c13 ens m33 c13 ent m50 - powertech engines...c13 ens m33 c13 ent m50 figure 2 1. coolant feed to...

CURSORC13 ENS M33 C13 ENT M50

6 CYLINDER IN LINE

DIESEL CYCLE FOR MARINE APPLICATIONS

INSTALLATION DIRECTIVE

MAY 2006 EDITION

TE

CH

NO

LO

GI

CA

L

EX

CE

LL

EN

CE

INSTALLATION DIRECTIVE MAY 20062C13 ENS M33C13 ENT M50

We strongly recommend that you carefully read the indica-tions contained in this document: compliance with them protects the engine against irregular operation and assures its reliability, safeguarding sea-going and maintenance person-nel against accident hazards.The indications contained in this directive pertain to the C13 ENS M33 and C13 ENT M50 engines and complement the IVECO MOTORS publication “Guide to the Installation of Marine Engines”, the reader should refer to for anything that is not explained herein.For more complete information about the engine, please refer to the appropriate technical brochure.Use of fuels and oils with different characteristics from those set out in the operation and maintenance manual may compromise the regular operation of the engine, limiting its performance, reliability and working life.

Exclusive use of IVECO Original Parts is a necessary condi-tion to maintain the engine in its original integrity.

Tampering, making modifications and using non original parts can jeopardize the safety of boat engineers and users.

To obtain spare parts, you must indicate:

- Commercial code, serial number and indications shown on the engine tag;

- Part number of the spare as per spare part catalog.

The information provided below refer to engine charac-teristics that are current as of the publication date. IVECO MOTORS 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.

The reader is reminded that the IVECO MOTORS Technical Assistance Network is always at the Customer’s side with its competence and professionalism.

Publication IVECO MOTORS edited by:IVECO PowerTrainAdvertising & PromotionPregnana Milanese (MI)www.ivecomotors.com

Printed P3D64C002 E - May 2006 Edition

FOREWORD

MAY 2006 INSTALLATION DIRECTIVEC13 ENS M33C13 ENT M50

Page

CONTENTS

1. WARNINGS AND CAUTIONS 4

2. ENGINE PARTS AND COMPONENTS 6

3. INSTALLATION OVERVIEW 8

4. GENERAL INSTALLATION CRITERIA 9

5. TECHNICAL DATA FOR INSTALLATION 10

6. IDENTIFICATION DATA 12

7. FUEL LINE 13

8. ELECTRICAL EQUIPMENT 15

9. MAIN ANALOG INSTRUMENT PANEL 22

10. SECONDARY ANALOG INSTRUMENT PANEL 26

11. DRILLING PLANS FOR ANALOG PANELS 27

12. MAIN DIGITAL INSTRUMENT PANEL 28

13. SECONDARY DIGITAL INSTRUMENT PANEL 34

14. DRILLING PLAN FOR DIGITAL PANELS 35

15. CUSTOMIZED INSTRUMENT PANEL 36

16. SENSORS FOR DETECTION AND PANEL SIGNALING 38

17. PREPARING THE ENGINE FOR FIRST START-UP 41

18. TESTS BEFORE THE FIRST START-UP 41

19. FIRST ENGINE START 42

20. EDC ANOMALIES INDICATION 44

21. BLINK CODE TABLE 45

22. UNDERWAY CHECKS 46

23. PREPARING THE ENGINE FOR LONG IDLE PERIODS 47

24. ELECTRIC DIAGRAMS 48

25. C13 ENS M33 ENGINE 59

26. APPENDIX 63

Indications for consultation

The different versions of the motors are generally hown using the same pictures and descriptions, however important differences are shown separately.The specific characteristics of the C13 ENS M33 engine electric system are described in Chapter 25.


To obtain the best engine performance, it is essential not to deviate from the mission profile for which it was produced and set up. The engine must not be used for purposes other than those stated by the manufacturer. IVECO MOTORS is willing to examine any need for particular installations beforehand. Use of an electronically controlled injection system, in providing the engine with performance benefits, requires that the installer and maintenance specialist comply with some fundamental rules, which will become more and more commonplace as use of such equipment becomes progressively more widespread. Boat outfitters and mainte-nance specialists are invited to closely follow the instructions contained herein. No modifications to the engine, its acces-sories and components, are allowed.

Failure to comply with the instructions that follow shall void the warranty and relieve IVECO MOTORS of all liabilities.

For personnel safety

Specialists and installers are cautioned to comply with workplace safety rules and to adopt prescribed individual protection devices when working.

o Drain the cooling, lubrication and fuel lines only after the fluids have duly cooled. The pressurized cap of the coolant line may be opened only after the engine has duly cooled.

o Batteries contain a highly corrosive sulfuric acid solution: must never be upset and must be handled with the utmost caution to prevent spillage. Ensure that the bat-tery compartment is adequately ventilated.

HandlingThe 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.

Installationo Knife switches or battery breakers may be used on the

power supply line of the engine electronic unit, provided they are not used to shut the engine off.

o Do not modify the wiring harnesses; their length may not be modified: use only available extensions.

o Do not use electronic device wiring harnesses not com-pliant with the IVECO MOTORS directive, in terms of length, type of conductor, location, clamping, connection of the shielding and earth braids.

o To avoid any interference, the wiring harnesses of the different on-board electronic devices must follow differ-ent paths from those of the engine electronic systems.

o Do not connect any extraneous user device to the engine electrical equipment.

o Do not place voltage across the boat’s on-board electri-cal system without first verifying that there are no short circuits.

o Do not branch pipes off to draw fuel from the engine supply lines.

o Do not make any change to the engine’s hydraulic cir-cuits and components.

o Do not execute arc welding operations before removing the electronic units from their seating, placing them at an adequate safety distance.

o Do not subject electronic units to temperatures exceed-ing 80°C.

o Do not paint electrical components and their connec-tions.

o Do not alter the data contained in the engine control electronic unit.

o Comply with prescribed procedures and torque values when tightening threaded elements.

Start-upo Ready the engine following the procedure set out in

Chapter 17.

o When starting the engine the first time, have suitable means available to cut off air intake in case of a runaway condition.

o Start the engine after ensuring that it is complete with every part specified by the manufacturer and required by the installation, without attempting to start it with caps and occlusions to the lubrication, cooling and fuel feed lines.

o Check that the fluid lines are perfectly sealed, especially lines for fuels and lubricants, which may cause fires and consequent harm to persons and equipment.

o Make sure that the various pipelines are not in contact with warm surfaces or moving parts.

o The installing yard is required to carry out tests to verify the functional compatibility between the electrical-elec-tronic equipment of the engine and the other electronic equipment present on the boat.

Tests and tuning upo Never disconnect the batteries when the engine is run-

ning.

o Remove the electrical connections from the batteries before any operation on the electrical system.

o Ensure that the battery terminals comply with the exact polarity, are properly tightened and protected against accidental short circuits and corrosion phenomena.

1. WARNINGS AND CAUTIONS

INSTALLATION DIRECTIVEMAY 2006 C13 ENS M33C13 ENT M50

o Do not connect or disconnect electrical connections when electrical power supply is present.

o Do not cause sparks in the attempt to verify the pres-ence of electrical voltage.

o Do not draw fuel through unfiltered lines.

o Do not clean the engine and its parts with corrosive or abrasive detergent substances, to avoid compromising the integrity of electrical connections.

o The engine fluids and air, coolant, and oil filters discarded after use must be properly stored and delivered to appropriate collection centers.

Long engine inactivity periodsBefore long periods of inactivity, ready the engine following the procedure set out in Chapter 23.


2. ENGINE PARTS AND COMPONENTS

Figure 1

15

6

7

4

8

9

10

11

12

13

14151617

18

19

21

22

23

24

20

32

4

05_117_C

1. Intake air filter - 2. Location of intake air pressure and temperature sensor - 3. Lubricating oil refill cap - 4. Lifting padeyes - 5. Coolant level sensor - 6. Engine coolant tank - 7. Coolant refill cap - 8. Injector solenoid valve connector - 9. Location of thermostatic valve 10. Cap for engine coolant outlet to sanitary water heating system 11. Alternator location - 12. Coolant-sea water tube bundle

heat exchanger - 13. Auxiliary pulley - 14. Oil drain sump plug - 15. Sacrificial anodes - 16. Sea water intake - 17. Sea water drain plug - 18. Air-sea water heat exchanger (not present on the C13 ENS M33 engine) - 19. Sea water pump - 20 Electrical starter

motor - 21. Fuel transfer pump - 22. Fuel filter - 23. Filter clogging sensor - 24. Fuel temperature sensor.


Figure 2

1. Coolant feed to exhaust manifold - 2. Lubricating oil filters - 3. Lubricating oil dipstick. - 4. Insulated support - 5. Electronic Central Unit - 6. Cooled exhaust manifold - 7.Turbocharger inlet pipe-fitting - 8.Timing mechanism and oil vapor filter cover - 9. Location of timing phase sensor - 10. Oil filter clogging indicator - 11. Cooled turbo-charger - 12. Exhaust gas outlet flange - 13. Waste-gate

actuator - 14. Phase and engine shaft rotation sensor location - 15.Timing phase inspection port - 16.Throttle position sensor potentiometer - 17. Electrical equipement wiring connectors - 18. Oil fill-in fill-out / pre-lubrication electrical pump (optional) -

19. Oil fill-in fill-out / pre-lubrication electrical pump solenoid valve (optional) - 20. Cap for engine coolant discharge and recyrculation from sanitary water heating system.

1819

20

4 5 6 7 8 9

12

13

14

1516

05_118_C

11

2

1

3

10

17


3. INSTALLATION OVERVIEW

Figure

The figure shows the set of components of an installation, including those supplied with the engine equipment, standard or optional, and those supplied or produced by the yard.It provides a comprehensive picture of the operations required to install the engine.Components arrangement and illustrations are not binding but merely indicative, subject to the choices made by yard engineers according to their skills, available spaces and the prescriptions set out herein.

1. Exhaust gas and sea water discharge - 2. Electrical system cabinet - 3. Secondary instrument panell - 4. Fuel tank with suction/return assembly - 5. Fuel suction pipe - 6. Fuel return pipe to tank - 7. Pre-filter - 8. Fuel feed pipe to the fuel transfer pump -

9. Sea water decanter filter - 10. To the filtered sea water intake - 11. Main instrument panel - 12. Throttle actuator

9

8

7 6

5

4

3

21211

10

1

05_119_C


4. GENERAL INSTALLATION CRITERIA

Accessibility The engine must be located in such a way as to allow filling and draining engine liquids when doing servicing operations. Moreover, the relay box and the diagnostic push-button present on it must be accessible, also when underway.

Anchoring Engine installations to which the inverter is directly coupled to, must be performed in compliance with the number of supports, as specified here below:

o C13 ENS M33 for heavy duty 6 supports: 4 for the engine - 2 for the inverter. NOTE: with the inverter weighting < 200kg and gear-ing-down ratio < 3, please contact IVECO MOTORS in order to assess the installation of the 4 engine supports alone.

o C13 ENT M50 for commercial or heavy duty use 6 supports: 4 for the engine - 2 for the inverter.

In case spring inserts are used, they have to be capable of supporting the engine mass, the dynamic force, the force resulting from the torque reaction generated by the trans-mission and the longitudinal thurst performed by the propel-ler axis during navigation.If rigid mounting is adopted, particular care must be given to support alignment and co-planarity.Information on dimensions and fastening values are provided in the “Installation Diagram”.

Combustion and ventilation airCompliance with prescriptions on the quantity of air required for combustion and ventilation assures a regular operation of the engine even in adverse conditions and it enables to deliver its maximum design power (1).

Sea water lineIt must be provided with an intake capable of preventing the entry of foreign bodies into the suction pipes. Between the intake and the pump, it is best to interpose a gate to be closed in emergencies or for extended idle periods and a filter to stop the smaller impurities; it is also recommended to install a suitably dimensioned and easily replaced zinc anode.The engine sea water line was provided by the manufacturer with protection anodes to be replaced periodically.The rubber hoses positioned along the pipeline shall be suffi-ciently rigid not to create choked areas caused by crushing (1).

Engine pre-heatingIf the engine usage profile requires immediate delivery of power at the highest rpm’s, it is recommended to install an auxiliary pre-heater on the closed cooling loop.

Exhaust gas discharge The exhaust gas discharge conduit shall be compliant with the guidelines contained in the IVECO MOTORS publication “Guide to the installation of marine engines”; it also provides indications to compute the dimensions of the exhaust pipe-lines, which is the Yard’s responsibility.

Electric - electronic equipmentProvide a suitable arrangement of the relay box, and of the optional electronic unit referring to the dimensions and posi-tion of the wire harnesses and the relative connectors.Both units must be anchored in such a way as to dampen the vibrations and stresses undergone by the hull while under-way and/or induced by the engine’s operation.

NOTE: Information about optional equipment are described in the Chapter 26.

(1) The EDC engine electronic control is programmed to reduce maximum deliverable power if the operating parameters measured by the sensors show that criti-cal conditions have been reached, and if exceeded the engine could be damaged.


5. TECHNICAL DATA FOR INSTALLATION

C1 ENSM

C1 ENTM0

Engine intake and ventilation air when underway

Static vacuum allowed downstream of the air filter kPa mm H

2O

≤ 3.5≤ 350

≤ 3.5≤ 350

Engine air intake flow rate m3/h ≥ 2000 ≥ 2000

Engine room ventilation air flow rate (excluding engine air intake) m3/h ≥ 5500 ≥ 5500

Static vacuum allowed in the engine roomkPamm H

2O

≤ 0.1≤ 10

≤ 0.1≤ 10

Temperature allowed in the engine room °C ≤ 50 ≤ 50

Maximum engine room temperature exceed outside temperature °C ≤ 15 ≤ 15

Exhaust gas discharge

Allowed static back pressurekPamm H

2O

≤ 10≤ 1000

≤ 10≤ 1000

Temperature at maximum power (turbocharger inlet) °C 520 ± 25 520 ± 25

Flow rate at maximum power Kg/h 2430 2430

Riser outer diametermmInches

2038

2038

Dry exhaust outer diametermmInches

1144.5

1144.5

Diameter of circumference of distance between 6 locking holesmmInches

1505.9

1505.9

Fuel supply

Transfer pump delivery at maximum rpm l/h 160 160

Fuel temperature to allow maximum power °C ≤ 50 ≤ 50

Inner diameter. intake pipe mm ≥ 8 ≥ 8

Inner diameter. return pipe mm ≥ 8 ≥ 8

Thread on pre-filter junctions M 14 x 1.5 14 x 1.5

Thread on engine junctions inches UIC ½ ½

Allowed intake vacuumkPamm H

2O

≤ 20≤ 2000

≤ 20≤ 2000

Open sea water cooling line

Intake pipeline diametermmInches

76.23

76.23

Pump delivery at maximum rpm l/h 18000 28000

Allowed intake vacuumkPamm H

2O

≤ 20≤ 2000

≤ 20≤ 2000

Discharge pipeline diametermmInches

702¾

702¾

Gear box oil heat exchanger

Thread on engine junctions inches UIC ½ or ¾ ½ or ¾

MAY 2006 11INSTALLATION DIRECTIVEC13 ENS M33C13 ENT M50

Figure

Dimensions

C1 ENSM

C1 ENTM0

Allowed engine inclination angles

Maximum longitudinal in continuous operation (static + dynamic) degrees/360 +20 +20

Maximum transvers in continuous operation(static + dynamic) degrees/360 ± 22.5 ± 22.5

Longitudinal for oil level check with standard dipstick degrees/360 0 to 10 0 to 10

Power takeoffs (optional)

2-race front pulley for “V” belts

Reference diameter mm 275 275

Race dimension mm 12.7 12.7

Power available per belt at 650 rpmkWHP

≤ 3.7≤ 5

≤ 3.7≤ 5

Power available per belt at 1300 rpmkWHP

≤ 7.4≤ 10

≤ 7.4≤ 10

2-race front pulley + elastic joint for flange (GIUBO)

Torque available in engine axisNmKgm

≤ 800≤ 81

≤ 800≤ 81

2-race front pulley + elastic joint for crankshaft (CENTA)

Torque available in engine axisNmKgm

≤ 580≤ 59

≤ 580≤ 59

Radial force resulting from belt tension (*) N ≤ 1800 ≤ 1800

(*) For direction of the resulting radial force between 60° and 300° with reference to the cylinder axis (piston at top dead center = 0°)

Moment of inertia of rigidly added masses kgm2≤ 0.01 ≤ 0.01

05_138_C1870 (73,62) 992 (439,05)

1040

(40

,94)

Measurements in: millimeters (inches)


6. IDENTIFICATION DATA

Figure 6

Figure

The engine identification data are stenciled on a tag positioned over the engine coolant tank

Viale dell'Industria, 15/17 - 20010 Pregnana Mil.se MI - ITALY

ENGINE TYPE

ENGINE DWG

ENGINE S/N

COMMERC. TYPE / VERSION

POWER SET CODE

HOMOLOGATION N°

ENGINE FAMILY

POWER (KW)AND SPEED (RPM)

YEAR OF BUILD

S. p. A.

04_039_C

80819


Fuel inlet Fuel return

7. FUEL LINE

Figure

For the installation, the following connections are required:

- from the tank to the pre-filter- from the pre-filter to the pump inlet- from the fuel discharge outlet to the tank

Pre-filterThe pre-filter with priming pump, supplied separately from the engine, must be fastened near the tank, in a relatively low point of the line to allow for easy replacement the filtering cartridge and/or the operation of the hand pump. Avoid the use of additional mesh or paper filters along the feed lines between pre-filter and engine. To avoid introducing impuri-ties in the feeding lines inside the engine, do not place filter cartridges pre-filled with fuel in the system.

