technical ftp

C87 ENT M62.10

C87 ENT M65.10

C87 ENT M62.11

C87 ENT M65.11

TECHNICAL ANDREPAIR MANUAL

MAY 2012 EDITION

We strongly recommend that you carefully read theindications contained in this document: compliance withthese indications protects the engine from irregularoperation, assures reliability, safeguards sea-going andprotects maintenance personnel from accident hazards.

The indications contained in this document pertain to theC87 ENT M62.10 - C87 ENT M64.10 marine engines andcomplement the FPT Marine Diesel Engines InstallationHandbook. You should refer to this for anything that is notexplained herein.

Technical engineers and fitters must comply with work safetyregulations. They must implement and adopt the methodsforeseen for personal safety while carrying out maintenanceor checks.

There is a reminder of the regulations for engine handling atthe end of Section 6 of the present publication.

To start the engine, youmust adhere to the procedure statedat the end of Section 5 of the present publication.

To get best engine performance you must conform with itsintended mission profile.The engine must not be used forpurposes other than those stated by the manufacturer.FPT is available for a prior examination of any requirementsregarding special installations, should this be necessary.

In particular

- Use of unsuitable fuels and oils may compromise theengine's regular operation, reducing its performance,reliability and working life.

- Exclusive use of FPT Original Parts is a necessarycondition to maintain the engine in its original integrity.

- Any tampering, modifications, or use of non-originalparts may jeopardize the safety of service personnel andboat users.

To obtain spare parts, you must indicate:- Commercial code, serial number and the indications

shown on the engine tag;- The number of the spare part. This can be found in the

spare part catalog.The information provided below refers to enginecharacteristics current at the date of publication.

FPT reserves the right to make modifications at any time andwithout advance notice, to meet technical or commercialrequirements or to comply with local legal and regulatoryrequirements.

We refuse all liabilityfor any errors and omissions.

The reader is reminded that the FPT Technical AssistanceNetwork is always at the Customer's side with itscompetence and professionalism. Publication edited by:

FPT - Fiat Powertrain Technologieswww.fptpowertrain.com

Printed P3D32C005 E - 3th Ed. 05.12

MAY 20121.2C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11

FOREWORD

C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11MAY 2012 1.3

SECTION CONTENTS

Section Page

1. OVERVIEW 5. . . . . . . . . . . . . . . . . . . . . . . . . . .

2. TECHNICAL DATA 43. . . . . . . . . . . . . . . . . . . .

3. ELECTRICAL EQUIPMENT 51. . . . . . . . . . . . . .

4. DIAGNOSTICS 71. . . . . . . . . . . . . . . . . . . . . . . .

5. MAINTENANCE 87. . . . . . . . . . . . . . . . . . . . . . .

6. SERVICING OPERATIONSON INSTALLED ENGINE 93. . . . . . . . . . . . . . .

7. TOOLS 109. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. OVERHAUL 119. . . . . . . . . . . . . . . . . . . . . . . . . .

9. SAFETY REGULATIONS 195. . . . . . . . . . . . . . . .

MAY 20121.4C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11

C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11MAY 2012 OVERVIEW 1.5

SECTION 1

Overview

Page

VIEWS OF ENGINE 7. . . . . . . . . . . . . . . . . . . . . . . .

M62.10 / M65.10 Engines 7. . . . . . . . . . . . . . . . .

M62.10 / M65.10 Engines 10. . . . . . . . . . . . . . . . .

IDENTIFICATION DATA 13. . . . . . . . . . . . . . . . . . . .

COMMERCIAL CODE 14. . . . . . . . . . . . . . . . . . . . . .

PRODUCT MODEL NUMBER 15. . . . . . . . . . . . . . . .

COMBUSTION AIR INTAKE AND EXHAUSTSYSTEM 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Comburent air filter 17. . . . . . . . . . . . . . . . . . . . .

Turbocompressor 17. . . . . . . . . . . . . . . . . . . . . . .

Air/sea-water heat exchanger 17. . . . . . . . . . . . . .

COOLING FRESH WATER CLOSED LOOP 18. . . .

Tube bundle water/water heat exchanger 19. . . .

M62.10 / M65.10 Engines 19. . . . . . . . . . . . . . . . .

M62.11 / M65.11 Engines 19. . . . . . . . . . . . . . . . .

Bypass junction for thermostatic valve 20. . . . . . .

SEA WATER OPEN COOLING LOOP 21. . . . . . . . .

M62.10 / M65.10 Engines 21. . . . . . . . . . . . . . . . .

M62.11 / M65.11 Engines 22. . . . . . . . . . . . . . . . .

Sea water pump 23. . . . . . . . . . . . . . . . . . . . . . . .

ENGINE OIL - LUBRICATION LOOP 24. . . . . . . . . .

Oil fume recycle (Blow-by) 25. . . . . . . . . . . . . . . .

SUPPLY 26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FUEL SUPPLY DIAGRAM 27. . . . . . . . . . . . . . . . . . . .

MAY 20121.6 C87 ENT M62.10 / C87 ENT M65.10C87 ENT M62.11 / C87 ENT M65.11

OVERVIEW

Page Page

Pump assembly 28. . . . . . . . . . . . . . . . . . . . . . . . .

Low pressure feed pump 29. . . . . . . . . . . . . . . . .

Pressure control solenoid valve 31. . . . . . . . . . . .

Low pressure limiter valve 31. . . . . . . . . . . . . . . .

High pressure pump 32. . . . . . . . . . . . . . . . . . . . .

Operation 34. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RAIL (PRESSURE ACCUMULATOR) 34. . . . . . . . . . .

Electroinjector 34. . . . . . . . . . . . . . . . . . . . . . . . . .

EDC 7 UC31 Electronic Central Unit 35. . . . . . . .

Air pressure/temperature sensor 35. . . . . . . . . . .

Atmospheric pressure sensor 35. . . . . . . . . . . . . .

Oil pressure/temperature sensor 36. . . . . . . . . . .

Crankshaft sensor 36. . . . . . . . . . . . . . . . . . . . . . .

Camshaft sensor 37. . . . . . . . . . . . . . . . . . . . . . . .

Coolant temperature sensor 37. . . . . . . . . . . . . . .

Fuel temperature sensor 38. . . . . . . . . . . . . . . . . .

Throttle lever position 38. . . . . . . . . . . . . . . . . . .

Fuel pressure sensor on rail 38. . . . . . . . . . . . . . .

SYSTEM FUNCTIONS 39. . . . . . . . . . . . . . . . . . . . . .

Run up 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starting 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Metering and fuel injection 39. . . . . . . . . . . . . . . .

Injection advance management 39. . . . . . . . . . . . .

Pre-injection 40. . . . . . . . . . . . . . . . . . . . . . . . . . .

Injection pressure modulation 40. . . . . . . . . . . . . .

Idling adjusting 40. . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis 40. . . . . . . . . . . . . . . . . . . . . . . . . . .

EDC indicator light 40. . . . . . . . . . . . . . . . . . . . . .

Fuel heating 40. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Linearization of the acceleration gradient 40. . . . .

Balance of the cylinder torque delivery 40. . . . . . .

Rotation speed control 40. . . . . . . . . . . . . . . . . . .

Top speed limitation 40. . . . . . . . . . . . . . . . . . . . .

Cut off 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Derating 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Recovery 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

After run 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

174584

177445

VIEWS OF ENGINEM62.10 / M65.10 Engines

LEFT-HAND SIDE VIEW

RIGHT-HAND SIDE VIEW

Figure 1

Figure 2

C87 ENT M62.10 / C87 ENT M65.10


.

174585

174582

FRONT VIEW

REAR VIEW

Figure 3

Figure 4


OVERVIEW

174581

TOP VIEW

Figure 5

C87 ENT M62.10 / C87 ENT M65.10


174584

174583

M62.11 / M65.11 Engines

LEFT-HAND SIDE VIEW

RIGHT-HAND SIDE VIEW

Figure 6

Figure 7


OVERVIEW

174585

174582

FRONT VIEW

REAR VIEW

Figure 8

Figure 9

C87 ENT M62.10 / C87 ENT M65.10


174581

TOP VIEW

Figure 10


OVERVIEW

Figure 11

143677

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

1. Trade name/version - 2. Homologation - 3. Production serial number- 4. Maximum rated power - 5. Family of engines -6. Trade name - 7. Design number- 8. Programming code - 9. Year of production - 10. Homologation number.

174575

Figure 12

C87 ENT M62.10 / C87 ENT M65.10


IDENTIFICATION DATA

The purpose of the commercial code is tomake it easier to understand the characteristics of the product, categorizing the enginesaccording to their family, origins and intended application. The commercial code, therefore, cannot be used for technical purposesand to identify the engine's components, this is the purpose of the ENGINE S/N.

VERSION:TURBOCOMPRESSOR:1 = COOLED2 = NOT COOLED

APPLICATION: M = MARINE

ENGINE FAMILY IDENTIFIER: C = CURSOR

DISPLACEMENT: 8.710 c.c.

FUEL SUPPLY: E = ELECTRONIC INJECTION

BLOCK: N = NON STRUCTURAL

AIR INTAKE: T = INTERCOOLED SUPERCHARGED

VERSION

MAXIMUM PERFORMANCE LEVEL ACHIEVABLE62 = 620 CV65 = 650 CV

C 87 E N T M 62 . 1 0

65 1


OVERVIEW

COMMERCIAL CODE

Themodel number is assigned by themanufacturer; it is used to identify the main characteristics of the engine, and to characterizeits application and power output level. It is stamped on the side of the crank-case.

