Вы находитесь на странице: 1из 46

USEAND MAINTENANCE

USO E MANUTENZIONE
UTILISATION ET ENTRETIEN
BETRIEB UNDWARTUNG
USOY MANTENIMlENTO

TABLE OF CONTENTS

P.e

Page
LONG PERIODS OF INACTIVITY
37
Preparing the engine for a long period of inactivity ,
.37
Restarting the engine after a long period of inactivity , , , , ' , , , ,38
ENGINE MALFUNCTIONS
(N40 ENT, N4S ENT, N60 ENT, N67 ENT)
39
Behaviour in case of failure, , ,
, , , , , , . , , , .39
Failure code decoding, , , ,
, , , , , , , , , , , , , , . , , , , . ' " ,.40
BEHAVIOUR IN AN EMERGENCY
.43
OIL VISCOSITY LEVEL ACCORDING
TO SURROUNDING
TEMPERATURES
.45
Electronic control panel use requirements , , , , , , ,
, , , .46

GENERAL INFORMATION
3
Guarantee. ,
,,,,,,,,,
, , .. , , ,
, , , . ' , , , . , . ' , ,3
Spare Parts " , , , , , . , , , .. , , , . ' , , ' , , . , . , , '
, . , , , , , , . ' , ,3
Liability, , ,
, , , , , , , , , , , , , , , , , , , , , , , , , , . , , , , . , , , , ,3
~~"

"""""""",."""",,3

Enginetechnical data N45 MNA - N45 MSA, , ,


, .4
Enginetechnical data N45 MNS/MSS/MNT/MST , ,
, ,6
Enginetechnical data N67 MNNMSNMNT/MST.
, , , ,8
Enginetechnical data N40 - N45 ENT '" " """"
",10
Enginetechnical data N60 - N67 ENT , " ,,"",.,"'.'"
,12
Signs, , , , , , , , , , , , , , , ,
,,.
, , , . ' , , , , , , , ,14
USE
15
Preliminary checks, , , , , ,
, , , , , , , , , , , , , , , . , , , , , , , , ,15
Starting and stopping the engine, , , , , , , , , , ,
, , , . , , , ,15
Recognising alarms ' , , , , , , ,
, , , , , , , , , , , , , , , , , , , , , , , , , ,17
Engine Management and diagnosis from the instrument
(N40 ENT, N45 ENT, N60 ENT, N67 ENT)",
"', ,18
Engine pre-heating (optional) , , , , , , , , , , ,
, , ,19
For proper use of the engine , , , , , , . ' .. , . , , , . ' , ,
, , ,19
Special warnings, , , , , , , , , , , , , , , , , , , , , , , , , , , , . ,
, , ,20
Running in , , , , , , , , , , , , , , , , , , , , , ' , , , , , , , , , . ' . , , , , . , . ' , , ,21
CONTROLS AND MAINTENANCE
22
Maintenance personnel
,,,,,,,,,,,
, , ,22
Accident preverrtion. , , , , , .. ' , , , . , . , , , , ,
, , , . ' . ' , , ,22
Refuelling, , , ,
, , , , , , , . ' , , , , , , , . ' , ' , , , . , , , , , ,23
Frequency, , , , , , , , , , . '
, , , . ' , . ' , , ' , , .. ' , . ' , , . ' , , , , ,24
Requirements, , , , , , , , , , , , , , .. , .. , . ' , , , ,
, , ,26
How to proceed, , , , , , ' , . , , , , . , . ' , , , , , , , , , , , , , , , , . , , , , , ,27
Moving the engine
, , , . , , . , , , . , , , , , ,36
Disposal of waste, ,
, . , , , , . ' . ' , . ' . , . , .. , , , , , . , , , , , , , ,36

GENERAL INFORMATION
GUARANTEE
ln order to ensure that your engine gives the best possible
performance and to take advantage of the FPT guarantee, you must
follow the indications provided in this publication with great care;
failure to do so may result in invalidation of the guarantee,

SPARE PARTS
Always use Original FPT Spare parts, This is essential to keep the
engine in original running order,
The use of non-original spare parts will not only invalidate the
guarantee, but will mean that FPT will not be considered liable in any
way during the whole working life of the engine,

LIABILITY
The Manufacturer will only be considered liable subject to
performance of the control and maintenance operations indicated and
described in this manual; to this effect, proof that these operations
have been performed must be provided, Any special maintenane
operations that may be necessary must be carried out by qualified
technicians from Workshops in the FPT Network, using the
instruments and equipment provided for the purpose,

Page
IVITY""

37

.37
.. .38
Nl, N67 ENT)
..................
.............,
NCY
ORDING

RATURES

39
39
.40
43

GENERAL INFORMATION

SAFETY

GUARANTEE

The following information is intended to encourage caution when


using the engine, so as to avoid damage to persons or property as a
result of improper or incorrect behaviour.

ln order to ensure that your engine gives the best possible


performance and to take advantage of the FPT guarantee, you must
follow the indications provided in this publication with great care;
failure to do so may result in invalidation of the guarantee.

D The engines must only be used for the purposes indicated by the
Manufacturer .

D Any tampering, modification and use of non-original spare parts


may compromise proper operation and safe use of the engine;
never, under any circumstances make modifications to
the wiring and to the units equipping the engine, or connect them
to other power systems.

.45

SPARE PARTS
Always use Original FPT Spare parts. This is essential to keep the
engine in original running order.
The use of non-original spare parts will not only invalidate the
guarantee, but will mean that FPT will not be considered liable in any
way during the whole working life of the engine.

D Pay particular attention to moving parts of the engine, to high


temperature components and to circuits containing pressurised
fluids; its electrical equipment houses electrical currents and
voltage.

D The exhaust fumes produced by the engine are bad for your health.
D The engine must be handled using suitable lifting tackle, making use

LIABILITY

of the U-bolts provided on the engine for that purpose.

The Manufacturer will only be considered liable subject to


performance of the control and maintenance operations indicated and
described in this manual; to this effect, proof that these operations
have been performed must be provided. Any special maintenance
operations that may be necessary must be carried out by qualified
technicians from Workshops in the FPT Network, using the
instruments and equipment provided for the purpose.

D The engine must not be started up and used until the machine in
which it installed has satisfied all necessary safety requirements, or
until the machine has been guaranteed to comply with local laws
and regulations.

D The operations required to guarantee the best possible use and


preservation of the engine must only be carried out by persons of
proven experience, equipment with tools considered suitable by
FPT.
For the purpose of safety, further recommendations are given in the
chapter CONTROLS AND MAINTENANCE.

ENGINE TECHNICAL
N4S MNA - N4S MSA

DATA
Performance

The technical code and serial number are indicated on a plate. which
is located on different parts of the engine. according to the model:
flywheel casing.tappet cover. other.

Code

N4S MNA/MSA

Enginefamily

F4

Cycle

4-stroke diesel

Number and anrangement


of cylinders

4. in line

Bore x stroke

104 x 132 mm

Total displacement

4.500 cm)

Air system

Natural induction

Injection type

Direct with rotating pump

Engine direction of rotation

Anticlockwise
(seen from flywheel side)

Dry weight

380 kg

Electrical system

12 V

Accumulatorls
- capacity
- discharge cunrent

1OO Ah or above
650 A or above

(*)

(TIER 2)

N4S MNA/MSA
60 kW (81 CV) @ 2.300 rpm
320 Nm (33 kgm) @ 1.400 rpm

(*) Net power to the flywheel in compliance with ISO 3046-1. Test
conditions: temperature 25 "C: atmospheric pressure 100 kPa;
relative humidity 30%.

Any alteration of the above mentioned characteristics is strictly


prohibited. penalty invalidation of the guarantee and absence of all
liability on the part of FPT .

N4S MNA - N4S MSA


1. Auxiliary member drive belt - 2. Fuel filter - 3. Oil filler cap - 4. Fuel
outlet connector to tank - 5. Engine air inlet - 6. Lifting U-bolt
7. Injection pump - 8. Cold injection timing variator - 9. Fuel inlet
manifold from tank - 10. Fuel supply pump - 11. Oil drainage plug
12. Oil dipstick - 13. Fuel filter condensation drainage plug.

rlormance (*)
( III

2)

N4S MNA/MSA
60 kW (81 CV) @ 2,300 rprn
320 Nm (33 kgm) @ 1,400 rprn

( ) I Ir t IlOW r to the flywheel in compliance with ISO 3046-1. Test


(Jllc\ltlon~.
temperature 25 "C: atmospheric pressure 100 kPa;
I I liv
humidity 30%.

Ally 01""(/11011 of the obove mentioned characteristics is strictly


/"(l/"/,,,,'d,
/H'r1alty Invalidotion of the guarantee and absence of 011
I,II/J,I"y rili tll(' port ofFPT.

N4S MNA - N4S MSA

N4S MNA - N4S MSA

1. Auxiliary member drive belt - 2. Fuel filter - 3. Oil filler cap - 4. Fuel
outlet connector to tank - 5. Engine air inlet - 6. Lifting U-bolt 7. Injection pump - 8. Cold injection timing variator - 9. Fuel inlet
manifold from tank - 10. Fuel supply pump - 11. Oil drainage plug 12. Oil dipstick - 13. Fuel filter condensation drainage plug.

1. Exhaust manifold - 2. Oil vapour bleeder - 3. Exhaust outlet4. Lifting U-bolt - 5. Engine coolant outlet - 6. Location of
thermostatic valve - 7. Alternator - 8. Engine coolant inlet 9. Lubricant oil filter - 10. Electrical starter motor.

ENGINE TECHNICAL DATA


N4S MNS/MSS/MNT/MST

Performance (*)

The technical code and serial number are indicated on a plate, which
is located on different parts of the engine, according to the model:
fiywheel casing,tap pet cover, other,

Code

N45 MNS/MSS/MNT/MST

Engine family

F4

Cycle

4-stroke diesel

Number and arrangement


of cylinders

4, in line

Bore x stro ke

104x132mm

Total displacement

4,500 crrr'

Air system

Supercharged and Aftercooled

Injection type

Direct with rotating pump

Engine direction of
rotation

Anticlockwise
(seen from fiywheel side)

Dry weight

390 kg

(TIER 2)

N45 MNS/MSS
74 kW (100 CV) @ 2,300 rpm
398 Nm (40.5 kgm) @ 1,400 rpm
66 kW (90 CV) @ 2,200 rpm
362 Nm (36,9 kgm) @ 1,400 rpm

(TIER 3)
66 kW (100 CV) @ 2,200 rpm
410 Nm (41 kgm) @ 1,400 rpm

Performance (*)

N45 MNT/MST
82 kW (111 CV) @ 2,200 rpm
480 Nm (48,9 kgm) @ 1,400 rpm

(TIER 2)
94 kW (128 CV) @ 2,300 rpm
500 Nm (50,9 kgm) @ 1,400 rpm
(1)

(TIER 3)

93 kW (126 CV) @ 2,200 rpm


520 Nm (53 kgm) @ 1,400 rpm

~I
(*) Net power to the fiywheel in compliance with ISO 3046-1, Test
conditions: temperature 25 C; atmospheric pressure 100 kPa;
relative humidity 30%,

(1) Excluding versions N45 MNS I MSS

Electrical system

12 V

Accumulatorls
- capacity
- discharge current

100 Ah (180 Ah*) or above


650 A (950 A*) or above

Any alteration of the above mentioned characteristics is strictly


prohibited, penalty invalidation of the guarantee and absence of all
liability on the part of FPT ,

* For N45MSS TIER 3 74kW

N4S MNS/MSS/MNT/MST
1, Auxiliary member drive belt - 2, Fuel filter - 3. Oil filler cap - 4, r Llel
outlet connector to tank - 5, Oil vapour bleeder - 6, Lifting U bolt
7, Injection pump - 8, Cold injection timing variator - 9, Fuel mkt
manifold from tank - 10, Fuel pump - 11, Oil drainage plug - 12. ( II
dipstick - 13. Fuel filter condensation drainage plug,

P rformance (*)

N4S MNS/MSS
74 kW (100 CV) @ 2,300 rpm
398 Nm (40.5 kgm) @ 1,400 rpm

(III R 2)

66 kW (90 CV) @ 2,200 rpm


362 Nm (36.9 kgm) @ 1,400 rpm
( III R 3)
66 kW (100 CV) @ 2,200 rpm
410 Nm (41 kgm) @ 1,400 rpm

Performance

(*)

N45 MNT/MST
82 kW (111 CV) @ 2,200 rpm
480 Nm (48.9 kgm) @ 1,400 rpm

(IlER 2)
94 kW (128 CV) @ 2,300 rpm
500 Nm (50.9 kgm) @ 1,400 rpm

(III R 3)

93 kW (126 CV) @ 2,200 rpm


520 Nm (53 kgm) @ 1,400 rpm

( ) N t power to the f1ywheel in compliance with ISO 3046-1. T


r onditions: temperature 25 "C; atmospheric pressure 100
Ill,lUve humidity 30%.

