Instalacion Directive c13

CURSOR
C13 ENT M77

6 CYLINDER IN LINE
DIESEL CYCLE
FOR MARINE APPLICATIONS
INSTALLATION DIRECTIVE
T E C H N O L O G I C A L
E X C E L L E N C E
MAY 2006 EDITION
c13 ent m77
INSTALLATION directive
FOREWORD
We strongly recommend that you carefully read the indications contained in this document: compliance with them
protects the engine against irregular operation and assures
its reliability, safeguarding sea-going and maintenance personnel against accident hazards.
The indications contained in this directive pertain to the C13
ENT M7.11 engine and complement the IVECO MOTORS
publication Guide to the Installation of Marine Engines,
the reader should refer to for anything that is not explained
herein.
For more complete information about the engine, please
refer to the appropriate technical brochure.
Use of fuels and oils with different characteristics from
those set out in the operation and maintenance manual may
compromise the regular operation of the engine, limiting its
performance, reliability and working life.
Exclusive use of IVECO Original Parts is a necessary condition to maintain the engine in its original integrity.
Tampering, making modifications and using non original parts
can jeopardize the safety of boat engineers and users.
To obtain spare parts, you must indicate:
-
-
Commercial code, serial number and indications shown

on the engine tag;
Part number of the spare as per spare part catalog.
The information provided below refer to engine characteristics that are current as of the publication date. IVECO
MOTORS reserves the right to make modifications at any
time and without advance notice, to meet technical or
commercial requirements or to comply with local legal and
regulatory requirements.
We refuse all liability for any errors and omissions.
The reader is reminded that the IVECO MOTORS Technical
Assistance Network is always at the Customers side with its
competence and professionalism.
Publication IVECO MOTORS edited by:

IVECO PowerTrain
Advertising & Promotion
Pregnana Milanese (MI)
www.ivecomotors.com
Printed P3D64C003 E - May 2006 Edition
MAY 2006
MAY 2006
c13 ent m77
INDEX
Page
1. WARNINGS AND CAUTIONS
2. ENGINE PARTS AND COMPONENTS
3. INSTALLATION OVERVIEW
4. GENERAL INSTALLATION CRITERIA
6. IDENTIFICATION DATA
12
7. FUEL LINE
13
8. ELECTRICAL EQUIPMENT
15
9. MAIN ANALOG INSTRUMENT PANEL
24
10. SECONDARY ANALOG INSTRUMENT PANEL 30

11. DRILLING PLANS FOR ANALOG PANELS
31
12. CUSTOMIZED INSTRUMENT PANEL
32
13. SENSORS FOR DETECTION

AND PANEL SIGNALING
36
14. PREPARING THE ENGINE FOR FIRST START-UP 39
15. TESTS BEFORE THE FIRST START-UP
39
16. FIRST ENGINE START
40
17. EDC ANOMALIES INDICATION
42
18. UNDERWAY CHECKS
43
19. PREPARING THE ENGINE

FOR LONG IDLE PERIODS
43
20. WIRING DIAGRAMS
44
21. APPENDIX
55
c13 ent m77
MAY 2006
1. WARNINGS AND CAUTIONS

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

engine electrical equipment.
Failure to comply with the instructions that follow shall

void the warranty and relieve IVECO MOTORS of all
liabilities.
o Do not subject electronic units to temperatures exceeding 80C.
For personnel safety

Specialists and installers are cautioned to comply with
workplace safety rules and to adopt prescribed individual
protection devices when working.
o Drain the cooling, lubrication and fuel lines only after

the fluids have duly cooled. The pressurized cap of the
water line may be opened only after the engine has duly
cooled.
o Batteries contain a highly corrosive sulfuric acid solution:
must never be upset and must be handled with the
utmost caution to prevent spillage. Ensure that the battery compartment is adequately ventilated.
Handling
The engine must be handled by experienced personnel,
using the prescribed tool or a rocker arm that keeps the
lifting lines parallel and with adequate equipment in terms
of capacity and size. The two eyebolts provided for lifting the
engine alone must always be used simultaneously.
Installation
o Knife switches or battery breakers may be used on the
power supply line of the engine electronic unit, provided
they are not used to shut the engine off.
o Do not modify the wiring harnesses; their length may
not be modified: use only available extensions.
o Do not place voltage across the boats on-board electrical system without first verifying that there are no short
circuits.
o Do not branch pipes off to draw fuel from the engine
supply lines.
o Do not make any change to the engines hydraulic circuits and components.
o Do not execute arc welding operations before removing
the electronic units from their seating, placing them at an
adequate safety distance.
o Do not paint electrical components and their connections.

