Iveco N60 ENT M37 Repair Manual

NEF E

NGINE

N60 ENT M37

TECHNICAL AND REPAIR
MANUAL

TECHNOLOGICAL EXCELLENCE

FOREWORD

We strongly recommend that you carefully read the indica­tions contained in this document: compliance with them pro­tects the engine against irregular operation and assures its
reliability, safeguarding sea-going and maintenance personnel
against accident hazards.

The indications contained in this document pertain to the
N60 ENT M37 marine engine and complement the IVECO
MOTORS publication “of Marine Diesel Engines Installation
Handbook”, the reader should refer to for anything that is
not explained herein.

Technical engineers and fitters are required to comply with
safety regulations on work. They have to implement and
adopt the device foreseen for individual personal safeguard
while carr ying out maintenance or checks.

Safety rules are reminded in Section 9 of present publication.

Regulations on handling engine are reminded at the end of
Section 6 of present publication.

In order to star t engine, strictly follow the procedure stated
at the end of Section 5 of present publication.

To get the best possible performance out of the engine, it is
mandatory to conform with its intended mission profile.The
engine must not be used for purposes other than those stat­ed by the manufacturer.
IVECO MOTORS is available beforehand to examine
requirements for special installations, if any.

In particular

❏ Use of unsuitable fuels and oils may compromise the

engine’s regular operation, reducing its performance, reli­ability and working life.

❏ Exclusive use of IVECO Original Parts is a necessary

condition to maintain the engine in its original integrity.

❏ Any tampering, modifications, or use of non-original

parts may jeopardize the safety of service personnel and
boat users.

To obtain spare par ts, 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 characteris­tics 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.

N60 ENT M37

II

APRIL 2004

Publication IVECO MOTORS edited by:
IVECO PowerTrain
Advertising & Promotion
Pregnana Milanese (MI)
www.ivecomotors.com

Printed P3D32N001 E - April 2004 Edition

SECTION CONTENTS

Section Page

1. OVERVIEW 5

2. TECHNICAL DATA 53

3. ELECTRICAL EQUIPMENT 61

4. DIAGNOSTICS 91

5. MAINTENANCE 117

6. SERVICING OPERATIONS
ON INSTALLED ENGINE 123

7. TOOLS 139

8. OVERHAUL 147

9. SAFETY PRESCRIPTIONS 189

N60 ENT M37

III

APRIL 2004

Indications for consultation

Sections 1-2-3 are intended for sales personnel, to provide
them with exact knowledge of the product’s characteristics
and enable them to meet Customer’s demands with preci­sion, as well ad for yard personnel, to help them design and
complete a correct installation.

Remainders sections are meant for personnel tasked with
conducting ordinary and extraordinary maintenance; with an
attentive consultation of the chapter devoted to diagnosing,
they will also be able to provide an effective technical assis­tance service.