Any olleration of the above mentioned characteristics is strictly


IllOIIIblIed, penalty invalidation of the guarantee and absence of all
IllIb/hty on the part of FPT .

N4S MNS/MSS/MNT/MST

N4S MNS/MSS/MNT/MST

1. Auxiliary member drive belt - 2. Fuel filter - 3. Oil filler cap - 4. Fuel
outlet connector to tank - 5. Oil vapour bleeder - 6. Lifting U-bolt 7. Injection pump - 8. Cold injection timing variator - 9. Fuel inlet
manifold from tank - 10. Fuel pump - 11. Oil drainage plug - 12. Oil
dipstick - 13. Fuel filter condensation drainage plug.

1. Exhaust manifold - 2. Turbocharger air inlet - 3. T urbocharging air


outlet (only for N45 MNT/MST engines) - 4. Turbocharger 5. Turbocharger exhaust outlet - 6. Engine air inlet - 7. Lifting U-bolt8. Engine coolant outlet - 9. Location of thermostatic valve 10. Altemator - 11. Engine coolant inlet - 12. Oil filter - 13. Electric
starter motor.

ENGINE TECHNICAL DATA


N67 MNAlMSAlMNT/MST

Performance (*)

The technical code and serial number are indicated on a plate, which
is located on different parts of the engine, according to the model:
flywheel casing,tap pet cover, other.

(TIER 2)

Performance (*)
Code

N67 MNAlMSA/MNT/MST

Enginefamily

F4

Cycle

4-stroke diesel

Number and arrangement


of cylinders

6, in line

Performance (*)

Bore x stro ke

104 x 132 mm

(TIER 3)

Total displacement

6,700 crrr'

Air system

Supercharged and Aftercooled

Injection type

Direct with rotating pump

Enginedirection of rotation

Anticlockwise
(seen from flywheel side)

Dry weight

530 kg

12 V

Accumulatorls
- capacity
- discharge current

180 Ah or above
950 A or above

81 kW (110 CV) @ 2,500 rpm


440 Nm (45 kgm) @ 1,400 rpm
N67 MNT/MST
120 kW (163 CV) @ 2,300 rpm
630 Nm (64 kgm) @ 1,400 rpm

(TIER 2)
129 kW (175 CV) @ 2,300 rpm
700 Nm (71 kgm) @ 1,400 rpm
N67 MNT
129 kW (175 CV) @ 2,200 rpm
720 Nm (73 kgm) @ 1,400 rpm

(*) Net power to the flywheel in compliance with ISO 3046-1. Test

(1)

conditions: temperature
relative humidity 30%.

25 "C: atmospheric pressure 100 kPa;

N67 MNA/MSA - N67 MNT/MST


Any alteration of the above mentioned characteristics is strictly
prohibited, penalty invalidation of the guarantee and absence of all
liability on the part of FPT .

(1) Excluding versions N67 MNA I MSA

Electrical system

N67 MNA/MSA

1. Auxiliary member drive belt - 2. Fuel filter - 3. Oil filler Cell'


4. Engine intake manifold - 5. Fuel outlet connector to tank - 6. Llftlll~~
U-bolt - 7. Injection pump - 8. Cold injection timing variator - 9. r ll! I
inlet manifold from tank - 10. Fuel supply pump - 11. Oil dl'aln'I)~(
plug - 12. Oil dipstick - 13. Fuel filter condensation drainage plug.

Performance (*)
(III R 2)
P rformance (*)

N67 MNA/MSA
81 kW (110 CV) @ 2,500 rpm
440 Nm (45 kgm) @ 1,400 rpm

N67 MNT/MST
120 kW (1 63 CV) @ 2,300 rpm
630 Nm (64 kgm) @ 1,400 rpm

(II R 2)
129 kW (175 CV) @ 2,300 rpm
700 Nm (71 kgm) @ 1,400 rpm
Performance (*)

(IIE.R 3)

N67 MNT
129 kW (175 CV) @ 2,200 rpm
720 Nm (73 kgm) @ 1,400 rpm

(.) Net power to the fiywheel in compliance with ISO 3046-1. T


conditions: temperature 25 "C; atmospheric pressure 100
I elative humidity 30%.

alteration of the above mentioned characteristics is strictly


/lIOIHblted, penalty invalidation of the guarantee and absence of all
Ilobi/lry on the part of FPT .

AllY

N67 MNA/MSA - N67 MNT/MST

N67 MNA/MSA - N67 MNT/MST

1. Auxiliary member drive belt - 2. Fuel filter - 3. Oil filler cap 4. Engine intake manifold - 5. Fuel outlet connector to tank - 6. Lifting
U-bolt - 7. Injection pump - 8. Cold injection timing variator - 9. Fuel
inlet manifold from tank - 10. Fuel supply pump - 11. Oil drainage
plug - 12. Oil dipstick - 13. Fuel filter condensation drainage plug.

1. Exhaust manifold - 2. Oil vapour bleeder - 3. Turbocharger air inlet 4. T urbocharging air outlet (*) - 5. Turbocharger (*) - 6. Turbocharger
exhaust outlet (*) - 7. Lifting U-bolt - 8. Engine cool ant outlet 9. Location of therrnostatic valve - 10. Altemator - 11. Engine coolant
inlet - 12. Lubricant oil filter - 13. Electrical starter motor.

(*) Only for versions MNT/MST

II

ENGINE TECHNICAL DATA N40 ENT - N45 ENT


Performance

The technical code and serial number are indicated on a plate, which
is located on different parts of the engine, according to the model:
flywheel casing,tap pet cover, other.

Code

N40 ENT
F4

Cycle

Total displacement
Air system

(TIER 3)

N4S ENT
104 kW (141 CV) @ 2,200 rpm
560 Nm (57 Kgm) @ 1,400 rpm

(*) Net power to the flywheel in compliance with ISO 3046-1. Test

4, in line
102 x 120 mm

104x 132 mm

3,900 cm)

4,500 cm)

conditions: temperature
relative humidity 30%.

Supercharged, aftercooled

Anticlockwise
(seen from flywheel side)

Dry weight

24V

Accumulatorls
- capacity
- discharge current

130 Ah or above
500 A or above

~_NI

N40 ENT - N45 ENT

410 kg

Electrical system

25 C; atmospheric pressure 100 kPa

Any alteration of the obove mentioned characteristics, in particular


modification of the dota stored in the injection system electronic units
or the characteristics of the engine and its fittings, is strictly prohibited,
penalty invalidotion of the guarantee and absence of al/liability on the
port of FPT.

'Common Rail,
electronically managed

Injection type
Engine direction of rotation

(*)

4-stroke diesel

Number and arrangement


of cylinders
Bore x stro ke

Performance

N40 ENT
107 kW (145 CV) @ 2,300 rpm
490 Nm (50 Kgm) @ 1,200 rpm

(TIER 2)

N4S ENT

Engine family

(*)

1. Auxiliary member drive belt - 2. Engine air inlet - 3. Fuel Inlct


manifold from tank - 4. Common rail - 5. Lifting U-bolt - 6. Common
rail high pressure pump - 7. Fuel outlet connector to tank - 8. F lit I
filter - 9. Oil drainage plug - 10. Oil dipstick - 11. Engine electroru
control unit - 12. Sensor on drive shaft phonic wheel.

10

N40 ENT
101 kW (145 CV) @ 2,300 rpm
490 Nm (50 Kgm) @ 1,200 rpm

1111

N45 ENT
[III

104 kW (141 CV) @ 2,200 rpm


560 Nm (57 Kgm) @ 1,400 rpm

lli

f1ywheel in compliance with ISO 3046-1. T


25 0c; atmospheric pressure 100

A"

JIIt, 'flo" u( (he above mentioned characteristics, in particular


cI'l' (/11(111 uf lile data stored in the injection system electronic units
"' IIII' ,/1111(/( /ms(tcs of the engine and its fittings, is strictly prohibited,
/ (',,, "Iy lJive ,Ii"o(ton of the guarantee and absence of al/liability on the
li IC

/" III
1=~

10

(l/II' I
__

--------------'-4

N40 ENT - N4S ENT

N40 ENT - N4S ENT

1. Auxiliary member drive belt - 2. Engine air inlet - 3. Fuel inlet


manifold from tank - 4. Common rail - 5. Lifting U-bolt - 6. Common
rail high pressure pump - 7. Fuel outlet connector to tank - 8. Fuel
filter - 9. Oil drainage plug - 10. Oil dipstick - 11. Engine electronic
control unit - 12. Sensor on drive shaft phonic wheel.

1. Turbocharger air intake - 2. Turbocharger - 3. T urbocharging air


outlet to after-cooler - 4. Exhaust manifold - 5. Turbocharger exhaust
outlet - 6. Lifting U-bolt - 7. Oil filler cap - 8. Coolant outlet to heat
exchanger - 9. Thenmostatic valve location - 10. Altemator - 11.
Coolant inlet from heat exchanger - 12. Lubricant oil filter - 13.
Electrical starter motor.

11

ENGINE TECHNICAL DATA N60 ENT - N67 ENT


Performance

The technical code and serial number are indicated on a plate, which
is located on different parts of the engine, according to the model:
f1ywheel casing,tap pet cover, other.,

Code

N60 ENT
F4

Cycle

Total displacement
Air system

(TIER 3)

N67 ENT
175 kW (238 CV) @ 2.200 rpm
1020 Nm (104 Kgm) @ 1,400 rpm

(*) Net power to the f1ywheel in compliance with ISO 3046-1. Test

6, in line
102x 120 mm
5,900

conditions: temperature
relative humidity 30%.

104x 132 mm

cm3

Any alteration of the above mentioned characteristics, in particular


modification of the data stored in the injection system electronic units
or the characteristics of the engine and its fittings, is strictly prohibited,
penalty invalidation of the guarantee and absence of al/liability on the
part of FPT.

Common Rail,
electronically managed
Anticlockwise
(seen from f1ywheelside)

Dry weight

25 "C; atmospheric pressure 100 kPa;

6.700 crrr'

Supercharged, aftercooled

Injection type
Engine direction of rotation

(*)

4-stroke diesel

Number and arrangement


of cylinders
Bore x stro ke

Performance

N60 ENT
169 kW (230 CV) @ 2,300 rpm
810 Nm ( 83 Kgm) @ 1,200 rpm

(TIER 2)

N67 ENT

Enginefamily

(*)

520 kg

Electrical system

24V

Accumulatorls
- capacity
- discharge current

130 Ah or above
500 A or above

~7

NI

N60 ENT - N67 ENT


1. Auxiliary member drive belt - 2. Engine air inlet - 3. Fuel 1111 I
manifold from tank - 4. Common rail - 5. Lifting U-bolt - 6. Common
rail high pressure pump - 7. Fuel outlet connector to tank 8. r III I
filter - 9. Oil dipstick - 10. Oil drainage plug - 11. Engine elecu Ulili
control unit - 12. Sensor on drive shaft phonic wheel.