ACTUAL POWER OUTPUT

VARIANTS TOBASIC ENGINE

F 2 C H 8 A 00 6 A *6 0 1

POWER RANGE

INTENDED USE (6 = MARINE)

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

NO. OF CYLINDERS

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

ENGINE

DESIGN ITERATION

ENGINE FAMILY IDENTIFIER

J

C87 ENT M62.10 / C87 ENT M65.10


PRODUCT MODEL NUMBER

Description and OperationAir, drawn in and compressed by the turbocompressors,flows through the heat exchanger together with sea water.The latter, by reducing temperature, allows an increase in theengine's volumetric efficiency.The air density at the inlet of the intake manifold is measuredby two sensors, for pressure and temperature, allowing theECU of the EDC system to calculate fuel dosage relative tothe actual quantity of air available for combustion.Lubricating oil vapors (blow-by) not condensed in theseparator, are sent to the engine intake by a gauged holedownstream of the air filters.

Exhaust gas expelled by the engine flows through the cooledexhaust manifold to reach the turbocompressors rotors.Exhaust manifold and turbocompressor body are cooled bythe fresh water loop. Exhaust gases flow into the exhaustterminal and, when provided, they are mixed with the seawater it carries for overboard discharge.

Figure 13

143694

Intake Exhaust Sea water


OVERVIEW

COMBUSTION AIR INTAKE AND EXHAUST SYSTEM

1. Filter clogging sensor.

1. Sea-water outlet - 2. Sacrificial anode (Zinc) -3. Sea-water inlet - 4. comburent air inlet -

5. Comburent air outlet

The flow of water coming from the sea-water pump goesthrough the tube bundle (3) and, by going through it, absorbssome of the heat of the overheated air of theturbosupercharge, passing through the exchanger comingfrom the turbocompressor (4).The outlet water (1) is conveyed towards the freshwater/sea-water heat exchanger, while theturbosupercharged air, cooled down, reaches the inductionmanifold (5) and from there reaches the cylinders.

Comburent air filter Air/sea-water heat exchanger

Figure 14

Turbocompressor

Figure 15

1. Coolant inlet.

The engine is turbosupercharged by a fixed geometry turbinewith no waste-gate control.The turbine is cooled by the coolant circulation from thecrankcase.The compressor-turbine spindle rotates on brass bearingslubricated by pressure lubrication, directly from the oil filter.

Figure 16

134384

143670

C87 ENT M62.10 / C87 ENT M65.10


Description and operationThe centrifuge pump, rotated by the drive shaft with a poly-Vbelt, draws in the coolant coming from the fresh water/seawater heat exchanger or from the exhaust manifold coolingloop and sends it into the block, where it comes in contactwith the lubricating oil heat exchanger. It then touches theheat exchange areas of the cylinders and subsequently thoseof the engine head, from which it exits flowing through thejunction fitting that contains the temperature sensors for theinstrument panel and the injection system. This junction hasthe purpose of bypassing the coolant from the engine headto the exhaust manifold and from the exhaust manifold to thethermostat - which routes it according to the temperatureeither to the water/water heat exchanger or to therecirculation pump.

From the bypass fitting the liquid is then injected into the heatexchange chamber of the exhaust manifold - through whichit flows going to touch the body of the waste gate, of aportion the exhaust and of the turbo compressor. When itreturns into the bypass junction it comes in contact with thewax actuator of the thermostatic valve. This will throttleflows according to temperature.Part of the liquidwill enter the tank and flow through the tubebundle heat exchanger, releasing heat to sea water, while therest will go directly to the pump, to be recirculated.

Figure 17

High temperature liquidLow temperature liquidLow temperature liquidSea water

143697


OVERVIEW

COOLING FRESHWATER CLOSED LOOP

M62.11 / M65.11 Engines

Tube bundle water/water heat exchanger

M62.10 / M65.10 Engines

Figure 18

Figure 19

174577

143671

1. Sea water outlet to overboard discharge - 2. Sea water inlet from after cooler - 3. Coolant inlet from thermostatic valve -4. Coolant outlet to pump.

C87 ENT M62.10 / C87 ENT M65.10


Bypass junction for thermostatic valve

Figure 20

05_066_C

1. Bypass flow to engine - 2. Outflow from engine - 3. Outflow from exhaust manifold - 4. Inflow to exhaust manifold -5. Flow to sea water heat exchanger - 6. Temperature sensor.


OVERVIEW

Figure 21

Sea water

143698

C87 ENT M62.10 / C87 ENT M65.10


SEA WATER OPEN COOLING LOOP

M62.10 / M65.10 Engines

Description and operationSeawater, drawn fromunder the keel and necessarily filtered,is drawn by the pump and sent to the supercharger air heatexchanger and from there to the water/water heatexchanger of the closed cooling loop; only after this will itflow through the heat exchanger for the gearbox oil, if oneis provided.

The configuration of the discharge lines depends on thechoice of a dry chimney exhaust, or a mixed one. Theoutlet pipe will carry the water directly to the overboarddischarge or, if the water/exhaust gas mixer solution isadopted, a conduit will connect the outlet of the last heatexchanger with the mixer inflow junction pipe.

Figure 22

Sea water

174578


OVERVIEW

M62.11 / M65.11 Engines

1. Pump impeller seat - 2. Driving gear shaft -3. Sea water intake - 4. Sea water delivery.

The sea water pump, centrifugal type, is rotated by the gearskeyed to the rear of the flywheel.

Sea water pump

Figure 23

139550

C87 ENT M62.10 / C87 ENT M65.10


Description and operationThe gear pump, rotated by the gears at the rear of theflywheel sends the lubricating oil directly to the heatexchanger which, incorporated in the block and lapped bythe coolant, reduces temperature to maintain optimallubricating capability.The thermostatic valve that regulates oil flow is located at theinlet of the heat exchanger, opening the bypass pipe iftemperature falls below calibration temperature.From the output of the heat exchanger, the oil is sent to thefilter assembly and from this back to the engine block tolubricate all anti-friction elements.

The blow-by vapor condenser, provided with filter and safetyvalve, is located on the upper part of the timing mechanismlid. The vapors, after returning to the liquid state, will flowfrom the vapor condensor into the sump. The engine isprovidedwith the pre-lubrication systemon request. This caninject enough oil into the engine's ducts to guarantee a totallysafe start.The operation of the electrical pre-lubrication pump (onrequest), is automatically controlled by the ECU electronicunit.This system, with the aid of the flow-switching solenoid valve,also permits the oil sump to be emptied and filled.Detailed descriptions of this operation are provided inSection 3.

Figure 24

143695

Delivery oil

Sump return oil


OVERVIEW

ENGINE OIL - LUBRICATION LOOP

114248

Oil fume recycle (Blow-by)

Part of gas produced by combustion during engine operation leaks through piston elastic ring openings into sump, mixing withoil fumes in sump.

This mixture, conveyed upward, is partially separated from oil by a device located in timing cover upper part and introduced inair intake circuit.

The device mainly consists of a rotary filter secured on propeller shaft and by a front cover housing normally closed valvescontrolling mixture flow.

Gas with oil contents greater than 10 g/h

Gas with oil contents approx. 0,2 g/h

Condensed oil returning to oil sump

Figure 25

C87 ENT M62.10 / C87 ENT M65.10


SUPPLYThe Common Rail supply system is equipped with a special pump that maintains fuel at constant high pressure regardlessfrom phase and cylinder under injection and accumulated in an common duct shared by all electric injectors.

Therefore, fuel at injection pressure, calculated by ECU, is always available at electric injection inlet.

When the solenoid valve of an injector is energized by ECU, in related cylinder the injection of fuel taken directly from therail takes place.

High pressure

Low pressure

Figure 26

149570


OVERVIEW

127140

1. High-pressure pump - 2. Fuel filter - 3.Tank - 4. Fuel pre-filter - 5.ECU - 6. Electric injectors - 7.Common Rail -8. Pressure sensor

FUEL SUPPLY DIAGRAM

High pressureLow pressure

After high-pressure pipeline installation, during the following 20 hours of work, frequently check engine oil level.( IT MUST NOT INCREASE ).

ATTENTION

Figure 27

C87 ENT M62.10 / C87 ENT M65.10


The high pressure pump is made up of three radial pumpingelements driven by a tappet set into rotation by a gear of thetiming shaft. In the rear part the feedmechanical pump, drivenby the radial pump, is fitted.The pressure control solenoid valve is located on its side.The positioning of the pump does not require timing as theinjections management is entirely electronically controlled.

Pump assembly

Figure 28

1. Connector fuel outlet to rail - 2. High pressure pump - 3. Pressure control solenoid - 4. Fuel inlet connector from filter -5. Fuel outlet connector to recirculation manifold - 6. Fuel inlet from tank - 7. Fuel outlet connector from low pressure

pump to filter - 8. Low pressure pump.


OVERVIEW

Low pressure feed pump

Figure 29

A. Fuel inlet from tank - B. Fuel outlet to filter - 1. Recirculation valve - 2. By-pass valve.

The gear wheel pump is assembled on the rear part of thehigh pressure pump. It transfers the fuel from the tank to thehigh pressure pump.