o Do not alter the data contained in the engine control
electronic unit.
o Comply with prescribed procedures and torque values
when tightening threaded elements.
Start-up
o Ready the engine following the procedure set out in
Chapter 14.
o When starting the engine the first time, have suitable
means available to cut off air intake in case of a runaway
condition.
o Start the engine after ensuring that it is complete with
every part specified by the manufacturer and required
by the installation, without attempting to start it with
caps and occlusions to the lubrication, cooling and fuel
feed lines.
o Check that the fluid lines are perfectly sealed, especially
lines for fuels and lubricants, which may cause fires and
consequent harm to persons and equipment.
o Make sure that the various pipelines are not in contact
with warm surfaces or moving parts.
o The installing yard is required to carry out tests to verify
the functional compatibility between the electrical-electronic equipment of the engine and the other electronic
equipment present on the boat.
Tests and tuning up
o Do not use electronic device wiring harnesses not compliant with the IVECO MOTORS directive, in terms of
length, type of conductor, location, clamping, connection
of the shielding and earth braids.
o Never disconnect the batteries when the engine is running.
o To avoid any interference, the wiring harnesses of the

different on-board electronic devices must follow different paths from those of the engine electronic systems.
o Ensure that the battery terminals comply with the exact

polarity, are properly tightened and protected against
accidental short circuits and corrosion phenomena.
o Remove the electrical connections from the batteries

before any operation on the electrical system.
MAY 2006
o Do not connect or disconnect electrical connections

when electrical power supply is present.
o Do not cause sparks in the attempt to verify the presence of electrical voltage.
o Do not draw fuel through unfiltered lines.
o Do not clean the engine and its parts with corrosive or
abrasive detergent substances, to avoid compromising
the integrity of electrical connections.
o The engine fluids and air, water, and oil filters discarded
after use must be properly stored and delivered to
appropriate collection centers.
Long engine inactivity periods

Before long periods of inactivity, ready the engine following
the procedure set out in Chapter 19.
c13 ent m77
c13 ent m77
MAY 2006
2. ENGINE PARTS AND COMPONENTS

Figure 1
2
3
4
5
6
7
8
19
18
17
16
15
14
13
12
05_001_C
11
10
1. Lifting padeye - 2. Lubricating oil refill cap - 3. Lifting padeye - 4. Coolant refill cap - 5. Injector solenoid valve connector 6. Fuel loop purge fitting - 7. Location of thermostatic valve - 8. Cap for engine coolant outlet to sanitary water heating system 9. Auxiliary belt automatic tensioner - 10. Alternator location -11. Sacrificial anode and cap for engine coolant discharge. 12. Coolant-sea water tube bundle heat exchanger - 13. Electrical starter motor - 14. Sea water pump 15. Sacrificial anode - 16. Engine coolant tank - 17. Air-sea water heat exchanger - 18. Sacrificial anode - 19. Fuel filter.
MAY 2006
c13 ent m77
Figure 2
1
2
17
16
15
4
5
14
6
13
8
12
11
05_002_C
10
1. Lifting padeye - 2. Lifting padeye - 3. Oil filter clogging indicator - 4. Exhaust gas outlet flange - 5. Timing mechanism and
oil vapor filter cover - 6. Intake air filter (A) - 7. Cooled turbo-charger (A) - 8.Fuel transfer pump - 9. Timing
phase inspection port - 10. Throttle position sensor potentiometer - 11. Cooled turbo-charger (B) - 12. Intake air filter (B) 13. Cap for engine coolant discharge and recyrculation from sanitary water heating system - 14. Lubricating oil filters 15. Lubricating oil dipstick - 16. Manual lubricating oil extraction pump - 17. Cooled exhaust manifold.
c13 ent m77
MAY 2006
3. INSTALLATION OVERVIEW
Figure 3
2
12
4
11
10
8
7
05_017_C
1. Main instrument panel - 2. Exhaust gas discharge - 3. Electrical system cabinet - 4. See water for overboard discharge 5. Fuel tank with suction/return assembly - 6. Fuel suction pipe - 7. Fuel return pipe to tank - 8. Pre-filter - 9. Fuel feed pipe
to the fuel transfer pump - 10. Sea water decanter filter - 11. To the filtered sea water intake - 12. Throttle actuator.
The figure shows the set of components of an installation,