12

rform nce (.)


(Til P i)

N60 ENT
169 kW (230 CV) @ 2.300 rpm
810 Nm ( 83 Kgm) @ 1.200 rpm

rform nce (.)


IIII

l)

N67 ENT
175 kW (238 CV) @ 2.200 rpm
1020 Nm (104 Kgm) @ 1.400 rpm

) I Itl powei to the flywheel in compliance with ISO 3046-1, T


condiuons: temperature 25 cC; atmospheric pressure 1OO
r 1"llv humidity 30%,

Ally ()lwlatlOn of the above mentioned characteristics. in particular


IIIO(lificolron of the dato stored in the injection system electronic units
OI Ilir characteristics of the engine and its fittings. is strictly prohibited.
/)(,IIOlly Invalidation of the guarantee and absence of all liability on the

/)(IfI_O_r_FP_T_, -----------------t

N60 ENT - N67 ENT

N60 ENT - N67 ENT

1, Auxiliary member drive belt - 2, Engine air inlet - 3. Fuel inlet


manifold from tank - 4, Common rail - 5, Lifting U-bolt - 6, Common
rail high pressure pump - 7, Fuel outlet connector to tank - 8, Fuel
filter - 9, Oil dipstick - 10, Oil drainage plug - 11, Engine electronic
control unit - 12, Sensor on drive shaft phonic wheel.

1. Turbocharger air intake - 2, Turbocharger - 3. T urbocharging air


outlet to after-cooler - 4, Turbocharger exhaust outlet - 5, Exhaust
manifold - 6, Lifting U-bolt - 7, Oil filler cap - 8, Coolant outlet to heat
exchanger - 9, Thenmostatic valve location - 10, Altemator 11, Coolant inlet from heat exchanger - 12, Lubricant oil filter - 13.
Electrical starter motor,

13

SIGNS

USE

Certain warning signs are affixed to the engine by the Manufacturer,


and their meanings are indicated below.
N.B. The signs with an exclamation mark on them underline a
potential danger.

PRELIMINARY CHECKS
Before starting the engine each time:

cl Check the level of technical fluids (fuel, engine oil and coolant), .lIld
top-up if necessary.

Lifting point (engine only).

Danger of burning:
Expulsion of hot water under pressure.

Fuel Cap
(on the fuel tank, ifthere is one).

Danger of burning:
Presence of high temperature

cl Make sure that the air aspiration filter is not blocked or obstru 1('(1,
checking at the same time that the mechanical indicator on th flll( I
does not show the "red" sign. If the engine is equipped with III
electrical blockage sensor, an alarm will be displayed on start lli)' Ily
means of the indicator light on the instrument panel.

Note: The procedures required to clean the filter are Indlc'!l( I


parts.

Danger of fire:
Fuel present.

Oil Cap.

Danger of impact or catch ing


on moving parts:
Presence of fans, pulleys, belts or the like.

14

ln the chapter CONTROLS AND MAINTENANCE.

Make sure that no combustible vapours or gosses CIlI'


present in the area in which the engine is to opelOtt'
Ensure that closed areas ore adequately ventiloted (Ilid
fitted with o suitable exhaust extraction system.

USE

I,

STARTING AND STOPPING THE ENGINE

PRELIMINARY CHECKS

Before starting the engine each time:

The start-up and shut-down operations described below apply to an


on-board control panel manufactured by FPT; if the Manufacturer of
the vehicle or machine hasfitted a customised instrument panel,these
operations may vary according to the various choices made during
construction.
ln these cases,follow the start-up/shut-down sequences and use the
instrument panel description provided in the specific documentation.

D Check the level of technical fluids (fuel, engine oil and coolant), and
top-up if necessary.
D Make sure that the air aspiration filter is not blocked or obstructed,
checking at the same time that the mechanical indicator on the filter
does not show the "red" sign. If the engine is equipped with an
electrical blockage sensor, an alarm will be displayed on start-up, by
means of the indicator light on the instrument panel.

Danger of burning:
Expulsion of hot water under pressure.

[~~~

Danger of burning:
Presence of high temperature

Note: The procedures required to clean the filter are indicated


in the chapter CONTROLS AND MAINTENANCE.

parts.

r;

Danger of fire:
Fuel present.

[.,-'-" I~U

Make sure that no combustible vapours or gasses are


present in the area in which the engine is to operate.
Ensure that closed areas are adequately ventilated and
fitted with a suitable exhaust extraction system.

Danger of impact or catching


on moving parts:
Presence of fans, pulleys, belts or the like.

15

r,---

Starting the engine from the FPT control panel


(supplied on demand)

Stopping the engine from the FPT control panel


Before stopping the engine it is recommended you run it for a kw
minutes at minimum speed with no load; this will allow til!
temperature to drop evenly and will avoid hanmful thenmal shocks.

1. Insert the key into the switch (1) and tum it to the right to position
1B. "Run". Once the indicator lights have been tested and the
beeper has stopped sounding, make sure that the analogue
instruments are showing values that confonm with the relevant
physical parameters of temperature, battery voltage and oil
pressure; (infonmation on how to interpret the indicators and
alanmsis given in the relevant paragraph).

The shutdown method will depend on the type of equipment install li

With "unexcited" stop circuit


T um the key switch to position 1A - REST.

With "excited" stop circuit


Tum the key switch to the STOP position.

2. If the engine is fitted with a pre-heating system (optional) and the


engine temperature is lower than the minimum value foreseen for
it to come into operation, wait for the relevant indicator light to go
out.

1. Key switch to start/stop the engine - 2. Beeper - 3. Voltmeter . In the absence of FPT control panels, always follow the instructions
4. Rev counter and hour counter - 5. Coolant temperature indicator
'd d b th M
facturer of the machine.
"I
. d'
7 . AI anm and .lnd'icator mo d ue.
I
6. Englne
OI pressure ln icator . provi e y e anu
8. Management and diagnosis module(N40
ENT, N4S ENT
Should you intend to re-start the engine:
N60 ENT, N67 ENT).
1. Retum the key switch to the rest position 1A, thus resetting "II til!
on-board panel functions (Required for electronically controlk-d

3. T um the key to position 1 "Start" and release it once the engine


has started, without accelerating.
4. Make sure that the "Battery recharge" and "Oil pressure low"
indicators have tumed off and that the analogue instruments are
showing values that confonm with the relevant new physical
parameters. If the pre-heating system has intervened, the relevant
indicator will tum on again to indicate that the post-heating phase
is in progress; the duration of this function is proportional to the
temperature value.

Detailofthe
key switch

engines).
2. T um the key to position 1 "Start" and release it once the
has started, without accelerating.

3. Proceed as described previously.

5. If the engine does not start, after releasing the key it will only be
possible to tum it back to the start position after first retuming the
switch to the rest position 1A.

1A "REST" position allowing the key to be removed


1B Stable "RUN" position
1 Unstable "START" position
STOP Unstable position used in EXCITED STOP set-ups for engines
fuelled by a mechanical injection pump.

16

n):1I1I

"

11

20 I f .-

Stopping the engine from the FPT control panel

RECOGNISING ALARMS

Before stopping the engine it is recommended you run it for a few


minutes at minimum speed with no load; this will allow the
temperature to drop evenly and will avoid harmful thermal shocks.

Indicator and alarm synoptics


The FPT instrument panel contains the indicator lights used to indicate
the state of operation of the engine. Light-up .of these indicators is
piloted by electronic circuits, which have a simultaneous alarm timer
and storage function.

Ir

l!

I he shutdown method will depend on the type of equipment installed.

il

",

ld

With "unexcited" stop circuit


T um the key switch to position 1A - REST.

With "excited" stop circuit

Detail of the
key switch

.Jt

.'e:r-

7E

7e

B1

.E!J

7F

=)l~.1iI

7G

Tum the key switch to the STOP position.

110 003 NI

1 K Y switch to start/stop the engine - 2. Beeper - 3. Voltmeter


1 Rev counter and hour counter - 5. Coolant temperature indicator
G, Engine oil pressure indicator - 7. Alarm and indicator module.
8, Management and diagnosis module(N40
ENT, N45 EN
N60 ENT, N67 ENT).

7D

78
ln the absence of FPT control panels, always follow the instructions
provided by the Manufacturer of the machine.

7A

.c

'oo'

7H

105 581 NI

Should you intend to re-start the engine:


7A. Maximum allowed rotation speed exceeded (on request) - 7B. Air
filter blocked - 7C Fuel level low - 70. Coolant temperature high 7E. Oil pressure low - 7F. Altemator malfunction - 7G. Engine coolant
level low - 7H, Pre-post heating.

l. Retum the key switch to the rest position 1A, thus resetting all the
on-board panel functions (Required for electronically controlled
engines).

2. Tum the key to position 1e "Start" and release it once the engine
has started, without accelerating.

3.

Some types of engine and relevant equipment only make some of the
functions indicated in the key available.
If the machine Manufacturer usesdifferent technical options there may
also be further changes to the above.

Proceed as described previously.

1A "REST" position allowing the key to be removed


1B Stable "RUN" position
1 Unstable "START" position
STOP Unstable position used in EXCITED STOP set-ups for engine
fu II d by a mechanical injection pump.

17

ENGINE MANAGEMENT AND DIAGNOSIS


FROM THE INSTRUMENT PANEL (N40 ENT,
N4S ENT, N60 ENT, N67 ENT)

Operation
When the key is tumed in the switch to position 1B an efficiency test
is periormed, for 5 seconds, on all the indicator lights, with the
exception of the "Pre-post heating" indicator, while at the same time
the beeper sounds.
During start-up and for the following 15 seconds, all synoptic functions
are disabled; after this period, each critical state detected by the
sensors provided on the engine will result in the relevant indicator
lighting up.
Some alarms, which are of critical importance for efficient running of
the engine,will not only light the relevant optical indicator, but will also
start the beeper and cause automatic shutdown of the engine:
-

Maximum allowed rotation speed exceeded

Coolant temperature high

Oil pressure low

Engine coolant level low.

ln the event

or momentory

Use of button 8B enables FPT Technical Service Network staff ln


obtain the self-diagnosis Information stored ln the electronic UlilI
..
..
controlling the engine. The codes, which relate to any rnalfunctrorrThe FPT control panel makes lt possible to manage engine rotatror
t
d '11 b'
d' th form of flashes by the lndicator 8A
.
h
..
f
IC"
h
. encoun ere ,WI e Issue ln e
speed and to recognise t e ongm o any ma lunctrons ln t e engineTh FPTT h'
I S . N tw rk staff are responsible for cecodmv
..
.
h El
. C
I U'
If d'
.
e
ec nica ervice e o
"
and ItS equipment, usmg t e ectroruc ontro
nit se - ragnosu
d' t
t' th
d
C
.
an ln erpre Ing e co es.
tunction
.
th ere may bec hang \ Io
If the Installer uses diff
itterent tec h'nicaI options
the above.

::~~::

ENGINE PRE-HEATING (optional)

(230 V, single phase electrical device)


The engines for which low temperature start-up and imm diat
delivery of power are required may be fitted with a 230 V single pha ,(
los 582 NI
electrical heating device, which allows the temperature of the COOI.rIII
. ...
..
to be raised to or maintained at suitable values. The device IS flltt'd
8A. Maifunction Indicator light - 8B. Dlagnosls button ~ 8C. Button tc with a thermostat to cut the power supply when the requm-d
Increase running speed - 8D. Button to decrease running speed.
temperature is reached.