It is set into rotation by the high pressure pump shaft. Undernormal operation conditions, the fuel flow inside themechanical pump is illustrated in Figure 29.

Figure 30

A. Fuel inlet from tank - B. Fuel outlet to filter - 1. Recirculation valve - 2. By-pass valve.

In the case of overpressure at the outlet, Figure 30, the recirculation valve comes into action.The existing pressure, overcoming the spring valve elasticstrength (1), connects the outlet with the inlet through a duct

(2), recirculating the fuel in excess inside the pump andkeeping a pressure rating equal to that of the setting of thevalve.

C87 ENT M62.10 / C87 ENT M65.10


Figure 31

A. Fuel inlet from tank - B. Fuel oulet to filter - 1. Recirculation valve - 2. By-pass valve.

Figure 31 represents the section of the pumpduring the stageof filling up the line, as an example by means of the manualpump located on the pre-filter. With the engine not inrotation, due to the pressure in the inlet, the by-pass valve (2)opens up enabling the fuel to flow towards the filter.


OVERVIEW

Figure 32 Figure 33

Pressure control solenoid valve

1. Electric connector - 2. Fuel outlet - 3. Fuel inlet.

Positioned at the inlet of the high pressure pump, it enablesto control the quantity of fuel feeding the pump accordingto the controls received by the electronic Central Unit. In theabsence of control signal, the valve is normally open,therefore the high pressure pump is in maximum deliverycondition.The Central Unit sends a PWM control signal to thecontroller, in order to choke in a greater or lesser way theinlet section of the fuel to the high pressure pump.This component cannot be replaced individually andtherefore must not be disassembled.

Low pressure limiter valve

Assembled in parallel to the pressure control solenoid valve,has the function of keeping the inlet pressure constant to thevalue of 5 bar, that is a necessary condition for a correctoperation of the control system.

C87 ENT M62.10 / C87 ENT M65.10


Figure 34

High pressure pump

1. Outlet for delivery to rail - 2. Delivery valve to rail -3. Pumping - 4. Pump shaft - 5. Pumping feed duct -6. Pressure control feed duct - 7. Pressure control

solenoid - 8. Fuel inlet from filter.

Figure 35

During the induction stroke, the pumping, driven by the camlocated on the pump shaft, is fed through the pumping feedingduct. The amount of fuel to send to the pumping is set by thepressure control solenoid according to the PWM controlreceived by the electronic Central Unit. During thecompression stage of the pumping, the fuel reaches such apressure to open the delivery valve to common rail andsupply it through the outlet.

Figure 36

1, 3, 6. Pumping feed ducts - 2. Pump lubrication ducts -4. Pumping feed main duct - 5. Pressure control solenoid -7. Control exhaust duct - 8. Low pressure limiter valve -

9. Fuel feed duct from filter - 10. Fuel outlet.

In the section of Figure 36 the low pressure fuel paths insidethe pump are represented. The pumping feed main duct (4),pumping feed ducts (1, 3, 6), ducts used for pump lubrication(2), the pressure control valve (5), the low pressure limitervalve (8) and the fuel exhaust (10), are outlined. The pumpshaft is lubricated by the fuel through the delivery andbackflow (2) ducts. The control valve enables to define thefuel amount by which feeding pumpings; the excess fuelbackflow through duct (9).The lower pressure limiter valve in addition to operate asmanifold of the high pressure pump fuel drainage, also keepspressure constant at the regulator inlet.

D-D section

B-B section

C-C section


OVERVIEW

Figure 37

1, 2. Fuel outlet ducts - 3. Fuel outlet from the pump withconnector for high pressure piping for common rail

In the section of Figure 39 the fuel flow through the pumpingoutlet ducts is represented.

A-A section

C87 ENT M62.10 / C87 ENT M65.10


144833

OperationThe cylinder is filled through the cap intake valve only if thesupply pressure is suitable to open the delivery valves set onthe pumping elements (about 2 bars).

The amount of fuel supplying the high-pressure pump ismetered by the pressure regulator, placed on thelow-pressure system; the pressure regulator is controlled bythe EDC7 control unit through a PWM signal.

When fuel is sent to a pumping element, the related pistonis moving downwards (suction stroke). When the pistonstroke is reversed, the intake valve closes and the remainingfuel in the pumping element chamber, not being able to comeout, is compressed above the supply pressure value existingin the rail.

The thereby-generated pressure makes the exhaust valveopen and the compressed fuel reaches the high-pressurecircuit.

The pumping element compresses the fuel till the top deadcenter (delivery stroke) is reached. Afterwards, the pressuredecreases till the exhaust valve is closed.

The pumping element piston goes back towards the bottomdead center and the remaining fuel is decompressed.

When the pumping element chamber pressure becomes lessthan the supply pressure, the intake valve is again opened andthe cycle is repeated.

The delivery valves must always be free in their movements,free from impurities and oxidation.

The rail delivery pressure is modulated by the electroniccontrol unit, through the pressure regulator solenoid valve.

The pump is lubricated and cooled by the fuel.

The radialjet pump disconnection reconnection time onthe engine is highly reduced in comparison with traditionalinjection pumps, because it does not require setting.

If the pipe between fuel filter and high-pressure pump is tobe removed-refitted, be sure that hands and components areabsolutely clean.

1. Rail - 2. Fuel return - 3.Pipelines to injectors - 4. Fuelsupply to high pressure pump - 5. Pressure sensor -

6. Overpressure valve

The rail volume is of reduced sizes to allow a quickpressurisation at startup, at idle and in case of high flow-rates.

It anyway has enough volume as to minimise use of plenumchambers caused by injectors openings and closings and bythe high-pressure pump operation. This function is furtherenabled by a calibrated hole being set downstream of thehigh-pressure pump.

A fuel pressure sensor (5) is screwed to the rail. The signalsent by this sensor to the electronic control unit is afeed-back information, depending on which the rail pressurevalue is checked and, if necessary, corrected.

Electroinjector

RAIL (PRESSURE ACCUMULATOR)

114255

Figure 38

Figure 39

1. Fuel return hole - 2. Fuel supply


OVERVIEW

Figure 40 Figure 41

EDC 7 UC31 Electronic Central Unit

A. Connector for components assembled on engine -A1. Electro-injector connector - B. Connector for

connections on the boat side.

The Electronic Central Unit (or ECU) is the componentoperating the entire injection system. The process beginswith the start up of the main program and the run-upprocedure that enables to recall into the RAM those datawhich, having characterized the enginemanagement until theprevious stop, were stored into the non-volatile memoryE2PROM by the after-run procedure. After the run-up, thetest of the blink code light signalling EDC anomalies and theprocedures which lead to the start of the engine, follow;during such procedures the presence and consistency of thesensors electric signals are checked. The start of thecomputer application routine of time and injection advance,is preceded by the analogue-digital conversion of the datacoming from the sensors. At the end of the processing, thefinal data still in digital format are transferred to the variousfinal and power stages, which will control (with the properways) the electro-injectors and the system actuators.

Air pressure/temperature sensor

It integrates a temperature sensor and a pressure one.Positioned at the entrance of the intake manifold, it producesa signal that is proportional to the absolute pressure value ofthe intaken and supercharged air. This information, togetherwith the temperature, enables to adequate time and advanceto the density of the comburent air, in order to reach themaximum thermodynamic efficiency avoiding harmfulemissions and smoke. The pressure sensor is a solid state typewith an amplifier electronic circuit adjusted for thermic drift,while the comburent air temperature sensor is a resistor withnegative temperature coefficient.

The pressure sensor is powered by a 5 V voltage and theoutput voltage is proportional to the pressure detected.The temperature sensor has a resistance of about 2.5 k at20 C temperature.

Atmospheric pressure sensorLocated inside the ECU, it produces a useful datum toadequate injection procedures to the different positivedisplacement of the engine caused by the changes of theenvironmental pressure conditions.

08_053_C

08_024_C

C87 ENT M62.10 / C87 ENT M65.10


Figure 42 Figure 43

Oil pressure/temperature sensor

The body of the sensor is similar to that of the airpressure/temperature sensor and the functions carried outare analogous. It is assembled onto the engine oil filtersupport, tomeasure the engine oil temperature andpressure.The signal detected is sent to the ECU EDC that manages thelow pressure indicator light. In this appliance, pressure and oiltemperature values are not shown by instruments but thedata are used by the ECU to carry out the monitoringfunctions. In order to control the oil pressure gauge on theinstrument panel, a specific sensor is used.

The pressure sensor is powered by a 5 V voltage and theoutput voltage is proportional to the pressure detected. Thetemperature sensor has a resistance of about 2.5 k at 20Ctemperature.

Crankshaft sensor

It is a variable reluctance inductive type, which generatesperiodical alternate signals due to flow variation in themagnetic circuit produced inside the cranckshaft by thepresence of a permanent magnet. It faces the pulley keyed onthe crankshaft to detect the passage of 58 tooths for everyrevolution. The number of 58 tooths has been derived by aconstant pitch of 6 which would lead to a total of 60 tooths,2 of which have been eliminated to generate an asimmetry ofthe signal that the ECU EDC uses as crankshaft positioningreference.The signal of this sensor is processed in the ECU to assess:

- Engine rotation speed;

- Engine crankshaft acceleration;

- Angular position of the engine in respect to the TDC (topdead center) of the pair of pistons.

