
pump (6) and tighten the nuts (3) to the prescribed
- Fit the speed sensor (3) on the front cover (1) and
torque;
tighten the screw (2) to the prescribed torque (if fitted).
- Fit the support (4) with a new sealing ring, the timing
sensor (2) with a new sealing ring and tighten the
relevant fastening nut (1) to the prescribed torque.
Figure 125
187839
- Assemble the following elements to the block: new

gasket (1), oil filter bearing (2);
- Tighten the screws (3) and lock them to the prescribed
torque.
CAUTION
REFITTING THE CYLINDER HEAD

Figure 129
Figure 127
Assemble cylinder head (1), tighten the screws (2) in three

following steps, following order and mode shown in the fig
ure below.
Check cleanness of cylinder head and engine block coupling
surface.
Take care not to foul the cylinder head gasket.
Set the cylinder head gasket (1) with the marking TOP (1) CAUTION
facing the head. The angle tightening is carried out through tool 99395216
The arrow shows the point where the gasket thickness is (3).
given.
CAUTION
Figure 128
Figure 130
Tightening order layout for cylinder head fastening screws:

Apply a new gasket to the engine block and then place the
cylinder head (2) slung by the hanger brackets (1). - 1st step pre-tightening with a torque wrench:
- Screw:
12x1.75x130 ( ) 35 5 Nm;
- Screw:
12x1.75x150 ( )55 5 Nm.
- 2nd step tightening with a 90 angle;
- 3rd step tightening with a 90 angle.
A = Engine front side

Injectors assembly Figure 133
Figure 131
Fit a new sealing ring (2) lubricated with petroleum jelly and
a new sealing washer (3) on injector (1).
Figure 132
Use tool 99342101 (1) to fit the injector (2) into its seat.
Screw injector fastening screws without tightening them.
Figure 134
Fit injectors (1) on the cylinder head seats, directed so that

the fuel inlet hole (2) is facing the fuel manifold seat (3) side.
Fit a new sealing ring (3) lubricated with petroleum jelly on

the fuel manifold (2), and fit it into the cylinder head seat so
that the positioning ball (5) is coinciding with the relevant
housing (4).
CAUTION Figure 136

Disassembled fuel manifolds (2) must not be used again.
Replace them with new items.
Screw the fastening nuts (2, Figure 135) without locking

them.
CAUTION
During this operation, handle the injector (1) so that the
manifold (2, Figure 134) is properly inserted into the fuel
inlet hole (2, Figure 132).
Figure 135
ROCKER ASSEMBLY COMPONENTS:
1. Screws - 2. Bracket - 3. Shafts - 4. Rockers.
Figure 137
Use the torque wrench to tighten gradually and alternately

the injector fastening screws (1) to 8.5 0.8 Nm torque.
Tighten the fuel manifold (3) fastening nuts (2) to 50 Nm
torque.
Carry out the assembly of the rocker arms unit, after previous
check of the components.
SHAFT-ROCKER MAIN DATA
Check that shaft/rocker coupling surfaces are not showing
excessive wear or damages.
122587
Prior to assembly, check the rocker control rods: they must

be free from distortions; the ball seats in touch with the
rocker adjusting screw and with tappets (arrows) must not
show seizing or wear; otherwise replace them.
Intake and exhaust valve control rods are identical and are
therefore interchangeable.
Figure 139
Check that tappet adjusters (1) are loose to prevent their

balking on the rods (2, Figure 139) when refitting the rocker
assembly.
Then refit the rocker assembly consisting of: bracket (5),
rockers (3), shafts (4) and secure them to the cylinder head
by tightening the fastening screws (2) to 36 Nm torque.
Fit the rods (2).