Running speed management

or

stoppages
the engine, pay
attention to the synoptics and check ror any alarm signals.
not restort the engine until the cause
the problem
has been removed or proper operating conditions have
been restored.

Do

Diagnosis

The running speed, which is normally managed using the accelerate


controllever, can also be modified using buttons 8C and 80.
To accelerate: press and hold button 8C until the required engine
speed is achieve, then release it.
To decelerate: press and hold button 80 until the required engine
speed is achieve, then release it.
The engine speed reached each time it is carried out will be
maintained until the next time the engine is stopped.

or

18

ENGINE MANAGEMENT AND DIAGNOSIS


FROM THE INSTRUMENT PANEL (N40 ENT,
N4S ENT, N60 ENT, N67 ENT)

II

FOR PROPER USE OF THE ENGINE

Diagnosis

Use of button 8B enables FPT Technical Service Network staff to


obtain the self-diagnosis information stored in the electronic Unit
.ontrolling the engine. The codes. which relate to any malfunctions
lli I PT control panel makes it possible to manage engine rotatio
ncountered. will be issued in the form of flashes by the indicator 8A.
'.p cl and to recognise the origin of any malfunctions in the engin
I he FPTTechnical Service Network staff are responsible for decoding
.ind Its equipment. using the Electronic Control Unit self-diagnosi
.md interpreting the codes.
luncuon
If the Installer uses different technical options there may be changesto
the above.

"

::~~::
BA. Malfunction indicator light - BB. Diagnosis button - BC. Button t
111C1 ease running speed - BO. Button to decrease running speed.

D Do not leave the key tumed to the start position 1 C, when the
engine has started.

D lt is not efficient to leave the engine running at minimum speed


while waiting for it to reach the proper working temperature; it is
preferable that, after approximately one minute from start-up, you
gradually increase the engine load.
D Do not leave the engine running at minimum speed for long, asthis
increases the production of harmful emissions and does not
guarantee the best performance.

ENGINE PRE-HEATING (optional)

D The engine speed must be increased and decreased gradually, to


allow regular combustion and proper operation of all engine
components.

(230 V. single phase electrical device)


Ihe engines for which low temperature start-up and immediate
delivery of power are required may be fitted with a 230 V single phase
lectrical heating device. which allows the temperature of the coolant
to be raised to or maintained at suitable values. The device is fitted
with a thermostat to cut the power supply when the required
temperature is reached.

D The running speed and power values must comply with the
specifications on the technical and commercial documentation.
During use, periodically check that:
1. The engine coolant temperature
threshold.

Running speed management

2. The oil pressure remains within normal values.

I he running speed, which is normally managed using the accelerat


controllever, can also be modified using buttons 8C and 80.
r o accelerate: press and hold button 8C until the required engin
speed is achieve, then release it.
lodecelerate: press and hold button 80 until the required engin
~p ed is achieve, then release it.
I h engine speed reached each time it is carried out will b
m.untained until the next time the engine is stopped.

18

does not reach the alarm

19

Fuel circuit

SPECIAL WARNINGS
Coolant circuit

Avoid usingthe engine with only a small reserve of fuel in the fuel tan
this encourages the fonrnation of condensation and makes it
likely you will suck up dirt or air, resulting in engine stoppage.

When a state of "Coolant temperature high" and "Engine cool ant level
low" is found, this triggers stoppage of the engine; in these cases,check
the efficiency of the circuit components, remembering that when the
engine is wanrn, a pressure liable to cause hot liquid to be expelled
with extreme violence is created within the cooling circuits. This
results in a danger of buming.

A
'---

room they ore housed in is adequately ventiloted.

remember that smoking and live rames ore prohibited Electrical starter system
when refuelling.
t
----< Periodically check, particularly during the winter, to ensure that tl

The common rail injection system does not require airto be bled fron asindicated in the chapter CONTROLS AND MAINTENANCE.
the fuel circuit.
Remember that the Electronic engine control units are programmed
.--I

a) the tension of the auxiliary member drive belt;

'--

b) operation of the thenrnostat valve;

When refuelling, always pay great core to ensure that no


solid or liquid pollutants enter the fuel tank; you must also L

batteries are clean and in full working order, checking and topping up

Only open the coolont tank cop if strialy necessary, and


only when the engine is cold.

If the temperature is considered too high, reduce speed and stop to


check the state of the cooling system circuits; also check and have
checked:

The batteries contain on ocid solution that will bum the


skin and corrode clothing; when checking them, always
wear proteaive clothing. gloves and goggles, do not smoke
or use live rames in the vicinity, and make sure that the

'"":;;:;:;;;;:::;;;;::;;;;;-----------,

.....;..

to increase the minimum running speed if the voltage in the electrical


IYstem reaches values considered to be at the limits of efficiency. In
_j 1his case, check the efficiency of the battery/ies and If necessary

Never loosen the high pressure fuel circuit conneaors in perfonnna check-up on the system components.
any way.
Should it be necessary to replace the batteries, always respect th
capacity and minimum discharge cunrent intensity requirements.

c) whether or not the heat exchanger is clean.

Air intake and exhaust discharge circuits

Lubrication circuit

Inspect
the cleanliness of the air intake circuit on a regular basis.Tht
.
Contaa o specialised workshop and check battery and rechargir1g
maintenance intervals indicated in this manual vary according to th~
11 V (r.
conditions in which the engine is used.
system efficiency if the voltmeter indicotes o voltage below
. I rl
12 V rated systems), or 22 V (for 24 V rated systems).
_:
_
In parti cu a y dusty environments it is necessary to carry ou L
maintenance at more frequent intervals than indicated in the chapte
CONTROLS AND MAINTENANCE.

,0'

When a state of "Oil pressure low", is found, this triggers stoppage of


the engine; in this case, check the oil level and top up if necessary,
following the instructions given in the chapter on CONTROLS AND
MAINTENANCE.
If the condition persists, contact the Service Centre.

20

u I circuit

tw

lid u~lngthe engine with only a small reserve of fuel in the fuel
1111', t-n ourages the formation of condensation and makes it
iii ( Iy you will suck up dirt or air, resulting in engine stoppage.

When refuelling, always pay great care to ensure that no


solid or liquid pollutants enter the fuel tank; you must also
remember that smoking and live rames are prohibited
when refuelling.

bc..-------------------------"I

111 common rail injection system does not require airto be bled fro
Ih fuel Circuit.

skin and corrode clothing; when checking them, always


wear protective clothing, gloves and goggles, do not smoke
or use live rames in the vicinity, and make sure that the
room they are housed in is adequately ventilated.

Electrical starter system

RUNNING IN

Periodically check. particularly during the winter, to ensure that the


batteries are clean and in full working order, checking and topping up
,15 indicated in the chapter CONTROLS AND MAINTENANCE.
Remember that the Electronic engine control units are programmed

Thanks to modem engine construction technology, no particular


running in procedure is required. However, it is recommended that.
for the first 50 hours, you do not usethe engine at high power for long
periods.

7~;rr::;:~;;--;;;:;;;;;:;;;;;;;----------~
to increase the

'i

................
.,;..
-----------------4

Never loosen the high pressure fuel circuit connectors in

any way.

-------------------------------------------1

minimum running speed if the voltage in the electrical


system reaches values considered to be at the limits of efficiency. In
this case, check the efficiency of the battery/ies and if necessary
perform a check-up on the system components.
Should it be necessary to replace the batteries, always respect the
capacity and minimum discharge current intensity requirements.

Air intake and exhaust discharge circuits


c.t the cleanlinessof the air intake circuit on a regular basis.
intervals indicated in this manual vary according to
condmons in which the engine is used.
111 partrculariy
dusty environments it is necessary to carry
11\011\1\ nance at more frequent intervals than indicated in the
( ()N I ROLS AND MAINTENANCE.
111"p

m.untenance

JO

The batteries contain an acid solution that wiff bum the


skin and corrode clothing; when checking them, always
wear protective clothing, glovesand goggles,do not smoke
or use live rames in the vicinity, and make sure that the
room they are housed in is adequately vendlated.

Contact a speCialised workshop and check battery and recharging


system efficiency if the voltmeter indicates a voltage below 11 V (for
12 V rated systems), or 22 V (for 24 V rated systems).

21

CONTROLS AND MAINTENANCE

replacing or topping up lubricant (hot engine oil may cause bum


and scalds. Only carry out these operations when the oil ha
dropped to a temperature of below 50C).

MAINTENANCE PERSONNEL

D When working in the engine compartment, pay particular attentior

The engine control and maintenance operations described in the


following chapter require training, experience and compliance with
current safety regulations; for this reason they must be carried out by
specialtechnicians, as indicated below.

to how you move, to avoid contact with moving parts or hig~


temperature components.

D Wear goggles and use high pressure air jets (maximum air pressun
used to clean is 200 kPa (2 bar, 30 psi, 2 kg/crrr').

D Controls: by workshop technicians or the machine user if

D Wear a protective helmet when working in an area were there art

necessary.

Do not carry out maintenance operations when til!


electric power supply is tumed on: always check to enslJf
that the appliances are properlyearthed. During dragllo~r'
and maintenance operations, make sure that your /1olld
and feet are dry, and whenever possible use insulatl/lp

stands.

~_

suspended loads or systems installed at head-height.

D Periodic maintenance: by qualified personnel using

D Use protective hand creames.

suitable equipment and adequate means of protection.

D Immediately replace wet overalls.

D Special maintenance: by qualified personnel from

D Always keep the engine clean, removing oil, grease and coolarr

Authorised Service Centres who have detailed technical


information and specific equipment.

stains.

D Store cloths in flame-proof containers.

The most qualified Assistance Centres are those which make up the
FPTTechnical Assistance Network

D Do not leave foreign bodies on the engine.


D Use suitable, safe containers for used oil.
D When completing a repair, make suitable provisions to stop tbe

ACCIDENT PREVENTION

engine taking in air if, after start-up, an uncontrolled increase in


engine speed were to occur.

D Always wear heavy-duty footwear and overalls.


D Never wear Ioose, flapping garments, rings, bracelets and/or
necklacesin the vicinity of engines or moving parts.

D Always wear protective gloves and goggles when:


filling up batteries with acid solution
refuelling with inhibitors or antifreeze

22

The conditions provoking the emergencypower unrt stml


may suddenly occur. Whenever executing checks <JI ld
maintenance operations,
strictly follow the su{cty
instructions prescribed by the unit's Manufacturer (1IId
power unit system's outfitterto operate safely and PI(,V! lit
injury.

replacing or topping up lubricant (hot engine oil may cause bu


and scalds Only carry out these operations when the oil h
dropped to a temperature of below 50oq,

U When working in the engine compartment, pay particular attenti


to how you move, to avoid contact with moving parts or hi
temperature components,

U
II

Wear gogglesand use high pressure air jets (maximum air pressu
used to clean is 200 kPa (2 bar, 30 psi, 2 kg/crrr').

D Wear a protective helmet when working in an area were there a

REFUELLING
Parts to be supplied
Do not carry out maintenance operations when the
electric power supply is tumed on: always check to ensure
that the appliances are properly earthed. During diagnosis

'Cooting circuit

and maintenance operations, make sure that your hands


and feet are dry, and whenever possible use insulating
stands,

Lubrication circuit
total capacity (3)

suspended loads or systems installed at head-height.

D Immediately replace wet overalls,


Always keep the engine clean, removing oil, grease and coola

stains.