N60 ENT M37

IV

APRIL 2004

SECTION 1

OVERVIEW

Page

IDENTIFYING DATA 7

COMMERCIAL CODE 8

PRODUCT MODEL NUMBER 9

ENGINE PARTS AND COMPONENTS 10

ENGINE ARCHITECTURE 12

Crankcase 12

Crankshaft 13

Connecting Rods 13

Pistons 14

Timing system driving gear 14

Cylinder head 16

Valves and valve seatings 17

Ancillary machine members drive 17

COMBUSTION AIR INTAKE
AND EXHAUST SYSTEM 18

Comburent air filter 19

Turbocompressor 19

Air / seawater heat exchanger 19

COOLING FRESH WATER CLOSED-LOOP 20

Exhaust manifold cooling 21

Thermostatic valve 22

Water pump 22

Additional expansion tank 22

SEA WATER OPEN COOLING LOOP 23

Sea water Pump 24

Sea water/coolant heat exchanger 24

ENGINE OIL LUBRICATION LOOP 25

Gear Pump 26

Filter bracket 26

Oil vapour recirculation 26

FUEL LINE 27

Fuel supply system scheme 28

N60 ENT M37OVERVIEW

1.5

APRIL 2004

Page Page

Fuel Pre-filter 29

Fuel filter 30

Pump assembly 31

Low pressure feed pump 32

Pressure control solenoid valve 34

Low pressure limiter valve 34

Pressure control with engine at maximum rating 35

Pressure control with engine at minimum rating 36

High pressure pump 37

Rail and high pressure piping 39

Two stage overpressure valve 39

Electro-injectors 40

Pressurization valve of the electro-injector backflow 42

EDC 7 SYSTEM ELECTRONIC
AND ELECTRIC MAIN COMPONENTS 43

EDC 7 Electronic Central Unit 44

Air pressure / temperature sensor 44

Atmospheric pressure sensor 44

Oil pressure / temperature sensor 45

Crankshaft sensor 45

Camshaft sensor 46

Coolant temperature sensor 46

Fuel temperature sensor 47

Fuel pressure sensor 47

Pressure control solenoid 48

Throttle lever position 48

SYSTEM FUNCTIONS 49

Run up 49

Starting 49

Metering and fuel injection 49

Injection advance management 49

Pre-injection 50

Injection pressure modulation 50

Idling adjusting 50

Selfdiagnosis 50

EDC indicator light 50

Fuel Heating 50

Linearization of the acceleration gradient 50

Balance of the cylinder torque delivery 50

Rotation speed control 50

Top speed limitation 50

Cut off 50

De rating 50

Recovery 51

After run 51

N60 ENT M37 OVERVIEW

1.6

APRIL 2004

IDENTIFYING DATA (to december 2003)

N60 ENT M37OVERVIEW

1.7

APRIL 2004

IDENTIFYING DATA (from january 2004)

04_004_N

04_007_N

➠

➠

1

2

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_002_N

Figure 2

Figure 3

Figure 1

COMMERCIAL CODE

N60 ENT M37 OVERVIEW

1.8

APRIL 2004

The purpose of the commercial code is to make it easier to understand the characteristics of the product, categorizing the
engines according to their family, origins and intended application.The commercial code, therefore, cannot be used for technical
purposes to recognize the engine’s components, this purpose is served by the “ENGINE S/N”.

N

60

E N T M 37 . 1 0

ENGINE FAMILY IDENTIFIER: N = NEF

DISPLACEMENT: 60 = 6000 cc NOMINAL

FUEL SUPPLY: E = ELECTRONIC INJECTION

BASE: N = NON STRUCTURAL

AIR INTAKE: T = INTERCOOLED SUPERCHARGED

APPLICATION: M = MARINE

MAXIMUM PERFORMANCE LEVEL ACHIEVABLE

37 = 370 HP

VERSION:
TURBOCHARGED:

1 = COOLED
2 = NOT COOLED

VERSION

PRODUCT MODEL NUMBER

N60 ENT M37OVERVIEW

1.9

APRIL 2004

The model number is assigned by the manufacturer ; it is used to identify the main characteristics of the engine, and to charac­terize its application and power output level. It is stamped on a side of crank-case.

F 4 A E 0 6 8 6 B

*

E 1 0 3

ENGINE FAMILY IDENTIFIER

DESIGN ITERATION

ENGINE

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

NO. OF CYLINDERS

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

INTENDED USE (6 = MARINE)

POWER RANGE:

B = MAXIMUM POWER 370 HP

E = EMISSION FOR
MARINE APPLICATION

VARIANTS TO
BASIC ENGINE

ENGINE PARTS AND COMPONENTS

N60 ENT M37 OVERVIEW

1.10

APRIL 2004

Figure 4

1. Engine coolant discharge cap - 2. Electric star ter motor - 3.Tube bundle engine coolant/sea water heat exchanger -

4. Location of sacrificial anode - 5. Cooled exhaust manifold - 6. Exhaust gas and sea water discharge pipeline -

7. Cap for engine coolant outlet to sanitary water heating system - 8. Lifting eyebolts - 9. Rocker arm cover - 10. Oil refill cap

- 11. Coolant refill cap - 12. Location of thermostatic valve - 13. Engine coolant tank - 14. Auxiliary belt automatic tensioner -

15. Alternator - 16. Cap for engine coolant discharge and recirculation from sanitary water heating system - 17. Oil filter.