Position jumpers (1) on valves with marks () facing the ex
haust manifold.
Adjusting valve clearance

(see Section 6)
Apply to the coupling surface of the intake manifold (1)

equipped with heater (2) a sufficient coat of Loctite 5999 and
tighten the screws to the prescribed torque.
108568
Connect new fuel pipes (1) to rail (3) and injector manifolds
Figure 142 (2).
Figure 144
108567
108569
Fit the rail (2) and tighten the screws (1) to the specified
torque, connect the ground cable (3) to the intake manifold
(4) and tighten the fastening nut to the specified torque.
CAUTION
Pipe (7) connections must be tightened to 20 Nm torque,
CAUTION using the proper wrench (5) and the torque wrench
Because of the high pressure in the pipelines connecting the 99389829 (4).
high pressure pump to the rail, and this one to the electro- Connections (6) must be tightened while holding the flow
injectors, it is absolutely forbidden to: limiting valve hexagon (1) with the proper wrench.
- Disconnect the pipelines when the engine is running;
- Re-use the disassembled pipelines.
Connect the fuel pipe (3) to the rail (2).
Check electrical cable (5) conditions, if damaged replace Connect the electrical cables (1) to the injectors (3) and use
them by cutting the support clamps (2) and removing the the torque wrench 99389834 (4) to tighten the fastening
screws (4) that secure it to connections (3). nuts (2) to the prescribed torque.
Fit a new gasket (1) on the support (2).
Figure 148
Figure 146
Fit a new gasket (2) on the tappet cover (1).

Place the tappet cover on, insert the bolts and tighten them
to the prescribed torque.
Figure 149
Fit the wiring support (2) and tighten the screws (1) to the
prescribed torque.
CAUTION
187836
Insert the blow-by filter (4) and tighten the screws (3).
Connect the pipeline (6) and fix the oil vapour recover pipe
(5) using the clamp; lock up the nut fixing it to the upper edge.
Connect the pipeline (2) to the pressure limiter (1).
To complete engine assembly it is necessary to remove it Figure 151

from the turning stand.
- Using rocker arm 99360595 hold the engine and loosen
the screws fixing the brackets to the turning stand
99322205;
- Disassemble the brackets from the engine after having
properly put it on a wooden bearing.
Engine completion
Figure 150
- Reassemble the starter;

- Properly hold the starter (1) and tighten the fixing screws
(2) to the prescribed torque;
- Assemble the fastening plate of the air / sea water heat
exchanger;
- Assemble oil level rod together with guide pipe;
- Proceed to install marine parts;
- Fill the engine with oil and coolant liquid quantity
required.
- Assemble the bracket and the support (1) of the fuel

filter (7);
- Proceed connecting in sequence the pipelines (2, 4, 6
and 5);
- Connect the fuel pipeline (3) from the high pressure
pump to the rail;
- Tighten the screws of hydraulic fittings to the prescribed
torque values.
TIGHTENING TORQUES
Marine parts tightening torques
Part Torque
Nm Kgm
M10 Nut turboblowers fixing on exhaust manifold 43 6 4.3 0.6
M10 Lock nut fixing turboblowers on exhaust manifold 26 10 2.6 0.1
M8 x 115 Screw for air / air or water / water exchanger 18 2 1.8 0.2
M8 x 120 Screw for air / water heat exchanger 18 2 1.8 0.2
Nuts for fastening rear engine support prongs 95,5 19,5 9.55 1.95
Screws for fastening front engine support prongs 111 22 11.1 2.2
M6 x 20 Screw for cooled riser stub pipe 81 0.8 0.1
M10 Screw anchoring the alternator 43 6 4.3 0.6
M10 x 140 Screw fixing the pump water inlet pipe and support bracket 43 6 4.3 0.6
M10 x 80 Screw fixing pump water inlet pipe and support bracket 43 6 4.3 0.6
M10 Nut fixing the electric engine starter 43 6 4.3 0.6
M12 x 30 Screw fixing the sea-water pump 85 8 8.5 0.8
M10 x 120 Screw for lower anchoring of the exhaust manifold 53 6 5.3 0.6
M10 Screw for lower anchoring of the exhaust manifold 53 5 5.3 0.5
Engine parts tightening torques