D
D

Store cloths in flame-proof containers,


Do not leave foreign bodies on the engine,

D Use suitable, safe containers for used oil.

The conditions provo king the emergency power unit start


may suddenly occur. Whenever executing checks and
maintenance
operations, strictly follow the safety
instructions prescribed by the unit's Manufacturer and
power unit system 's outfitter to operate safely and prevent
injury,

Fuel tank

litres (kg)

litres (kg)

8,5

10,5

12,8 (11,8)

17,2 (15,8)

7 (6,5)
11,5 (10,5)

8,7 (8)
15,2 (14)

(4)

(*) The amounts indicated relate to the standard configuration of the


engine only,
(1) Use a mixture of water and 50% PARAFLU 11 even during the
summer months, As an altemative to PARAFLU 11, use another
product that complies with intemational specifications SAE J 1034,

D When completing a repair, make suitable provisions to stop t


engine taking in air if, after start-up, an uncontrolled increase
engine speed were to occur,
'l

N60
N67

(2)

Periodic changing:
oil sump at minimum level
oil sump at maximum level

D Use protective hand crearnes.

engine (0)

(1)

N40
N4S

(2) Use lubricants that comply with intemational specifications ACEA


E3 - ES (high power engines),
The viscosity level of oil to be used depend ing on surrounding
temperatures in given in the table provided in the appendix,
Oil consumption is considered acceptable when it reaches a
maximum of 0.5% of fuel consumption

(3)The amounts indicated refer to initial refuelling, and include filling


the engine, sump and filter,
(4)Use STANDARD fuel compliant to the EN 590,

23

FREQUENCY
Refuelling from drums or tanks may result in pollution of the diesel
fuel, with the risk of damage to the injection system; if necessary, filter
the fuel in a suitable manner or allow sedimentation of the impurities
before refuelling.
Low temperature

Controls (when in use)

Frequency

Check oil level in engine

Daily

Check coolant level

Daily

Check state and tension of belt

300 hours

Check that the heat exchangers are clean

Daily

Change oil

600 hours (3) (4)

Check that the air filter is clean

Daily

Change oil fiiteris

600 hours (3) (4)

Drain water from the fuel pre-filter

150 hours

Change fuel fiiteris

600 hours

(3) (1) ( )

Check/top up electrolyte level


in batteries and clean terminals

Change fuel pre-filter

600 hours

(3) (1l

Half-yearly

Replacingthe oil vapour filter


(Electronic motors)

900 hours(3) (4)

Check exhaust pipe/s for damage

Half-yearly

Impurity drainage/suction
from the fuel tank

Half-yearly

Change auxiliary member belt

1200 hours

Change air filter

1200 hours

Change cool ant

1200 hours
or 2 years

diesel

EN590 specifications distinguish different classes of diesel fuel,


identifying the characteristics of those best suited to low temperatures.
lt is entirely up to the Oil companies to comply with these regulations,
which foresee that fuels suited to the climactic and geographic
conditions of the various Countries be distributed.

(1)

The maintenance intervals indicated below take into account th(


typical working factors for various types of engine use; the mos
suitable interval for maintenance operations for the variou
applications will be indicated by the maintenance staff, according to tht
way and working conditions in which the engine is used.

24

Planned maintenance

Frequency
(2)

(1)

(6)

("l

FREQUENCY
Controls (when in use)

Frequency

(h

ck oil level in engine

Daily

(h

ck cool ant level

Daily

Planned maintenance

Frequency

Check state and tension of belt

300 hours

Clean the turbocharger

1200 hours (7)

Check the efficiency of the pre-post


heating system (if available)

1200 hours

Injector calibration

1800 hours

(2)

Special maintenance

Frequency

Ch ck that the heat exchangers are clean

Daily

Change oil

600 hours (3)(4)

Check that the air filter is clean

Daily

Change oil filter/s

600 hours (3)(4)

(S)

1)1 aln

150 hours

Change fuel filter/s

600 hours (3)(1)

(S)

Change fuel pre-filter

600 hours (3)(1)

Overhaul injection pump


(Mechanical motors)

3000 hours

Replacingthe oil vapour filter


(Electronic motors)

900 hours(3)(4)

Adjust play in valves-rocker arms

3000 hours

Check exhaust pipe/s for damage

Half-yearly

Impurity drainage/suction
from the fuel tank

Half-yearly

Change auxiliary member belt

1200 hours

Change air filter

1200 hours

Change cool ant

1200 hours
or 2 years

water from the fuel pre-filter

Check/top up electrolyte level


III batteries and clean terminals

(1)

Half-yearly

l'

I h maintenance intervals indicated below take into account tr


typical worlking factors for various types of engine use; the mo
<unable interval for maintenance operations for the varioi
.rpplications will be indicated by the maintenance staff, according to tr
wIly and worlking conditions in which the engine is used.

1) Maximum period when using good quality fuel, (EN 590 standard);
this is reduced if the fuel is contaminated and alarms are triggered
due to blockage of the filters and presence of water in the pre-filter.
When blockage of the filter is indicated, it must be replaced. If the
water in pre-filter indicator does not go out after drainage,the prefilter must be replaced.

(1)

(6)

2) Refersto engines with traditional and automatic tensioning devices

3) Must be performed annually, even if the required number of


working hours are not reached
4) Replace lubricants according to the frequency indicated in the
REFUELLING table.
5) Only use filters with the following characteristics:
- filtration level < 12 um
- filtering efficiency 13 > 200.

25

6) The frequency with which operations are carried out will depend
on the working conditions and efficiency/wear of the product.
7) Required by oil vapour recirculation.

REQUIREMENTS

HOW TO PROCEED

1. Do not disconnect the batteries with the engine running.

Check oil level in engine

2. Do not carry out arc welding operations in the vicinity of the engin Only proceed with the engine stopped and at a low temperatuI
without first removing electrical cables.
.\s to avoid the risk of buming. -

,Ml

3. After each maintenance operation involving disconnection of th !J Take all necessary action to ensure that the machine is "level"
battery/batteries, make sure that the terminals have been properl lJ Using the dipstick (1), check that the oil level is between the "Mili"
locked onto the poles.
and "Max" levels.

The extraordinary maintenance operations described


hereunder fall within the exclusive competence
of
manufacturer's personnel or specialised personnel having
proper working tools and adequate protection devices. The
procedure and modality for carrying out these operations
ore illustrated in the FPT Technical and Repair Manual.

4. Do not use battery chargers to start the engine.


5. Disconnect the on-board network battery/batteries

whe

recharging.
6. Do not paint the appliances,components and electrical connector
equipping the engine.
7. Disconnect the battery/batteries before any electrical operations.
8. Contact the Manufacturer before installing electronic equipmen
on board (two-way radios and the like).

Do not execute any operation which may change the ignition pump's
calibration.
The ignition pump's calibration has been carried out in phase of
engine system test based on its final use or destination.

26

lJ If the level is too low, top up through the inlet, after first removlIl~
the relevant cap (2).

II

REQUIREMENTS

HOW TO PROCEED

I Do not disconnect the batteries with the engine running.

Check oil level in engine

[)o not carry out arc welding operations in the vicinity of the engi
without first removing electrical cables.

Only proceed with the engine stopped and at a low temperature. so


I~ to avoid the risk of buming. -

After each maintenance operation involving disconnection of t


battery/batteries, make sure that the terminals have been prope
locked onto the poles.

U Take all necessary action to ensure that the machine is "level".

'1 Do not use battery chargers to start the engine.


,

Disconnect
recharging.

the

on-board

network

battery/batteries

(l

Do not paint the appliances, components and electrical connecto


cquipping the engine.

Disconnect the battery/batteries before any electrical operations

U Using the dipstick (1), check that the oil level is between the "Min"
and "Max" levels.

U If the level is too low, top up through the inlet, after first removing
the relevant cap (2).

8. Contact the Manufacturer before installing electronic equipme


on board (two-way radios and the like).

D After tapping up, make sure that the oil level does not exceed the
"Max" limit marked on the dipstick.
D Make sure that the dipstick is inserted properly and the filler cap
is tumed in a clockwise direction until it stops tuming completely.

Do not execute any operation which may change the ignition pump's
calibration.
The Ignition pump's calibration has been carried out in phase of
('ngIne system test based on its final use or destination.

27

Cleaning the air filter

Check coolant level

Clean heat exchangers

Proceed only with engine not running and at low temperature to avoid
any risk of burns.

Check that the radiator air inlets are free from dirt (dust, mud, stra (Refersto FPT components)
etc).
. )nly proceed with the engine stopped.
Clean them if necessary,using compressed air or steam.
Remove the filter cover (1) after first unscrewing the lockiII)'

D With the engine at low temperature, make sure that the fluid level
in the expansion tank is above the minimum level.

handle.
Remove the extemal cartridge (2), after unfastening the second
locking handle; during this operation, take care to ensure that 110

D Visually check that the fluid level is not more than 2J3 of the height
of the tank in order to enable any increase in volume of the fluid
caused by the temperature increase.

dust get into the sleeve.


Check that there is no dirt. If there is, clean the filter elemcnt ,~

D Top up the tank if necessary,


using clean water. Do not use
distilled water; see the table
REFUELLING.

indicated below.
Blow dry compressed air through the filter element from the In~ld
outward (maximum pressure 200 kPa). Do not use detergents. dc;

MAX

MIN

not use diesel.


Never use tools to beat the filter element, and check its condmon

Note: If the refill operations occur


frequently a diagnosis of the cooling
circuit is necessary.

before replacing it.


Replace the filter if any breakages or tears are found.
Check that the gasket at its base is in good condition: Som filt I
systems are fitted with a second filter element (3) which does not
require cleaning; this must be replaced at least once ev Iy i
changes in the main element.

ln the event that only the heat exchanger without the expansion tank
is available on the vehicle, refill it if necessary,paying attention that the
fluid does not saturate the intemal volume of the exchanger in order
to enable any increase in volume of the fluid caused by the
temperature increase.

Reassemble by repeating the above operations in reverse OId I

';

When the engine is warm, a pressure liable to cause hot


liquid to be expel/ed with extreme violence is created
within the cooling circuits. This results in a danger of
buming.

The use of compressed air makes it necessary to use


suitable protective equipment for the hands, face and
eyes. Please see the prescriptions in the paragraph on
ACCIDENT

28

PREVENTION.

Set up the mechanical blockage indicator for operation by PI ~',llIg


the button located on the top part of the indicator. This OpCIation I
not necessaryif there is an electrical sensor.

CI an heat exchangers
'11

leaning the air filter

Ch ch that the radiator air inlets are free from dirt (dust. mud. st

rtc.).
I

an

them if necessary. using compressed

air or steam.

,1I,.fers to FPT components)


lilly proceed with the engine stopped.
Remove the filter cover
handle.

Toke core. to ensure that the parts ore reassembled correctly.


Imperfect assembly might result in unfiltered air being sucked into the
engine. causing serious damage.

(1) after first unscrewing the locking

Remove the extemal cartridge (2). after unfastening the second


locking handle; during this operation, take care to ensure that no
dust get into the sleeve.
Check that there is no dirt. If there is. clean the filter element as
rndicated below.
Blow dry compressed air through the filter element. from the inside
outward (maximum pressure 200 kPa). Do not use detergents; do
not use diesel.
Never use tools to beat the filter element. and check its condition
before replacing it.
Replace the filter if any breakages or tears are found.
Check that the gasket at its base is in good condition. Some filter
systems are fitted with a second filter element (3) which does not
require cleaning; this must be replaced at least once every 3
changes in the main element.

U Reassemble by repeating the above operations in reverse order.

The use of compressed air makes it necessary to use


suitable protective equipment for the hands. face and
eyes. Please see the prescriptions in the paragraph on

Set up the mechanical blockage indicator for operation by pressing


the button located on the top part of the indicator. This operation is
not necessary if there is an electrical sensor.