17

16

2

3

4

5

6

9 10 11

8

12

13

15 14

1

04_006_N

7

ENGINE PARTS AND COMPONENTS

N60 ENT M37OVERVIEW

1.11

APRIL 2004

Figure 5

1. Combustion air filter - 2. Common rail high pressure injection pump -3. Fuel filter - 4. Sea water pump - 5. Sea water inlet -

6.Throttle potentiometer - 7. Sacrificial anode - 8. Oil vapor separator - 9. Combustion air-sea water heat exchanger -

10. Location of sea water discharge cap - 11. Manual lubricating oil extraction pump - 12. Combustion air pressure and

temperature sensor - 13. Oil dipstick - 14. Common rail distributor - 15. Air filter clogging sensor - 16. Cooled turbocharger -

17. Sea water junction pipe from after-cooler to engine coolant/sea water heat exchanger.

1234

9

10

11

12 14 15 16

7

8

13

17

5

6

04_007_N

NEF engines are the highest expression of design and engi­neering efficiency that IVECO MOTORS makes available on
the market place. Engines highly innovative designed to be
able to comply now with the regulations on fumes and
acoustic emissions that will be enforced in the near future.
As designed by innovative techniques and manufactured by
advanced working processes,they are the result of hundred
years of design and engineering tradition as well as of an
important international cooperation.
The excellent performance of NEF engines originates from
induction and exhaust ducts of new design where, by
improving the gas exchange phases, the intaken air turbo­lence is improved, thus enabling the complete exploitation of
the new injection system capacity.

The new criteria chosen in defining the parameters setting
the combustion conditions,metering and injection, optimized
instant by instant, enable to obtain new balance between
high performance and consumption reduction. NEF engines
can be rigged by a mechanical pump or by a total electronic
controlled “Common Rail” fuel supply system.
Every technical solution has been accurately devised so as to
assure qualitative product perfection.The configuration istself
of the engine has been designed in such a way so as to facil­itate access to each individual part and thus reducing main­tenance time.
The cylinder head fitted with four valves per cylinder, rear
timing control, new design connecting rods and aluminum­nickel pistons are components of an engine fitted with 40%
less elements of an engine of equivalent performance.

Moreover within the crankcase, made in cast iron, coolant
circulation grooves, ducts for lubrication loop for the various
machine members and the seating for push rod bushings

have been grooved in. The backing plate (6) applied to the
lower par t, makes the crankcase stiffer and improves stress
strength.

N60 ENT M37 OVERVIEW

1.12

APRIL 2004

Crankcase

Figure 6

04_011_N

7

1

3

6

5

4

2

1. Reconditionable integral cylinder barrels - 2. Water pump seating - 3. camshaft bushing seating - 4. Oil pump seating -

5. Main bearings - 6. Crankcase backing plate - 7. Oil cooler (water/oil) seating.

ENGINE ARCHITECTURE

The crankshaft is made in steel hardened by induction and
rests on seven mountings; inside the hollow shaft are the
ducts for the lubrication oil circulation.
On the front tang, the oil pump driving gear, the phonic
wheel, the flywheel connecting hub and the driving pulley of
the ancillary components are keyed on.
On the rear tang the camshaft driving gear and the coupling
flange to the engine flywheel are keyed on.
The bench half bearing are in cast babbitt lining steel and the
6this fitted with a shoulder ring to contain the end play of
the driving shaft.
Details 1 and 2 in figure,assembled by negative allowance on
the rear tang are not replaceable. The front and rear retain­ing rings are slide type with radial seal and require special fix­tures to assemble and disassemble them.

Connecting Rods

They are made in steel, manufactured by pressing with small
end oblique edged and cap separation obtained by fracture
splitting technique.
The connecting rod half bearings are cast babbitt lining steel.
Every connecting rod is marked on the body and on the cap
by a number that identifies their coupling and the cylinder
into where has to be assembled; moreover onto the body a
letter has been impressed stating its weight class.
In the case a replacement is necessary, only one type of con­necting rod is available as spare part of an intermediate class
weight that can be used to replace anyone else. The con­necting rods still efficient therefore, do not need to be
replaced even if they are of a different class weight.