including those supplied with the engine equipment, standard
or optional, and those supplied or produced by the yard.
It provides a comprehensive picture of the operations
required to install the engine.
Components arrangement and illustrations are not binding
but merely indicative, subject to the choices made by yard
engineers according to their skills, available spaces and the
prescriptions set out herein.
MAY 2006
c13 ent m77
4. GENERAL INSTALLATION CRITERIA

Accessibility
Electric - electronic equipment
The engine must be located in such a way as to allow filling

and draining engine liquids when doing servicing operations.
Moreover, the relay box and the diagnostic push-button
present on it must be accessible, also when underway.
Anchoring
Provide a suitable arrangement of the relay box, and of the

optional electronic unit referring to the dimensions and position of the wire harnesses and the relative connectors.
Both units must be anchored in such a way as to dampen the
vibrations and stresses undergone by the hull while underway and/or induced by the engines operation.
Engine installations to which the inverter is directly coupled

to, must be performed in compliance with the number of
supports, as specified here below:
NOTE: Information about optional equipment are described

in the Chapter 21.
o C13 ENT M77 for commercial use

6 supports: 4 for the engine - 2 for the inverter.
o C13 ENT M77 for pleasure use
6 supports: 4 for the engine - 2 for the inverter.
In case spring inserts are used, they have to be capable of
supporting the engine mass, the dynamic force, the force
resulting from the torque reaction generated by the transmission and the longitudinal thurst performed by the propeller axis during navigation.
If anchoring is accomplished by interposing shock mounts,
they must be able to support the engines mass and the longitudinal thrust exerted by the propeller shaft in motion.
If rigid mounting is adopted, particular care must be given to
support alignment and co-planarity.
Information on dimensions and fastening values are provided
in the Installation Diagram.
Combustion and ventilation air

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

It must be provided with an intake capable of preventing
the entry of foreign bodies into the suction pipes. Between
the intake and the pump, it is best to interpose a gate to be
closed in emergencies or for extended idle periods and a
filter to stop the smaller impurities; it is also recommended
to install a suitably dimensioned and easily replaced zinc
anode.
The engine sea water line was provided by the manufacturer
with protection anodes to be replaced periodically.
The rubber hoses positioned along the pipeline shall be sufficiently rigid not to create choked areas caused by crushing (1).
Engine pre-heating
If the engine usage profile requires immediate delivery of
power at the highest rpms, it is recommended to install an
auxiliary pre-heater on the closed cooling loop.
Exhaust gas discharge

The exhaust gas discharge conduit shall be compliant with
the guidelines contained in the IVECO MOTORS publication
Guide to the installation of marine engines; it also provides
indications to compute the dimensions of the exhaust pipelines, which is the Yards responsibility.
(1) The EDC engine electronic control is programmed to

reduce maximum deliverable power if the operating
parameters measured by the sensors show that critical conditions have been reached, and if exceeded the
engine could be damaged.
10
c13 ent m77
MAY 2006
Engine intake and ventilation air when underway

Static vacuum allowed downstream of the air filter
kPa
mm H2O
Engine air intake flow rate
m3/h
2540
Engine room ventilation air flow rate (excluding engine air intake)
m3/h
9460
Static vacuum allowed in the engine room
kPa
mm H2O
0,1
10
Temperature allowed in the engine room
45
Maximum engine room temperature exceed outside temperature
15
3,5
350
Exhaust gas discharge