ACCIDENT PREVENTION.

ln

29

I'.

Drain water from the fuel filter/pre-filter

Check/top up electrolyte level in batteries

The high risk of refuelling with fuel that is polluted by foreign bodies
and water makes it advisable to carry out this control every time you
refuel,
Proceed with the engine stopped.

Placethe batteries on a level surface, then proceed as follows.

D Place a container under the filter or pre-filter to collect the fiuid.

D Top up with distilled water only those elements in which the lev~
is below the minimum.

D Visually check that the fiuid level is between the "Min" and "Max
limits; in the absence of references, check that the fiuid covers th
Lead plates inside the elements.

D Unscrew the tap plug (1) in the bottom part of the filter; in some
lay-outs the plug includes a sensor to detect the presence of water

D Close the plug again,tightening it completely by hand.

D Contact specialisedtechnical staff if the battery needs recharging.


D Have the efficiency of the battery recharging system tested if ome types of battery have a single cover for all the inspection phi:
voltage of less than 11 V (for 12 V rated systems) or 22 V (fo Io accessthe elements, use a lever as shown in the figure.
24 V rated systems) is detected with the engine running.

D Dispose of the drained fiuids according to cunrent requirements.

D On this occasion, make sure that the tenminals and clamps an

in the diesel.

D Drain off liquid until only "diesel" can be seen.

clean, properly locked and protected by vaseline.

30

OThe batteries contain sulphuric acid, which is extremely


caustic and corrosive; always wear protective gloves and
goggles when tapping them up. Whenever possible it is
recommended that this control be carried out by
specialised personnel.
000 not smoke or use live rames near the batteries
during the control, and make sure that the room you are
working in is adequately ventilated.

Ch ck/top up electrolyte level in batteries


1'loIC
( thc batteries on a level surface, then proceed as follows.
lj

[J VI~lJ'lllycheck that the fluid level is between the "Min" and "M
III111t5;
ln the absence of references, check that the fluid covers
I ( .id plates inside the elements.

Check tension and state of the auxiliary member


drive belt

Only proceed with the engine stopped and at a low temperature, so


as to avoid the risk of burning.

~2

Refers to engines with automatic tensioning devices

[J I op up with distilled water only those elements in which the


I~b low the minimum.
U ( ontact specialisedtechnical staff if the battery needs rechargi
U I lave the efficiency of the battery recharging system tested i
voltage of less than 11 V (for 12 V rated systems) or 22 V
)4 V rated systems) is detected with the engine running.

O Remove any casing protecting the pulleys.

lo~

362

NI

O Check that the belt is not tom or worn, and that there are no
lubricants or fuel on it. If this is not the case,replace them.

Sometypes of battery have a single cover for all the inspection plugs.
ro accessthe elements, use a lever as shown in the figure.

O At the same time, make sure that the tensioning device is working
properly, proceeding as indicated in the figure.

U On this occasion, make sure that the tenrninals and clamps


clean, properly locked and protected by vaseline.

O Replace the guard casing in its housing, and lock all the retaining
elements.

OThe batteries contain sulphuriC ocid, which is extremely


caustic and corrosive; always wear protective gloves and
goggles when topping them up. Whenever possible it is
recommended that this control be carried out by
speCialised personnel.
000 not smoke or use live rames near the batteries
during the control, and make sure that the room you ore
working in is adequately ventiloted.

10

31

Replacing the oil vapour filter (N40 ENT,


Change oil
N4S ENT, N60 ENT, N67 ENT)
(lnly proceed with the engine stopped and at a low temperatur , ~O
Only proceed with the engine stopped and at a lov!, to avoid the risk of buming.
temperature, so as to avoid the risk of burning.
Place a container under the drainage plug to collect the used 011

Refers to engines with screw tensioning devices

D Check that the belt is not tom or wom, and that there are no
lubricants or fuel on it. If this is not the case, replace them.
Should it be necessary to restore tension in the belt, proceed as
follows:

D Loosen the screws and remove the cover (1) of the filter housio;

(see illustrations in the chapter ENGINE TECHNICAL DATA)

D Loosen the screw fixing the altemator to the bracket (1).

D Remove the two filters and proceed to the replacement.

D Loosen the bolt anchoring the altemator to its lower support.

D Install the cover again.

Unscrew the plug and wait until the sump has emptied compl tely,
then fasten the plug in place again.

D Proceed to tighten the tensioner (2), locking the countemut.


D On reaching the required tension, lock the fixing screws and bolt.

Fill up through the feeder hole (1) on the timer cover or elsewh 'I
(opt.), using the types and amounts of oil indicated in the t.11l1
REFUELLING.
Using the dipstick (2), check that the oil level is between the "Mil,"
and "Max" levels.
Dispose of used oil according to cunrent requirements.

For engines without a screw tensioner proceed, after loosening the


fixing screws (1) and anchor bolt, by tuming the altemator as shown
in the figure until the required tension is reached, after which tighten
the fixing screws and anchor bolt firmly.

32

Replacing the oil vapour filter (N40 ENT,


N45 ENT, N60 ENT, N67 ENT)
Only proceed with the engine stopped and at a lo
t mperature, so as to avoid the risk of burning.
[J Loosen the screws and remove the cover (1) of the filter housin

U Remove the two filters and proceed to the replacement.


U Install the cover again.

Change oil filter


, lilly proceed with the engine stopped and at a low temperature, so
I lo avoid the risk of buming.

Only proceed with the engine stopped and at a low temperature, so


as to avoid the risk of buming.
Only use filters with a filtration level equivalent to the ones you are
replacing (see section FREQUENCY).

l'lace a container under the drainage plug to collect the used oil
(see illustrations in the chapter ENGINE TECHNICAL DATA).
Unscrew the plug and wait until the sump has emptied completely,
then fasten the plug in place again.

D Placea container under the filter support (1), to collect the used oil.

r ill up through the feeder hole (1) on the timer cover or elsewhere

D Carefully clean the surfaces of the support that are in contact with

D Unscrew the filter and remove it (2).


the seal gasket.

(opt.), using the types and amounts of oil indicated in the table
REFUELLING.

D Damp the new seal gasket with a thin layer of oil.

Usingthe dipstick (2), check that the oil level is between the "Min"
and "Max" levels.

Dispose of used oil according to current requirements.

D Dispose of the old filter according to current requirements.

~J
11

n
11

lJ

33

Hand screw the new filter into place until the seal gasket touches
the support, then lock by a further 3/4 of a tum.

hanging the fuel pre-filter

Change fuel fiIterIs

r-:-""'"'-_......:...'---...;_.:.,_....;.....;i;......;.;,: .....; ...C,.;.......:..:;_,.;.,;_ .,.;.,;_:.......~~--..;3()nly

Only proceed with the engine stopped and at a low temperature, so


as to avoid the risk of buming.
Only use filters with a filtration level equivalent to the ones you are
replacing (see section FREQUENCy).

Do not (IIIup the new (llter before it is (ltted to the support, to avoid
inserting harmful impurities into the injection system and circuit

D Remove the filter/s (1) by unscrewing it.

Bleeding procedure (Mechanical motors):

D Check that the new filter has performance levels that satisfy the
needs of the engine (e.g. by comparing them with the old one).

D Loosen the fuel outlet manifold, located on the upper part of th


filter (2).

D Damp the new filter seal with diesel or engine oil.

O Make sure that any diesel coming out will not dirty the auxiliar
member drive belt or be dispersed into the environment.

D Hand screw the new filter into place until the seal gasket touches
the support, then lock by a further 3/4 of a tum.

Should the filter be


fitted with a sensor to
detect the presence of
water (3), remove the
whole sensor from its
seat.
Remove the pre-filter by
unscrewing it.

O Dispose of any diesel expelled during the above operation ir


accordance with the law.

Check that the new


filter has performance
levels that satisfy the
needs of the engine (e.g.
by comparing them with
the old one).
Damp the new filter seal with diesel or engine oil.

D Start the engine and run it at minimum speed for a few minutes tc
eliminate any residual air.

Hand screw the new filter into place until the seal gasket tou il
the support, then lock by a further 3/4 of a tum.

Note: Should it be necessary to


accelerate the bleeding phase, the
hand pump can be used during
start-up.

Place the water presence sensor in its seat, taking care to coupl

O Use the pre-filter hand pump until the diesel coming out is fr!
from any residual air or perform the same operation using th
mechanical feed pump (3).

D Pay particular attention to the electrical fuel pre-hester (if available)


and relevant electrical connection.

proceed with the engine stopped.

D Lock the manifold loosened as above to the required torque.

(Q!!_ OI l , I

the threads conrectly.


Loosen the bleeder screw (1) on the pre-filter support and .1C
uv II
the hand pump (2) until the supply circuit is full. Ensurethat ,1I1yhl! I
coming out is not dispersed into the environment.
Lock the bleeder screw tightly.
Start the engine and run it at idle for a few minutes to elirrunau
residual air.

34

.Illy

D Check the efficiency of the earthing connection of the filter support

hanging the fuel pre-filter

(4).

lilly proceed with the engine stopped.

Do not fill up the new filter before it is fitted to the support, to


IIIserting harmful impurities into the injeaion system and circuit
Bleeding procedure (Mechanical motors):
U Loosen the fuel outlet manifold, located on the upper part of
filter (2).
member drive belt or be dispersed into the environment.
from any residual air or perform the same operation using
mechanical feed pump (3).

U Lock the manifold loosened as above to the required torque.

U Start the engine and run it at minimum speed for a few minutes
eliminate any residual air.

Note: Should it be necessary to


accelerate the bleeding phase, the
hand pump can be used during
t.111 up.

D Make sure that there is no risk of dangerous fumes within the


machine. Contact the Manufacturer if necessary.

Check that the new


filter has performance
levels that satisfy the
needs of the engine (e.g.
by comparing them with
the old one).

U Use the pre-filter hand pump until the diesel coming out is

Dispose of any diesel expelled during the above operation


accordance with the law.

Check exhaust pipe/s for damage


Visually check that the exhaust system is not blocked or damaged.

Remove the pre-filter by


unscrewing it.

U Make sure that any diesel coming out will not dirty the

Note: Should it be necessary to accelerate the bleeding phase, the


hand pump can be used during start-up.

Should the filter be


fitted with a sensor to
detect the presence of
water (3), remove the
whole sensor from its
seat.

Impurity drainage or suction from fuel tank


Proceed taking into consideration the constraints of the tank's
placement and structure.
The engines working in harsh environments and conditions and/or to
be refuelled from cans or barrels require even more accurate tank
cleaning.

Damp the new filter seal with diesel or engine oil.

Change auxiliary member

U Hand screw the new filter into place until the seal gasket touches
the support, then lock by a further 3/4 of a tum.

U Placethe water presence sensor in its seat, taking care to couple


Air filter replacement

the threads correctly.

U Loosen the bleeder screw (1) on the pre-filter support and activate

Refer to the instructions provided for air filter cleaning.

the hand pump (2) until the supply circuit is full. Ensurethat any fuel
coming out is not dispersed into the environment.
U Lock the bleeder screw tightly.

14

belt

Pleaserefer to the information provided for checking the belt tension.

Start the engine and run it at idle for a few minutes to eliminate any
residual air.

35

LONG PERIODS OF INACTIVITY

Change coolant

MOVING THE ENGINE

Only proceed with the engine stopped and at a low temperature, so


as to avoid the risk of buming.