N60 ENT M37OVERVIEW

1.13

APRIL 2004

Figure 7

Crankshaft

1.Timing system driving gear - 2. Flywheel connecting hub - 3. Oil pump driving gear.

04_012_N

3

1

2

04_013_N

Figure 8

Pistons

The pistons integrate the high swirl combustion chamber ;
the annular chambers inside the junk ring enable an effective
heat elimination obtained by circulating the lubrication oil
delivered by the spray nozzles mounted on the
crankcase.On the piston skirt the are three seatings for the
retaining rings; the first one of these is obtained by a special
trapezoidal section cast iron inser t.
The piston rings have different functions and different geom­etry.

-1

st

piston ring with trapezoidal section and ceramic

chrome plating.

-2

nd

piston ring with a torsional conical rectangular seal.

-3

rd

piston ring with double oil scraper with internal

spring.

Timing system driving gear

Timing system driving gear machine members are push rods
and rockers type, with a camshaft that is located in the
crankcase and set into rotation directly by the crankshaft.

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

The figure illustrates the position that the toothed wheel has
to have to set the correct timing strokes.

N60 ENT M37 OVERVIEW

1.14

APRIL 2004

Figure 9 Figure 10

04_014_N

04_015_N

Figure 11

04_021_N

1

2

3

The timing camshaft rests on seven mountings; the mounting
points at front and rear end, are fitted with cast babbitt lin­ing steel bushings, assembled by negative allowance.
The timing camshaft is set into rotation by the crankshaft
with direct coupling to straight toothed wheel.The toothed
wheel keyed on the timing camshaft has 6+1 slots for
camshaft sensors (11) enabling the generation of the electric
signals needed for the engine control system.

N60 ENT M37OVERVIEW

1.15

APRIL 2004

1. Spindle - 2. Rocker - 3. Adjuster screw - 4. Rod - 5. Bridge - 6. Cotters - 7. Cup - 8. Spring - 9. Tappet - 10. Camshaft -

11. Holes for camshaft sensor.

Figure 12

04_016_N

11

2

6

8

10

3

5

1

4

7

9

The cylinder head is monolithic and is made in cast iron; it
houses the slots for the following:

❏ Valves, with seats and elements inserted.

❏ Thermostatic valve.

❏ Electro-injectors.

❏ Fuel delivery filling pipe to the electro-injectors.

Inside the cylinder head the duct for the fuel recovery not
used by electro-injectors has been machined.

To the cylinder head are coupled:

❏ Exhaust manifold.

❏ Induction manifold.

On the top part of the head the chassis, to which are fastned
the connectors of the wiring harness for the control of elec­tro-injectors, has been secured.

N60 ENT M37 OVERVIEW

1.16

APRIL 2004

Cylinder head

Figure 13

1. Electro-injector - 2. Electro-injector electric connection terminal - 3.Thermostat valve - 4. Induction manifold - 5. Fuel filling
pipe to the injector - 6. Cylinder head - 7. Chassis bracket for injectors electric outfit - 8. Electric connector - 9. Electro-

injector wiring harness - 10. Cotters, cup and spring.

04_018_N

1

2

3

5

6

7

10 89

4

Valves and valve seatings

1. Induction valves - 2.Exhaust valves - 3. Inserted element ­A. Induction side - S. Exhaust side.

Valves seating, obtained in the cylinder head, have elements
inserted with 45° taper ratio for the exhaust valve and 60°
taper ratio for the induction valves.

Ancillary machine members drive

1. Crankshaft - 2. Engine coolant pump pulley - 3. Stationary
guide pulley - 4. Alternator pulley - 5. Spring tightner - 6.

Stationary guide pulley.

Motion to ancillar y machine members is transmitted by a
Poly - V belt put under tension by a gauged spring (5).
Stationary guide pulley (3) is located between the alternator
pulley and the engine coolant pump pulley in order to pro­vide an adequate contact surface on the latter.

N60 ENT M37OVERVIEW

1.17

APRIL 2004

Figure 14 Figure 15

04_019_N

1

2

3

S

A

4

5

6

1

2

3

04_023_N

Supercharging feeding air, intaken through the filter, before
reaching cylinders, runs through the heat exchanger with sea
water, thus reducing its temperature, in order to favour a
higher engine volumetric efficiency.