Materials CharacteristicsThe fuel tank and the suction and return assembly must withstand the continuous abrasion caused by a flow of fuel oil of 160 l/h at a temperature of 90°C without noticeable deformation or wear or release of material. Use of metal tanks, preferably made of iron alloys, is allowed, provided they are connected to the negative terminal of the battery to prevent the accumulation of electrostatic charges.

Tanks must be provided with vents to avoid exceeding an internal pressure of ± 5kPa (± 0.5 m of H

2O column); their

shape and the suction assembly must be such as to assure a suction at the maximum longitudinal and transverse inclina-tion allowed for the boat, with a residual quantity of fuel oil considered “reserve”.The suction inlet should be positioned in such a way as to avoid taking in sludge. The return flow must be in such a way as to facilitate the mixing of the returning fuel with the fuel in the tank. If the tank is lower than the filter, then the return pipe must always be submerged. The pipes and union fittings of the fuel line must withstand a fuel oil flow rate of 160 l/h at a temperature of 90°C and a pressure of 3 bar (300 kPa) without noticeable deformation, wear or release of material. Metal tubes, preferably made of iron alloys, are rec-ommended, taking care to connect each individual segment to engine ground to avoid the accumulation of electrostatic charges and inserting a vibration damper elastic joint on each segment. The pipes used must be certified according to the relevant Countries’ rules or to the standards issued by clas-sification Bodies.

1. Return and suction flows from the tank - 2. Pre-filter - 3. Low pressure supply pump - 4. Return loop pressurization valve - 5. Inlet and outlet fittings from cylinder head - 6. Fuel filter - 7. Injector pump - 8. Fuel return line -

9. Cylinder head channel venting point - 10. Low pression injector feeding line

10

9

876

4

3

2

1

5

05_020_C


1

2

8

9

10

7

6

5

4

3

04_019_C

Fuel supply system scheme

Figure

1. EUI injector - 2. EUI pumper - 3. Rocker arm - 4. Actuating cam - 5. EUI solenoid valve - 6. Vent fitting on cylinder head - 7. Calibrated hole - 8 Vent fitting on pre-filter - 9. One-way valve - 10. Hand pump - 11. Fuel pre-filter - 12. One-way valve -

13. Fuel tank - 14. Gear pump assembly - 15. Fuel supply gear pump - 16. Pressure limiter valve (initial opening pressure 5 bar) - 17. One-way valve - 18. One-way valve - 19. Calibrated hole - 20. Pressure regulating valve (initial opening pressure 3.5 bar) -

21. Fuel filter - 22. Vent fitting on fuel filter support

Hydraulic connections

Figure

2

12111098

13

543

7

6

141516171819

20

21

22

1

80840

1. Outlet fitting from cylinder head - 2. Inlet fitting to cylinder head - 3. Pressure regolating valves location - 4. Outlet fitting for fuel outflow to the tank - 5. Inlet fitting from pre-filter - 6. Pre-filter - 7. Inlet pipe from the tank -

8. Outlet pipe to the tank - 9. Low pressure feed pump - 10. Fuel filter.


8. ELECTRICAL EQUIPMENT

Figure 10

The electrical equipment of the engine comprises a series of components provided separately from the engine to enablean easy and diversified installation, according to the Yard’sdesign choices.The need to make accessible, at sea or under-way, the controls to the electrical components and to theconnector for diagnostics contained in the relay box may be met through different installation arrangements.

Along with the coupling of all connectors provided in thewire harnesses, completing the installation also requires theconnecting wire harness (9) for the sensor for the presenceof water in the fuel (8), to complete the power line and toconnect the accumulator to the engine wire harness.

1. Indicator and control panel - 2. Engine wiring - 3. Electronic Central Unit - 4. M Connector - 5. Relay box - 6. JF and JF1 connectors - 7. Sedimenting pre-filter - 8. Sensor for the presence of water in the fuel -

9.Wiring harness to be manufactured by the yard -10. Power supply and interface wire harness - 11. JG Connector - 12. JE Connector - 13. JA Connection - 14. JB Connection - 15. Power line for electric starter motor and alternator.

4

321

15

13

12

11 7

6

8

9

10

5

14

05_120_C


Synoptic

The wire harnesses provided with the engine include the connectors for all optional components which may ordered and their connections to the JB connector for the indication and control panel.

Figure 11

1. Connector for instrument panel connection wire harness - 2. Engine wire harness - 3. Connector for pre-lubricating system - 4. Connector for certified installations by classification Bodies - 5. Interface wire harness - 6. Power line.

1 5 631 2 5 63 4

INDICATIONS ANDALARMS SENSORS

INDICATIONS AND ALARMS SENSORS

THROTTLE POSITION SENSOR

EDC COMPONENTS

EUI SOLENOID VALVES

ALTERNATOR

ELECTRIC STARTER MOTOR

BATTERYRELAY BOX

EDC

GEAR BOX

06_008_C


Wire harness

Figure 12

Engine wire harness Interface wire harness

05_116_C

JA

PAECM PO

A E

DC

B E

DC

JB

JA

U

V

VW

W

– B

AT

T

JEJF1

JF

E

JG

S

S

F

TT

I

VI

VI

SI

SI

WI

WI

B

XX

K

KO

Z

MM

AC

H

GG

GG

GH

J

+ B

AT

T

*

K. A

ir fil

ter

clog

ging

sen

sor

(for

alar

m)

- M

. Sen

sor

for

dete

ctin

g th

e pr

esen

ce o

f w

ater

in t

he f

uel p

re-fi

lter

(for

alar

m)

- O

. Exh

aust

gas

tem

pera

ture

sen

sor

(for

gaug

e) -

S.

Oil

tem

pera

ture

sen

sor

(for

gaug

e) -

T.

Coo

lant

tem

pera

ture

sen

sor

(for

gaug

e) -

U.

Clo

gged

oil

filte

r se

nsor

(fo

r al

arm

) -

V. O

il pr

essu

re s

enso

r (fo

r ga

uge)

-

W.

Low

oil

pres

sure

sen

sor

(for

alar

m)

- X

. C

logg

ed b

low

-by

filte

r se

nsor

(fo

r al

arm

) -

Z.

Clo

gged

fue

l fil

ter

sens

or (

for

alar

m)

- EC

. Sw

itchi

ng s

olen

oid

valv

e fo

r oi

l ch

arge

/disc

harg

e -

GG

. Alte

rnat

or -

GH

. Pr

e-he

atin

g po

wer

rel

ay -

JB.

Ins

trum

ent

pane

l co

nnec

tion

wire

har

ness

- J

E. A

larm

s co

ntro

l un

it (fo

r C

ertif

icat

ion

Bodi

es)

- JF,

JF1.

R

elay

bo

x -

JG.

Pre-

lubr

icat

ion

cont

rol

unit

- M

M.

Elec

tric

st

arte

r m

otor

-

PA. T

hrot

tle

posit

ion

sens

or

- PO

. Pr

e-lu

bric

atio

n el

ectr

ical

pu

mp

- SI

. Gea

r bo

x oi

l te

mpe

ratu

re s

enso

r -

VI.

Hig

h ge

ar b

ox o

il pr

essu

re s

enso

r (2

5 ba

r) -

WI.

Low

gea

r bo

x oi

l pr

essu

re s

enso

r (7

bar

) -

* Se

nsor

H w

iring

har

ness

.

A. F

uel t

empe

ratu

re s

enso

r fo

r ED

C -

B. D

rive

shaf

t se

nsor

for

EDC

- C

. Cam

shaf

t se

nsor

-

E. E

UI s

olen

oid

valv

es - F

. Eng

ine

cool

ant t

empe

ratu

re se

nsor

for E

DC

- H. C

ombu

stio

n ai

r pre

ssur

e/

tem

pera

ture

sens

or fo

r ED

C - I

. Hig

h co

olan

t tem

pera

ture

- J. L

ow co

olan

t lev

el se

nsor

(for

alar

m) -


Power supply line

1. Electric starter motor - 2. Engine wire harness - 3. Batteries - 4. Alternator.

The connection of the +B terminal of the alternator to the positive +30 terminal of the electric starter motor must 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 con-nection between the engine ground and the negative pole of the battery must be achieved according to the guidelines provided in the Engine electrical ground paragraph.

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.

Supplementary services batteryTo assure that the engine can be started with a sufficient quantity of energy, it is advisable to provide for the instal-lation of a supplementary battery, dedicated to supplying power to the on-board electrical services. The power line to recharge it may be constructed according to the indications provided in Chapter 20.

If one engine is installed

The battery used for services may be recharged interposing on the power supply line a relay actuated by the recharge signal of the alternator’s electronic regulator (L).

If two engines are installed

The presence of two generators allows to keep the recharg-ing functions separated: the generator (G1) recharges the battery (AC1) dedicated to starting both engines and pow-ering both electrical/electronic control circuits, whilst the generator (G2) recharges the battery (AC2) used to power the services. In two-engine applications, it is essential to connect the engine grounds to a common potential; the solution pro-posed in Chapter 20 fully complies with this need, assuring the full functionality and independence of the two circuits.

M

50 IGS+B30 L

4

2

31 05_040_C

Figure 1

Equipment power supply


Engine electrical ground

1. Point of connection of the engine electrical ground.

The connection of the engine electrical ground is achieved by connecting with a cable of at least 95 mm2 cross section to the negative pole of the battery to the tightening point of the electric starter motor as shown in Figure 14.To anchor the grounding terminal to the engine, proceed as follows:

o completely remove the paint from both parts constitut-ing the connection, using mechanical means or suitable chemical product;if the anchoring operation is to take place on superficially treated parts, completely remove the anaphoretic paint with mechanical means, obtaining a smooth support surface;

o apply a uniform layer of BH44D paint (IVECO standard 18-1705) with a brush or spray gun;

o join the parts constituting the grounding note within 5 minutes from the time the paint was applied.

Figure 1

Battery recharging

This is accomplished through the power supply line of the electric starter motor and connection to the +B of the alternator. The electronic regulator of the alternator that equips the engine allows an effective control over the battery recharging operation.If, due to installation requirements, the batteries need to be positioned at a distance from the engine, we recommend increasing the cross section of the power line conductors and verifying recharging effectiveness by measuring voltage across the battery poles.

For the best control of the battery recharge cabling the line relating to the S terminal of the alternator directly to the positive pole terminal of the battery (see figure 15B).

IGS+B L

05_039_C

Connect to positive pole terminal of the starter motor

B+

SIGL

81790

Connect to positive pole terminal of the batteries

Connect to positive pole terminal of the starter motor

B+

IG

SL

05_038_C

Figure 1B

Figure 1A

1 04_038_C


Connections of the central electronic unit (ECU) EDC MS 6.2

A. Engine component wiring connectorB.Vessel side wiring connector

The connection of the central electronic unit, ECU, to the EDC system, takes place by means of two 35 way connectors mechanically polarized in the latching system to prevent switching. The presence of the two connectors provides for a subdivision of the wiring harnesses to distribute the large quantity of conductors and at the same favor a more rapid identification of the lines during testing operations conducted by technical assistance personnel.

Relay Box

1. Bridge or engine room engine control selector - 2. Start and stop push button - 3. Manual accelerator throttle control in

engine room - 4. PTO ON / PTO OFF selector - 5. EDC fault indicator and blink code LED - 6. Blink code emission request

push-button - 7. Connector for external diagnostic tool.

This shall be installed and anchored in such a way as to dampen the vibrations and stresses occurring when under-way, and they shall be accessible during servicing operations and when underway. The electrical commands positioned on the panel allow to control engine starting and stopping (2) directly from the engine room, while excluding any possibil-ity that anyone may involuntarily start the engine from the bridge (1), during servicing operations. Engine rpm control could be obtained directly from engine room by the push-button (3) after positioning the switch (4) ON. Among the controls present on the panel are also the push-button (6) and the “blink code” light indicator (5), useful to obtain, also while underway, indications that will lead to identify failures or improper engine operating conditions (see Chapter 20).On the relay box is located the multipolar connector (7), protected by a screw-on lid, for connection with the com-puterized diagnostic tools prescribed by IVECO MOTORS (see Chapter 20).Inside the box, anchored to a printed circuit board, are present the power management relays of some components and the elements that protect the electrical lines against short circuits or excessive current absorption. These com-ponents perform a similar function to that of fuses, almost totally avoiding the need to restore the electrical continuity of circuits subjected to an anomaly condition. These compo-nents are able to limit and eliminate short circuit currents without melting, restoring their own and the circuit’s electri-cal continuity, once the cause of the anomaly is removed.

Figure 16Figure 1

A B 80852

ENGINEROOM

ENGINESTOP PTO –

PTOON

BRIDGE ENGINESTART

PTO + PTOOFF

CHECK

61 2 3 4 5 7

04_002_C

INSTALLATION DIRECTIVEMAY 2006 21C13 ENS M33C13 ENT M50

Throttle lever position sensor

After testing the working condition of the linkage, adjust the run of the servo components (see Chapter 18).

o With the throttle at idle setting, the potentiometer rod has to be in the resting position;

o With the throttle at the stop, the potentiometer rod has to be in the position of maximum run out.

05_078_C

Figure 1A

Water presence in the pre-filter sensor

1. Pre - filter - 2. Conductor to be connected with the negative battery terminal - 3. Sensor to detect water in the fuel.