Part Torque
Nm Kgm
M6 Stud bolts for camshaft sensors 82 0.8 0.2
M8 Stud bolts for fuel pump 12 2 1.2 0.2
M12 Screw fixing rear gearbox 77 12 7.7 1.2
M6 Nut fixing camshaft sensor 10 2 1 0.2
Phase 1 81 0.8 0.1
M8 Screw fixing oil pump
Phase 2 24 4 2.4 0.4
M8 Screws fixing front cover 24 4 2.4 0.4
M8 Screw to secure camshaft longitudinal retainer plate 24 4 2.4 0.4
M8 Screw fixing camshaft gear 36 2 3.6 0.2
M10 Screw fixing crankcase base plate 43 5 4.3 0.4
M18 Nut to secure high-pressure pump gear 10.5 0.5
M8 Nuts fixing fuel pump 24 4 2.4 0.4
1/2 inch plug on the cylinder head 24 4 2.4 0.4
M6 Screws fixing injectors Phase 1 3.5 0.35 0.35 0.035
Phase 2 25
Phase 3 25
Phase 4 25
Nut fixing union to supply injector 50 5 5 0.5
M8 Screw fixing intake manifold 24 4 2.4 0.4
M12 Screw fixing rear brackets for lifting engine 7.7 1.2
M8 Screw fixing Common Rail 36 5 3.6 0.5
M12 Screw (12x1.75x130) fixing cylinder head
M12 Screw (12x1.75x150) fixing cylinder head
} Phase 1
3,5 5
55 5
3.5 0.5
5.5 0.5
Phase 2 90
Phase 3 90
Screw M8 for fastening rocker arms 36 5 3.6 0.5
Nuts M8 for tappet adjustment 24 4 2.4 0.4
M14 Nuts fixing supply pipe
from high-pressure pump Common rail 20 2 2 0.2
M14 high-pressure pipe union 24 4 2.4 0.4
M6 Screw fixing bulkhead connector of head for wiring 10 2 1 0.2
M8 Screw fixing wiring mount to supply electro-injectors 24 4 2.4 0.4
M 4 Nuts fixing wiring on single electro-injector 1.5 0.25 0.15 0.025
M12 Screw fixing fuel filter bracket 80 8 8 0.8
M8 Screw fixing fuel filter holder 24 4 2.4 0.4
Fuel filter contact + 3/4 turn
Engine parts tightening torques (cont.)

Part Torque
Nm Kgm
M22 Screw fixing oil press. adj. valve on oil filter mount 80 8 8 0.8
M8 Screw radiator gasket and oil filter mount 24 4 2.4 0.4
M 27 Oil filter 20 2 2 0,2
11/8 inch connection on filter mount for turbine lubrication 24 4 2.4 0.4
M12 Nut fixing pipe for turbine lubrication 10 2 1 0.2
M10 Screw fixing engine coolant inlet connection 43 6 4.3 0.6
Fixing bend 90 (if necessary) on engine fluid inlet connection 24 4 2.4 0.4
M6 Screw fixing engine coolant outlet union 10 2 1 0.2
Fixing pins on crankcase for exhaust manifold 10 2 1 0.2
Phase 1 50 5 5 0.5
M12 Screw fixing damper adapter and damper on crankshaft
Phase 2 90
M10 Screw fixing pulley on crankshaft 68 7 6.8 0.7
M8 Screw fixing water pump 24 4 2.4 0.4
M10 Screw fixing auxiliary component drive belt tensioners 43 6 4.3 0.6
M10 Screw fixing auxiliary component drive belt fixed pulleys 43 6 4.3 0.6
M10 Screw fixing flywheel box 49 5 4.9 0.5
M12 Screw fixing flywheel box 85 10 8.5 1
Nut M8 for fastening tappet cover 24 4 2.4 0.4
M6 Screw fixing camshaft sensor 10 2 1 0.2
M6 Screw fixing crankshaft sensor 10 2 1 0.2
M14 Screw fixing engine coolant temperature sensor 24 4 2.4 0.4
M6 Screw fixing oil pressure - temperature sensor 10 2 1 0.2
Screw fixing fuel pressure sensor 35 5 3.5 0.5
M14 Screw fixing fuel temperature sensor 24 4 2 0.3
M6 Screw fixing air temp./press. sensor on intake manifold 10 2 1 0.2
M12 Screw fixing engine oil level sensor 10 2 1 0.2
M10 Adapter on turbine for lubricating oil pipes (inlet) 36 5 3.6 0.5
Pipe fixing on M10 adapter for turbine lubrication 35 5 3.5 0.5
Oil pipe fixing on adapter M10 for turbine lubrication to crankcase 43 6 4.3 0.6
M8 oil drain pipe fixing on turbine 24 4 2.4 0.4
M6 Fixing for oil return from the cylinder head to the flywheel box 10 2 1 0.2
Phase 1 30 4 3 0.4
M12 Screw fixing engine flywheel
Phase 2 60
M8 Screw fixing front bracket for lifting engine 36 5 3.6 0.5
M8 Screw fixing engine oil sump 24 4 2.4 0.4
Screw M8 for fastening cooling nozzles 15 3 1.5 0.3
Engine parts tightening torques (cont.)