Pressure and air temperature sensor located on the induc­tion manifold, provides to ECU of the EDC system the infor­mation enabling a fuel metering adequate to the density of
the intaken comburent air and an optimum management of
the injection advance.
The exhaust gas flow into the exhaust terminal and, where
foreseen (riser), mixed seawater to be expelled.

N60 ENT M37 OVERVIEW

1.18

APRIL 2004

1. Air filter - 2. Turbocompressor - 3. Exhaust gas inlet in turbine - 4. Heat exchanger air/sea water -

5. Seawater outlet pipe from the exchangers - 6. Exhaust terminal (riser).

Engine coolant Cold air inlet Exhaust gas Sea water

04_025_N

Figure 16

1

2

6

4

3

5

COMBUSTION AIR INTAKE AND EXHAUST SYSTEM

Comburent air filter

1. Filter clogging sensor.

Turbocompressor

1. Coolant inlet.

The engine is turbosupercharged by a fixed geometr y tur­bine and without waste-gate control.
Turbine is cooled by the coolant circulation from the
crankcase.
The compressor-turbine spindle rotates on brass bearings
lubricated by pressure lubrication, directly by-passed from
the oil filter.

Air / seawater heat exchanger

1. Sea water outlet - 2. Sacrificial anode (Zinc) - 3. Sea
water inlet - 4. comburent air inlet - 5. Comburent air

outlet - 6. Condensate drainage hole.

The flow of water coming from the sea water pump goes
through the tube bundle (3) and,by going through it, absorbs
some of the heat of the overheated air of the turbosuper­charge, passing through the exchanger coming from the tur­bocompressor (4).
The outlet water (1) is conveyed towards the heat exchang­er fresh water/sea water, while the turbosupercharged air,
cooled down, reaches the induction manifold (5) and from
there reaches the cylinders.
Through hole (6) the air humidity condensated in water is
expelled.

N60 ENT M37OVERVIEW

1.19

APRIL 2004

Figure 17

Figure 18

04_024_N

Figure 19

04_027_N

04_026_N

1 5

4

3

1

1

2

6

The centrifugal pump (1) set into rotation by the crankshaft
by means of the poli-V belt, intakes the coolant and sends it
inside the crankcase to lap on the the areas of the thermic
exchange of the cylinders and afterwards to the engine head
from which comes out through the thermostatic valve (2).
The liquid is made to return to the pump until it reaches the
setting temperature of the valve; once this temperature has
been reached it is deviated proportionally to the tempera­ture reached, towards the coolant/seawater heat exchanger
(5). Some goes back to the pump, other reaches the heat

exchanger where yields heat to the sea water to re-enter
then to the inlet of the pump. The coolant, before going
through the crankcase, cools down the engine oil that goes
through its own heat exchanger (4). Some of this oil comes
out from the rear branchpipe to lap on the turbine and cools
down the volute (7) and goes through the exhaust manifold
cavity, in order to reduce its temperature as it is foreseen by
the nautical regulations; this part of the liquid flows then into
the branch pipe intake of the centrifugal pump

N60 ENT M37 OVERVIEW

1.20

APRIL 2004

1. Coolant pump - 2. Thermostatic valve - 3. Pump intake flow - 4. Oil / coolant heat exchanger - 5. Coolant / sea water heat
exchanger - 6. To exhaust manifold cooling - 7. Turbocompressor.

Hot engine coolant Cold engine coolant Sea water

04_028_N

Figure 20

4

3

1

2

5 6 7

COOLING FRESH WATER CLOSED-LOOP

N60 ENT M37OVERVIEW

1.21

APRIL 2004

1. Sea water/coolant exchanger - 2. Turbocompressor - 3. Exhaust manifold - 4. Thermostatic valve-exchanger water/water
connector - 5. Degassing piping - 6. Plug with pressure valve - 7.Thermostatic valve - 8. Water pump manifold inlet.