CAUTION

In order to enable the proper working of the sensor to detect water in the fuel, it is necessary that the pre-filter support is connected electrically to the negative battery terminal.

In the engine models which use parts with insulated poles it is necessary to electrically insulate the pre-filter support from the boat mass and then connect the support with the negative battery terminal.

Figure 1B

05_018_V

2

1

3


Installation of the IVECO MOTORS onboard panel with analog indicators entails connecting the panel’s JC connec-tor to the JB connector on engine wire harness, interposing the appropriate extension wire harness available in 3, 5 and 7 meter-long versions. The JC-JB wire harness comprises 47 lines, each connected to the terminal identified on both con-nectors by the same number.

To the main panel is connected the JE connector, provided for connection to the secondary panel; in installations with no secondary panel, do not remove the cap of the JE con-nector to avoid compromising the electrical continuity of the systems’ power supply circuit.To allow the work of the fuel filter clogging alarm, in the indication alarm module, it has to disconnect the connector (12) fitted close to JC.

Figure 1

9. MAIN ANALOG INSTRUMENT PANEL

1. Coolant temperature gauge (TA) - 2. Revolution counter and hour counter (CG) - 3.Voltmeter (V) - 4. Buzzer (SA) - 5. Indication and alarm module (MS) - 6. Engine oil pressure gauge (MO) - 7. Connector for secondary instrument panel (JE)- 8. On board panel

instrument light switch (L) - 9. Engine start/stop key switch (CA) -10. Engine stop push-button (usable only with electric harness versions with excitation engine stop) - 11. Sound alarm inhibition push-button (P1) -12. SIFC Alarm abilitation connector -

13. Connector for main panel wiring (JC) - 14. Cap with electrical continuity connection.

04_020_C

HOURS

F

electronicRPMx100

C

V

bar

1

13

2

3 4 5

6

711 10 9 8

12

14


Synoptic of the connections of the analog panels

Figure 1

CONNECTORS OF THE EXTENSION WIRE HARNESS JB - JC, SEEN FROM THE COUPLING SIDE

Figure 20

The JC-JB wire harness comprises 47 lines, each connected to the terminal identified on both connectors by the same number.

To identify the functions served by the individual lines, refer to the electrical diagrams in Chapter 24.

1. JB-JC Extension wire harness - 2. JE-JH Extension wire harness.

JB JA

JF

B

EDC

JF1

A

JH JHJEJE

JC

JC

1

2

ENGINEEQUIPMENT

MAIN INSTRUMENT

PANEL

SECONDARYINSTRUMENT

PANEL

BATTERY04_021_C

JC JB

32

47

18

28

4517

29

4416

42

43

31

46

30

711

12

24

38

1

5

6

131415

4

402627

41

25 39

21

22

36

34

8919

203335

23

37

23

10

24

12

40

39

22

38

3723

36

441613

14

41

26

25

27

15

2842

43

111 4

10 237

5

176

18

35

219

20

19

338 32

3447

2945

30

31

46

04_250_N


Indications and Alarms Module

1. Engine overspeed (SSV) - 2. Presence of water in the fuel pre-filter (SAC) - 3. Low coolant level (SBLA) - 4. Alternator

anomaly (SS) - 5. Clogged oil filter (SIFO)- 6. Clogged blow-by filter (SIFB) - 7. Pre-lubrication in progress (SP) - 8. Clogged

air filter (SIFA) - 9. Clogged fuel filter (SIFC)- 10. High coolant temperature (SATA) - 11. Low oil pressure (SBPO) - 12. Pre/

post heating (SCP) - 13. EDC Malfunction (EDC).

The Indications and Alarm Module comprises the indicator lights and the electronic alarm interface, timing and stor-age circuit. It is programmed in such a way that when it is powered, all indicator lights are lighted, with the exception of those for “pre-lubrication”, “pre-post heating” and “EDC” failure and a sound signal is emitted by the buzzer.The buzzer may be silenced before the end of the test, acting on the appropriate control.During the starting phase and for the subsequent 15 sec-onds, needed to stabilize the low oil pressure signal, all the module’s functions are inhibited; once this time interval has elapsed, every alarm state detected by the sensors will cause the associated indicator to be lighted and the buzzer to be powered; the exceptions are the “pre-lubrication” and “pre-post heating” indicators, given only visually.When a new alarm state is detected, the indicator light will flash to highlight the occurrence with respect to any others which may be ongoing at the time. When the sound alarm is shut off, the light indicator will remain lighted and the alarm will be stored until the engine is stopped.

The standard set-up of the C13 ENT M50 provides for use of the indicators: SBLA, SIFA, SIFC, SIFO, EDC, SS.

InstallationIn order to drill holes on the area where the panel is to be mounted, refer to the dimensions indicated in Chapter 11.

Operation of the panelAfter completing the electrical connections and engine preparation, perform the tests required for the first start, as described in Chapter 18.Verify the proper operation of the panel, proceeding as fol-lows:

o Make sure that the “ENGINE ROOM / BRIDGE” switch of the Relay Box is in the “BRIDGE” position, then turn the key switch to the first position and verify that the instruments are powered and the Indications and Alarms Module runs the alarm test for about 5 seconds according to the procedures set out below.

o Once the test is complete, only the indications prescribed for the engine not running must remain lighted: e.g. “alternator charge” and “low oil pressure”; the analog instruments must provide values consistent with the relevant physical parameters.

Testing the engine start functionTurn the key switch to the second position and keep it in it until the engine has started, then release the switch, which will stably return to the first position; after releasing the key, the switch may be brought back to the starting position only after the switch is returned to the resting or zero position.

Checking indicationsAfter starting the engine, verify whether the operating modes of the Indications and Alarms Module are similar to those set out below.Using appropriate measuring instruments, verify the consist-ency of the indications provided by the analog instruments.Verify the indication of the panel revolution counter, compar-ing it with the one measured by a reference instrument; if the indication is different, proceed as described below.

Testing the engine stop functionThe engine is stopped and the panel is disabled by returning the key switch to the resting or zero position.The panel has an engine stop push-button whose function is only enabled in versions where the engine stops as a result of the excitation of an actuator, i.e. engine versions requiring certification by Certification Bodies.

Figure 21

2

4

8

131

3

5

6

9

12

10

11

7

04_234_N


Revolution-counter calibration

1. Adjustment screw - 2. Panel lighting lamp.

Verify the indication of the panel revolution counter by comparing it with the one measured with a reference instrument; if it differs, operate the adjustment screw (1), located in the rear part of the revolution counter, until consistency is achieved; repeat the operation for different engine rpms.

MaintenanceShould it become necessary to replace a panel light, remove the lamp holder from the rear part of the instrument (see Figure 22A).

Figure 22A

Revolution-counter calibration

1. Calibration increasing button - 2.Calibration decreasing button.

Verify the indication of the panel revolution counter by com-paring it with the one measured with a reference instrument; if it differs, press the button 1 and 2 situated on the rear of the tachometer, until consistency is achieved; repeat the operation for different engine rpms.

MaintenanceThe board is illuminated by not-replaceable internal LEDs.

Figure 22B

06_113_V

1 2

2

1

04_255_N


The connection is achieved by removing the cap on the JE connector of the main panel, and connecting the JE connec-tor to the JH connector on the secondary panel, interposing the extension wire harness, available in 3, 5 and 7 meter-long versions (see Fig. 19). The JE-JH wire harness comprises 12 lines, each connected to the terminal identified on both con-nectors by the same number (see fig. 24).

CONNECTORS OF THE JE-JH EXTENSION WIRE HARNESS, SEEN FROM THE COUPLING SIDE


Operation of the secondary panelAfter completing the electrical connection to the main panel and engine preparation, and performing the tests required for the first start (as described in Chapter 18), verify the proper operation of the panel, proceeding as follows:

o Make sure that the “ENGINE ROOM / BRIDGE” switch of the Relay Box is in the “BRIDGE” position, then turn the key switch to the first position, thus enabling the operation of both panels.

o Carry out the same tests for the secondary panel as were carried out for the main panel.

o Disable the secondary panel by bringing the key switch on the main panel to the resting or zero position.

Testing the engine start and stop function.With the panel enabled, press the green push-button until the engine starts, then release it; wait for engine rpm to sta-bilize before stopping it by pressing the red push-button.The starting and stopping operations can be performed sev-eral times and consecutively from the secondary panel

Checking indicationsProceed in the same way as for the main panel.

10. SECONDARY ANALOG INSTRUMENT PANEL

Figure 2

Figure 2

1.Connector for secondary panel wire harness (JH) - 2. Engine start push-button (CS) - 3. Revolution-counter (CG) - 4. Buzzer (SA) - 5. Indications and alarms module (MS) - 6. Engine stop push-button (AS) -

7. Sound alarm inhibition push-button (P1).

1 6 6 1

7 12 12 7

electronicRPMx100

04_240_N

04_251_N


11. DRILLING PLANS FOR ANALOG PANELS

Figure 2

Figure 26

Dimension in millimeters.

= =

225

285

264

Ø4

Ø4 Ø4

Ø4

==

140

200

2626

44

26 4

MAIN PANEL

04_022_C

= =

180

240

282

==

80 140

2828

28

Ø4

Ø4Ø4

Ø4

22

SECONDARY PANEL

04_023_C


Installing the panel provided with digital displays requires connecting the JH-D connector of the panel to the JE con-nector of the interface wire harness, itself connected to the “Converter Module”, interposing the JE extension wire har-ness, available in 3, 5 and 7 meter-long versions (Figure 24).

To the main panel is connected the JE connector, set for connection to the secondary panel; in installations lacking the secondary panel, do not remove the cap of the JE connector in order not to compromise the electrical continuity of the system power supply circuit.

Figure 2

12. MAIN DIGITAL INSTRUMENT PANEL

1. Engine coolant temperature indicator - 2. Lubrication loop pressure indicator - 3. Service and alarm indicators - 4. Revolution counter - 5. Supercharger air pressure indicator - 6. Voltmeter - 7. Engine start/stop key switch - 8. JE connector for secondary panel - 9. Cap with electrical continuity connection - 10. Accessory function programming push-button - 11. Push-button for selecting accessory information - 12. Digital display - 13. Push-button for zeroing the “programmed maintenance” indication -

14. Sound alarm inhibition push-botton - 15. JH connector for panel wiring - 16. Buzzer.

RPMX100

C

40

50

0

120 5

90

BAR

10

10

2

+–

815

20

h

RPM– + V

35 MIN

30

0

MAX

BAR

3

251 2

ROG.P

1

15

16

2 5

6

7

8

3 34

9

14 13 12 11 10

04_256_N


1. Interface wire harness for converter module - 2. JE-JH extension wire harness.

Synoptic of digital panel connections

Figure 2

JB JA

JF

B

JF1

JD

A

JAJHJEJE

JH

JH

JE

JE JE1

JO

ENGINEEQUIPMENT

MAIN INSTRUMENT

PANEL

EDC

RELAY BOX

BATTERY

SECONDARYINSTRUMENT

PANEL

CAN - BUSCONVERTER

MODULE

1

2

The JE1 connector provides connection to a second main onboard panel. Its installation is subject to IVECO MOTORS approval.

04_024_C


Can-bus converter module

REAR VIEW OF THE MODULE WITH JO CONNECTOR

The presence of the “Converter Module” is necessary to translate the information of some sensor, provided in analog form, into information suited to be decoded by the digital converters of the panel.The interface wire harness is set up to connect the main panel (JE) from which the secondary panel is to be branched off, and it is provided with a branch (JD) for connecting an electronic engine rpm managing system or an electronic throttle.

The JE1 connector is branched from the interface cable. The connector provides connection to an optional second main onboard panel. Its installation is subject to IVECO MOTORS approval (see figure 28).

JO CONNECTOR

VIEW OF THE WIRE HARNESS TERMINAL, COUPLING SIDE

Figure 2

Figure 0

Functions of the JO terminals

1 Gear box oil pressure signal

2 CAN L

3 CAN H

4 Power supply positive (+ B)

5 Power supply positive (+ B)

6 Battery positive with key in ON position

7 Battery positive with key in ON position

8 Power supply negative (ground)

9 Optional output

10 Engine rpm signal

11 Pre-lubrication signal

12 Not connected

13 Exhaust gas temperature signal (-)

14 Exhaust gas temperature signal (+)

15 Gear box oil temperature signal

16 Engine oil temperature signal

17 Engine oil pressure signal

18 Air filter clogging signal 2


20 Not connected

21 Alternator anomaly signal

22 Pre-heating signal

23 EDC failure signal

24 Low coolant level signal

25 Exhaust gas temperature signal (-)

26 Exhaust gas temperature signal (+)

27 External throttle input signal

28 Coolant temperature signal

29 Air filter clogging signal 1

30 Not connected


32 Not connected

33 Runaway engine signal

34 Water in fuel signal

35 Oil filter clogging signal

36 Fuel filter clogging signal

04_218_N

04_259_N


Connector JD

The JD connector enables to use an electronic engine rpm management instead of the system provided on the engine.If this solution is used, the throttle position sensor, situated on the engine, will remain electrically connected but not used and the EDC Central Unit will manage engine rpm according to the voltage signal applied to the terminals of the JD connector.In case of a fault in the electronic throttling system, the engine rpm may be managed in emergency condition, mechanically operating the sensor lever positioned on the engine.The connection requires a METRI PACK 150 four-way con-nector with male terminals.

Figure 1

PIN 1 PIN 404_263_N

NOTE: The voltage values for the rotation of the motor must be between 0.2 and 4.8 V. Values below 0.2 V or above 4.8 V generate the recognition of a fault and consequent deactivation of the function.

PIN Wire code (U) Voltage Interpreted function Imax

1 7731 +B with key in ON position Electronic throttle enabling 0,5 A

2 0000 0 V - (Ground) Common reference terminal -

3 5584

0 to 0,2 V Poor value. EDC recognises a fault -

0,2 to 0,5 V Accelerator at minimum level

0,5 to 4,5 V Accelerator min. to max., U function -

4,5 to 4,8 V Accelerator at maximum level -

4,8 to 5 V Excessive value. EDC recognises a fault

4 5551 Ground, with engine in overspeed Overspeed engine indication 0,1 A


Programming accessory functionsThe following programming operations are required when the panel is first operated:

o The hours of the maintenance interval relevant to the characteristics of the engine in use.

o The maximum quantity of introduction, necessary to compute fuel consumption.

With reference to Figure 27, proceed as follows:

o Holding down the “Programming” (10) and “Slide-down selection” (11) push-buttons, positioned on the panel, turn the key switch to the first position and wait for the display to show the value of the maintenance interval set previously (e.g., 200 hours).

o Release the push-buttons and set the hours of the time interval, indicated for oil replacement, provided on the operation and maintenance manual; the operation is completed by repeatedly pressing the “Slide-down Selection” push-button (11) until the number that is selected and highlighted by flashing is correctly set, then operating the “Programming” push-button (10) to select the number to set.

o Press and hold the “Programming” push-button (10) until the display shows the maximum introduction value, set by default to the value 10 mg/strk, then release it.

o Set the number for engine calibration, obtaining it from the table that follows, proceeding as described in item 2.

o Press and hold the “Programming” push-button (10) until the display shows the engine rpm indication.

If programming operations were not performed correctly, the display will show the indication “Err.P”; check whether the electrical connections of the main panel and of the converter module were performed correctly, then repeat the procedure.