It originates the information of the engine RPM on theinstrument and control panel.The interruption of the signal of this sensor during engineoperation is provided by a recovery of ECU actuated usingthe signal of the camshaft sensor, thus enabling the engine tocarry on operating. The solenoid is connected to terminals 1and 2 and has a resistance of about 900 . Terminal 3 isconnected to the electric shielding and is insulated from thesensor.

05_086_C


OVERVIEW

Figure 44 Figure 45

Camshaft sensor

It is an inductive type like the previous one, and generates asignal at the passage of 6 + 1 slots located on the toothedwheel set into rotation by the camshaft.Six reliefs equidistant among themselves provide the signal ofthe following one another of the strokes in the 6 cylinders;the seventh relief provides the synchronism signal enablingto recognize the typical injection sequence: 1 - 4 - 2 - 6 - 3- 5.The interruption of this signal during the operation of theengine is overcomed by having stored in ECU the injectionsequence; if it is occurred before the starting it requires thata specific stroke recognition strategy is actuated.The solenoid is connected to terminal 1 and 2 and has aresistance of about 900. Terminal 3 is connected to electricshielding and is insulated from sensor.

Coolant temperature sensor

It is a resistor with negative temperature coefficient and ispositioned on the cylinder head at a short distance from thethermostatic valve. It provides the indication of the meteringand the advance during the various engine strokes:

- Cold starting;

- Putting in a steady state;

- Steady state;

- Overtemperature.

The recognition of the overtemperature condition leads ECUto activate derating strategies in order to reduce heat intakeand protect engine efficiency.

The sensor has a resistance of about 2.5 k at thetemperature of 20 C.

05_086_C

C87 ENT M62.10 / C87 ENT M65.10


Figure 46

Figure 47

Figure 48

Fuel temperature sensor

1. Fuel temperature sensor

It is identical to the coolant temperature sensor and it ispositioned on the fuel filter bracket.It provides a useful datum to recognize the fuel density thatfeeds the electro-injectors in order to adequate the injectiontime to the real quantity to be injected. The deratingstrategies, used when the fuel critical temperature isovercome, are due to the sensitive reduction of its lubricatingaction caused by the temperature increase. Sometimes thesestrategies become evident by the limitation of the maximumperformance of the engine.The ECU activates the relay for the filter heating elementwith a fuel temperature 0 C and heats up + 5 C.Temperature sensor has a resistance of about 2.5, at 20C.

Fuel pressure sensor on rail

Fitted to one end of the rail, it measures the pressure of theexisting fuel in order to determine the injection pressure.

The injection pressure value is used to control the injectionpressure and to determine the duration of the electricalinjection command

It is powered at 5 V.

Throttle lever position

It provides the primary indication for the reckoning of the fuelamount to be injected.It is operated by the linkage of the controls on bridge orassisted, produces in output a potentiometric variation of thevoltage which supplies it, in relation to the position where thethrottle lever is set.A simultaneous safety indication is provided by the internalswitch to confirm the acceleration position: minimum - outof minimum.Such an indication in addition to the self-adative strategies ofthe potentiometric signal, is used in the case of anomalies tomanage limp-home strategies, that enables to get back toharbour notwithstanding the potentiometer being faulty.

114620

Ref Description

123

EarthPressurePower supply


OVERVIEW

SYSTEM FUNCTIONSBy means of the computer electronic management it ispossible to actuate in fast sequence both primary functionssuch as metering computation and injection advance andsecondary ones, only necessary in special conditions.Metering and advance, actuated three times per everycrankshaft revolution, are selectively calculated cylinder bycylinder at every injection, while secondary functions as theacceleration management or heating element on fuel filteractivation are controlled only when necessary.Moreover the electronic unit is programmed to carry outcontinuous checks on presence and consistency of thesignals originated from the system sensors, to timely notifythe onset of faults or actuate the exclusion of a datumwhenever its content is in contrast with the logic sequenceof the events occurred up to that moment.

Run upImmediately after having electrically powered up the system(key is in the ONposition), the central unit before setting onthe cranking motor, transfers into the main working memorydata which have characterised the best engine operationduring the previous operation period; they represent theprogressive engine ageing and they progressively evolve withusage.By using this function, engine management is alwaysoptimized even from the first operation stages, indipendentlyfrom the usage conditions of the engine.The data transferred after the run-up are those stored afterthe last engine stop during the after run function.

StartingIt is the management stage of the engine functionscharacterised by the adotpion of useful strategies to a fastreaching of the endothermic engine functions.Among the restrained signals the most evident is therecognition of the throttle position that does not require tobe operated until the starting procedure is concluded.

Metering and fuel injectionIt is carried out by the span of time of the injectors electriccontrol fed by the pressurized fuel in the common raildistributor.Fuel pressure in the common rail distributor is made tochange according to the performance goals required from theengine.The primary datum of the amount of fuel to be injected iscalculated according to the information of:

- Throttle position;

- Engine number of RPM.

This datum is further adjusted according to the data of:

- Comburent air pressure and temperature;

- Fuel temperature;

- Engine coolant temperature.

It may be modified by linearization for acceleration gradient,the minimum RPM, to avoid overspeed or to control limitcondition of engine operation.The span of time of the electro-injector control which setsthe real quantity injected is, moreover, related to the fuelpressure datum detected on the common rail distributor andthe battery voltage.Only in case of anomalies which entail serious damages forthe engine, injection time zeroing is reached.

Injection advance managementIt is obtained by changing in the span of time of one revolutionof the crankshaft the instant of the electric control beginningof the electro-injectors.The values actuated may vary from one injection to the nextand in the same way as for the metering varied among thecylinders.The parameters affecting the injection advance are:

- Throttle position;

- Engine RPM;

- Comburent air temperature and pressure;

- Fuel temperature;

- Coolant temperature.

The values are determined experimentally in order to obtainthe best performance and at the same time complying withcontainment goals on acoustic and fumes emissions.A further dynamic adjustment during the acceleration phasegives the engine a greater static torque.The information to check the actuated value obtained inloop is provided by the electro-injector solenoidimpedance change.

C87 ENT M62.10 / C87 ENT M65.10


Pre-injectionThis term indicates the delivery of a limited amount of fuelthat is obtained in the short interval of opening and closingof the spray-nozzle metering rod, before the main injection.

Pre-injection is programmed in the ECU and it is possible upto 2,000 RPM. Its purpose is to limit the pressure increasegradient within the combustion chamber to reduce its peaksand contain typical noise of the direct injection engines.The amount of fuel injected is an integral part of the mainmetered injection.

Injection pressure modulationThe best and more reliable torque and power delivery,complying with fumes and acoustic emission containment, ismade possible by having a high pressure fuel delivery and byusing injectors having a high atomization. In order to conformfuel metering with the high dynamics required by the enginecontrol, apart from managining the injection time, managingthe pressure of the fuel injected is also necessary.This goal is obtained in loop by using the datum supplied bythe pressure sensor located on the common rail distributor.

Idling adjustingThis function enables to obtain a constant and repeatableRPM notwithstanding the changing of the operationalenvironmental conditions. The adjustment is obtained bymanaging metering and the injection beginning instantaccording to the processing of the information produced bythe sensors.If battery voltage is below efficiency rating, ECU increasesrotation to improve alternator recharging.

Self-diagnosis

It is the constant check of the presence of the electricalsignals sent by the sensors or delivered to actuators. In thecase of anomalies being detected, it enables the electronicunit to process data according to a recovery programme.

The central unit not only checks the efficiency of the sensors,actuators and wiring connected to them, but also checks aconsistency evaluation of the signals and the informationdeducted from them.It is possible to recognise an inconsistency and not use aninvalidated datum replacing it with that one predefined bymeans of comparison with pre-programmed limitparameters or by assessing their increasing or decreasinggradient. The recovery procedure is integrated by thestoring of the codes identifying the errors detected. Thesecodes can be decoded by using diagnostic computerizedappliances or by means of a blinking light named blink code.

EDC indicator lightIt is located on the instrument and control panel, is directlycontrolled by the EDC system from the central unit. It isnormally off, it will come on for an instant immediately afterhaving supplied the system by means of an efficiency test.If lit, the EDC indicator shows a likely anomaly of the injectionsystem or an irregular engine operation or of one of itsmachine parts.

Fuel heatingIt assures a correct density of the fuel even at lowtemperatures, improving atomization in order to obtain abetter gradient smoke and emissions.The heating element is activated on the filter according to thetemperature detected.

Linearization of the acceleration gradientThe exhaust and acoustic noxious emissions containment hasbeen obtained by implementing strategies especially tocontrol the injection required for accelerations. Managementof the fuel metering and advance, during transient states, hasbeen obtained by devising experimental progression modesstored in the central unit.

Balance of the cylinder torque deliveryIt contributes to reduce vibrations and equilibrates itsoperation.It is obtained by controlling delivery and injection advancecylinder by cylinder; in such a way it is possible to adequatecrankshaft angular acceleration produced by eachcombustion to equal ratings.Cylinders balance can be carried out only at idle speed, dueto software structure complexity, but data thus gatheredwitha wise adaptation, can be used for higher speed too.

Rotation speed controlIt represents the electronic equivalent of the speed controlsof the traditional injection pumps.Like the latter it has the following adjustment characteristics:

- Minum and maximum;

- Every speed.

Top speed limitationIt preserves the efficiency of the engine operation by notallowing overspeed even if accidental.Limitation strategies are actuated in the following ways:

- When the first threshold is overcome, fuel deliveryreduces progressively;

- When the expected top speed has been reached, fueldelivery is zeroed.