Allowed static back pressure
kPa
mm H2O
Temperature at maximum power (turbocharger inlet)
Flow rate at maximum power
kg/h
5
500
750 25
3080
mm
Inches
mm
pollici
203
8
114
mm
Inches
150
5,9
Transfer pump delivery at maximum rpm
l/h
160
Fuel temperature to allow maximum power
50
Inner diameter, intake pipe
mm
Inner diameter, return pipe
mm
Thread on pre-filter junctions
Thread on engine junctions
Inches UIC
Allowed intake vacuum
kPa
mm H2O
Riser outer diameter

Dry exhaust outer diameter
Diameter of circumference of distance between 6 locking holes
4,5
Fuel supply
14 x 1,5
20
2000
Circuito aperto di raffreddamento acqua mare

Intake pipeline diameter
mm
Inches
76,2
3
Pump delivery at maximum rpm
l/h
Allowed intake vacuum
kPa
mm H2O
Discharge pipeline diameter
mm
Inches
20
2000
70
2
Inches UIC
or
32000
Gear box oil heat exchanger

Thread on engine junctions
MAY 2006
11
c13 ent m77
Allowed engine inclination angles

Maximum longitudinal in continuous operation (static + dynamic)
degrees/360
+20
Maximum transvers in continuous operation (static + dynamic)
degrees/360
2230
Longitudinal for oil level check with standard dipstick
degrees/360
0 to 10
Power takeoffs (optional)

2-race front pulley for V belts
Reference diameter
mm
275
Race dimension
mm
12.7
kW
3,7
Power available per belt at 650 rpm

Power available per belt at 1300 rpm
CV
kW
7,4
CV
10
Nm
800
kgm
81
Nm
580
kgm
59
2-race front pulley + elastic joint for flange (GIUBO)
Torque available in engine axis

2-race front pulley + elastic joint for crankshaft (CENTA)
Torque available in engine axis

Radial force resulting from belt tension (*)
1800
(*) For direction of the resulting radial force between 60 and 300 with reference to the cylinder axis (piston at top dead
center = 0)
kgm2
Moment of inertia of rigidly added masses
0,01
Dimensions
1039
Figure 4
2015
1090
05_018_C
05_018_C
Dimension in millimeters.
12
c13 ent m77
MAY 2006
6. IDENTIFICATION DATA
Figure 5
S. p. A.
Viale dell'Industria, 15/17 - 20010 Pregnana Mil.se MI - ITALY
ENGINE TYPE
ENGINE FAMILY
ENGINE DWG
POWER (KW)
AND SPEED (RPM)
POWER SET CODE
ENGINE S/N
YEAR OF BUILD
HOMOLOGATION
COMMERC. TYPE / VERSION

04_039_C
Figure 6
05_001_C
The engine identification data are stenciled on a tag positioned over the engine coolant tank
MAY 2006
13
c13 ent m77
7. FUEL LINE
Figure 7
5
8
9
10
3
2
11
05_019_C
Fuel inlet
Fuel return
1. Return and suction flows from the tank - 2. Pre-filter - 3. Low pressure supply pump - 4. Return loop pressurization valve 5. Inlet and outlet fittings from cylinder head - 6. Fuel filter - 7. Injector pump - 8. Fuel return line - 9. Cylinder head channel
venting point - 10. Low pression injector feeding line - 11. Pulses smoother.
For the installation, the following connections are required:

-
-
-
from the tank to the pre-filter

from the pre-filter to the pump inlet
from the fuel discharge outlet to the tank
Pre-filter
The pre-filter with priming pump, supplied separately from
the engine, must be fastened near the tank, in a relatively low
point of the line to allow for easy replacement the filtering
cartridge and/or the operation of the hand pump. Avoid the
use of additional mesh or paper filters along the feed lines
between pre-filter and engine. To avoid introducing impurities in the feeding lines inside the engine, do not place filter
cartridges pre-filled with fuel in the system.
Materials Characteristics
The fuel tank and the suction and return assembly must
withstand the continuous abrasion caused by a flow of fuel
oil of 160 l/h at a temperature of 90C without noticeable
deformation or wear or release of material. Use of metal
tanks, preferably made of iron alloys, is allowed, provided
they are connected to the negative terminal of the battery
to prevent the accumulation of electrostatic charges.
Tanks must be provided with vents to avoid exceeding an