Figure 21

Exhaust manifold cooling

04_029_N

1

8

2

6

3 4 5

7

Engine coolant through exhaust manifold
Hot engine coolant through coolant exchanger
Sea water

Thermostatic valve

Low temperature operation

When the temperature of the coolant is lower than the set
values, the coolant coming from inside the engine (1) ricir­culate directly towards the centrifugal pump (2).

High temperature operation.

When the temperature of the coolant is above the set val­ues, the thermostatic valve partially shuts in or totally the
recirculation towards the pump and opens the path towards
the coolant/sea water heat exchange (3).

Water pump

The water pump has its own seating within the crankcase
and is set into rotation by poli-V belt.

Additional expansion tank

In some cases an additional tank may be fitted with the pur­pose to increase the available expansion volume; the con­nection to the main tank can be made by a pipe fitted on the
hose holder of the union pipe “overflow”. The plug of this
tank has to be equipped with a pressure relief valve to
enable liquid downflow while the engine is cooling.
This second tank, usually made in transparent material and
not pressurized, can be installed in order to have a better
access to check its level, that anyway has to be periodically
checked also in the main tank.

N60 ENT M37 OVERVIEW

1.22

APRIL 2004

Figure 22 Figure 24

04_030_N

04_031_N

04_032_N

1

1

3

3

2

2

Figure 23

Sea water drawn from under the bottom of the boat is the
mean by which the engine heat, not transformed into
mechanical work, is eliminated.

The water, intaken by the pump set into rotation by the
cranckshaft, by means of a toothed wheel transmission, is
directly sent to the supercharging heat exchanger (after­cooler), where the water temperature is reduced to improve
engine volumetric efficiency and thus its performance; the
water from the after-cooler, going through the gear box oil
heat exchanger (if fitted), reaches the “sea water / fresh
water” heat exchanger removing the heat yielded by the
engine and conveyed by coolant; temperature control is car­ried out by the thermostatic valve.

The water, before being let into the sea drainage duct, laps
onto and cools down the “riser”, exhaust gas outlet, where
comes out of the boat with the latter.

N60 ENT M37OVERVIEW

1.23

APRIL 2004

1. Sea water / coolant exchanger - 2. Outlet (riser) - 3. Sea water outlet piping from exchanger - 4. Sea water / oil gear
exchanger (optional) - 5. Sea water inlet - 6. Sea water pump - 7. Air / sea water exchanger (intercooler).

Figure 25

04_033_N

1

2

3

4

5

6

7

Engine coolant Cold air Sea water

SEA WATER OPEN COOLING LOOP

Sea water Pump

1. Inlet - 2. Outlet..

Sea water pump, with a neoprene rotor, is geared up by
crankshaft.

Sea water/coolant heat exchanger

1. Sea water inlet - 2. Sea water outlet - 3. Engine coolant
inlet - 4. Engine coolant outlet - 5. Sacrificial anode.

The engine coolant, coming from thermostatic valve, goes
into the exchanger (3) and laps on the tube bundle where
the sea water flow coming from the supercharging air heat
exchanger (1) runs through; the engine coolant, cooled
down, goes through the manifold leading to the induction of
the centrifugal pump (4).
The sea water coming out from the exchanger (2) is sent to
the outlet.

N60 ENT M37 OVERVIEW

1.24

APRIL 2004

Figure 26 Figure 27

04_034_N

1

2

04_035_N

3

2

1

1

3

4

2

5

Lubrication of the engine machine members is oil forced cir­culation obtained by a gear pump located in the crankcase.
The pump is set in rotation by the crankshaft by means of a
toothed wheel and an intermediate gear.
The oil pressurized by the pump, is sent to a filter and then
to the engine ducts after going through the heat exchanger
located on the flange coupling onto the crankcase integrat­ing also the oil filter bracket; the exchanger is inser ted on a
seat machined in the engine crankcase and is lapped onto by
the engine coolant.
A duct is specifically assigned to supply the nozzles that deliv­er the coolant to the pistons, the other one is assigned to the
lubrication of the machine members: bench bearings, con­necting rods and timing, push rods and rockers; the lubrica­tion of spindles and toothed wheels to actuate ancillary
machine members is obtained by dedicated ducts.