C1 ENS M

Maximum power calibration [HP]

Fuel introduction[mg/strk]

330 -

300 -

C1 ENT M0

Maximum power calibration [HP]

Fuel introduction [mg/strk]

500 299

520 299


Operation of the panelAfter completing the electrical connections and engine preparation, perform the tests required for the first start, as described in Chapter 18.Verify the proper operation of the panel, proceeding as fol-lows:

o Make sure that the “ENGINE ROOM / BRIDGE” switch of the Relay Box is in the “BRIDGE” position, then turn the key switch to the first position and verify that the instruments are powered and the Indications and Alarms Module runs the alarm test for about 5 seconds. During this phase, all indicator lights must be lighted, with the exception of those for “pre-lubrication”, “pre-post heating” and “EDC failure”. A sound signal must be emitted by the buzzer ; it may be silenced before the end of the test, pressing the push-button on the panel.

o Once the test is complete, only the indications pre-scribed for the engine stopped must remain lighted: e.g. “alternator charge” and “low oil pressure”; the analog instruments must provide values consistent with the respective physical parameters.

Testing the engine start functionTurn the key switch to the second position and keep it in it until the engine has started, then release the switch, which will stably return to the first position; after releasing the key, the switch may be brought back to the starting position only after the switch is returned to the resting or zero position.

Checking indicationsAfter starting the engine, verify whether the operating modes of the Indications and Alarms Module are similar to those set out above.Using appropriate measuring instruments, verify the consist-ency of the indications provided by the analog instruments.

Testing the engine stop functionThe engine is stopped and the panel is disabled by returning the key switch to the resting or zero position.The panel has an engine stop push-button whose function is only enabled in versions where the engine stops as a result of the excitation of an actuator, i.e. engine versions requiring certification by Certification Bodies.


Symbology key

Clogged air filter

Expired programmed main-tenance interval

Clogged oil filter

Pre-lubrication in progress

Pre-post heating

Clogged fuel filter

Presence of water in the fuel filter

Clogged blow-by filter

Alternator fault

Low oil pressure

High coolant temperature

Runaway engine

Low engine coolant leve

EDC fault

04_264_N


Figure 2

RPMX100

C

40

50

0

120 5

90

BAR

10

10

2

+–

815

20

h

RPM– + V

35 MIN

30

0

MAX

BAR

3

251 2

START STOP

5

6

7

8

1

11

10

2

3 3

12

4

9

The secondary panel is branched to the main panel. Remove the cap from the main panel JE connector and connect the JE connector to the JA connector on the secondary panel, placing the special extension JE-JH cable, available 3.5 and 7 meters long (see figure 24). IVECO MOTORS standard supply is provided for the installation of the main and sec-ondary board and their simultaneous use with no operation limitations.


Operation of the secondary panelAfter completing the electrical connection to the main panel and engine preparation, and performing the tests required for the first start (as described in Chapter 18), verify the proper operation of the panel, proceeding as follows:

o Make sure that the “ENGINE ROOM / BRIDGE” switch of the Relay Box is in the “BRIDGE” position, then turn the key switch to the first position, thus enabling the operation of the main and secondary panels.

o Carry out the same tests for the secondary panel as were carried out for the main panel.

o Disable the secondary panel by bringing the key switch on the main panel to the resting or zero position.

Testing the engine start and stop function.With the panel enabled, press the green push-button until the engine starts, then release it; wait for engine rpm to sta-bilize before stopping it by pressing the red push-button.The starting and stopping operations can be performed sev-eral times and consecutively from the secondary panel.

Checking indicationsProceed in the same way as for the main panel.

1. Engine coolant temperature indicator - 2. Lubrication loop pressure indicator - 3. Service and alarm indicators - 4. Revolution counter - 5. Supercharger air pressure indicator - 6. Voltmeter - 7. Push-button for selecting accessory information -

8. Engine stop push-button - 9. Digital display - 10. JA connector for panel wire harness - 11. Engine start push-button. 12. Sound alarm inhibition push button.

13. SECONDARY DIGITAL INSTRUMENT PANEL

04_257_N


Figure

= =

==

16

16

244

276

159

191

Ø7

Ø7Ø7

Ø7

MAIN PANELAND SECONDARY PANEL

Dimensions in millimeters

14. DRILLING PLAN FOR DIGITAL PANELS

04_025_C


15. CUSTOMIZED INSTRUMENT PANEL

Using only the components of the panel that are not wired to allow for panel customization, they will have to be wired using the 10 meter long wire harness, set up at one end for coupling to the JB connector and at the opposite end with conductors with free terminals with identifying numbering on each wire. The conductors will have to be connected to the individual components as indicated in the electrical and wiring diagrams in Chapter 24.

CAUTION

To assure the functionality of the safeties pertaining to the engine start/stop commands from the instrument panel or engine room, it is mandatory to wire the key switch strictly as shown in the electrical diagrams in Chapter 2.

The wiring details of the indications and alarms modulealone are provided below; indications for IVECO MOTORSindicator instruments, are shown in the related wiring dia-grams in Chapter 24.

JD Connector for indications and alarms module

VIEW FROM THE INTEGRATED SIDE IN THE REAR PART OF THE MODULE

Figure

VIEW FROM THE TERMINAL SIDE OF THE COUPLING SIDE WIRING

connector TRIDENT / ITT CANNON part TST 24PA00

terminal female part 192990-0050

lid rear part TST24AH0

JD connects the indications and alarms module to the elec-trical system of the engine (sensors, power supply, etc.).The terminal part of the wire harness, supplied with the module, must be completed using female terminals, as described in the electrical diagram of Chapter 24.For standard-equipped engines, to have the essential indica-tions available, the following ways must be wired: 1, 2, 3, 7, 8, 9, 10, 11, 13, 14, 15, 16 with the female terminals supplied as standard equipment.

Figure

13

9

5

1

14 15 16

10 11 12

6

24

7 8

3

21 22 23 24

17 18 19 20

04_241_N

1234

568 7

10 912 11

131416 15

171820 19

212224 23

05_034_C


Functions of the JD terminals

PIN Description Electric level OFF Indication ON Indication

1 Module power supply Positive (+B)

2 EDC lamp power supply Power supply positive (+B)

3 EDC Fault indication High (+B) Low (ground)

4 Pre-heating light power supply Power supply positive (+B)

5 Pre-heating indication High (+B) Low (ground)

6 Pre-lubrication indication Open circuit High (+B)

7 Engine start Power supply positive (+B) while starting

8 Buzzer inhibition Negative (ground) during the request

9 Module power supply Negative (ground)

10 Sound alarm power supply Negative (ground) during the emission of sound

11 Clogged oil filter indication Open circuit Low (ground)

12 Clogged oil vapor filter indication Open circuit Low (ground)

13 Clogged air filter indication Open circuit Low (ground)

14 Clogged fuel filter indication Low (ground) Open circuit

15 Alternator fault indication High (+B) Low (1 to 3 V)

16 Low engine coolant level indication Open circuit Low (ground)

17 High coolant temperature indication Open circuit Low (ground)

18 Low engine oil pressure indication Open circuit Low (ground)

19 Presence of water in fuel indication Open circuit Low (ground)

20 Overloaded or runaway engine indication Open circuit High (+B)

21 Not connected -

22 Not connected -

23 Reception of data from main panel NMEA communication protocol (0 to 5 V)

24 Transmission of data to secondary panel NMEA communication protocol (0 to 5 V)

CAUTION

To assure the utmost reliability and safety while underway, all installations must be provided with the following alarm indications:(EDC) EDC failure(SATA) high coolant temperature (SBPO) low oil pressureIt is also recommended that the following indications be present:(SAC) presence of water in the fuel pre-filter (SIFA) clogged air filter(SS) alternator fault


16. SENSORS FOR DETECTION AND PANEL SIGNALING

Coolant temperature sensor

Resistor with negative temperature coefficient, providing the signal for analog temperature indication.

Operating voltage from 6V to 24 V

Calibration range from 0°C to 120°C

Resistance value at 90°C 51.2 ± 4.3 Ω

Poles isolated

High coolant temperature sensor

Switching coolant temperature sensor, providing the signal for the related indicator.

Operating voltage: from 6 to 24 V

Condition at ambient temperature normally open

Closing temperature: 100 ± 3 °C

Electrical poles isolated

Oil pressure sensor

Rheostat component providing the signal for the analog indication of pressure.


Calibration range from 0 bar to 10 bar

Resistance value at 0 bar 10 Ω +3/-5 Ω

Resistance value at 2 bar 52 ± 4 Ω



Maximum value of resistance 184 Ω

Operating temperature from - 25°C to 100°C

Poles isolated

Low oil pressure sensor

Pressure switch, providing the signal for the related indicator.


Condition at ambient pressure normally closed

Calibration range 0.5 - 0.8 bar

Closing pressure: 0.5 bar

Opening pressure: 0.8 bar

Maximum current 15 A (not inductive)


Figure 6

Figure

Figure

Figure

04_026_C

04_027_C

04_028_C

04_237_N


Fuel filter clogging sensor

Figure 2

Pressure switch, providing the signal for the related indica-tor.



Opening pressure: 1.5 ± 0.1 bar

Maximum current 0,1 A (not inductive)


Exhaust gas temperature sensor

NiCr-Ni thermocouple sensor with insulated poles, pro-viding the signal for the analog indication of exhaust gas temperature.

Temperature Voltage

°C mV

100 4.10

200 8.13

300 12.21

400 16.40

500 20.65

600 24.91

700 29.14

800 33.30

900 37.36

Air filter clogging sensor

Vacuum switch, providing the signal for the clogged air filter alarm indicator.


Condition at ambient pressure normally open

Closing vacuum: ≥ -52 mbar

Operating temperature: -20 / +80 °C

Maximum current 0.1 A (not inductive)


Oil filter clogging sensor

Differential pressure switch, providing the signal for the related indicator when pressure difference between inlet / outlet oil filter is more then a limit value.



Closing pressure: 2.4 ± 0.3 bar

Opening pressure: 1.8 ± 0.3 bar

Maximum current 3 A (not inductive)


Figure 0

Figure 1

Figure

04_029_C

04_030_C

04_260_N

04_238_N


CAUTION

In order to enable the proper working of the sensor to detect water in the fuel, it is necessary that the pre-filter support is connected electrically to the negative battery terminal.

In the engine models which use parts with insulated poles it is necessary to electrically insulate the pre-filter support from the boat mass and then connect the support with the negative battery terminal.

Low level coolant sensor

Figure 6

The sensor detect the presence of coolant and is provided with the control and amplification electronic circuit; it provid-ing the signal for the alarm for low level coolant.

Operating voltage from 12 to 24 V

Condition for high level open

Maximum current 0.1 A not inductive

Sensor to detect the presence of water in fuel

Fuel resistivity sensor, integrated with the control and ampli-fication electronic circuit, providing the signal for the indica-torof the presence of water in the fuel.


Condition in the absence of water open circuit

Closed condition resistance of the liquid ≤ 1 MΩ

Operating temperature from -20 °C to +80 °C

Connections of the sensor detecting the presence of water in fuel

1. M Connector of the engine wire harness -2. Sensor detecting the presence of water in the fuel -

3.Wiring harness (outfitter’s responsibility).

The three pole connection between the sensor for detect-ing the presence of water in the fuel and the engine wire harness must be produced by the outfitter according to the position of the fuel pre-filter in the boat.Connection to the engine wire harness requires a METRI-PACK150 three-pole connector with three male terminals;connection to the sensor requires a JUNIOR TIMER threep-ole connector with three female terminals

Figure

Figure

04_031_C

3

1

2

04_032_C

04_033_C


17. PREPARING THE ENGINE FOR FIRST START-UP

18. TESTS BEFORE THE FIRST START-UP

1. Drain the residual 30/M protective oil from the sump.

2. Pour into the lubricating loop only lubricating oil of the type and in the quantities set out in the Refilling Table.

3. Drain the CFB protective liquid from the fuel loop, completing the operations as indicated under item 3. of Chapter 23

4. Remove the caps and/or seals from the engine intake, exhaust, aeration and venting ports, restoring normal conditions of use. Connect the inlet of the turbocharger to the air filter.

5. Connect the fuel loops to the boat tank, completing the operations set out in item 4. of Chapter 23 During filling operations, connect the pipe returning fuel to the tank to a collecting container, to prevent residues of CFB protective liquid from ending up into the boat tank.

6. Verify and refill engine coolant as prescribed.

7. In order to enable the see water pump priming it is necessary to input water into the forcing circuit. Remove the sacrifical anode (1 of figure 47), intro-duce 1.5 litres of water into the hole; reassemble the anode and tighten it as required.

WARNING If the engine is activated after a long time, it is necessary

to repeat the operations mentioned in item 7.

8. Remove from the engine the labels with the inscription “ENGINE WITHOUT OIL”.

Although they are extremely important, “common sense” checks such as the exposure of sensitive parts (plastics, wire harness, electronic units, etc. ...) to heat, and those that for years have characterized the quality of the work performed in the yard, are not mentioned herein.Tests of the proper operation of the engine and the com-ponents of the electronic control system may be performed rapidly and with the utmost reliability using specific diagnostic tools, available from IVECO MOTORS Technical Assistance Centers.

Fuel tank suctionVerify the fuel suction at the maximum allowed longitudinal and transverse inclination, with the residual quantity of fuel considered “RESERVE”, such as to cause the reserve indica-tor light to be permanently lighted.

Throttle lever position sensor

Figure

In the positions of minimum and maximum travel, verify the correlation between the position of the throttle control valve on the bridge and the position of the sensor rod, checking:

o that in the resting position the safety switch inside it is electrically open. Carry out the test with an ohmmeter between the points D and E of the potentiometer con-nector.

- Value read ∞ Ω = optimal adjustment;

- Value read 1 kΩ = a better mechanical adjustment of the resting position is required, to bring the value back to ∞ Ω.

o In the position of maximum acceleration, the rod of the sensor has reached the mechanical end stop.

Instruments and control panelVerify the efficiency of all light indicators, as described in the related Chapters.

04_080.N

Figure

1

80819


Before starting the engine, please make sure the sea water gate valve is open, check the levels of the lubricating oil and of the engine coolant, and complete venting the air from the fuel feed loop, acting on the hand pump of the pre-filter or with the aid of a dedicated electrical pump.The venting air points are fitted on the pre-filter supplied from IVECO MOTORS, after the main filter, on the cylinder head near the injectors solenoid valves connector. (see Fig-ure 49).Loosen the vent fitting on the pre-filter and operate the pump until only fuel without air flows out.Tighten the vent fitting and complete the purge operation on the vent fitting placed on the cylinder head during the initial start-up phases.

PURGE FITTING ON CYLINDER HEAD

CAUTION

Make sure that the fuel that flows out of the fitting dont coming in conctact with the auxiliaries drive belt and is not dispersed in the environment.

19. FIRST ENGINE START

Start-up procedures

The electrical equipment of this engine allows to start it from the “engine room” and from the “bridge”.

NOTE

A few moments after start-up, make sure sea water is cor-rectly drained from the relevant circuit.

Starting the engine from the bridge

This is allowed only if the Relay box switch (1) is in the “BRIDGE” position. Start the engine and let it run until the idling rpm has fully stabilized (see also the Chapters on the instrument panels)

Starting the engine from the “engine room”

Moving the Relay box switch (1) to the “ENGINE ROOM” position (which must absolutely not be done when the engine is running), regardless of the position of the key switch on the indicator and control panel, enables the use of the adjacent STOP - START push-button (2).It will thereby be possible to start and stop the engine with complete independence from the bridge controls.Moving the switch (1) back to the “BRIDGE” position, inhibits use of the “START-STOP” push-button positioned on the Box, allowing the engine to be started only from bridge controls.