OVERVIEW

Cut offIt consists of non injecting fuel during the engine decelerationphase. The function is operating until the idle speed isreached below which it would be impossible to restoreengine thermic operation.

DeratingIt can be considered as a recovery programme. It does notproduce a storage of an anomaly record. It is caused by therecognition of fuel high temperature, coolant, or comburentair. Derating consists of reducing the torque delivered by theengine to preserve it from operation inefficiency. It takesplace when overcoming preset thresholds, in a wayproportional and gradual to the amount of the overcomingof parameter; it does not entail fault signalling on theinstrument panel.

RecoveryIt is a special way of control and management characterisedby the adoption of a number of strategies which enable thesystem to operate even in the case selfdiagnosis hasrecognized the presence of anomalies. In the majority ofcases seafaring can be continued regularly or with reducedperformance.Adopting a recovery strategy entails the storing of ananomaly code and the corresponding limitation of themaximum power rating delivered by the engine.The power rating limitation due to recovery strategy is activeup to the stopping of the engine even if the anomaly detectedis not there anymore. The blink code light on the instrumentand control panel will turn on only for the most seriousevents.

After runThe stage following after every engine stop. It is characterisedby the delay in deenergizing the main supply solenoidcontained inside the ECU EDC. During this phase the centralunit is still powered for some seconds, during which the datathat have characterised the optimized management of theengine up to that moment, are transferred from the mainvolatile memory to the EEPROM non volatile memory; thesedata will then be available for the next starting.These data can be summarised into:

- Management modes (idle speed, torque delivery balance,smoke limit...);

- Threshold setting min/max of signal recognition;

- Fault memory.

At every start up it is important to have available the data thatoptimize themanagement and the engine behaviour in termsof TORQUE AND POWER DELIVERY. It is thereforemandatory to use engine stopping strategies (e.g. batterydisconnection) not different from those prescribed by themanufacturer (key in OFF position) or which may preventthe correct execution of the after run function.

C87 ENT M62.10 / C87 ENT M65.10



OVERVIEW

C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11MAY 2012 TECHNICAL DATA 2.43

SECTION 2

Technical data

Page

SPECIFICATIONS C87 ENT M62.10 / M62.11 47. . . .

SPECIFICATIONS C87 ENT M65.10 / M65.11 48. . . .


TECHNICAL DATA

C87 ENT M62.10 / C87 ENT M65.10


Injection system

Type HPCR

System Bosch EDC7 UC31

Maximum injection pressure bar 1600

Low temperature starting

Allowed, without external aids, down to C -15

With electrical heating of intake air (optional), down to C -25

With additional external heater, down to C -30

Cooling

Closed coolant loop withsea water heat exchanger

50% mixture of water/Paraflu 11 orequiv. Compliant with SAE J 1034

specification

Total coolant quantity liters 38

Engine-only capacity liters 16

Expansion tank standard

Forced circulation centrifugal pump

Flow rate at maximum rpm (Freshwater) l/h 22440

Temperature regulationInitial opening C

with thermostatic valve68 78

Sea water line forced circulation

Sea water pump centrifugal self-priming

Max. pump capacity (Sea water) l/h 20000

Exhaust gas expulsion

Optional stack

Optional riser

Electrical system

Nominal voltage Vcc 24

Self-regulated alternator:VoltageMaximum current intensity

VccA

2890

Electrical starter motor:Nominal voltageAbsorbed electrical power

VW

244500

Recommended batteries capacity Ah 120Current discharge at - 18 C (SAE J 537) A 900

Dimensions

Figure 1

Sizes in mm

143679


TECHNICAL DATA

Drive train coupling

Flywheel diameter mm (inches) 355 (14)

Flywheel case type SAE 1

Weights

Without liquids and without gearbox kg 940

ATTENTION

Low temperature dieselEN 590 specifications distinguish different classes of diesel fuel, identifying the characteristics of those best suited to lowtemperatures. It is entirely up to the Oil companies to comply with these regulations, which foresee that fuels suited to theclimactic and geographic conditions of the various Countries be distributed.

C87 ENT M62.10 / C87 ENT M65.10


SPECIFICATIONS C87 ENT M62.10 / M62.11

CycleChargeInjection

4-Stroke DieselSupercharged and intercooled

Direct

Number of cylinders 6 in line

Bore mm 117

Stroke mm 135

Total displacement cm3 8710

Compression ratio 16 to 1

Maximum power kW 456

Speedat maximum power rpm 2530

Direction of rotation, flywheel side counterclockwise

Minimum idling rpm rpm 600

Maximum engine rpm, no load rpm 2700

Allowed engine inclination angles

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

Maximum transverse in continuous operation (static + dynamic) degrees/360 22 30'

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

Supercharge

Turbocompressor with water-cooled body HOLSET HX 55WM

Maximum pressure bar 2.2

Lubrication

Oil type ACEA E7/E4 (URANIA LD5)

Oil compliant with specifications SAE 15W-40

Total oil capacity on first filling liters (kg) 28.5 (25.5)

Total oil capacity with sump at minimum level liters (kg) 15.5 (14)

Total oil capacity with sump at top level liters (kg) 24 (21.5)

Oil pressure, warm engine, minimum idling rpm bar 2Oil pressure, warm engine, maximum rpm bar 5.0Maximum allowed temperature C 105

Oil dipstick valid for static inclination degrees/360 0 to + 10

Fuel supply

Fuel oil compliant with standard EN 590*

Low pressure transfer pump gear pump

Flow rate at maximum rpm kg/h 104.8

Fuel return flow rate to tank kg/h -

Filtering: pre filter m 36.5Filtering: filter m 5

ATTENTION

Low temperature dieselEN 590 specifications distinguish different classes of diesel fuel, identifying the characteristics of those best suited to lowtemperatures. It is entirely up to the Oil companies to comply with these regulations, which foresee that fuels suited to theclimactic and geographic conditions of the various Countries be distributed.


TECHNICAL DATA

SPECIFICATIONS C87 ENT M65.10 / M65.11

CycleChargeInjection

4-Stroke DieselSupercharged and intercooled

Direct

Number of cylinders 6 in line

Bore mm 117

Stroke mm 135

Total displacement cm3 8710

Compression ratio 16 to 1

Maximum power kW 478

Speedat maximum power rpm 2530

Direction of rotation, flywheel side counterclockwise

Minimum idling rpm rpm 600

Maximum engine rpm, no load rpm 2700

Allowed engine inclination angles

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

Maximum transverse in continuous operation (static + dynamic) degrees/360 22 30'

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

Supercharge

Turbocompressor with water-cooled body HOLSET HX 55WM

Maximum pressure bar 2.2

Lubrication

Oil type ACEA E7/E4 (URANIA LD5)

Oil compliant with specifications SAE 15W-40

Total oil capacity on first filling liters (kg) 28.5 (25.5)

Total oil capacity with sump at minimum level liters (kg) 15.5 (14)

Total oil capacity with sump at top level liters (kg) 24 (21.5)

Oil pressure, warm engine, minimum idling rpm bar 2Oil pressure, warm engine, maximum rpm bar 5.0Maximum allowed temperature C 105

Oil dipstick valid for static inclination degrees/360 0 to + 10

Fuel supply

Fuel oil compliant with standard EN 590*

Low pressure transfer pump gear pump

Flow rate at maximum rpm kg/h 104.8

Fuel return flow rate to tank kg/h -

Filtering: pre filter m 36.5Filtering: filter m 5

C87 ENT M62.10 / C87 ENT M65.10


Injection system

Type HPCR

System Bosch EDC7 UC31

Maximum injection pressure bar 1600

Low temperature starting

Allowed, without external aids, down to C -

With electrical heating of intake air (optional), down to C -25

With additional external heater, down to C -30

Cooling

Closed coolant loop withsea water heat exchanger

50% mixture of water/Paraflu 11 orequiv. Compliant with SAE J 1034

specification

Total coolant quantity liters 38

Engine-only capacity liters 16

Expansion tank standard

Forced circulation centrifugal pump

Flow rate at maximum rpm l/h 42300

Temperature regulation Initial openingC

with thermostatic valve68 78

Sea water line forced circulation

Sea water pump centrifugal self-priming

Max. pump capacity l/h -

Exhaust gas expulsion

Optional stack

Optional riser

Electrical system

Nominal voltage Vcc 24

Self-regulated alternator:VoltageMaximum current intensity

VccA

2890

Electrical starter motor:Nominal voltageAbsorbed electrical power

VW

244500

Recommended batteries capacity Ah 120Current discharge at - 18 C (SAE J 537) A 900

Dimensions

Figure 1

Sizes in mm

143679


TECHNICAL DATA

Drive train coupling

Flywheel diameter mm (inches) 355 (14)

Flywheel case type SAE 1

Weights

Without liquids and without gearbox kg 970

C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11MAY 2012 ELECTRICAL EQUIPMENT 3.51

SECTION 3

Electrical equipment

Page

ELECTRICAL EQUIPMENT 53. . . . . . . . . . . . . . . . . . .

PARTS AND COMPONENTS ENGINE 58. . . . . . . . .

M62.10 / M65.10 Engines 58. . . . . . . . . . . . . . . . .

M62.11 / M65.11 Engines 59. . . . . . . . . . . . . . . . .