The flows afterwards converge by gravity into oil sump.The
oil for the lubrication of the spindle of the turbocompressor
rotors is drawn immediately after the oil filter, and reaches
there by means of a piping external to the crankcase coupled
on the rest by a special prearrangement.

N60 ENT M37OVERVIEW

1.25

APRIL 2004

1. Oil sump - 2. Crankshaft - 3. Oil pump - 4. Oil filter bracket with engine coolant / oil heat exchanger - 5. Oil filter -

6. Oil filler cap - 7. Oil delivery to turbocompressor - 8. Oil return from turbocompressor - 9.Timing camshaft.

Figure 28

04_036_N

Oil delivery Return into sump

1

2

3

4

5

6

7

9

8

ENGINE OIL LUBRICATION LOOP

Gear Pump

1. Gear oil pump - 2. Crankshaft with driving gear oil pump.

Filter bracket

1. Heat exchanger with engine coolant - 2. Oil delivery to

internal engine machine members - 3. Flow recirculated by

pressure regulator valve. - 4. Delivery to nozzles piston

cooling - 5. Flow inlet from the pump. - 6. Flange coupling

onto crankcase - 7. Oil filter - 8. Oil for turbocompressor

lubrication connector outlet.

On the rest the seating for the pressure valve adjustment
and the by-pass valve are machined. The ducts machined
inside enable to divert the oil inside the engine crankcase to
the different lubrication functions. The filter, single cartridge,
is two-stage with 5µm parallel filtering.

Oil vapour recirculation

1. Condensate oil to the sump. - 2.Vapours coming from
the timing gear box - 3. Oil vapour filter unit - 4. Flow

limiter valve - 5. Residual vapours to engine intake -

6. Centrifugal separator.

The oil vapours which generate inside the engine, go through
the centrifugal gas separator machined in the upper par t of
the rocker lid, where some of them condensate and return
to the oil sump through the dedicated ducts.
Residual vapours, due to higher pressure are pushed to the
timing gear box and from there to the filter unit. In the unit
there are two filtering cartridges operating in parallel con­densating a further vapour part that returns in liquid form to
the oil sump.
The part which is not condensated is sent to the engine
intake by a gauged hole after the air filter.
The vapour maximum load intaken by the engine is adjusted
by the action of a membrane valve located in the filter unit.

N60 ENT M37 OVERVIEW

1.26

APRIL 2004

04_037_N

04_190_N

1 2

6

7

8

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Figure 29

Figure 30

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3

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5

Figure 31

04_038_N

Oil vapours Oil condensate

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6

N 60 ENT M engine fuel line is integrated in the innovative
EDC 7 injection system. Main components are set on board
of the engine except the pre-filter.

N60 ENT M37OVERVIEW

1.27

APRIL 2004

Figure 32

1. Fuel filter - 2. Common rail - 3. Electro-injector - 4. Electro-injector return loop pressurization valve -

5. Rail overpressure valve - 6. High and low pressure pump - 7. Priming pump - 8. Settling pre-filter.

High pressure Low pressure

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6

04_072_N

7

FUEL LINE

The heart of the system is made up by the solenoid valve
control (19) and by the high pressure radial pump (1). Low
pressure fuel supply takes place by means of a gear pump
(15).While the engine rotates the pump draws fuel from the
tank (9) through the pre-filter (12) and sends it through the
main filter (3) to the limiting valve (18) that sets up the pres­sure at 5 bar, recirculating the excess delivery to the inlet of
the supply pump (19). The fuel at constant pressure supply
the internal duct for the lubrication of the radial pump (1)
and the inlet of the control solenoid valve. The electrovalve
actuated by the EDC central unit by means of a fast
sequence of pulses, modulates the fuel flow going into the
radial pump and as a consequence the flow and the value of
the high pressure at the outlet of the pump and supplied to

the rail (6). The rail has both the function to store pressure,
timing fuel to the electro-injectors (4) and to support and
connect both to the overpressure valve (7) and the sensor
of the internal pressure (5). The rail internal pressure sensor
(5), enables EDC central unit to measure its value and to
control in loop the control solenoid valve in order to always
obtain the high pressure value required by the injection map­ping, while the overpressure valve,in the event of an anom­aly on the control system, protects the hydraulic system
components limiting the pressure in the rail at the value of
1750 bar.
The electroinjectors supplied by the exact injection pressure,
by means of an electric control on behalf of the central unit,
inject, when an electromagnetic actuator present in them