Part Torque
Nm Kgm
Screws M10 for soundproof plate 43 5 4.3 0.5
Screws M8 for fastening suction strainer bracket 24 4 2.4 0.4
Screws M10 for fastening suction strainer bracket 43 5 4.3 0.5
Plug M18 on oil sump 60 9 6 0.9
Screws M12 for fastening front hub 50 5 5 0.5
Screws M10 for pulley on front hub 68 7 6.8 0.7
Plug M18 for cylinder block 24 4 2.4 0.4
Screw M10 for rail pipe bracket 40 5 4 0.5
Phase 1 80 6 8 0.6
M12 Screw fixing crankshaft caps
Phase 2 90
Phase 1 60 5 6 0.5
M11 Screw fixing big end caps
Phase 2 60
Phase 1 60 5 6 0,5
M10 Screw fixing big end caps
Phase 2 60
Alternator
M10 Screw, bracket fixing on water feed pipefitting 43 6 4.3 0.6
M10 Screw, alternator locking 43 6 4.3 0.6
Starter
M10 Nuts starter fixing screw 43 6 4.3 0.6
Tightening procedure for exhaust manifold fastening screws

Sequence 4 - 11 - 5 - 10 - 3 - 12 - 6 - 9 - 1 - 8 - 2 - 7
A
1 2 3 4 5 6
7 8 9 10 11 12
A - Engine front
187882
APRIL 2013 SAFETY REGULATIONS N67 ENT M57 9.183
SECTION 9
SAFETY REGULATIONS
Page
SAFETY REGULATIONS 185
Standard safety regulations 185
Accident prevention 185
During maintenance 185
Respecting the Environment 186