ELECTRICAL SYSTEM 61. . . . . . . . . . . . . . . . . . . . . .

ALTERNATOR 62. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mitsubishi 90A 62. . . . . . . . . . . . . . . . . . . . . . . . .

Specification 62. . . . . . . . . . . . . . . . . . . . . . . . . . .

ELECTRICAL STARTER ENGINE 63. . . . . . . . . . . . . .

Nippondenso model 63. . . . . . . . . . . . . . . . . . .

Specification 63. . . . . . . . . . . . . . . . . . . . . . . . . . .

CONNECTIONS OF THE CENTRALELECTRONIC UNITCONVERTERMODULE 64. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Identification of terminal function 64. . . . . . . . . . .



EQUIPOTENTIAL CONNECTIONS TOENGINE GROUND 68. . . . . . . . . . . . . . . . . . . . .

M62.10 / M65.10 Engines 68. . . . . . . . . . . . . . . . .

M62.11 / M65.110 Engines 69. . . . . . . . . . . . . . . .


ELECTRICAL EQUIPMENT

Figure 1

10_032_C

1. Eelectronic Unit - 2. Mm Connector - 3. Wiring harness to be manufactured by the yard - 4.M Sensor for the presence ofwater in the fuel - 5. Sedimenting pre-filter - 6. Power line for electric starter motor and alternator - 7. Relay box -

8. JECCM and JECCF connectors - 9. Analog to digital converter module -10. JG connector - 11. JSV connector - 12. JQAconnector set for connection to the main analog instrument panel - 13. Connector JE - 14. Connector JH - 15. ConnectorJQ - 16. Connector J3 - 17. Connector J4 - 18. Connector - 19. Connector J2. - 20. Extension cables available in 3,5,7,10

and15

The electrical equipment of the engine comprises a series ofcomponents provided separately from the engine to enablean easy and diversified installation, according to the Yard'sdesign choices. The need to make accessible, at sea orunderway, the controls to the electrical components and tothe connector for diagnostics contained in the relay boxmaybe met through different installation arrangements.

Together with the coupling of all the wiring connectors it isnecessary to carry out the connection wiring (3) for thewater in fuel sensor (4), the power network and theconnection of the accumulator with the engine wiring, inorder to complete the installation In order to activate thefunction which stops the engine in case of excitation, it isnecessary to connect the JECCM and JECCF connectors witheach other.

C87 ENT M62.10 / C87 ENT M65.10



Figure 2

143680

1. Electroinjector - 2. Wires passage - 3. Coolant temperature sensor - 4. Oil pressure/temperature sensor -5. Combustion air pressure/temperature sensor - 6. EDC connector A1 - 7. EDC connector A -8. Fuel temperature sensor - 9. Camshaft sensor - 10. Crankshaft sensor - 11. Rail pressure sensor -

12. Pressure regulating electrical valve.

Engine cable



Figure 3

10_034_C

EDCA. EDC connector A - C. Camshaft sensor - B. Crankshaft sensor - VS. Oil pressure/temperature sensor -HP. Combustion air pressure/temperature sensor - ZH. Fuel high-pressure pump sensor - A. Fuel temperature sensor -

F. Coolant temperature sensor - PR. Rail pressure sensor - 1. Electroinjector - EDCA1. EDC connector A1

Engine cable wiring diagram

C87 ENT M62.10 / C87 ENT M65.10


Figure 4

143681

Wiring layout engine

A.Fueltemperatu

1.ConnectorJB-2.Oilfilterclogging(U)-3.ConnectorCANBUSelectronichandwheels(JD)-4.ConnectorforRINA(JR)-5.Waterinfuelprefiltersensor

(M)-6.Lowcoolantlevelsensor(J)-7.Electricaloilpump(PO)-8.Electricalvalveoilcharge/discharge(EC)-9.Overspeedpick-up(BA)-10.Exhaustgas

temperaturesensorforgauge(O,O1)-11.Acceleratorpotentiometerpositionsensor(PA)-12.EDCconnectorB(EDCB)-13.GN.Neutralgearsensor-

14.Connectorforinverter(JINV)-15.Oilpressuretemperaturesensorgear(VI)-16.Oiltemperaturesensorgearbox(SI)-17.Cloggingfuelfiltersensor(Z)

-18.Airfilterclogging(K)-19.Airfilterclogging(K1)-20.Blowbycloggingsensor(X)-21.Startermotor(MM)-22.Gridheaterrelay(GH)-

23.Electricalvalveby-pass(GX)-24.Alternator(GG)-25.AlternatorB+(B+).



Figure 5

10_035_C

Wiring layout engine

JB.ConnectorJB-JINVConnectorforinverter-JDConnectorCANBUSelectronichandwheels-JR.ConnectorforRINA-

K1Airfilterclogging-K.Airfilterclogging-Z.Cloggingfuelfiltersensor-U.Oilfilterclogging-O1.Exhaustgastemperaturesensorforgauge-

O.Exhaustgastemperaturesensorforgauge-X.Blowbycloggingsensor-SI.Oiltemperaturesensorgearbox-VI.Oilpressuretemperaturesensorgear-

J.Lowcoolantlevelsensor-M.Waterinfuelprefiltersensor-GG.Alternator-B+.AlternatorB+-EDCB.EDCconnectorB-PA.Accelerator

potentiometerpositionsensor-GNNeutralgearsensor(ininstallationwithnosensor,donotremovethecapoftheGNDconnectortoavoidcompromising

startenginefunction)-GH.Gridheaterrelay-GX.Electricalvalveby-pass-BA.Overspeedpick-up-MM.Startermotor-PO.Electricaloilpump-

EC.Electricalvalveoilcharge/discharge

C87 ENT M62.10 / C87 ENT M65.10


Figure 6

177444

1. Air filter - 2. Common rail high pressure injection pump - 3. Air/sea-water heat exchanger - 4. Air pressure/temperaturesensor - 5. Chimney exhaust gas (pot.) - 6. Engine coolant-sea water heat exchanger - 7. Oilfilter - 8. Coolant temperaturesensor - 9. Thermostatic valve - 10. Alternator - 11. Inverter oil heat exchanger - 12. Electrical starter motor - 13. Sea water

pump - 14. Fuel Filter.



PARTS AND COMPONENTS ENGINEM62.10 / M65.10 Engines

Figure 7

174587

1. Air filter - 2. Common rail high pressure injection pump - 3. Air/sea-water heat exchanger - 4. Air pressure/temperaturesensor - 5. Chimney exhaust gas (pot.) - 6. Engine coolant-sea water heat exchanger - 7. Oil filter clogging - 8. Coolant

temperature sensor - 9. Thermostatic valve - 10. Alternator - 11. Inverter oil heat exchanger - 12. Electrical starter motor -13. Sea water pump - 14. Fuel Filter.

C87 ENT M62.10 / C87 ENT M65.10


M62.11 / M65.11 Engines

Figure 8

10_030_C

1. Connector JB - 2. Coolant expansion tank - 3. Coolant refill cap - 4. Coolant low level sensor - 5. Lifting U-bolt - 7. Oilrefill cap - 8. Clogged fuel filter sensor - 9. Clogged air filter sensor - 10. Cooled turbo-charger - 11. Exhaust gas and seawater discharge - 12. Camshaft sensor - 13. Accelerator potentiometer position sensor - 14. Oil dipstick - 15. Cooled

exhaust manifold - 16. Oil sump emptying pump.



1. Equipment power supply - 2. Batteries -3. Electric starter motor - 4. Alternator - 5. Grid heater

The connection of the +B terminal of the alternator to thepositive+30 terminal of the electric startermotormust beachieved with a conductor having a cross section of at least40 mm2. The connection of the positive +30 terminal of theelectric starter motor to the positive pole of the battery,achieved with a conductor having a cross section of at least95 mm2, allows to obtain, as shown in the figure, thesimultaneous connection of the alternator to the battery.The connection between the engine ground and thenegative pole of the battery must be achieved according tothe guidelines provided in the Engine electrical groundparagraph.The connection (*) between alternator terminal B- andterminal 31 of the starter motor must be made only in thecase of an isolated terminal system and the cross-sectionmust be equal to 40 mm2.The connection (**) for the thermal starter relay is theresponsibility of the customer and the cross-section must beequal to at least 16 mm2.

ATTENTION

If magneto-thermal protecting breakers are inserted, theymust not be used to stop the engine and in any case theymust be activated only a few seconds after shut-down.