RPM controlTo allow easily to control engine RPM from the “engine room”, a simultaneous acceleration/deceleration function (PTO+/PTO-), active only when the switch (1) is in the “ENGINE ROOM” position, and the switch (4) is in PTO ON position.

Acceleration (PTO +)

If, the engine is running, and PTO+ / PTO- push-button is held down in the “PTO+ position, then engine rpm are pro-gressively increased (50 rpm per second). The increase ends when the push-button is released, allowing the engine to run at the desired rpm.

Deceleration (PTO -)

If the engine is running, and PTO+ / PTO- push-button is held down in the “PTO-” position, a progressive reduction in rpm is obtained (50 rpm per second). The reduction ends

Figure

Figure 0

04_034_C

1 2 3 4

ENGINEROOM

BRIDGE

STOPENGINE

ENGINESTART

PTOONPTO-

PTO+ PTOOFF

CHECK

04_035_C


when the push-button is released, allowing the engine to run at the desired rpm.The rpm reached at that point is maintained until the ” engine is stopped. (function takes priority and always stops the engine) or switching the PTO ON / PTO OFF push-but-ton in the OFF position.

CAUTION

Never operate the “BRIDGE - ENGINE ROOM” switch when the engine is running.

Once the first start-up phase is complete, verify that:o There are no liquid leaks from the coolant loop pipeline

junction hoses.

o There are no exhaust gas leaks in the hull.

o In order to carry out the cooling system degassing, do as follows:

keep the engine at minimum rotation speed, slowly loosen screw (1) positioned on the coolant tank near the cap and the two screws (2) situated on the exhaust induction in order to facilitate the exit of possible air bubbles. When this operation is finished, tighten the screws as required, stop the engine and verify the level of the coolant liquid. Fill it up if necessary. Take care not to disperse the exiting liquid in the environ-ment.

o Complete the instrument panel operation tests as described in the related Chapters.

o Verify that the power supply voltage across the battery, after about 15 minutes with the engine running, is no less than about 26 V.

o Stop the engine and delete any “errors” which may have been stored in the injection system ECU during the stabilization phases. For the deletion procedure, refer to Chapter 20.

Figure 1

05_001_C

1 2


20. EDC ANOMALIES INDICATION

Error deletion procedure

A. Shut the engine down and keep the key switch in the “OFF” position for 15 seconds (after run).

B. Approach the relay box. Keeping the “CHECK” diag-nostic push-button (3), move the adjacent “BRIDGE - ENGINE ROOM” switch (1) to the “ENGINE ROOM”, wait for the luminous indicator (4) to switch off position, while keeping the diagnostic push-button pressed for 8 more seconds.

C. Release the push-button and move the “ENGINE ROOM” switch to the “BRIDGE” position

CAUTION

The mistake deleting procedure is intended to eliminate the information relating to the mistakes from the ECU memory, which happened during previous working periods. The mistakes will not be deleted unless the relating cause has been removed. Please remember that some anomalies can be detected by the ECU self-diagnosis only during a complete engine working cycle.

At the end of this procedure, the codes of any anomalies detected during the engine installation and first start-up operations will be deleted in the ECU. To make sure that no anomaly data remain stored in it, or that there are no other errors in the system, set the “BRIDGE - ENGINE ROOM” switch to the “ENGINE ROOM” position and verify that, when the diagnostic push-button is pressed, the blink code light (2) does not emit any code.

At the end of these operations, return the switch to the “BRIDGE” position

If the ECU signals the presence of errors or operating anom-alies, the installation will have to be reviewed to remove the cause of the error or anomaly.Indications for decoding the codes are provided in Chapter 21.

NOTE: The blink code diagnostic procedure provides indica-tions about current anomalies as well as past anomalies that are no longer present when the diagnosis is carried out; therefore, it is absolutely mandatory, at the end of every repair operation, to erase the error memory to prevent anomalies whose cause has already been removed from being signaled in the future.

Anomalies indicator light

The ECU continuously monitors, with complex self-testing routines, its own operating conditions as well as those of the components connected to it and of the engine.When anomalies are detected, the alarm indicator light on the indicator and control panel is lighted in manners that provide a first indication on the severity of the problem.

Light off: no anomaly detected or slight anomaly that does not compromise operating safe-ty

Light on: significant anomaly, allowing to proceed to a service center

Blinking light: severe anomaly requiring immediate repairs. If possible, shut the engine down.

Blink codeThe emission of the anomaly codes detected during self-test-ing and stored in the ECU starts after pressing and releasing the “CHECK” push-button on the relay box panel, when the “BRIDGE - ENGINE ROOM” switch is in the “ENGINE ROOM” positionThe LED located at the side of the push-button and the EDC indicator light on the indicator and control panel will simultaneously signal, with two series of emissions at different frequencies, the blink codes that indicate the anomaly with decimal numbering.

Slow blinks identify the area of the anomaly (engine, injectors, ...), fast blinks identify a specific anomaly.

Every time the push-button is pressed and released, only one of the stored codes is emitted; therefore, the procedure must be repeated until an error indication identical to the first one is obtained, which means the entire error memory has been analyzed.

If no anomalies are stored, the light comes on when the push-button is pressed and comes off about 1 second after its release, without any subsequent blinking.

RecoveryThe recognition of significant or sever anomalies causes the adoption of strategies that allow to use the engine with complete safety, guaranteed by limiting performance within pre-set thresholds according to the severity of the case.

These strategies cause the reduction of the maximum values of torque and power delivered by the engine. In the case of intermittent anomalies, i.e. recognized by the ECU and subsequently no longer present, performance reduction will continue until the engine is shut down.

Normal operation will be restored only the next time the engine is started, while the anomaly data will be “saved” in the failure memory.

Figure 2

ENGINEROOM

BRIDGE

STOPENGINE

ENGINESTART

PTOONPTO-

PTO+ PTOOFF

CHECK

1 2 3 04_035_C


Blinking Code EDC Indicator light Indicated Fault

Control area

1.1 (on) not significant in marine applications


1.3 (off) not significant in marine applications

1.4 on throttle position sensor




Engine area

2.1 off coolant temperature sensor

2.2 off intake air temperature sensor

2.3 off fuel temperature sensor

2.4 on supercharge air pressure sensor

2.5 off ambient pressure sensor (inside the unit)


3.5 off battery voltage

Injectors

5.1 on cylinder 1 injector fault






Engine rpm sensor

6.1 on flywheel sensor

6.2 on timing system sensor

6.4 blinking runaway engine

Electronic unit

9.1 blinking defective unit

9.2 on incorrect EEPROM data

9.3 (blinking) not significant in marine applications

9.4 on main relay

9.5 on erroneous engine shut-down procedure

9.6 on unit data storage operation not completed

21. BLINK CODE TABLE


22. UNDERWAY CHECKS

ECU TemperatureVerify that the temperature of the surface of the electronic engine control unit, after 30 minutes underway at full engine power, is less than +70°C.

Engine compartment vacuumVerify that value of ambient air pressure in the engine room with the engine(s) at full load and maximum power output complies with the value specified herein.

Combustion air temperatureVerify that the temperature in the engine room, after 30 minutes underway at full engine power, does not exceed 50°C and, in any case, does not exceed the value of external temperature by more than 15°C.

Exhaust back-pressureVerify that the value of back-pressure present at the inlet of the exhaust gas conduit, with the engine(s) at full load and maximum power output, complies with the value specified herein.

Exhaust temperatureVerify that the temperature of the exhaust gases under maximum engine power output conditions is close to the prescribed value; to determine the propeller power absorp-tion curve, it will also be possible to obtain from the ECU parameters the fuel injection values by using the IVECO MOTORS tool.

Fuel temperatureVerify that the temperature of the fuel in the low pressure line, while underway at full power and with a stable quantity of fuel in reserve, does not exceed 50°C. A higher value would entail a reduction in engine performance. If the ten-dency to reach the maximum allowed temperature is noted, install a heat exchanger for the fuel.

Pressure in the fuel supply lineTo assure the regular operation of the engine and the reli-ability of the components of the fuel supply and injection system, you need to verify that:

o vacuum in the fuel oil supply line to the low pressure pump is less than 0.2 bar relative (2000 mm H

2O);

o pressure in the fuel oil return line to the tank is less than 0.2 bar relative (2000 mm H

2O).

Measures are carried out inserting a “T” junction near the fuel inlet and outlet, taking care to avoid any air suction. Val-ues are read at variable rpm, from idle to maximum, at 200 rpm intervals.If there are any symptoms indicating the possible presence of air in the fuel supply line, a check may be made by inserting a clear tube, arranged as an inverted U, before the engine inlet junction.


23. PREPARING THE ENGINE FOR LONG IDLE PERIODS

To prevent oxidation to the internal parts of the engine and to some components of the injection system, if idle periods exceeding two months are expected, the engine needs to be prepared with six-months periodicity, proceeding as follows:

1. Drain the lubricating oil from the sump, after heating the engine.

2. Pour 30/M protective oil (alternatively, oil conforming with MIL 2160B Type 2 specifications) into the engine to the “minimum” level marked on the dipstick.

Start the engine and let it run for about 5 minutes.

3. Drain the fuel from the injection line and from the filter, taking care to avoid letting the fuel come in contact with the auxiliaries belt. .To do so, loosen the drain cap in the front part of the cylinder head and the fuel inlet junction with the cylinder head, taking care to prevent the fuel from coming in contact with the auxiliaries belt.

4. Connect the fuel line to a tank containing CFB protec-tive liquid (ISO 4113) and assist the inflow of the liquid by pressurizing the line and turning the engine over for about 2 minutes, after excluding the operation of the injection system. The required operation may be carried out by directly polarizing the terminal 50 of the electric starter motor with positive voltage 24 V, using a conduc-tor prepared for the occasion.

5. Nebulize 30/M protective oil at the rate of about 130 g (10 g per liter of displacement) into the turbocharger intake, while the engine is turning over as described above.

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 opera-tions.

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 anti-freeze 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 protective liquid OVER 19 AR onto unpainted metal parts, such as flywheel, pulleys and others; avoid spraying belts, con-nector cables and electrical equipment.


Wiring diagram key

General condition for the preparation and interpretation of wiring diagrams

o Key switch open

o Engine not running

o Liquids at efficient levels and pressures

Figure 1

Component terminal

ConnectionJC: connector

: terminalFuse code Component

code

Minimum cable cross section in mm2

Component code or connector code

Terminal connection

Schema_Connettore_B

24. ELECTRIC DIAGRAMS


A fuel temperature sensor for EDC

AC battery

AQ engine shut-off push-button on main panel

AS engine shut-off push-button on secondary panel

B drive shaft sensor for EDC

C camshaft sensor

CA key switch

CS engine start push-button on secondary panel

DL1 EDC fault indicator and blink code LED

EC switching solenoid valve for oil charge/discharge

F engine coolant temperature sensor for EDC

GG alternator

GH grid heater power relay

H combustion air pressure/temperature sensor for EDC

I high coolant temperature sensor (for alarm)

IN injectors solenoid valve

J low coolant level sensor (for alarm)

K air filter clogging sensor (for alarm)

L instrument panel light switch

M sensor for detecting the presence of water in the fuel pre-filter (for alarm)

MC CAN - BUS converter module for digital panel

MM electric starter motor

MP pre-lubrication and oil transfer module

MS IVECO MOTORS indications and alarms module

O exhaust gas temperature sensor (for gauge)

P1 sound alarm inhibition push-button

PA throttle position sensor

PE emergency shut-down push-button (optional, installer’s responsibility)

PH grid heater

PO pre-lubrication electrical pump

QP main analog instrument panel

QS secondary analog instrument panel

R1 3.3 kΩ resistor to inhibit speed input

R2 DL1 resistor

R3 alternator pre-excitation resistor

S oil temperature sensor (for gauge)

SA buzzer

Electrical equipment component code

SI gear box oil temperature sensor

SW1 bridge or engine room engine control selector (on relay box panel)

SW2 start and stop push button (on relay box panel)

SW3 manual accelerator throttle control in engine room (on relay box panel)

SW4 PTO ON / PTO OFF selector (on relay box panel)

SW5 blink code emission request push-button (on relay box panel)

T coolant temperature sensor (for gauge)

U clogged oil filter sensor (for alarm)

V oil pressure sensor (for gauge)

VI high gear box oil pressure sensor (25 bar)

W low oil pressure sensor (for alarm)

WI low gear box oil pressure sensor (7 bar)

X clogged blow-by filter sensor (for alarm)

Z clogged fuel filter sensor (for alarm)

85150 ECU of the EDC system

(continues on next page)


Connectors A 35 pole EDC - boat components connection

B 35 pole EDC - engine components connection

E EUI injectors solenoid valve

J1 on the relay box panel for external diagnostic tool

JA connection between engine wiring and interface wire harness

JA ON SECONDARY DIGITAL INSTRUMENT PANEL

set for connection to the main digital instrument panel

JB ON ENGINE WIRE HARNESS

set for connection to the main analog instrument panel or to the interface wire harness for converter module

JC ON MAIN ANALOG INSTRUMENT PANEL

set for connection to the engine wire harness

JD IVECO MOTORS indications and alarms module

JD ON INTERFACE WIRE HARNESS FOR CONVERTER MODULE

external throttle control

JE ON MAIN ANALOG INSTRUMENT PANEL

set for connect ion to the secondar y ana log instr ument pane l

JE ON INTERFACE WIRE HARNESS FOR CONVERTER MODULE

set for connection to the main digital instrument panel

JE ON MAIN DIGITAL INSTRUMENT PANEL

set for connection to the secondary digital instrument panel

JE ON MAIN INTERFACE WIRE HARNESSE

set for connection to the alarms control unit (for Certification Bodies)

JE1 ON INTERFACE WIRE HARNESS FOR CONVERTER MODULE

set for connection to the 2° main digital instrument panel

JF relay box

JF1 relay box

JG pre-lubrication control unit

JH ON SECONDARY ANALOG INSTRUMENT PANEL

set for connection to the main analog instrument panel

JH ON MAIN DIGITAL INSTRUMENT PANEL

set for connection to the interface wire harness for converter module

JO converter for digital panels

EDC EDC malfunction

SAC presence of water in fuel pre-filter

SATA coolant high temperature

SBLA low coolant level

SBPO low oil pressure

SCP pre-post heating

SIFA clogged air filter

SIFB clogged oil vapor filter

SIFC clogged fuel filter

SIFO clogged oil filter

SIM expired programmed maintenance interval

SP pre-lubrication

SS alternator fault

SSV engine overspeed

Gauges

CG revolution-counter

MI gear box oil pressure

MO engine oil pressure

TA engine temperature

TI gear box oil temperature

TS exhaust gas temperature

V voltmeter

Relays contained in the relay box

K1 EDC main (power supply

K2 key switch electric discharge

K3 emergency engine shut-down provision

K4 enabling start engine from engine room

K5 power supply to terminal 50 of the electric starter motor

K6 cranking exclusion when engine is running

Fuses contained in the relay box

F1- F2 self restoring (not replaceables)

Indicator lights


EDC connector B

Schema_Connettore_B


EDC connector A

UP

tR

Schema_Connettore_A2°


Main analog instrument panel

C78_Quadro Di Bordo C78


Secondary analog instrument panel

* Se

e m

ain

indi

cato

r an

d

cont

rol p

anel

wiri

ng d

iagr

am

C78_Elettrico_Quadro_fly


35

46 474542 4443414039383735 3634

1.0

2.5

28 31 33323029272624 2523

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

121

23

0.5

45

67

89

1011

1.0

0.5

1.0

1.0

1.0

1.0

1.0

12

3

0.5

0.5

84

57

610

911

12

1.0

1.0

1.0

1.0

1.0

1.0

17 20 22211918161513 1412

1.0

1.0

1.0

1.0

1.0

1.0

6 10 11987542 31

0.5

0.5

1.0

1.0

1.0

1.0

2.5

118

1.0

0.5

0.5

1.0

1.0

1.0

1.0

1.0

23

45

67

89

1.0

1.0

1.0

1.0

1011

1213

1614

1517

1.0

1.0

1.0

1.0

1.0

1.0

1.0

2220

1921

2423

2526

1.0

1.0

1.0

1.0

1.0

1.0

1.0

2728

2930

3332

3134

1.0

1.0

1.0

1.0

2 3 41

1.0

1.0

36

JD

JE1

JE

JO

JB

CAN - BUS converter module interface wiring

Con

nect

or k

ey:

JB

inst

rum

ent

pane

l (en

gine

sid

e)JD

ex

tern

al t

hrot

tle c

ontr

olJE

1 2°

mai

n di

gita

l ins

trum

ent

pane

l

(s

ee “

Inst

alla

tion

dire

ctiv

e” d

ocum

ent.)