internal pressure of 5kPa ( 0.5 m of H2O column); their
shape and the suction assembly must be such as to assure a
suction at the maximum longitudinal and transverse inclination allowed for the boat, with a residual quantity of fuel oil
considered reserve.
The suction inlet should be positioned in such a way as to
avoid taking in sludge. The return flow must be in such a way
as to facilitate the mixing of the returning fuel with the fuel
in the tank. If the tank is lower than the filter, then the return
pipe must always be submerged.
The pipes and union fittings of the fuel line must withstand a
fuel oil flow rate of 160 l/h at a temperature of 90C and a
pressure of 3 bar (300 kPa) without noticeable deformation,
wear or release of material. Metal tubes, preferably made of
iron alloys, are recommended, taking care to connect each
individual segment to engine ground to avoid the accumulation of electrostatic charges and inserting a vibration damper
elastic joint on each segment. The pipes used must be certified according to the relevant Countries rules or to the
standards issued by classification Bodies.
14
c13 ent m77
MAY 2006
Fuel supply system scheme

3
Figure 8
5
6
2
1
22
21
10
11
12
20
19
18
17
16
15
14
13
80840
1. EUI injector - 2. EUI pumper - 3. Rocker arm - 4. Actuating cam - 5. EUI solenoid valve - 6. Vent fitting on cylinder head 7. Calibrated hole - 8 Vent fitting on pre-filter - 9. One-way valve - 10. Hand pump - 11. Fuel pre-filter - 12. One-way valve 13. Fuel tank - 14. Gear pump assembly - 15. Fuel supply gear pump - 16. Pressure limiter valve (initial opening pressure 5 bar) 17. One-way valve - 18. One-way valve - 19. Calibrated hole - 20. Pressure regulating valve (initial opening pressure 3.5 bar) 21. Fuel filter - 22. Vent fitting on fuel filter support.
Hydraulic connections
Figure 9
2
10
3
9
4
5
6
8
7
04_019_C
1. Outlet fitting from cylinder head - 2. Inlet fitting to cylinder head - 3. Pressure regolating valves location 4. Outlet fitting for fuel outflow to the tank - 5. Inlet fitting from pre-filter - 6. Pre-filter - 7. Inlet pipe from the tank 8. Outlet pipe to the tank - 9. Low pressure feed pump - 10. Fuel filter.
MAY 2006
15
c13 ent m77
8. ELECTRICAL EQUIPMENT
Figure 10
6
5
4
3
2
7
8
10
11
12
05_008_C
1. Electronic Central Unit - 2. M Connector - 3. Wiring harness to be manufactured by the yard - 4. M Sensor for the presence of
water in the fuel - 5. Sedimenting pre-filter - 6. Power line for electric starter motor and alternator - 7. Relay box - 8. JECCM and
JECCF connectors - 9. Analog to digital converter module -10. JG Connector - 11. JSV Connector 12. JQA connector set for connection to the main analog instrument panel.
The electrical equipment of the engine comprises a series of

components provided separately from the engine to enable
an easy and diversified installation, according to the Yards
design choices.The need to make accessible, at sea or
underway, the controls to the electrical components and
to the connector for diagnostics contained in the relay box
may be met through different installation arrangements.
Together with the coupling of all the wiring connectors it
is necessary to carry out the connection wiring (3) for the

water in fuel sensor (4), the power network and the connection of the accumulator with the engine wiring, in order to
complete the installation
In order to activate the function which stops the engine in
case of excitation, it is necessary to connect the JECCM and
JECCF connectors with each other.
16
c13 ent m77
MAY 2006
Synoptic
Figure 11
GEAR BOX
INDICATIONS AND
ALARMS SENSORS
EDC COMPONENTS
EUI SOLENOID
VALVES
INDICATIONS AND
ALARMS SENSORS
THROTTLE POSITION
SENSOR
A
EDC
ELECTRONIC
CENTRAL
UNIT
A1
ALTERNATOR
A2
ELECTRIC STARTER
MOTOR
C13 ENT M77