Figure 9

09_061_N

C87 ENT M62.10 / C87 ENT M65.10


ELECTRICAL SYSTEM



ALTERNATOR

Nominal voltage 28.3 0.5V (20C)

Nominal current 90 A

Rpm for min power ~ 1800 rpm

Rpm for max power ~ 5000 rpm

Polarity negative ground

Rotation clockwise viewed frompulley

Belt poly V

Belt tension 730 N

Weight 7.0 kg

Figure 10

Mitsubishi 90A+B. (24 V) Power supply output terminal

S. (Sense) Reference voltage of battery charge status(connected to +B terminal or to beconnected to the positive pole of the batteryin case of remote installation of the battery);

IG. (Ignition) Regulator enabling signal (connected tovoltage +, driven by key switch);

L. (Lamp) Power supply voltage of recharge/alarmindicator light located on the panel.

05_093_C

Alternator speed (rpm x 1000)

CHARACTERISTIC CURVES

Figure 11

Outputcurrent(A)

Specification

81797

Ambient temp. 25 C

Ambient temp. 90 C

C87 ENT M62.10 / C87 ENT M65.10


ELECTRICAL STARTER ENGINE

Nominal power 5.5 kW

Nominal voltage 24V

Polarity negative ground

Engagement circuit positive command

Rotation clockwise viewed frompinion end

Weight ~ 10.5 kg

Operating voltage 26V MAX (20 C)

Water resistance spray test based on JISD0203 SI

Condition (20 C) Voltage (V) Current (A) Speed (rpm) Torque (Nm)

No load 23 120 3800 -

Load 16 690 900 49

Stall 6 1260 0 73.5

Figure 12

Figure 13

81799+50 Starter control

Engineelectricalground

connectionpoint

81800Current (A)

CHARACTERISTIC CURVES

Nippondenso model

Specification



CONNECTIONS OF THE CENTRAL ELECTRONIC UNITCONVERTER MODULE

Pin Function

1 -

2 -

3 -

4 -

5 -

6 -

7 -

8 -

9 Timing sensor

10 Timing sensor

11 -

12 Negative for rail temperature and pressure sensor

13 Positive for rail temperature and pressure sensor

14 Signal from rail temperature and pressure sensor

15 Coolant temperature sensor

16 -

A. 36 poles connector - A1. 16 poles connector -B. 89 poles connector.

The connection of the central electronic unit, the ECU, tothe components of the EDC system is achieved by means ofthree connectors so as to subdivide the wiring harnesses,thereby favoring a quicker identification of the lines duringtesting operations.The different connectors are polarized and provided withlevers to favor the connection and disconnection operationsand assure proper coupling.They are dedicated to the following functions:

- Connector A for engine mounted components;

- Connector A1 for electro-injector connection;

- Connector B for boat side connections.

Identification of terminal functionEDC A Connector

Figure 14

Figure 15

08_024_C

Identification of terminal functionEDC A1 Connector

Figure 16

C87 ENT M62.10 / C87 ENT M65.10


Pin Function

17 -

18 Signal from fuel temperature sensor

19 Engine rpm sensor

20 -

21 -

22 -

23 Engine rpm sensor

24 Negative for engine oil pressure and temperaturesensor

25 Negative for air temperature and pressure sensor

26 Coolant temperature sensor

27 Signal from engine oil pressure sensor

28 Signal from engine oil temperature sensor

29 -

30 -

31 -

32 Positive for engine oil pressure and temperaturesensor

33 Positive for air temperature and pressure sensor

34 Signal from air pressure sensor

35 Negative for fuel temperature sensor

36 Signal from air temperature sensor

Pin Function

1 Injector cylinder 5






7 -

8 -

9 Pressure regulator

10 Pressure regulator







Identification of terminal functionEDC B Connector

Figure 17



Pin Function

1 -

2 Supply

3 Supply

4 -

5 Ground

6 Ground

7 -

8 Supply

9 Supply

10 Ground

11 Ground

12 Positive for grid heater relay

13 Positive for fuel filter heating relay

14 -

15 -

16 -

17 Starting relay negative voltage

18 -

Pin Function

19 -

20 -

21 Neutral switch input

22 -

23 -

24 -

25 -

26 -

27 -

28 -

29 Digital round

30 -

31 -

32 Signal for start engine from box relay

33 -

34 Line CAN - L

35 Line CAN - H

C87 ENT M62.10 / C87 ENT M65.10


Pin Function

36 Negative voltage for fuel filter heater switch

37 Starting relay positive voltage

38 -

39 -

40 Positive voltage +15 under lock

41 -

42Negative voltage from sensor detecting water in thepre-filter

43 -

44 -

45 -

46 -

47 Signal for stop engine from box relay

48Negative voltage from accelerator pedal idlingswitch

49 -

50 -

51 -

52 -

53 -

54 -

55 -

56 -

57 -

58 -

59 -

60 -

61 -

62 -

Pin Function

63 -

64 -

65 -

66 Neutral switch input

67 -

68 -

69 -

70 -

71 -

72 -

73 -

74 -

75 Negative for grid on heater

76 -

77 Supply voltage for accelerator potentiometer

78 Negative for accelerator potentiometer

79 Signal from accelerator potentiometer

80 -

81 -

82 -

83 -

84 -

85 Signal for start engine from box relay

86 -

87 -

88 -

89 ISO K interface

1, 2, 3, 4. Copper braids

Figure 18

To enhance connection efficiency, the screw threads and the surfaces in contact with the electrical terminals must be clean andnot oxidized. Thoroughly inspect and remove any impurities before each reinstallation procedure.

ATTENTION

To enhance connection efficiency, the screw threads and the surfaces in contact with the electrical terminals must be cleanand not oxidized. Thoroughly inspect and remove any impurities before each reinstallation procedure.

147000



EQUIPOTENTIAL CONNECTIONS TO ENGINE GROUNDM62.10 / M65.10 Engines

1, 2, 3, 4. Copper braids

Figure 19

To enhance connection efficiency, the screw threads and the surfaces in contact with the electrical terminals must be clean andnot oxidized. Thoroughly inspect and remove any impurities before each reinstallation procedure.

ATTENTION

To enhance connection efficiency, the screw threads and the surfaces in contact with the electrical terminals must be cleanand not oxidized. Thoroughly inspect and remove any impurities before each reinstallation procedure.

174588

C87 ENT M62.10 / C87 ENT M65.10


M62.11 / M65.110 Engines

C87 ENT M62.10 / C87 ENT M65.10

C87 ENT M62.11 / C87 ENT M65.11MAY 2012 DIAGNOSTICS 4.71

SECTION 4

Diagnostics

Page

FOREWORD 73. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PT - BOX 74. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GUIDE TO SYMPTOM DIAGNOSIS 75. . . . . . . . . . .

FAULTS CODE - EDC 7 UC31 79. . . . . . . . . . . . . . .


DIAGNOSTICS

Every time there is a breakdown claim and this breakdownis actually detected, it is necessary to proceed inquiring theelectronic unit in one of the ways indicated and thenproceed with the diagnostic research making trials and testsin order to have a picture of the working conditions andidentify the root causes of the anomaly.

In case the electronic device is not providing any indication,it will be necessary to proceed relying on the experience,adopting traditional diagnosis procedures.

A successful troubleshooting is carried out with thecompetence acquired by years of experience and attendingtraining courses.

When the user complains for bad efficiency or workinganomaly, his indications must be kept into properconsideration using them to acquire any useful informationto focus the intervention.

Using FPT processing instruments, it is also possible toestablish a bi-directional connection with the central unit, bywhich not only to decoding the failure codes but also inputan enquiry relying on memory files, in order to achieve anyfurther necessary information to identify the origin of theanomaly.

Any kind of operation on the electronic center unit mustbe executed by qualified personnel, duly authorized by FPT.Any unauthorized tamper will involve decay of after-salesservice in warranty.

ATTENTION

C87 ENT M62.10 / C87 ENT M65.10


FOREWORD

Figure 1

PT - BOXPT - BOX is a test tool to be connected to a Personal Computer.

1. Data flow lamps (blinking) - 2. Ignition indicator - 3. USB indicator - 4. Operation indicator -5. Serial port indicator - 6. Error indicator - 7. CAN line indicator -

8. Line K indicator for automatic management

With the PT-BOX you can perform:

- Basic testing: central unit ID reading, failure memory reading, parameter reading, failure memory clearing and FlightRecorder memory reading;

- Active testing: main component testing (actuators, contactors, etc..);

- Flight Recorder reading;

- ECU acknowledgement of replaced electronic components;

- 2nd level and PTO programming;

- Parameter acquisition during operation tests.

120995


DIAGNOSTICS

C87ENTM62.10

/C87ENTM65.10

C87ENTM62.11

/C87ENTM65.11

MAY2012

DIAGNOSTICS

4.75

GUIDE TO SYMPTOM DIAGNOSIS

BlinkCode

Symptom Part Possible cause Recommended tests or action

NO Engine does not start Batteries - Low charge- Faulty terminal connections

- Recharge (disconnecting systemwiring)- Clean, check, tighten terminals orreplace them

NO Engine does not start Electrical starter motor - Malfunction- Faulty terminal connections

- Check- Clean, check, tighten terminals

NO Engine does not start Relay to control powersupply to terminal 50 ofthe electric starter motor(contained in the relaybox)

- Malfunction - Check supply wiring- Check main relay, replace

NO Engine does not start Fuel feed pump - Priming incorrect (air leaking inside) - Check seal on intake branch- Check pressure

NO Engine does not start Fuel circuit - Incorrect filling (air in fuel circuit) - Check seal- Bleed circuit

NO Engine does not start Fuel filter and pre-filter - Filter and pre-filter clogged - Check reservoir- Replace

NO Engine does not start Electrical grid heater (ifpresent), at temperatureslower than 0 C.