JE

mai

n di

gita

l ins

trum

ent

pane

l (en

gine

side)

JO

conv

erte

r fo

r di

gita

l pan

el

Sk_Cablag_Convert_C78


12

34

56

87

109

1211

1314

1615

1718

2019

2122

2423

JB

12

34

56

78

min

X10

0

bar

psi

02

46

810

029

5887

116 14

5

G

250

°F°C

210

175

105

120

100

40

80

VO

LT

8

1214

16

G

1918

3135

3017

3812

329

2820

247

82

3233

534

13

10 m

eter

long

w

ire h

arne

ssC

onne

ctio

nsId

entif

ying

num

berin

g on

eac

h w

ireJD

con

nect

or in

tegr

ated

in t

he r

ear

part

of

the

indi

catio

ns a

nd a

larm

s m

odul

e

Sk Strumenti Quadri VDO C78

Wiring of a specific personalised instrument board


Sk Strumenti Quadri VDO 1°+2° C78

1234

56

10 912 11

131416 15

171820 19

212224 23

JBJB

1234

5678

minX100

bar

psi

02 4 6

810

029 58 87

116145

G

250°F

°C

210175105

120

100

40

80

VOLT

G

19 18 31 35 30 177232335 3413

1234

78 56

10 912 11

131416 15

171820 19

212224 23

1234

5678

minX100

bar

psi

02 4 6

810

029 58 87

116145

G

250°F

°C

210175105

120

100

40

80

VOLT

G

8

292037

OFF ON

START

16

24 2832

38 12 324 28

16

24 2832

78

MA

IN P

AN

EL S

ECO

ND

ARY

PA

NEL

Wiring of the double personalised instrument board (main and secondary board)


M

5030

5030

M

70

10

70

70

70

AC1

+BA

T+

BAT

BAT

––

BAT

MM

4

4

4

4

GG1B+

AC2

+ –

10 10

GG2B+

11

MM

JB18

18JB

IE1

IE2

+ –

M

3050

4

70BA

T

4–

AC1

MM

+BA

T

10

GGB+

10

70

JB18

30 86

87 85

–AC2

+

10

10

RL+ –

*

*1

Supplementary services battery rechargeKe

y:

- A

C1:

Mai

n Ba

tter

y-

AC

2: B

atte

ry fo

r au

xilia

ry s

ervi

ces

- IE

1: E

ngin

e 1

elec

tric

al s

yste

m-

IE2:

Eng

ine

2 el

ectr

ical

sys

tem

-

RL:

Rel

ay 5

0A m

ax.

*:

Elec

tric

al p

ower

sup

ply

for

serv

ices

Sing

le e

ngin

e in

stal

latio

n

Two-

engi

nes

inst

alla

tion

Sk Accum_Servizi S2


25. C13 ENS M33 ENGINE

Due to the light supercharge pressure required, the C13 ENS M33 engine does not require the presence of the air/air heat exchanger. The electric system is common also to other engines of the same family, but the C78 ENS M20 engine is differentiated by the use of specific sensors for temperature and combusting air pressure. To connect these sensors to the engine wiring system it is necessary to use an extension cable connected to the H connector.The following pages show the global wiring scheme and the electric scheme of the connections between the EDC and the A connector, where it is possible to identify the H1 and H2 sensors and the relating H extension cable necessary for the connection.


WIRE HARNESS C13 ENS M33 ENGINE

A. F

uel t

empe

ratu

re s

enso

r fo

r ED

C -

B. D

rive

shaf

t se

nsor

for

EDC

- C

. Cam

shaf

t se

nsor

-

E. E

UI s

olen

oid

valv

es -

F. E

ngin

e co

olan

t te

mpe

ratu

re s

enso

r fo

r ED

C -

H2.

Com

bust

ion

air

pres

sure

se

nsor

for

EDC

- I.

Hig

h co

olan

t te

mpe

ratu

re s

enso

r (fo

r al

arm

) -

J. Lo

w c

oola

nt le

vel s

enso

r (fo

r al

arm

) -

K. A

ir fil

ter

clog

ging

sen

sor

(for

alar

m)

- M

. Sen

sor

for

dete

ctin

g th

e pr

esen

ce o

f wat

er in

the

fuel

pre

-filte

r (fo

r al

arm

) -

O. E

xhau

st g

as t

empe

ratu

re s

enso

r (fo

r ga

uge)

- H

1. In

take

air

tem

pera

ture

sen

sor

for

EDC

-

S. O

il te

mpe

ratu

re s

enso

r (fo

r ga

uge)

- T

. Coo

lant

tem

pera

ture

sen

sor

(for

gaug

e) -

U. C

logg

ed o

il fil

ter

sens

or (

for

alar

m)

- V. O

il pr

essu

re s

enso

r (fo

r ga

uge)

- W

. Low

oil

pres

sure

sen

sor

(for

alar

m)

- X

. Clo

gged

bl

ow-b

y fil

ter

sens

or (

for

alar

m)

- Z

. Clo

gged

fuel

filte

r se

nsor

(fo

r al

arm

) -

EC. S

witc

hing

sol

enoi

d va

lve

for

oil c

harg

e/di

scha

rge

- G

G. A

ltern

ator

- G

H. P

re-h

eatin

g po

wer

rel

ay -

JB. I

nstr

umen

t pa

nel c

onne

ctio

n w

ire h

arne

ss -

JE. A

larm

s co

ntro

l uni

t (fo

r C

ertif

icat

ion

Bodi

es)

- JF

, JF1

. Rel

ay

box

- JG

. Pre

-lubr

icat

ion

cont

rol u

nit

- M

M. E

lect

ric s

tart

er m

otor

- P

A. T

hrot

tle p

ositi

on s

enso

r -

PO. P

re-lu

bric

atio

n el

ectr

ical

pum

p -

SI. G

earb

ox o

il te

mpe

ratu

re s

enso

r -

VI.

Hig

h ge

arbo

x oi

l pre

ssur

e se

nsor

(25

bar

) - W

I. Lo

w g

earb

ox o

il pr

essu

re s

enso

r (7

bar

) -

* Se

nsor

H1/

H2

wiri

ng h

arne

ss.

Engine wire harness Interface wire harness

K

K

XX

O

B

WIW

I

SI

SI

VI

VI

I

TT

E

JF

JF1

JE

JG

W

W

S

SV

U

PA

M PO

EC

JB

JA

V

F

H

H1

C

Z

A

J

GG

+B

MM

+ B

AT

T

A E

DC

B E

DC

– B

AT

T

06_002_C

H2

*

GH

Figure


UP

Schema_Connettore_A2° ENS

C13 ENS M33 ENGINE Wiring diagram EDC connector A


Page

26. APPENDIX

LUBRICATING OIL TRANSFER MODULE 6LUBRICATING OIL TRANSFER MODULE 64

PRE-LUBRICATION AND OIL TRANSFER MODULE 64

STARTING AID 65

ELECTRONIC CONTROL GOVERNING LEVERS 66

SAFETY SYSTEM FOR HOMOLOGATED INSTALLATIONS 68

ELECTRICAL DIAGRAMS FROM THE SAFETY SYSTEM 82

METHOD OF USE OF THE SAFETY SYSTEM INTERFACE 85


1. Oil intake/exhaust control.

Lubricating oil transfer operations are simplified by the presence of an electrical control system connected to the JG connector of the interface wiring harness. Manual control for transfer operations is positioned on the front panel unit. For safety reasons, control is enabled only with the key switch in the “OFF” position

1. Oil intake/exhaust control. - 2. Switching solenoid valve control.

The module is connected to the JG connector of the interface wiring harness.The task of pre-lubricating the engine’s internal components is managed and controlled by the electronic circuit of the module when the key switch is placed in “ON” position. The operation can also be conducted by acting manually, with the key switch in the “OFF” position, only on the oil intake/exhaust push-button positioned on the unit. If the push-button is placed for a few seconds in the “DISCHARGE” position, the filters and the internal engine ducts will be filled.

Lubricating oil transfer sequence:1. Place the “EV-OFF/ EV-ON” (2) switch in the “EV-ON”

position, thus energizing the switching solenoid valve to place the emptying/filling junction in communication with the electrical pump and with the oil sump.

2. Use the “CHARGE/DISCHARGE” (1) push-button to complete the desired operation.

3. Place the “EV-OFF/ EV-ON” switch back to the “EV-OFF”

1. One way valve - 2. Switching solenoid valve (EC) - 3. Electrical pump (PO).

1

Figure

04_036_C1 2 04_037_C

1 2

3 80836

LUBRICATING OIL TRANSFER MODULE PRE-LUBRICATION AND OIL TRANSFER MODULE

Figure 1 Figure 2


1. Specific junction pipe - 2. Electrical grid heater - 3. Power relay.

When the engine is to be used at temperatures lower than -15 °C, an electrical grid heater is installed, (PH). Its operation is controlled by the electronic unit of the injection system.The element will be placed between the turbocharger and the air-water heater exchanger (after-cooler), replacing the terminal part of the intake duct. Connection to the electrical wiring provided is achieved interposing a specific relay (GH) and connection to the power supply grid, (see Chapter 24)For use at temperatures lower than -25 °C, adoption of an auxiliary preheating system is recommended.

Figure

STARTING AID

2

31

05_061_C

(not available at the moment)


JBJA

JF

B

EDC

JF1

A

JH JHJEJEJCJC

JB1

JOJD

JB

JB JB

This option offers the chance, in alternative to that prepared for the engine, electronic management of the engine rev. speed.Installation must take place inserting the interface wiring (2) between the engine and the wiring of the control panels to which the exterior governor will be connected and the electronic module for converting the electric signals from the lever into electronic information recognisable by the EDC central unit.

If this solution is used the accelerator position sensor installed on the engine will remain electrically connected but unused and the EDC central unit will manage the engine speed according to the power signal applied to the JD con-nector terminals (3).If the electronic acceleration system fails, it will be possible to manage the engine rev speed in an emergency, by discon-necting the JD connector and mechanically activating the lever of the sensor installed on the engine.

05_041_C

Figure

ELECTRONIC CONTROL GOVERNING LEVERS

1. Engine wiring connector for connection of the control panels - 2. Interface wiring for the installation of electronic control levers - 3. Connector for the connection of the exterior governor - 4. Conversion module for codifying the signals of the exterior governor.

4

3

2

1

For version with analogue instruments

ENGINEEQUIPMENT

MAIN INSTRUMENT

PANEL

SECONDARYINSTRUMENT

PANEL

RELAY BOX

BATTERY

CONVERTER MODULE

MAINCUSTOMIZED INSTRUMENT

PANEL

SECONDARYCUSTOMIZEDINSTRUMENT

PANEL


Figure

05_042_C

PIN 1 PIN 3

05_043_C

The JB connector will be coupled to the JB connector of the engine wiring, while the JB1 connector will be coupled to the JB connector of the wiring connecting the control panel.

The converter module will be connected to the JO connector while the JD connector will be available to make the connections to the electronic governance system unit.

Figure 6

1. Connector JB1 - 2. Connector JD - 3. Connector JO - 4. Connector JB.

1 2

3 4

Interface wiring

Connector JD

The connection requires a METRI-PACK 150 three-way con-nector with male terminals.

NOTE: The voltage values for the rotation of the motor must be between 0.2 and 4.8 V. Values below 0.2 V or above 4.8 V generate the recognition of a fault and consequent deactivation of the function.

PIN Wire code (U) Voltage Interpreted function Imax

1 7731 +B with key in ON position Electronic throttle enabling 0,5 A

2 0000 0 V - (Ground) Common reference terminal -

3 5584

0 to 0,2 V Poor value. EDC recognises a fault -

0,2 to 0,5 V Accelerator at minimum level

0,5 to 4,5 V Accelerator min. to max., U function -

4,5 to 4,8 V Accelerator at maximum level -

4,8 to 5 V Excessive value. EDC recognises a fault


The electric and electronic equipment of engines requiring a conformity declaration issued by the Certifying bodies comprises, in addition to that provided for the standard configuration, a series of components for the measurement, processing and recording of engine operating parameters. The aim of the system is to emit acoustic and optic alarms indicating that set limits have been exceeded. These limits will be programmed in accordance with different homologation requirements and may, when necessary, cut-out the engine in an emergency.The system is made up of an electronic unit for the acquisi-tion, display and recording of events occurring while the

engine is running, using a series of sensors for this specific purpose; the alarm signals produced by the Unit will be emit-ted by acoustic and optic alarms installed by the Yard or by the Fitter. For boats equipped with only one engine, to offer a higher level of safety during navigation, it is necessary to install a second auxiliary EDC unit alongside the EDC engine controlling electronic unit to enable rapid replacement in the event of a failure.

Figure

Unit installed

SAFETY SYSTEM FOR HOMOLOGATED INSTALLATIONS

1. Fuel filters which can be replaced when the engine is rotating - 2. EDC electronic unit - 3. EDC auxiliary unit - 4. Acoustic alarm - 5. Warning light - 6. Control panel - 7. Electronic monitoring and alarm management unit - 8. Connector JC - 9. Connector JS -

10. Emergency engine cutout button - 11. Oil filters which can be replaced when the engine is rotating - 12 . JB, JC wiring, specific for homologated systems.

HOURS

F

electronicRPMx100

C

V

bar

05_045_C

62 3 54

10

7

12

HOURS

F

electronicRPMx100

C

V

bar

1

8

11

9


Electronic monitoring unit

This unit monitors the operation of the specific safety system. With its computerised logic it acquires the electric signals issued by the sensors linked up to it, converting them into physical parameters of temperature, pressures and revs. This data is displayed on the liquid crystal display and processed according to the set parameters to draw attention to any approach towards the critical limits programmed and alarms should these limits be exceeded. Equipped with a built-in clock/calendar function, it is able to record and memorise the last 1000 alarms issued and the values of about 1000 sam-ples of signals from sensors. It also issues electric signals to activate the acoustic and luminous alarm signals as requested by the homologation standards.

SensorsSome sensors produce electric signals with a value propor-tionate to their physical entity (temperature, pressure or rev. speed), allowing the electronic unit to monitor the engine operation to measure tendencies to approach the critical values; others indicate, with com-mutation by an electric switch, that a set pressure or tem-perature limit has been exceeded, generating an immediate “alarm” signal.Given the high level of safety required, many of the moni-toring system sensors are connected exclusively to this system; this means that the engine equipment comprises several components to measure the same physical entity but dedicated to different systems. In order to obtain an effec-tive control of the integrity of the wiring, there are several resistors, connected in series with or parallel to the connec-tion lines of the main sensors, which are used to recognise the conditions of cut-out or short-circuit of the connectors. After installation it is best to check that these components are correctly connected to the wiring (Figure 10).