JQA
JO
ANALOG TO
DIGITAL
CONVERTER
MODULE
JF1
JF2
RELAY
BOX
JG
3
BATTERY
JSV
4
05_009_C
1. Connector for instrument panel connection wire harness - 2. Engine wire harness - 3. Connector for pre-lubricating system 4. Connector for certified installations by classification Bodies - 5. Power line.
The wire harnesses provided with the engine include the connectors for all optional components which may ordered and their
connections to the JQA connector for the indication and control panel.
JG
JECCF
JECCM
JO
+ BATT
JQA
JK
BATT
EDC A1
EDC A
EDC A2
EC
PA
VS
PO
B+
SI
GG
MM
SI
K1
VI
GH
O1
GN
JINV
K1
VI
BA
Figure 12
A. Fuel temperature sensor - B. Drive shaft sensor - BA. Additional drive shaft sensor (certified installation) - C. Camshaft sensor - E. EUI solenoid valves - EC. Switching
solenoid valve for oil charge/discharge - F. Engine coolant temperature sensor - GG. Alternator - GH. Grid heater power relay - GN. Neutral gear sensor (in installation
with no sensor, do not remove the cap of the GN connector to avoid compromising start engine function) - H. Combustion air pressure/temperature sensor J. Low coolant level sensor - JG. Pre-lubrication control unit - JK. CAN lines connector - JO. Analog to digital converter module - JF1, JF2. Relay box - JQA. Set for
connection to interface for analog instruments wire harness - JSV. Overspeed module - JINV. Set for connection to gearbox sensor and external accelerator command JECCF. Excitation engine stop function - JECCM. Excitation engine stop function - K, K1 Air filter clogging sensor - M. Sensor for detecting the presence of water in the
fuel pre-filter - MM. Electric starter motor - O, O1. Exhaust gas temperature sensor - PA. Throttle position sensor - PO. Pre-lubrication electrical pump - SI. Gear box oil
temperature sensor U. Clogged engine oil filter sensor - VI. Gear box oil pressure sensor - VS. Engine oil pressure/temperature sensor - Z. Clogged fuel filter sensor * B, C, H sensor wiring harness.
05_003_C
JF2 JF1
JSV
MAY 2006
c13 ent m77
17
Wire harness
18
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Power supply line
Supplementary services battery

To assure that the engine can be started with a sufficient
quantity of energy, it is advisable to provide for the installation of a supplementary battery, dedicated to supplying
power to the on-board electrical services. The power line to
recharge it may be constructed according to the indications
provided in Chapter 20.
Figure 13
2
Equipment power supply
30
50
+B
If one engine is installed

The battery used for services may be recharged interposing
on the power supply line a relay actuated by the recharge
signal of the alternators electronic regulator (L).
IG
05_040_C
MAY 2006
1. Electric starter motor - 2. Engine wire harness 3. Batteries - 4. Alternator.
The connection of the +B terminal of the alternator to the

positive +30 terminal of the electric starter motor must be
achieved with a conductor having a cross section of at least
40 mm2. The connection of the positive +30 terminal of the
electric starter motor to the positive pole of the battery,
achieved with a conductor having a cross section of at least
95 mm2, allows to obtain, as shown in the figure, the simultaneous connection of the alternator to the battery. The connection between the engine ground and the negative pole
of the battery must be achieved according to the guidelines
provided in the Engine electrical ground paragraph.
caution
If magneto-thermal protecting breakers are inserted, they
must not be used to stop the engine and in any case they
must be activated only a few seconds after shut-down.
If two engines are installed

The presence of two generators allows to keep the recharging functions separated: the generator (G1) recharges the
battery (AC1) dedicated to starting both engines and powering both electrical/electronic control circuits, whilst the
generator (G2) recharges the battery (AC2) used to power
the services.
In two-engine applications, it is essential to connect the
engine grounds to a common potential; the solution proposed in Chapter 20 fully complies with this need, assuring
the full functionality and independence of the two circuits.
MAY 2006
Engine electrical ground
c13 ent m77
19
Battery recharging
Figure 15A
Figure 14
B+
Connect to positive
pole terminal of the
starter motor
S
1
04_038_C
1. Point of connection of the engine electrical ground.
The connection of the engine electrical ground is achieved

by connecting with a cable of at least 95 mm2 cross section
to the negative pole of the battery to the tightening point of
the electric starter motor as shown in Figure 14.
To anchor the grounding terminal to the engine, proceed as
follows:
o completely remove the paint from both parts constituting the connection, using mechanical means or suitable
chemical product;if the anchoring operation is to take
place on superficially treated parts, completely remove
the anaphoretic paint with mechanical means, obtaining
a smooth support surface;
IG
05_038_C
This is accomplished through the power supply line of