- Malfunction- Faulty terminal connections

- Check supply and earth connection- Carry out active diagnosis

MAY2012

4.76C87ENTM62.10

/C87ENTM65.10

C87ENTM62.11

/C87ENTM65.11

DIAGNOSTICS


BlinkCode


NO Engine overheats Coolant level - Below MIN level - Check for leaks- Top up correct level

NO Engine overheats Coolant pump drive belt - Loose tension- Wear

- Check tension- Replace- Verify liquid spillage on the belt

NO Engine overheats Coolant pump - Malfunction - Check belt tension- Replace

NO Engine overheats Thermostatic valve - Locked, closed or only partially open - Check coolant liquid- Replace

NO Engine overheats Coolant-sea water heatexchanger

- Clogged - Clean or replace

NO Engine overheats Air filter - Clogged - Check filter clogged indicator- Replace filter

NO Engine overheats Cylinder head gasket - Compression leaking from cylinder head gasket - Check water circuit pressure- Replace head gasket

C87ENTM62.10

/C87ENTM65.10

C87ENTM62.11

/C87ENTM65.11

MAY2012

DIAGNOSTICS

4.77


BlinkCode


NO Poor performance Fuel circuit - Reservoir net filter clogged- Fuel prefilter clogged- Fuel filter clogged- Air in fuel circuit- Fuel pressure too low- Heavy fuel leakage

- Replace clogged filters- Check intake seals- Check pressure relief valve on the fuelgear pump- Check the integrity of the fuel gear pump

NO Poor performance Injectors - Malfunction- Fuel leaking from seal rings

- Check for fuel presence in engine- Call FPT and follow their instructions toreplace the injectors

NO Poor performance Air filter - Clogged - Check filter clogged indicator- Replace filter

NO Poor performance Gas exhaust system - Leaks from exhaust manifold - Check and remove cause of leak

NO Poor performance Turbocompressor - Blades inefficient- Bearings inefficient

- Check parts and lubrication circuit- Replace

NO Poor performance Control cams - Wear- Incorrect timing

- Check, replace- Check, restore

NO Poor performance Valves - Excessive or no clearance - Check, restore correct clearance

NO Poor performance Intake air pressure sensor - Output signal too low (below to the pressurevalue)

- Using a multimeter on the component,check the output voltage and refer to amanometer

NO Poor performance - Intake air temperaturesensor- Water temperaturesensor- Fuel temperature sensor

- Output signal too high - Using a multimeter on the component,check the resistance and refer to athermometer

MAY2012

4.78C87ENTM62.10

/C87ENTM65.10

C87ENTM62.11

/C87ENTM65.11

DIAGNOSTICS


BlinkCode


NO The engine emits greywhitesmoke

Water in cylinders - Leakages from cylinder gasket- Leakages from injector sleeves- Water in intake system- Water in fuel

- Check level and pressurization ofwatercircuit- Check fuel tank, clean as required- Check water in fuel sensor

The engine emits bluesmoke

Oil in cylinders - Excessive oil consumption- Oil leaking in turbocompressor- Oil leaking from valve guides

- Check lubrication oil consumption- Overhaul

NO Engine stops Fuel reservoir - Fuel reservoir empty - Refill and bleed fuel circuit

NO Engine stops Net filterPrefilterFuel filter

- Filter clogged - Clean, replace

NO Engine stops Fuel circuit - See item Poor performance - See item Poor performance

FAULTS CODE - EDC 7 UC31

Legend:MAX = 3 Electronic control unit has read value OVER rangeMIN = 4 Electronic control unit has read value UNDER rangeSIG = 2 Electronic control unit has read a FAILURE of signalNPL = 12 Electronic control unit has read of UNPLAUSIBILITY of signal

The fault codes depend on the application, therefore some may never be displayed during diagnosis.

ATTENTION

C87 ENT M62.10 / C87 ENT M65.10


DMxSPN

DMxFMI

Failure descriptionHEXvalues

MAX= 3

MIN= 4

SIG= 2

NPL= 12

Vehicle 1 (Sensors/Plausibility checks)

111 x x x x Fault path 1 for vehicle Speed sensing

211 x x x x Fault path 2 for vehicle Speed sensing(CAN)

311 x x x Fault path 3 for veh. Speed (max.pulse width)

112 x Accelerator Pedal 1

212 x x x Accelerator Pedal 2

113 x Accelerator Pedal and brake not plausible

114 x x x Multiple State Switch

116 x x Main clutch signal

117 x x Brake signal

118 x Engine brake preselection switch status

119 x No terminal 15 signals detected

11A x Terminal 50 always pressed

11B x High resolution wheel speed CAN message

21B x Vehicle dynamics control unit CAN message

11C x Water in fuel

21D x x x x Catalyst ageing limit exceeded

31D x x x x DCU state monitoring

11E x NH3Slip

21E x x x x Catalyst efficiency lower than first Nox prediction threshold level

31E x x x x Catalyst efficiency lower than first Nox prediction threshold level

41E x x x x Catalyst presence monitoring

11F x x x x Plausibility check of catalyst system

21F x x x x Boost pressure actuator current monitoring

31F x x x x Too high efficiency of catalyst system

Vehicle 2 (Lamps/relays/actuators)

121 x x x x Adjustable speed limit lamp

122 x x x x Power stage fault status for MIL

123 x x x x Power stage for system lamp

124 x x x x Cold start lamp

224 x x x x Coolant temperature lamp

125 x xMain relay defect (for High press pump P340/for engine brakedecompr.valve P342)


DIAGNOSTICS

DMxSPN

DMxFMI


MAX= 3

MIN= 4

SIG= 2

NPL= 12

225 x Interrupted afterrun

126 x x Battery voltage fault

127 x x Eng.brake decompr.valve

128 x Main relay SCBatt (Lambda H./Grid H./Batt.switch)

228 x Main relay SCGND (Lambda H./Grid H./Batt.switch)

129 x x Main relay 3 (A/C compr./fuel filter heater)

12A x x Main relay 4 (Exhaust valve eng.brake flap)

22A x x x x Particulate filter lamp

12B x x x Power stage air heater 1 actuator

12C x x x Power stage air heater 2 actuator

12D x x Air heater test switch on (voltagehigh thresh.)

12E x Grid heater always switched on

12F x x Air condition power stage CAN message

Engine 1 (Temperature and Pressure Sensors)

131 x x x x Coolant temperature sensor

132 x Coolant temperature sensor dynamic test

232 x Coolant temperature sensor absolute test

332 x x Engine temperature check

133 x x x Boost Temp. Signal

134 x x x x Boost pressure sensor

135 x x Fuel Temp. Signal

136 x x Rail pressure sensor CP3

236 x x x Rail pressure sensor offset monitoring

137 x x x Rail pressure relief valve

138 x x x x Oil Pressure Sensor

238 x Oil Pressure too low

338 x x x x Oil Pressure sensor lamp

13A x x x x Oil Temp. Sensor

23A x Oil Temperature above normal

13C x x x Atmospheric Temperature Sensor (Humidtiy?)

13D x x x Fuel pressure sensor

23D x x Fuel pressure sensor dynamic plausibility test

Engine 2 (Speed sensing/actuators)

141 x x Crankshaft sensor failure

142 x Running with camshaft sensor only

143 x x Camshaft sensor failure

144 x x Offset between camshaft and cranksh.

145 x x x x Power stage Fan actuator

146 x x Power stage Fan 2 actuator

147 x x Fan speed sensor signal

148 x x x x Air condition power stage

C87 ENT M62.10 / C87 ENT M65.10


DMxSPN

DMxFMI


MAX= 3

MIN= 4

SIG= 2

NPL= 12

149 x x x x Fuel filter heating output

14A x Engine Compartment Start Button is stuck

24A x Engine Compartment Stop Button is stuck

14D x Engine overspeed protection

14E x x x x TurboCompound monitoring

Fuel metering CR Systems

151 x Rail pressure max.positive deviation exceeded

251 x Rail pressure positive deviation 2nd part

152 x Rail pr.max.pos.deviation exceeded conc.set flow of fuel

153 xMaximum negative rail pressure deviation with metering unit onlower limit is exceeded

154 x Minimum rail pressure exceeded

155 x Maximum rail pressure exceeded

156 x Rail pressure drop rate is higher than expected

157 x Setpoint of metering unit in overrun mode not plausible

158 xSetpoint of fuel volume flow through metering unit is lower thancalculated limit

159 x x Metering unit PWM-powerstage

259 x Short circuit to battery of metering unit output

359 x Short circuit to ground of metering unit output

15A x x Metering unit AD-Channel

15B x High pressure test(deactivates rail pr.Monitor.)

15F x First collection fault path for potentially long term fault path

25F x Second collection fault path for potentially long term fault path

35F x Third collection fault path for potentially long term fault path

45F x Forth collection fault path for potentially long term fault path

55F x Fifth collection fault path for potentially long term fault path

Injectors 1

161 x x x x Cylinder1 - Short circuit Low/High






167 x x x x Cylinder1 - Open load



16A x x x x Cylinder4 - Open load

16B x x x x Cylinder5 - Open load


DIAGNOSTICS

DMxSPN

DMxFMI


MAX= 3

MIN= 4

SIG= 2

NPL= 12

16C x x x x Cylinder6 - Open load

16D x Fault path to disable rail monitor. while compr.test active

16E x x x x Theminimumnumber of injections was not reached --> stop theengine

16F x x x x Additive valve actuator

Injectors 2

171 x x x x Bank 1 specific errors - Short circuit / not classifyable

172 x x x x Bank 1 specific warnings - Open load

173 x x x x Bank 2 specific errors - Short circuit / not classifyable

174 x x x x Bank 2 specific warnings - Open load

175 x Misfire Cylinder 1

275 x x leakage or misfiring in cylinder 1









17A x Misfire Cylinder 6

27A

technical ftp

Documents