- Line balancing element -

In observance of the provisions of the certifying bodies, the system equipment includes the presence of solutions which make it possible to check the efficiency of the monitoring functions and measure the relative parameters. By way of example, there is a valve which cuts off the oil in the connec-tion of the “Low oil pressure” (WA) sensor, in order to test the efficiency of the related function and an unused exten-sion cable (BA1 – BA1U).

Figure 10

05_046_C

Figure

05_047_C


WiringThe presence of the Safety system in question in the electrics of the boat requires the use of specificwiring unlike standard wiring.The connection of the monitoring unit and the components connected to it are made on the JB-JC wiring used for the connection of the main control panel to the engine wiring.The electric connection of the system devices is made using connectors. Every multipolar connector is polarised to pre-vent inversion and is dedicated to a particular function.The electric diagrams, referred to the identification of the inputs/outputs of the connectors of themonitoring unit may vary following the programming of par-ticular features of the application.

CAUTION

To obtain the engine cut-out function by the JS monitoring unit it is necessary to unite the two JE connectors on the JB-JC wiring and the engine wiring.

Insulated pole power network (optional)

The power network may be carried out in order to avoid using both the structure of engine and the structure of the hull (if this is metallic). For this purpose the electrical starting motor and the alternator required for this equipment are characterized by the presence of the terminals for electrical connections both with the positive and with the negative pole of the battery.

Electrical starting motor

1. Excitation coil command (50) - 2. Positive power pole (+B) - 3. Negative supply pole (-BATT).

Technical characteristics:

- Supply nominal voltage 24 V

- Absorbed power 5 kW

- Terminal connection “50” M5 x 0,8 tightening couple 2-2,5 Nm

- Terminal connection “+B” M10 x 1,5 tightening couple 14,7-17, 7 Nm

- Terminal connection “-BATT” M8 x 1,25 tightening couple 9,8-11,8 Nm

Figure 12

05_109_C

1 2

3

1 2

3

05_113_C

Figure 11

Equipment power supply


Auxiliary EDC electronic unit This is fastened to the side of the unit in use to enable rapid replacement in the event of a failure.Should it be necessary to replace it, proceed as follows:

o stop the engine;

o wait 10 seconds, then disconnect the terminal clamps from the battery;

o roceed as follows to extract and reinsert the connec-tors.

REMOVING ECU CONNECTORS

INSERTING ECU CONNECTORS

At the end of the operation:

o reconnect the battery terminal clamps;

o start up the engine to run an efficiency test.

Figure 1

80802B

80802A

Alternator

Technical characteristics:

- Nominal voltage 24 V

- Nominal voltage 90 A

- Terminal connection “+B” M8 x 1,25 tightening couple 12,5 Nm ± 20%

- Terminal connection “-B” M6 x 1 tightening couple 6,0 Nm ± 20%

+B. (24 V) Power supply output terminal

-B. (0 V) Power supply output terminalS. (Sense) Reference voltage of battery charge status

(connected to +B terminal or to be con-nected to the positive pole of the battery in case of remote installation of the battery);

IG. (Ignition) Regulator enabling signal (connected to volt-age +, driven by key switch);

L. (Lamp) Power supply voltage of recharge/alarm indi-cator light located on the panel.

Figure 1

05_112_C

- B

+ B

IGS L


Synoptic

1. Specific wiring unit for installation of instrument panel and monitoring unit - 2. Engine wiring - 3. Interface wiring - 4. Power network.

DESTINATION OF CONNECTORS OF THE SAFETY SYSTEM (excluding standard supply connectors)

BA. Drive shaft sensor - BAD. Diode for BA - BAR. Resistor for BA - BA1, BA1U. Connectors of the extension cable for engine rev. speed - FA. Acoustic and luminous alarms - IA. Coolant temperature sensor - IR. Parallel resistor for IA - IR1. Series resistor for IA -

JE. Connector for cutting out agitated engine - JEM. Connector for cutout switches in the case of an emergency and motor cutout from the engine room - JS. Electronic monitoring unit - JSA, JSB, JSC, JSD, JSE, JSF. Connectors for monitoring unit - VA: Engine oil

pressure sensor - VCA. Fuel pressure sensor - WA. Engine oil low pressure sensor - WR. Parallel resistor for WA - WR1. Series resistor for WA - WVA. Coolant pressure and low pressure sensor.

Figure 1

JBJB

JAJAJF JF1

A

B

BA

IA

WA

WVA

FA

JEM

VCA

VA

IR

IR1

BAR

BAD

BA1UBA1

WR1

WR

JSA

JSB

JSC

JSD

JSF

JSE

JGJEJE

JE JE JH JHJCJC

MAININSTRUMENT

PANEL

ENGINE EQUIPMENT

SECONDARYINSTRUMENT

PANEL

RELAYBOX

BATTERY

05_032_C

MONITORING UNIT JS

2 3 41

EDCELECTRONIC

UNIT

EDCELECTRONICAUXILIARY

UNIT


Wiring

Figure 16

DESTINATION OF CONNECTORS OF THE STANDARD ENGINE (excluding safety system connectors)

A. Fuel temperature sensor for EDC - B. Drive shaft sensor for EDC - C. Camshaft sensor - E. EUI solenoid valves - F. Engine coolant temperature sensor for EDC - H. Combustion air pressure sensor for EDC - I. High coolant temperature -

J. Low coolant level sensor - K. Air filter clogging sensor - M. Sensor for detecting the presence of water in the fuel pre-filter - O. Exhaust gas temperature sensor - P. Intake air temperature sensor for EDC - S. Oil temperature sensor - T. Coolant

temperature sensor - U. Clogged oil filter sensor - V. Oil pressure sensor - W. Low oil pressure sensor - X. Clogged blow-by filter sensor - Z. Clogged fuel filter sensor - EC. Switching solenoid valve for oil charge/discharge - GG. Alternator - GH. Pre-heating power relay - JA. Interface wiring - JB. Instrument panel connection wire harness - JE. Alarms control

unit (for Certification Bodies) - JF,JF1. Relay box - JG. Pre-lubrication control unit - MM. Electric starter motor - PA. Throttle position sensor - PO. Pre-lubrication electrical pump - SI. Gear box oil temperature sensor - VI. High gear box oil pressure

sensor (25 bar) - WI. Low gear box oil pressure sensor (7 bar).

AP

CE

M

OP

CDE A

CDE B

BJ BJ

AJ

AJ

U

V

V

W

W

TTAB –

EJEJ

1FJ FJ E

GJ

S

S

F

T T

I

IV

IV

ISIS

IW

IW

B X

X

K

K

O

Z

MM

A

C

H

P

GG

+B

HG

J

TTAB +

JSD

JSE

JSF

JSC

JSB

JSA

FA1

FA2

FA4

FA3

WA

WVAS

WVAG

WVAA WVA

IA VA

VA

VCA

VCA BA

BA1

JE

BA

HOURS

F

electronicRPMx100

C

V

bar

CJ

C J

BA1U

WR

IR IR1

WR1

BAR BADQP

JEM

05_033_C

MO

NIT

OR

ING

UN

IT


which can be fitted outside, as well as the preparation of the alarm management components pursuant to the homologa-tion standard: acoustic and luminous signals, cut-out buttons.

Figure 1

200

150

131

134

1

11

1

11

1

11

1

11

1

11

1

11

JSA JSB JSC

JSD JSE JSF

182

134

Dimensions in mm

Drilling template 183 mm x 135 mm

The total integration of the system with the engine equip-ment means that the installation procedures already listed for the standard version are joined by the placement of the electronic monitoring unit inside a console or dashboard,

Monitoring unit

05_031_C

(The picture shown is purely indicative)

* The test reports are supplied by request

GENERAL FEATURES AND REFERENCE STANDARDS

Power supply 12/24 V d.c.

Current absorption 500 mA (approx.)

Performances in compliance with * R.I.N.A. “Regulation for automation systems” - Section E

Functional, climatic, vibration and EMC tests in accordance with * IEC 945 “Maritime navigation and radio-communication equipment and system - General requirements - Methods of testing and required test results”


Function of JS connection terminals

pin JSAThermocouples

JSBSupply

JSCCAN network

1 Exhaust fumes temperature Supply 12/24 V (+) CAN (H)

2 - Supply 12/24 V (+) CAN (L)

3 - Mass (-) -

4 - Mass (-) -

5 Exhaust fumes temperature - GPS - NMEA 0183(2) protocol

6 - N.C. relay 1 - Acoustic signaling(2) Echo sounder - NMEA 0183(2) protocol

7 - Mass (-) -

8 - N.O. relay 1 - Acoustic signaling -

9 - N.C. relay 2 - light signal(2) GPS/Eco sounder(2) Mass (-)

10 - Mass (-) -

11 - N.O. relay 2 - light signal -

pin JSDSensors

JSESignals

JSFSignals and alarms

1 Gear box oil pressure(2) Engine revs (EDC)(1) N.C. Cut-out relay 3(2)

2 Coolant pressure (WVAS)(1) Engine revs (BA)(1) -

3 Engine oil pressure (VA)(1) Low coolant level (J)(1) 12/24 V (+) common relay 3 stoppage

4 Sea water circuit pressure(2) Low gear box oil pressure(2) N.O. Cut-out relay 3 (JE)(1)

5 Engine oil temperature (S)(1) Air filter blockage (K)(1) Alternator recharge (L)(1)

6 Low engine oil pressure (WA)(1) Low coolant pressure (WVAA)(1) Pre-lubrication (opt.)

7 Water in the pre-filter (M)(1) Fuel filter blockage (Z)(1) Imp. Voltage signal 12/24 V (+)

8 Fuel pressure (VCA)(1) Engine revs (BAR - BA)(1) Engine stopping circuit damaged (JEM - JE)(1)

9 EDC (failure signal)(1) - -

10 High coolant temperature (IA)(1) Oil filter blockage (U)(1) -

11 Mass (-) Engine cut-out (pin 4 JSF) -

123

456

789

1011

NOTE: one of the terminals of the following components is connected to the electric mass: VCA, WVA(G), VA, WA, BAD, IA, JE.

1) Code of the component or sensor to which the terminal is connected2) The terminal is prepared but not connected with the wiring.

05_051_C

CONNECTORS JS SEEN FROM WIRING SIDE


Position of the safety system sensors

Figure 1

05_048_C

8

3

4

65

7

1

1. Engine rotation speed and EDC system damaged signal - 2. Oil temperature analogical sensor - 3. Low oil pressure sensor (WA) - 4. Oil filters congestion sensor - 5. WA efficiency test tap - 6. Oil pressure analogical sensor (VA) - 7. Cooling liquid pressure and low

pressure analogical sensor (WVA) - 8. Cooling liquid high temperature sensor (IA).

2

2


Figure 1

05_049_C

21

3

4

56

7

8

9

1. Fuel pressure analogical sensor (VCA) - 2. Engine cooling liquid level sensor - 3. Battery recharge signal - 4. Fuel filter congestion sensor - 5. Presence of water in the fuel sensor - 6. Engine rotation speed sensor (BA) - 7. EDC engine rotation speed sensor -

8. Air filter congested signal - 9. Exhaust gas or thermocouple temperature analogical sensor (O).


Drive shaft rev. speed sensor (BA)

This is of the inductive type and when the engine is running it produces a sinusoidal alternate signal the value of which increases in proportion to the engine rev. speed. The sensor BA enables the measurement of the engine rev- speed using the passage of the holes positioned in a radial arrangement on the outer circumference of the flywheel. The presence of the resistor BAR and the diode BAD can alter the value of the sensor resistance if measured on the JSE connector of the monitoring unit.

Resistance value at 20°C 220 ± 20 Ω

Poles Isolated

Exhaust gas temperature sensor (O)

NiCr-Ni thermocouple sensor with insulated poles, pro-viding the signal for the analog indication of exhaust gas temperature.

Temperature Voltage

°C mV

100 4,10

200 8,13

300 12,21

400 16,40

500 20,65

600 24,91

700 29,14

800 33,30

900 37,36

Coolant high temperature sensor (IA)

Thermometric switch which supplies the information for the engine high temperature alarm.

Operating power from 6 V to 24V

Condition at ambient temperature normally open

Commutation temperature: °C

Poles Isolated

Electric diagram:

Figure 20 Figure 22

05_052_C

05_053_C

05_054_C

Figure 21

04_260_N


Engine oil low pressure sensor (WA)

Switch activated by the fluid pressure, which supplies the information for the engine lubricant low pressure alarm.

Operating power from 6 V to 24V


Commutation pressure: 0,4 / 0,8 / 1,2 bar

Poles Isolated

Electric diagram:

Engine oil pressure sensor (VA)

Component which supplies a rheostatic signal for the ana-logical indication of the fluid pressure.

Operating power from 6 V to 24 V

Setting field from 0 bar to 10 bar

Resistance value at 0 bar 10 Ω +3/-5 Ω




Maximum value of resistance 184 Ω

Operating temperature from - 25°C to +100°C

Poles Isolated

Coolant oil temperature sensor (S)

Resistor with negative temperature coefficient, providing the signal for analog temperature indication.

Operating voltage 6 V to 24 V

Calibration range 0°C to 120 °C

Resistance value at 90°C 51,2 ± 4,3 Ω

Poles isolated

Figure 2 Figure 2

04_237_N

05_055_C

05_054_C

Figure 2

05_114_C


Refrigerating liquid pressure and low pressure sensor (WVA)

This integrates a component which supplies the rheostatic signal for the analogical indication of the pressure and a switch activated by the pressure which supplies the informa-tion for the engine coolant low pressure alarm.

Operating power 12 / 24 V

Rheostat

Field of intervention from 0 to 5 bar

Stamping of the terminals M - G

Wiring terminals WVAG - WVAS

Switch


Closing pressure ≥ 0,25 bar

Stamping of the terminals M - WK

Wiring terminals WVAG - WVAA

Figure 26Figure 2

Fuel pressure sensor (VCA)

Component which supplies the rheostatic signal for the ana-logical indication of the fluid pressure.

Operating power 12 / 24 V

Field of intervention from 0 bar to 10 bar

Poles Isolated

05_056_C04_237_N


Engine cut-out control buttons (JEM)

Electric diagram:

The balancing resistor R has a value of 10 kΩ.