the electric starter motor and connection to the +B of
the alternator. The electronic regulator of the alternator
that equips the engine allows an effective control over the
battery recharging operation.
If, due to installation requirements, the batteries need to be
positioned at a distance from the engine, we recommend
increasing the cross section of the power line conductors
and verifying recharging effectiveness by measuring voltage
across the battery poles.
For the best control of the battery recharge cabling the line
relating to the S terminal of the alternator directly to the
positive pole terminal of the battery (see figure 15B).
Figure 15B
o apply a uniform layer of BH44D paint (IVECO standard

18-1705) with a brush or spray gun;
o join the parts constituting the grounding note within 5
minutes from the time the paint was applied.
+B
IG
05_039_C
B+
Connect to positive
starter motor
Connect to positive
batteries
S
81790
IG
20
c13 ent m77
Connections of the central electronic unit

(ECU) EDC7 UC31
Figure 16
MAY 2006
Relay box
Figure 17
ENGINE
ROOM
STOP
BRIDGE
START
CHECK
A1
A2
A
05_010_C
A. 36 pole connector - A1. 16 pole connector A2. EDC at 89 poles.
The connection of the central electronic unit, ECU, to the

components of the EDC system is achieved by means of
three connectors to subdivide the wiring harnesses, thereby
favoring a quicker identification of the lines during testing
operations.
The different connectors are polarized and provided with
levers to favor the connection and disconnection operations
and assure proper coupling.
They are dedicated to the following functions:
o Connector A for engine mounted components
o Connector A1 reserved for electro-injector connection
o Connector A2 for boat side connections.
05_012_C
1. Engine control selector on bridge or engine room 2. Manual throttle control in engine room - 3. Not used 4. Not used - 5. Connector for external diagnosis instrument.
This shall be installed and anchored in such a way as to

dampen the vibrations and stresses occurring when underway, and they shall be accessible during servicing operations
and when underway. The electrical commands positioned on
the panel allow to control engine starting and stopping (2)
directly from the engine room, while excluding any possibility that anyone may involuntarily start the engine from the
bridge (1), during servicing operations.
On the relay box is located the multipolar connector, protected by a screw-on lid (5), for connection with the computerized diagnostic tools prescribed by IVECO MOTORS.
Inside the box, anchored to a printed circuit board, are
present the power management relays of some components
and the elements that protect the electrical lines against
short circuits or excessive current absorption. These components perform a similar function to that of fuses, almost
totally avoiding the need to restore the electrical continuity
of circuits subjected to an anomaly condition. These components are able to limit and eliminate short circuit currents
without melting, restoring their own and the circuits electrical continuity, once the cause of the anomaly is removed.
MAY 2006
Throttle lever position sensor
c13 ent m77
21
Water presence in the pre-filter sensor

Figure 17B
Figure 17A
05_078_C
After testing the working condition of the linkage, adjust the

run of the servo components (see Chapter 15).
o With the throttle at idle setting, the potentiometer rod
has to be in the resting position;
o With the throttle at the stop, the potentiometer rod has
to be in the position of maximum run out.
05_018_V
3
1. Pre - filter - 2. Conductor to be connected
with the negative battery terminal 3. Sensor to detect water in the fuel.
CAUTION
In order to enable the proper working of the sensor to

detect water in the fuel, it is necessary that the pre-filter
support is connected electrically to the negative battery
terminal.
In the engine models which use parts with insulated poles
it is necessary to electrically insulate the pre-filter support
from the boat mass and then connect the support with the
negative battery terminal.
22
c13 ent m77
Connection with gearbox

accelerator command
and
external
Figure 18
F G H
D C B A
05_015_C
MAY 2006
The JINV connector is designed to be connected with the

gear box front/rear gear sensors and it offers the option to
use an electronic management of the engine rotation speed,
instead of what is preset on the engine.
When this option is used the accelerator position sensor,
which is situated on the engine, remains electrically connected but it will not be used and the EDC Central Unit
will manage the engine speed according to the tension signal
applied to the JINV connector terminals.
In cases of damage to the electronic acceleration system, it is
possible to manage the engine rotation speed under emergency conditions. This is possible by disconnecting the JINV
connector and by mechanically activating the sensor lever
situated on the engine.
VIEW OF THE JINV WIRING CONNECTOR