N60 ENT M37 OVERVIEW

1.28

APRIL 2004

Figure 33

Fuel supply system scheme

1. High pressure radial pump - 2. Fuel temperature sensor - 3. Fuel filter - 4. Electro-injector - 5. Pressure sensor - 6. Common
rail - 7. Common rail overpressure valve - 8. Electro-injector return loop pressurization valve, 1.3 to 2 bar - 9. Fuel tank -

10. Recirculation manifold - 11. Manual priming pump - 12. Pre-filter - 13. Low pressure pump recirculation valve - 14. High
and low pressure pump - 15. Low pressure mechanical feed pump - 16. Low pressure pump by-pass valve -

17. Fuel filter support - 18. Low pressure limiter valve - 19. Pressure regulating electrical valve.

04_040_N

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17

19

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18

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1314 12 11

10 9

2 3 5 6 74 8

give cause to an hydraulic overpressure, that acting on the
spear valve, lifts it up and opens the nozzles. The span of
time, the moment, and the optimal pressure for the injection
are set out experimentally at the test stand and their values
are stored in the central unit in a mapping function of the
automotive parameters characterized instant by instant. The
hydraulic line closes towards the tank starting from exhaust
collection unit to which converge that one of the fuel filter,
high pressure radial pump and the injectors. The pressure
valve, located on the cylinder head (8), is connected in series
to the reflux from the electroinjectors setting the pressure of
the collection duct from 1.3 to 2 bar.Two pipes intercept the
fuel used to lubricate and cool the machine members of the
radial pump and in reflux from the electroinjectors to flow
into the manifold (10) located on the filter bracket, from
which a pipe leads to the fuel tank (9). In parallel to the feed
mechanical pump two unidirectional valves are positioned.
Valve (13), when the pressure at the fuel inlet overcomes the
limit value allowed, recirculate the fuel excess to the inlet of
the pump itself. When the engine is not rotating, a by-pass
valve (16) enables to fill up the feed system by means of the
manual pump (11).

CAUTION

Never attempt to vent the high pressure system, as this is
useless and extremely dangerous.

Fuel Pre-filter

1. Fastener bracket - 2. System bleeding screw -

3. Cartridge - 4. Sensor for detecting the presence of water
in the fuel - 5. Manual priming pump.

In the the hydraulic line, it is placed before the fuel pump and
it is able withhold those par ticles which might damage it.

- Filtering rating: 300 µm

- Operating max pressure: 3 bar

- Operating temperature: from -40 to +70 °C

N60 ENT M37OVERVIEW

1.29

APRIL 2004

04_041_N

Figure 34

1

3

4

2

5

Fuel filter

1. Fuel filter support - 2. Heater connector - 3. Fuel electric
heater - 4. Fuel filter - 5. Fuel temperature sensor -

A. Outlet connector to the high pressure pump - B. Inlet
connector to discharge fuel from common rail and from

cylinder head (electroinjectors) - C. Outlet connector to

discharge fuel to the tank - D. Inlet connector of the feed

pump - E. Inlet connector of the high pressure pump

discharge.

It preserves the efficiency of high pressure line withholding
particles above 5 µm.
It has a high filtering capacity as well as a good separation of
water from fuel.
The fuel filter is located on the crankcase in the line between
feed pump and high pressure pump. Connectors B - C - E
join into one duct which works as manifold of the fuel recir­culating towards the tank. The manifold is entirely separated
from the hydraulic line of the filter. On the support are posi­tioned: the fuel temperature sensor and the resistor of the
heater.
The heating element activates if the fuel temperature is ≤ 0
°C and heats up + 5 °C.
The fuel temperature, detected by EDC 7 sensor, enables to
entirely compensate the fuel volumetric mass in relation to
its temperature.

N60 ENT M37 OVERVIEW

1.30

APRIL 2004

Figure 35

04_042_N

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D B5

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