Line balancing components

Electric diagram:

Code Resistor features

IR 1,5 kΩ 1W

IR1 470 kΩ 1W

WR 1,5 kΩ 1W

WR1 470 kΩ 1W

BAR 4,7 kΩ 1W

Electric diagram:

Code Diode code

BAD 1N 4007

Figure 2

Figure 2

05_047_C

05_058_C

05_059_C

05_060_C

EMERGENCY

STOPPAGE DURING EXCITATION


Code of components of the standard version

A Fuel temperature sensor for EDC

B Drive shaft sensor for EDC

C Camshaft sensor

E EUI solenoid valves

F Engine coolant temperature sensor for EDC

H Combustion air pressure sensor for EDC

I High coolant temperature

J Low coolant level sensor

K Air filter clogging sensor

M Sensor for detecting the presence of water in the fuel pre-filter

O Exhaust gas temperature sensor

P Intake air temperature sensor for EDC

S Oil temperature sensor

T Coolant temperature sensor

U Clogged oil filter sensor

V Oil pressure sensor

W Low oil pressure sensor

X Clogged blow-by filter sensor

Z Clogged fuel filter sensor

EC Switching solenoid valve for oil charge/discharge

GG Alternator

GH Pre-heating power relay

JB Instrument panel connection wire harness

JE Alarms control unit (for Certification Bodies)

JF, JF1 Relay box

JG Pre-lubrication control unit

MM Electric starter motor

PA Throttle position sensor

PO Pre-lubrication electrical pump

SI Gear box oil temperature sensor

VI High gear box oil pressure sensor (25 bar)

WI Low gear box oil pressure sensor (7 bar)

Code of components of the safety system

BA Drive shaft sensor

BAD Diode for BA

BAR Resistor for BA

BA1, BA1U Connectors of the extension cable for engine rev. speed

FA Acoustic and luminous alarms

IA Coolant temperature sensor

IR Parallel resistor for IA

IR1 Series resistor for IA

JE Connector for cutting out agitated engine

JEM Connector for cutout switches in the case of an emergency and motor cutout from the engine room

JS Electronic monitoring unit

JSA, JSB, JSC, JSD, JSE, JSF Connectors for monitoring unit

VA Engine oil pressure sensor

VCA Fuel pressure sensor

WA Engine oil low pressure sensor

WR Parallel resistor for WA

WR1 Series resistor for WA

WVA Coolant pressure and low pressure sensor

ELECTRICAL DIAGRAMS FROM THE SAFETY SYSTEM


Wiring unit JB - JC

JA

K5

D12

JF1

BATT

AC

D2

D9

JA

JF2

D10

"STOP"SW2

BATT

F2

K2

JB

JC

K3

D1

JF

JA

T V SB+M

GG

KGG JWI X ZU

M

B+

"A"SW1

WIJA

JB

JC

O VI

JF

JA

SI

JG

JA

JB

JC

JF1

AS

AQ P1

JE

JH

SA

JH L

JE

CA

CG

SIFC

JD

SIFA

SAC

SS EDC

SBPO

SATA

SIFO

SIFB

SBLA

SCP

TA MO V

MS

JD

SSV

SP

QP

JS

JSA

JSB

JSC

JSD

JSE

JSF

VCA

VCA

VA

VA

WR1

WR1

FA

FA

FA

FA

JEM

JEM

JEM

JEM

WVAA

WVAG

WVAS

JE

JE

JE

3

1

21 334 15 32

85150

534 12 11 6 18

6

15

16

-

-

+3

9 2110

6

+

NORMAL

SW1

ROOMENGINE

B

1

2

7

30

28

21 211

21

11

22

748 6 9

748 6 9

3640 39 14

3640 39 14

1315 16 5

131615 5

1110

1110

13 2 S LIG

B

A

2

1 3

2 B

1 A

BA C13 2

32

32

1

33

33

34

34

A

B

26

26

2744 41

2744 41

2125 42 22

2125 2242

28

26

47

47

4543 23 46

4543 23 46

19 3018

19 3018

3

3

351238 31

351238 31

17 20 24 28

2017 2824

6

13

29 37

29 37

13

14

10

10

L-

50

4

4

15

3L+ 12

30

89 71 1910 1315 41732 18 165 1112 20614

1

2

1

5

3

4

1

2

3

4

7

8

10

2

3

5

6

7

8

9

10

11

3

4

5

6

7

8

2

1

3

5

6

7

8

10

11

1

2

WR

WR

A

K

1

2

2

1

4

3

WA

WA

WA

WA

BA

BA

BAD

BAD

BAR

BAR

1

2

4

3

1

2

2

1

1

2

4

A

B

IR1

IR1

IR

IR

IA

IA

IA

IA

1

2

4

3

1

2

2

1

B

A

BA1

BA1

BA1U

BA1U

A

B

470 Ω

1,5 kΩ

470 Ω

4,7 kΩ

1,5 kΩ

10

500 000 1

40

X100

20 30

C C

P

P

T

11

C78 unità monitor omolog


3050

10

2515

2934

3332

1112

1324

927

56

8515

0

18-+ 44

2 147 131

50

5

96 85

5015

30

NO

RM

AL

18

24

222830

25 2677

2288

11

1113

925

1035

1415

16

12 123

17 17533838

26283

416

15 3

2323

2436

2932

2722

1820

612

2027

109

21

32

353

1017

410

21

1623

91

47

812

116

23

105

42

37 133718 18

1110

10

EN

GIN

ER

OO

M

STO

PS

TAR

T

1

171 2

13

31 12

15 16

1

AT

DC

UV

EF

B

14

SIG

L

70

BA

T

BA

T

AC

JF1

K5

D12

CA

K2

K3

D9

D10

F1

K1

GG

M

F2

BA

JF JA

JB

SW

4

SW

3

SW

2

JC JB JAJA

JG

D3

R3

EC

JA

A B

JF

JA

PH

GH

PA

D8

SW

5

DL1

JF

JA

JF JB JC JD JD JC JBJA

ED

CS

CP

JB JB JB

JF JAJAJF

R 1

JFM

M

JF1

JA

JC JB JA JFJF

JF JA JB JC

J1

PO

MP

GG

JF1 JF

1

JF

+ -

+-

ME

16JA

729JF JA

K6

D18

JA

JB

CA

BD

C78 Conn_B omolog

EDC system – connector B


The following information relates to the method of use of the system in the configuration which is considered to be the IVECO MOTORS standard. Information concerning func-tions which require connection to external systems such as echo sounders and GPS, which are outside the safety system, are voluntarily explained briefly. The programming method which must be carried out by the Supplier or by the Assist-ance Service technician is not explained. For all the informa-tion which are not contained in this document, please refer to the manuals issued by the Supplier.

CAUTION

The system is supplied programmed to suit the homologa-tion instructions arranged; every need linked to different programming of the operating characteristics will be met by the information presented by the Constructor with specific documentation. Please remember that the set-tings, allowed to adapt the system to different installations, will only be possible after the system password has been entered.

MonitoringThe monitoring interface enables a constant verification of the mechanic parameters required by the homologation norms so that it is possible to quickly identify the arousal of an anomalous condition. The information contained in the unit memory also enables the analysis of the events relat-ing to the period preceding the survey. If there is an alarm status, an acoustic signal is emitted and the box containing the anomalous parameter data is visually highlighted through a flashing border. The function of the keys changes depending on the different displays.

1. Analogue indicators in the form of bars or circles with reference to the parameter, value and unit of measurement - 2. Recognition of the pre-set alarm limits - 3. Page number - 4. Membrane keys - 5. luminous indicators - 6. Key functions.

METHOD OF USE OF THE SAFETY SYSTEM INTERFACE

Figure 0

Basic operations o Press the keys “<<” and “>>” to display the sequence of

the pages containing the information relating to all the monitored parameters, including maintenance rates and optional information (see the relating figures).

The IVECO MOTORS standard configuration requires the detection of the following data:

o Pressure of engine cooling liquid (FRESHWATER PRESS)

o Low lever of engine cooling liquid (LOW WATER LEVEL)

o Low pressure of engine cooling liquid (FRESHWATER LOW P)

o Excessive temperature of engine cooling liquid (HIGH WATER TEMP)

o Pressure of engine lubricating oil (OIL PRESS)

o Absence of engine lubricating oil pressure (LOW OIL PRESS)

o Temperature of engine lubricating oil (OIL TEMP)

o Oil filter blocked (OIL FILTER CLOG)

o Presence of water in fuel (WATER IN FUEL)

o Fuel pressure (FUEL PRESS)

o Fuel filter blocked (FUEL FILTER CLOG)

o Injection system failure (INJECT WARNING)

o The battery is not recharging (BATTERY WARNING)

o On going pre-lubrication (PRELUBRICATING)*

o Power System Tension (VOLTMETER)

o Exhaust gas temperature (EX GAS TEMP)

o Engine rotation speed from EDC system (ENGINE E)

o Engine rotation speed from sensor (ENGINE S)

o Engine rotation speed sensor damaged (PICK-UP L FAULT)

o Engine stopping circuit damaged (MAN STOP L FAULT)

o Automatic engine stopping circuit damaged (AUTOSTOP L FAULT)

o Air filter blocked (AIR FILTER CLOG)

o Gear oil pressure (GEAR OIL PRESS)*

o Absence of pressure in the gear oil (LOW GEAR OIL P)*

o Sea water pressure (SEA WATER PRESS) *

*) Information given only in the presence of the relating parts.

The setting of the alarm threshold must be carried out by the Technical Assistance Service personnel and requires the inputting of a password.

05_035_C

6

1

3

2

45


Video mode setting The interface performances enable the modification of the brightness, the contrast and the image presentation mode, which is characterized by the inversion of the day/night.

o Press the “MENÚ” key to display the fast choice win-dow.

o Press the keys “<<” and “>>” to highlight the display mode to be regulated: “BRIGHTNESS”, “CONTRAST”, DAY/NIGHT”.

o Press the “OK” key to confirm your choice.

o Modify the parameter setting using the “<<” and “>>” keys

o Press the “OK” key again to confirm.

o Press the “CLR” key to exit the “MENU”.

Advanced operations

The values of the monitored parameters can be shown in different ways, including a diagram showing their evolution over a period of time.

To chose the display mode, do as follows:

o Press the “MENÚ” key and display the fast choice window.

o Use the “<<” and “>>” keys to select the “DATALOG-GER” option inside the window.

o Press the “OK” key to confirm and display a second window containing the options which can be chosen.

o To select the required display mode use the “<<” and “>>” keys.

o Press “OK” to confirm.

Modalità di visualizzazione

o “GRAPHICS”: this displays the evolution of the param-eters value over time; the “ZOOM” key enables the modification of the time period shown on the display.

o Press the “<<” and “>>” keys to display the diagrams relating to the different parameters.

o Press the “CLR” key to exit form this mode.

1. Parameter displayed - 2. Outside the stairs and measurement unit - 3. Period selection key (last 15 minutes, 1 hour, 6 hours,

24 hours) - 4. Displayed duration period.

o “SAVE”: this enables the recording of the values of the parameters detected by the system in specific moments of the system working. Recording is carried out when the “OK” is pressed. The following pressures cause other data acquisitions. The recorded values can be shown in all the set modes.

o “AUTO REC.”: this choice enables the modification of the data recording mode. It is not possible to carry out modifications.

o “HOURCOUNTER”: this enables the management of the effective propeller/s movement hours; the data is displayed, as hours (ENGINE) or statistics (STATISTIC) only after inputting the correct password. This data can be used by the Assistance Centres Personnel to add just the programming of the maintenance intervals. From this mode it is possible to select the option “SERVICE RESET”, which is explained in the paragraph: “Mainte-nance rates monitoring”.

o “FUELCOUNTER”: (not programmed).

o “SERVICE ONLY”: this is used only for the programming which must be carried out by the personnel of the Tech-nical Assistance Service and requires the inputting of a password.

Figure 1

05_124_C

Figure 2

05_126_C

4

21

3


Maintenance rates monitoringThis unit is programmed to enable the monitoring of the hours during which the engine works before set mainte-nance interventions. Only the Technical Assistance Service Personnel can modify the data relating to the hours of the different intervals. The unit hour counter decreases the data according to the effective working hours and, until negative values are reached, it enables the identification of interventions consid-erably before the need. After each maintenance intervention, it is the boat user, or the personnel in charge, that must reset the display of initial data used for the counting. The list of the number of working hours of the engine/s allowed before maintenance interventions can be displayed using the basic operations described in the sequence of pages which can be opened using the “<<” and “>>” keys.

1. Engine working hours indicator - 2. Indicator of the remaining hours before intervention is required.

Figure

Maintenance intervals resetting If one of the listed maintenance interventions has been car-ried out, to reset the counting data referring to the number of hours after which interventions is required again, do as follows:

o Press the “MENU” key to display the fast choice win-dows.

o Use the “<<” and “>>” keys to select the “DATALOG-GER” option inside the window.

o Press the “OK” key to confirm and display a second window containing the choice options.

o Select the “HOURCOUNTER” mode by pressing the “<<” and “>> keys.

o Press the “OK” key to confirm.

o Use the “<<” and “>>” keys to select the option “SERV-ICE RESET”, inside the new window.

o Press the “OK” key to confirm and display the pro-grammed interventions list together with the number of working hours still allowed before the next intervention is required or, if there is a minus sign (-) the hours of delay from the intervention request.

o Use the “<<” and “>>” keys to highlight the option relating to the intervention which has been finished

o Press the “OK” key twice consecutively to confirm.

o Verify that the number of hours shown as a maximum period is displayed. If this is not the case, repeat the last operations of the procedure.

Figure

1

2

05_125_C

05_127_C


Navigation monitoringIf the interface has been connected with a GPS or self-pilot-ing system (refer to the “JS connectors terminal working” section) which is able to supply navigation data according to the NMEA 0183 protocol, a pointing diagram useful to navigate will be shown among the monitoring pages.Abbreviations list:RNG – Distance from the next waypointBRG – Direction of the next waypointVMG – Real speed at waypointETE – Expected arrival timeTRN – Course direction for waypointXTE – Off course mistake

1. Destination (Waypoint) - 2. Course and speed - 3. Position of the moment.

Alarms managementThe electronic system carries out in a sequence the verifica-tion of all the parameters which must be checked, irrespec-tive of the page shown on the display. Two lower and two higher thresholds are set for each parameter, which respec-tively refers to the pre-alarm and to the alarm and which sometimes coincide. The programmed thresholds are shown on the bar analogical indicator which relates to the param-eter (see the figure). Only the Technical Assistance Service personnel can modify these settings.

If a parameter value is higher than the set threshold, the acoustic signal is activated and the box representing the indicator is highlighted through a dark flashing border (clear border in the “NIGHT” mode)Press the “CLR” key to stop the acoustic signal and the border flashing. The border is still displayed. The alarm condi-tion is visually shown until the normal status is reset and the “ACK” key is pressed.

CAUTION

When an alarm signaling occurs, in order to verify that a damage really exists, it might be useful to press the “ACK” key. If the limit has only temporarily been passed, the alarm signaling stops immediately. If the alarm continues it is nec-essary to carry out the diagnosis of the cause. Once the cause is definitively removed, in order to reset the normal display status, press the “ACK” key.

Figure 6

Figure

2

1

3

05_129_C

05_128_C


Depth monitoring (Echo sounder)If the interface has been connected with an echo sounder (refer to the “JS connectors terminal working” section) which is able to supply water depth data according to the NMEA 0183 protocol, a diagram showing the depth evolution and the relating numeric value, including possible temperature, will be shown among the monitoring pages.

1.Water temperature - 2. Depth of the moment - 3. Graphic representation of the sea floor altimetry.

Figure

2

3

1

05_130_C

Safety behaviourIn order to guarantee the integrity of the engine and avoid major risks for the crew, The Monitoring Electronic Unit is programmed to cause the automatic stopping of the engine (this operation is carried out through the relay 3 and after connecting the JE connectors).

The following conditions are at the base of the engine auto-matic stopping:

- Lubrication low oil pressure (LOW OIL PRESS, WA sensor)

- Cooling high water temperature (HIGH WATER TEMP, IA sensor)

- Engine excessive rotation speed (ENGINE S, BA sensor).


Update notes

IVECO S.p.A. PowerTrain

Viale Dell’Industria, 1/1 20010 Pregnana Milanese - MI - (Italy)

Tel. + 02 .1.01 - Fax + 02 ..00.2www.ivecomotors.com

c13 ens m33 c13 ent m50 - powertech engines...c13 ens m33 c13 ent m50 figure 2 1. coolant feed to...

Documents