9.184 N67 ENT M57 SAFETY REGULATIONS APRIL 2013
APRIL 2013 SAFETY REGULATIONS N67 ENT M57 9.185
SAFETY REGULATIONS
Standard safety regulations - Do not carry out any intervention you have not been
Pay particular attention to some precautions that must be given all necessary instructions for;
followed by all means in any working place and whose non- - Do not use any tool or equipment for any operation dif
observance will make any other measures useless or not ferent from the ones they have been designed and pro
sufficient to ensure safety to the personnel in charge of vided for. Serious injury may occur;
maintenance.
- In case of test or calibration operations requiring the
- Be informed and also inform personnel of the laws in engine to be in operation, ensure that the area is suffi
force regulating safety, by making informative docu ciently ventilated or use specific aspirators to eliminate
mentation available for consultation; exhaust gas. Danger: poisoning and death.
- Keep working areas as clean as possible, and ensure
adequate ventilation; During maintenance
- Ensure that working areas are provided with emergency - Never open the filler cap of the cooling circuit when the
kits. These must be clearly visible and always fitted with engine is hot. Operating pressure would provoke hot
adequate sanitary equipment; liquid to pour out with serious danger and risk of scalding.
Wait until the temperature decreases below 50 C;
- Provide for adequate fire extinguishing means, properly
indicated and always easy to reach. Their efficiency must - Never top up an overheated engine with cooler and use
be checked on a regular basis and the personnel must be only appropriate liquids;
trained on intervention methods and priorities; - Always operate with the engine turned off: in case par
- Provide specific exit points to evacuate the areas in case ticular circumstances require maintenance intervention
of emergency, giving adequate indications of emergency on the running engine, be aware of all risks involved in
escape paths; such operation;
- Smoking in working areas subject to fire danger must be - Be equipped with adequate and safe containers for drain
strictly prohibited; ing engine liquids and exhaust oil;
- Provide warnings by means of adequate boards signaling - Keep the engine clean from oil, diesel fuel, and/or chemi
danger, prohibitions, and indications to ensure easy cal solvents stains;
understanding of the instructions even in case of emerg - The use of solvents or detergents during maintenance
ency. may generate toxic vapors. Always keep working areas
ventilated. Whenever necessary wear a safety mask;
Accident prevention
- When working close to engines and equipment in - Do not leave rags impregnated with flammable sub
motion, do not wear unsuitable clothes, with loose ends, stances close to the engine;
nor jewels such as rings and chains; - Upon engine start after maintenance, undertake proper
- Wear safety gloves and goggles when performing the fol preventive action to stop air suction in case of over
lowing operations: speed;
- Filling inhibitors or antifreeze; - Do not use fast screwdriver tools;
- Topping or replacing lubrication oil;
- Using compressed air or liquids under pressure (pres - Never disconnect batteries when the engine is running;
sure allowed: 2 bar). - Disconnect batteries before any intervention on the
- Wear a safety helmet when working close to hanging electrical system;
loads or equipment operating at head height level; - Disconnect batteries from the system to charge them
- Always wear safety shoes and clothes that adhere to the with the battery charger;
body, better if provided with elastics at the ends; - After every intervention, verify that the battery clips'
- Use protection cream for your hands; polarity is correct and that the clips are tight and safe
from accidental short circuit and oxidation;
- Change wet clothes as soon as possible;
- Do not disconnect or connect electrical connections
- In presence of current tension exceeding 48-60 V verify while the power is connected.
the efficiency of earth and mass electrical connections.
Ensure that hands and feet are dry and carry out working
operations using isolating foot-boards. Do not carry out
working operations you are not trained for;
- Do not smoke nor have exposed flames close to bat
teries and flammable material;
- Put rags smeared with oil, diesel fuel, or solvents in fire
proof containers;
9.186 N67 ENT M57 SAFETY REGULATIONS APRIL 2013
- Before proceeding with pipeline disassembly (pneu Respecting the Environment

matic, hydraulic, fuel pipes) check for liquid or air under
pressure. - Respecting the Environment is of primary importance: all
Take all necessary precautions by bleeding and draining necessary precautions to ensure the personnel's safety
residual pressure or closing separation valves. and health must be adopted;
Always wear adequate safety masks or goggles. Nonob - Be informed and also inform the personnel of laws in
servance of these instructions may cause serious injuries force regulating use and exhaust of liquids and engine
and poisoning; exhaust oil. Provide for adequate noticeboards and
- Avoid incorrect or over-torque tightening. Danger: organize specific training courses to ensure that person
incorrect tightening may seriously damage the engine's nel is fully aware of such legal obligations and of basic pre
components, affecting its lifetime; ventive safety measures;
- Avoid priming from fuel tanks made of copper alloys - Collect exhaust oils in adequate containers with air-tight
and/or with ducts without filters; sealing ensuring that storage is made in specific, properly
identified, areas that are ventilated, away from heat
- Do not modify cable wires: their length must not be sources, and not exposed to fire danger;
changed;
- Handle batteries with care, storing them in a ventilated
- Do not connect any other equipment to the engine's environment and in anti-acid containers. Warning: bat
electrical equipment unless specifically approved by FPT; tery exhalations represent a serious danger of intoxica
- Do not modify the fuel or hydraulic systems without hav tionand environment contamination.
ing received specific approval from FPT. Any unauthor
ized modifications will compromise the warranty assist
ance and furthermore may affect the correct operation
and lifetime of the engine.
For engines equipped with an electronic control unit:

- Do not carry out any electric arc welding without having
removed the electronic control unit first;
- Remove the electronic control unit in case of any inter
ventions requiring heating over 80 C;
- Do not paint the components and the electronic con
nections;
- Do not vary or alter any data filed in the electronic con
trol unit. Any manipulation or alteration of electronic
components will fully compromise the engine's warranty
of assistance and furthermore may affect the correct
operation and lifetime of the engine.
FPT - Fiat Powertrain Technologies
www.fptpowertrain.com

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NEF SERIES

N67 ENT M57

We strongly recommend that you carefully read the

We refuse all liability

9. SAFETY REGULATIONS 181

Section Description Page Date of revision

PRODUCT MODEL NUMBER 11

ENGINE PARTS AND COMPONENTS 12

Timing system driving gear 16

Valves and valve seats 19

Ancillary machine members drive 19

COMBUSTION AIR INTAKE AND

Comburent air filter 21

Air/sea-water heat exchanger 21

COOLING FRESH WATER CLOSED -

Exhaust manifold cooling 23

Additional expansion tank 24

Sea-water/coolant heat exchanger 26

(Sea-water/coolant heat exchanger)

ENGINE OIL LUBRICATION LOOP 27 Pressure control solenoid 50

Gear pump 28 Throttle lever position 50

Pressure control with engine at minimum Linearization of the acceleration gradient 52

EDC 7 Electronic Central Unit 46

Air pressure/temperature sensor 46

Atmospheric pressure sensor 46

Oil pressure/temperature sensor 47

Coolant temperature sensor 48

Fuel temperature sensor 49

Fuel pressure sensor 49

MAXIMUM PERFORMANCE LEVEL ACHIEVABLE

AIR INTAKE: T = INTERCOOLED SUPERCHARGED

BASE: N = NON STRUCTURAL

FUEL SUPPLY: E = ELECTRONIC INJECTION

DISPLACEMENT: 67 = 6.700 cc NOMINAL

ENGINE FAMILY IDENTIFIER: N = NEF

PRODUCT MODEL NUMBER

INTENDED USE (6 = MARINE)

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

NO. OF STROKES AND CYLINDER DISPOSITION (0 = 4 STROKES, VERTICAL)

ENGINE FAMILY IDENTIFIER

ENGINE PARTS AND COMPONENTS

The crankshaft is made in steel hardened by induction and Connecting Rods

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

Pistons Timing system driving gear

The timing system driving gear machine is a push rods and

1. Positioning reference - 2. Crankshaft - 3. Camshaft.

The timing camshaft rests on seven mountings; the mounting

1. Electro-injector - 2. Electro-injector electric connection terminal - 3. Thermostat valve - 4. Induction manifold -

Valves and valve seats Ancillary machine members drive

1. Induction valves - 2. Exhaust valves - 3. Inserted 187782

COMBUSTION AIR INTAKE AND EXHAUST SYSTEM

Cold air inlet Exhaust gas

Comburent air filter Air/sea-water heat exchanger

1. Filter clogging sensor.

1. Sea-water outlet - 2. Sacrificial anode (Zinc) -

COOLING FRESH WATER CLOSED-LOOP

Hot engine coolant

Exhaust manifold cooling

Engine coolant going through exhaust manifold

Thermostatic valve Water pump

Low temperature operation

Additional expansion tank