The operations necessaryto disconnect and subsequently recon net


the engine must only be carried out by technicians from Servia
EPARING THE ENGINE FORA LONG
Centres.
RIOD
OF INACTIVITY
When lifting the engine only, use the U-bolts indicated in this manu
in the section ENGINE TECHNICAL DATA and marked on the engn I" rder to prevent oxidation of the intemal parts of the engin ,md
I certain components in the injection system, when the englIle' I',
with special stickers.
pected to be inoperative for periods ofmore than two months. lli
Lifting must be carried out using a rocker arm that keeps the meti
fllowing
operations must be carried out ln preparation for this.
cables supporting the engine parallel, using all the U-bolts provide
Drain the lubricant from the sump, after first warming up III!
simultaneously; the use of a single U-bolt only is not allowed.
The engine lifting system must have a capacity and size suited to th
~~.
.
weight and dimensions of the engine; check that there is n(
FIlithe engine with protective oil type 30/M (or altematlvely oil Iholi
interference between the lifting system and the engine components.
complies with MIL 2160B type 2 specifications),. up to Ihl
Do not lift the engine before removing the transmission members tha
"minimum" level indicated on the dipstick. Start the engine and k I
are coupled to it.
lt running for approximately 5 minutes.
Drain the fuel from the injection circuit, from the filter and from IiiI

D Provide suitable containers to ensure that no coolant is dispersed


into the environment.
D Loosen the seal elements, remove the sleeves connecting the
engine circuit to the heat exchanger and wait until it has emptied
completely. When empty, repair the circuit making sure that the
sleeves are perfectly sealed.
D Fill up the circuit as indicated in the table REFUELLING.
D Refill the engine and the heat exchanger until complete top up.
D With the filler cap open, start the engine and keep it idling for nearly
one minute. This phase facilitates the cooling liquid air bleed.
D Stop the engine and top up again.

DISPOSAL OF WASTE
The engine is made up of parts and elements that, if discarded, ma)
cause damage to the environment.
The materials listed below must be handed over to specialise
Collection Centres; the laws in force in the various Countries foreses
severe penalties for transgressors:
D Starter batteries.
D Used lubricants.
D Mixtures of water and antifreeze.
D Filters.
D Additional cleaning materials (e.g. greasy or fuel-soaked cloths).

36

Injection pump pipes.


. .
Connect the fuel circuit to a tank containing CFB (ISO 411
cti
fluid and feed in the fluid by putting the circurt lIndl
prote Ive Ul ,
I 2 . t
II
ressure and running the engine for approximate y minu C~, OI
~rst disabling the injection system.This operation can be pcrtoniv
by polarising terminal 50 of the starter motor With a po',lllv
voltage equivalent to the rated voltage of the system, U',lng
conductor provided for that purpose.
Nebulise approximately -- g of 30/M protective oil (10 g II '1, IIII
displacement) into the turbocharger suction Inlet, dUIIn~, II I
pressurised filling operation descnbed ln the previous pomt
Close all the suction, delivery, ventilation and bleeder op 11111K I
the engine with suitable plugs, or seal them With adnesve I.IIl!

MOVING THE ENGINE

7. Drain the residual 30/M protective oil from the sump. This oil can
be used again for a further 2 preparation operations.

LONG PERIODS OF INACTIVITY

I il op rauons necessary to disconnect and subsequently reconn


th
ngme must only be carried out by technicians from Se
Wh n lifting the engine only, use the U-bolts indicated in this man
111
the section ENGINE TECHNICAL DATA and marked on the eng
with special stickers.
lifting must be carried out using a rocker arm that keeps the m
cables supporting the engine parallel, using all the U-bolts provi
sunultaneously the use of a single U-bolt only is not allowed.
I hc engine lifting system must have a capacity and size suited to
wight and dimensions of the engine; check that there is
mterference between the lifting system and the engine componen
Do not lift the engine before removing the transmission members
,11 coupled to it

Iy

DISPOSAL OF WASTE
I he engine is made up of parts and elements that, if discarded,
cause damage to the environment.
[hc materials listed below must be handed over to speciali
ollection Centres; the laws in force in the various Countries fore
severe penalties for transgressors:

Starter batteries.

U Used lubricants.
[J Mixtures of water and antifreeze.

U filters.
U Additional cleaning materials (e.g. greasy or fuel-soaked cloths).

16

8. Fit signs reading "ENGINE WITHOUT


the on-board control panel.

EPARING THE ENGINE FOR A LONG


RIOD OF INACTIVITY

( -nu s.

OIL" to the engine and to

9. Drain the coolant, if it has not been mixed with suitable antifreeze
and corrosion inhibitors, and affix a sign to indicate the fact.

,JIder to prevent oxidation of the intemal parts of the engine and


I I rtain components in the injection system, when the engine is
II! (ted to be inoperative for periods of more than two months, the
lI<lwlngoperations must be carried out in preparation for this:

ln the event of prolonged inactivity, the operations described must be


repeated every 6 months, following the procedure given below:

I rain the lubricant from the sump, after first warming up the
, I1gine.

A) drain the 30/M protective oil from the sump;


B) repeat the operations described from point 2 to point 7.

IIII the engine with protective oil type 30/M (or altematively oil that
.omplies with MIL 2160B type 2 specifications), up to the
"minirnumlevel indicated on the dipstick. Start the engine and keep
li running for approximately 5 minutes.

Should you intend to protect extemal parts of the engine, proceed by


spraying OVER 19 AR protective liquid on unpainted metal parts, such
as the flywheel, pulleys and the like, avoiding belts, connector cables
and electrical equipment.

I)rain the fuel from the injection circuit, from the filter and from the
1I11cction
pump pipes.
( onnect the fuel circuit to a tank containing CFB (ISO 4113)
protective fluid, and feed in the fluid by putting the circuit under
pressureand running the engine for approximately 2 minutes, after
hrstdisablingthe injection system.This operation can be performed
hy polarising terminal 50 of the starter motor with a positive
vottage equivalent to the rated voltage of the system, using a
(onductor provided for that purpose.
r~ebuliseapproximately -- g of 30/M protective oil (10 g per litre
displacement) into the turbocharger suction inlet, during the
pressurisedfilling operation described in the previous point.
( lose all the suction, delivery, ventilation and bleeder openings in
the engine with suitable plugs, or sealthem with adhesive tape.

37

RESTARTING THE ENGINE AFTER A LONG


PERIOD OF INACTIVITY

ENGINE MALFUNCTIONS
(N40 ENT, N45 ENT, N60 ENT,
N67 ENT)

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


2. Fillthe engine, as prescribed, with lubricant of the type and amount
indicated in the table REFUELLING.

I he electronic unit overseeing management and control of .tll


operation of the engine is capable of recognising any rnalfunctions 111011
"' Y occur, and of adopting strategies that will allow you to prou ( li
Ifl full safety.
I he event, signalied by light-up of the EDC MALFUNCTION Indieoil,II
on the on-board control panels, results in programmed lirnitauou (II
fl wer within certain thresholds, set according to the severity of III!

3. Drain the CFB protective fluid from the fuel circuit, carrying out this
operation as indicated under point 3 of PREPARING THE ENGINE
FOR A LONG PERIOD OF INACTIVITY.
4. Remove the plugs and/or seals from the suction, delivery,
ventilation and bleeder openings in the engine, restoring it to a
normal state of use. Connect the turbocharger suction inlet to the
air filter.

e.
ln the case of temporary malfunctions the reduction in perfci
Will remain in force until the engine is stopped.

5. Connect the fuel circuits to the rnachine's fuel tank, completing the
operations as indicated in point 4 of PREPARING THE ENGINE
FOR A LONG PERIOD OF INACTIVITY. During filling operations,
connect the fuel retum pipe to a collection tank, so as to prevent
any residual CFB protective fluid from flowing into the machine's
fuel tank

ITloIIII

EHAVIOUR IN CASE OF FAILURE


ccelerator electronic circuit malfunction
When certain problems in the accelerator electric crcuu "
I
ognised,the Electronic Unit controlling the engine adopts a ,tl 011 gy
known as "accelerated minimum speed running", that Will (fldi,ir
lunning/work to continue in emergency mode.
Ihe possible operating modes are as follows:

6. Check the engine and fill it up with coolant as prescribed, bleeding


it if necessary.
7. Start the engine and keep it running until the idling speed rate has
stabilised completely.
8. Check that the instruments on the on-board control panel/s are
showing plausible values, and that no alarms are shown.

The accelerator lever does not "respond": the running ',I'


stabilisesat 750 rpm. to allow the machine to proceed slowly 01111
be manouevered simply by tuming the inverter on <ilid oil

9. Stop the engine.

without accelerating.

1O.Remove the ENGINE WITHOUT OIL signs from the engine and
from the on-board control panel.

38

ENGINE MALFUNCTIONS
(N40 ENT, N45 ENT, N60 ENT,
N67 ENT)

B. The accelerator lever "responds partially": the minimum running


speed is set to 750 rpm. When the accelerator lever is moved to
approximately half way, the speed gradually increases up to 2000
rpm.; when the lever is retumed to minimum the speed rapidly
decreasesto 750 rpm.

IIII

Ilic electronic unit overseeing management and control of all


'peration of the engine is capable of recognising any malfunctions that
IlIdYoccur, and of adopting strategies that will allow you to proceed
III full safety.
lli event, signalledby light-up of the EDC MALFUNCTION indicator
11 the on-board control panels, results in programmed limitation of
I" iwer within certain thresholds, set according to the severity of the

III

II
IY
,1

Iiir

Malfunction in the recharging system


The Electronic engine control units are programmed to increase the
minimum running speed if the voltage in the electrical system reaches
values considered to be at the limits of efficiency. In this case, check
the efficiency of the battery/ies and if necessaryperform a check-up on
the system components.

III the case of temporary malfunctions the reduction in performance


Jillremain in force until the engine is stopped.

IIir

IlE
III,

EHAVIOUR IN CASE OF FAILURE

III

ccelerator electronic circuit malfunction

The engine electronic control unit can adopt safety


strategies at any time during use of the machine or
vehicle, should conditions arise that are considered to put
the engine at risk.
When conditions of this kind occur, proceed only if
necessary and with the greatest possible care and
attention.

Do not leave vehicles or machines with the engine running


without first putting the parking lock or brake on.

/hen certain problems in the accelerator electric circuit are


" ( ognised,the Electronic Unit controlling the engine adopts a strategy
IllIJWn as "accelerated minimum speed running", that will enable
'"l1ning/work to continue in emergency mode.
lli possible operating modes are as follows:

III t

A lhe accelerator lever does not "respond": the running speed


stabilisesat 750 rpm to allow the machine to proceed slowly and
be manouevered simply by turning the inverter on and off,

.11

without accelerating.

11111

III

39

Blink Code
Someone of this codes are not significantin power unit appliance

FAILURE CODE DECODING

III

G-Drive appliance
The emission of the anomaly codes detected during self-testing and
stored in tRe ECU starts after pressing and releasing the BP1 pushbutton on the Interconnection Electrical Unit
The LED LD1 will signal, with two series of emissions at different
frequencies, the blink codes that indicate the anomaly with decimal
numbering.
Slow blinks identify the area of the anomaly (engine, injectors, etc), fast
blinks identify a specific anomaly.
Every time the push-button is pressed and released, only one of the
stored codes is emitted; therefore, the procedure must be repeated
until an error indication identical to the first one is obtained, which
means the entire error memory has been analyzed.
If no anomalies are stored, the light comes on when the push-button
is pressed and comes off about 1 second after its release,without any
subsequent blinking.

40

Code

Failure signal origin

1-1

Vehicle speed signal

1-2

Multi-status programming

1- 3

Cnuise control I PTO commutators

1-4

Signal from accelerator pedal

1-5

Signalfrom c1utchcontrol

1-6

Non plausibility of brake activation sensors

1-7

Non plausibility of acceleratoribrake activation sensors

1-8

Diagnosis waming light

1-9

Engine brake pre-selection controls

2-1

Cooling liquid temperature signal

2-2

Boosting air temperature signal

2-3

Fuel temperature signal

2-4

Boosting air temperature signal

2-5

Atmospheric pressure signal

2-6

Oil pressure signal

2-7

Oil temperature signal

2-8

Heater power stage on fuel filter

2-9

Pre-heating relay power stage

Failure signal origin


Battery voltage
Pre-heating indicator power stage (LS)_

Pre-heating monitoring signal *

Turbocharger impeller speed signal

Fuel limitation from VGT

Boost control

VGT control power stage (CC - HS)

Engine brake control power stage (HS)


Injector 1 control signal
(according to combustion order)

-2

Injector 2 control signal


(according to combustion order)

-3

Injector 3 control signal


(according to combustion order)

-4

Injector 4 control signal


(according to combustion order)

-5

Injector 5 control signal


(according to combustion order)

-6

Injector 6 control signal


(according to combustion order)

-7

C1 injectors driving power stage

-8

C2 injectors driving power stage

().

liu

6 2

III)~III( I V I,I'( (d -,IglicII


Ignition phase signal

------------------------

V IIIcIt 'Il ' d \Igllal


heating rnorutonng

signal

6-3

Multi status programming

1 PTO

(rUl~e control

Signal from accelerator

Turbocharger

impeller

speed signal

Fuel limitation

from VGT

commutators
pedal
Boost control

Signal from

dutch

Non plausibility

control

of brake activation

l,

VGT control

power

sensors
Engine brake control

Non plausrbility of acceleratoribrake

stage (CC - HS)

activation

power

sensors
Injector 1 control

signal

(according to combustion

2
3
4
')

pressure signal
I

J.
J.

Atmospheric

"

011

pressure signal

Oil temperature

signal
')

l. II

Heater power
Pre-heating

5
6

stage on fuel filter

relay power

stage

stage (HS)

Injector 2 control

signal

(according to combustion
Injector

3 control

(according

(according
Injector

(according

order)

signal

to combustion

6 control

order)

signal

to combustion

Injector 5 control

order)

signal

(according to combustion
Injector 4 control

order)

order)

signal

to combustion

order)

"-7

c1 injectors

driving power

stage

1- 8

C2 injectors

driving power

stage

41

Non plausibility

between

crankshaftitiming

shaft speed

sensor signals

6-4

Engine rev. Ispeed signal (ovenrun)

6-5

Power stage 8 for starting (HS)

6- 6

Power stage 1 for TD-signal

6-8

Power stage 2 for synchronization

7-1

Speed limit switch control

7-2

CAN

7-3

Message from "Transmission

7-4

Message from ABS/ASR

7-5

Engine brake waming

light control

stage

7-6

Oil pressure waming

light control

stage

7-7

Oil pressure sensor control

7-8

Engine temperature

waming

7-9

Engine temperature

indicator

8-1

Rail pressure monitoring

8-2

Rail pressure signal

8-3

Power stage for fuel pressure control

(SS)
signal (SS)

stage

line network
Control"

stage
light control
control

stage

stage

(CC - HS)

BEHAVIOUR IN AN EMERGENCY

Code

Failure signal origin

8-4

Safety valve monitoring (pressure)

I h user of a machine that has been constructed according to s,lll Iy

8-5

Excessive/insufficient pressure in rail

8-6

Power stage for EGR control (CC - HS)

8-7

Signalfrom intake air capacity meter

8-8

Ambient temperature signal

9-3

Immobilizer

9-4

ECU supply main relay

9-5

Tachograph signal

9-6

ECU enabling or disabling procedures

9-7

Sensor supply

9-8

Messagefrom Body Computer

~ulations, when following the instructions provided in this manual


ilid the indications given on the engine labels, will be working ln ~,d
ndrtions.

hould improper conduct result in accidents, always request tlic


IlIt rvention of trained first aid specialists immediately.
11\ n emergency and while awaiting the arrival of first aid specialr-t ,
I now the instructions given below.

When operating with a malfunctioning engine, take the gl "I!.I


I sible care when manouevering and make sure that all those ,lbo.1I11
holding firmly to safe hand-holds.

case of fire

Combustion order of 4-cylinder engines: 1-3-4-2


Combustion order of 6-cylinder engines: 1-5-3-6-2-4

inguish the fire using the fire-fighting equipment foreseen, and III
manner indicated by Fire prevention authorities (fire flglttlll'
qUlpment for certain machines and equipment is compulsory lIlId! I

*) Not included in the relase of May 2003.

urrent safety legislation).

urns and scal ds


1 Extinguish any f1ameson the bumed person's clothing, by:
throwing water over them;
using a powder fire-extinguisher, without directing the

person's face;
covering with blankets or rolling the victim on the ground

42

t olt Ilir

BEHAVIOUR IN AN EMERGENCY

2. Do not attempt to remove pieces of clothing that may have stuck


to the skin;

Ihe user of a machine that has been constructed according to safety


gulations, when following the instructions provided in this manual
md the indications given on the engine labels, will be working in safe
onditions,
,liould improper conduct result in accidents, always request the
ntervention of trained first aid specialistsimmediately.
IIIan emergency and while awaiting the arrival of first aid specialists,
I IlIow the instructions given below.

3. In the case of scalding, immediately but carefully remove any


clothing that may be soaked in the hot liquid;

Ir

4. Cover the bum with a special bum dressing or sterile bandage.


Carbon monoxide

intoxication

(CO)

Carbon monoxide from the engine exhaust is without smeli, and is


dangerous both because it causes intoxication, and because when
combined with air it fonrns an explosive mixture.
ln closed rooms, carbon monoxide is extremely dangerous, as it can
reach critical concentrations within a very short time.
When assistingan intoxicated person in a closed room:

ngine malfunctions
'hen operating with a malfunctioning engine, take the greatest
I)ssiblecare when manouevering and make sure that all those aboard
III holding finrnly to safe hand-holds.

1. Ventilate the room immediately, to reduce the concentration of


gas.
2. When entering the room, hold your breath, do not light flames,
lights or ring electric doorbells or phones, to avoid the risk of
explosion.

ln case of fire
I tinguish the fire using the fire-fighting equipment foreseen, and in
"I manner indicated by Fire prevention authorities (fire-fighting
luipment for certain machines and equipment is compulsory under
'IIrent safety legislation).

3. Canry the intoxicated person out into the fresh air or into a well
ventilated room, resting him on one side if he is unconscious.

urns and scalds


I Extinguishany flames on the bumed person's clothing, by:
, throwing water over them;
using a powder fire-extinguisher, without directing the jet at the
person's face;
covering with blankets or rolling the victim on the ground.

43

Electrocution

Caustic burns

The engine's electrical 12 V or 24 V electrical system does not involve


the risk of electrocution. however. in the event of a short-circuit
caused. for example. by a metal tool. there is a risk of bum ing due to
overheating of the object through which the electrical current runs. In
these circumstances:

Caustic skin bums are caused by contact


alkaline substances.

with extremely

acid e

OIL VISC OSITY LEVEL ACCORDING

For electric maintenance technicians these are-typically caused by ac


from batteries; in these circumstances. proceed as follows:

-ss

1. Remove any clothing soaked in the caustic substance.

1. Remove the object that caused the short-circuit. using means that
provide sufficient heat insulation.

-lO

-25

-20 -15 -10

2. Wash the area with lots of running water. avoiding parts that hay
not been bumed.

2. Switch off the power at the main switch. if there is one.

Injuries and fractures


The vast number of possible circumstances and the specific nature of
operations required means that the intervention of a medical team is
necessary.

-5
_l

SAE 10W

If either battery acid. lubricants or diesel come into contact with th


eyes: wash the eyes with water for at least 20 minutes. keeping th
eyelids open so that the water flows over the eyeball (move the e~
in all directions to wash more thoroughly).

O
J

SAE 20W

SAE 10W

1. In the event of bleeding. keep the edges of the wound pressed


together until help arrives.

SAE 1

2. If there is any suspicion of a fracture. do not move the injured part


and only move the patient if absolutely necessary.

SAE 15'"
SAE 15W-

SAE 20
SAE 5W

-ie

SAE OW -lO

II

44

-11

-22 -B

-4

14

2l

YI1I"!
Yl1lh

II

41

Caustic burns

e ,1U~tIC skin

II
II

1. Remove any clothing soaked in the caustic substance.


II

OIL VISCOSITY LEVEL ACCORDING TO SURROUNDING TEMPERATURES

burns are caused by contact with extremely acid


,II~alme substances.
I OI electric maintenance technicians these are-typically caused by a
Irom batteries; in these circumstances, proceed as follows:

35 30 25 20 15 10

Wash the area with lots of running water, avoiding parts that h
not been burned.
If rther battery acid, lubricants or diesel come into contact with
yes: wash the eyes with water for at least 20 minutes, keeping
yclids open so that the water flows over the eyeball (move the
111 all directions to wash more thoroughly).
)

SAE 10W

10

15

20

25

30

45

35

40

50

95

104 113 122

OF

SAE 20W
SAE 30

I I

"

SAE 40

SAE 10W 30

I,

SAE 10W 40
SAE 10W 60

II

SAE 15W 40
SAE 15W 40

mineral base

semisynthetic

SAE 20W 60

II

31 22 13

1
4

SAE 5W 30

synthetic base

SAE OW .30

synthetic base

14

23

32

41

50

4S

base

semisynthetic

59

68

base

77

86

ELECTRONIC CONTROL PANEL USE REQUIREMENTS


The data indicated below refer to FPT equipment in its original configuration.
The requirements and technical characteristics of the customisations may differ from those indicated and must be dealt with in a specific documen
prepared by those who have performed any such customisations.

FPT control panels

With analogue instruments

With digital instruments

from -1OC to +60C

from -1 OC to +60C

min. -20C 1 max. +75 C

min. -20C 1 max. +75C

Environmental working conditions


Operating temperature
Temperature

range

limits during stationing

Degree of protection

against dusts and rain (front)

lP 65 - DIN 40050 - IEC 529

lP 66

IEC 60068-2-52

IEC 60068-2-52

Saline mist resistance (Reference standard)

Electric and electromagnetic

characteristics

Operating voltage (excluding polarity inversions)

min. 9 V 1 max. 32 V (*)

min. 9 V 1 max. 32 V (*)

60 V per 1 ms

60 V per 1 ms

1.1 A (12 v) - 1 A (24 V)

310 mA (12 v) - 200 mA (24 v)

400 mA (12 v) -400 mA (24 V)

310 mA (12 V) -200 mA (24 V)

IEC 945

IEC 945

Maximum allowed overvoltage


Maximum allowed current on main control panel
Maximum allowed current on secondary control panel
Electromagnetic
Wiring connector

compatibility (Reference standard)


requirements

Wiring requirements

MIL 1344/1001

(Reference standard)

(Reference standard)

MIL 1344/1001

CEI 20/22 - CEI 20/38 - CEI 2000/532/CE

Mechanical characteristics
Vibration resistance (expressed
Shock resistance (expressed

as gravity acceleration)

as gravity acceleration)

1 g eff max. -25-500 Hz

2 g eff max. -25-500 Hz

15 g - 1.5 ms - semisinusoidal wave

15 g - 1.5 ms - semisinusoidal wave

(*) min. 9 V 1 max. 16 V referring to the equipment designed to be supplied only at the rated voltage of 12 V.
I

46

ERIE NEF
45 MNA - N45
45 MNS - N45
45 MNT - N45
67 MNA - N67
67 MNT - N67

MSA
MSS
MST
MSA
MST

40 ENT
45 ENT
60 ENT
67 ENT
SO E MANUTENZIONE