FROM THE COUPLING SIDE
A Not connected
B Not connected
C External accelerator command signal input (see data in the following table)
D External accelerator command enabling connection (short circuit to mass = enabled external accelerator)
E
Rear gear activated signal (closed circuit to mass = rear gear activated)
Forward gear activated signal (closet circuit to mass = forward gear activated)
Battery positive signal with key in the ON position
Power negative signal (mass)
Consequently it is necessary to carry out, on the side of the connector wired to the external accelerator device, a short circuit
between the terminal D and the mass terminal (H) in order to enable the external accelerator device.
TERMINAL
Voltage (U)
Function interpreted
0 V (Mass)
Common reference terminal
0 to 0,2 V
Poor value. EDC recognises a fault
0,2 to 0,5 V
Accelerator at minimum level
0,5 to 4,5 V
Accelerator min. to max., U function
4,5 to 4,8 V
Accelerator at maximum level
4,8 to 5 V
Excessive value. EDC recognises a fault
NOTE: The voltage values for the rotation of the motor must be between 0.2 and 4.8 V. Values below 0.2 V or above 4.8 V
generate the recognition of a fault and consequent deactivation of the function.
CAUTION
When neutral gear sensor is installed remember to connect it to GN connector.
In installation with no sensor, do not remove the cap of the GN connector to avoid compromising start engine function.
MAY 2006
23
c13 ent m77
Analog instruments panel wiring

Figure 19
10
7
05_013_C
1. JQA engine wiring connector - 2. JE-JH extension wiring - 3. J1 connector- 4. J3 connector - 5. Analog instrument
panel interface wiring - 6. J4 connector - 7. JC connector - 8. Main analog instruments panel 9. J2 connector - 10. Digital to analog converter module.
The engine electrical equipment offers the option to use the

IVECO MOTORS boards with analogical instruments.
The connection of the main instrument board with the
engine electric equipment is carried out through the interface wiring (5) to which the digital/analog converter module
must be connected (10),
To facilitate the installation of the different parts there is one
extension wiring (2), which can be supplied in the following
dimensions: 3, 5 and 7 meters.
The J1 connector (3) of the interface wiring (5) can be

connected with the JQA engine wiring connector (1) both
directly and through the JE-JH extension wiring (2).
The J4 (6) connection of the interface wiring (5) can be connected with the JC instrument main board connector (7).
Connection with optional analogical instrument

A Engine oil temperature signal (50 to 150 C)
Figure 20
Gear box oil pressure signal (0 to 25 bar)
Gear box oil temperature signal (50 to 150 C)
Overfeeding air pressure signal (0 to 5 bar)
E * Exhaust gas temperature signal (0 to 1000 C)

F * Exhaust gas temperature signal ( (0 to 1000 C)
05_013_C
Supply negative signal (mass)
Battery positive signal with key in the ON position
J Not connected
K Not connected
The J3 connector can supply command signals to possible

extra analogical instruments.
* available for V engines (n 2 manifolds).
24
c13 ent m77
MAY 2006
9. MAIN ANALOG INSTRUMENT PANEL

Figure 21
electronic
RPMx100
2
HOURS
oC
bar
oF
11
10
8
7
12
13
04_233_N
1. Coolant temperature gauge (TA) - 2. Revolution counter and hour counter (CG) - 3.Voltmeter (V) - 4. Buzzer (SA) - 5. Indication
and alarm module (MS) - 6. Engine oil pressure gauge (MO) - 7. Connector for secondary instrument panel (JE) - 8. On board panel
instrument light switch (L) - 9. Engine start/stop key switch (CA) -10. Engine stop push-button - 11. Sound alarm inhibition pushbutton (P1) -12. Connector for main panel wiring (JC) - 13. Cap with electrical continuity connection.
Installation of the IVECO MOTORS onboard panel with

analog indicators entails connecting the panels JC connector
to the J4 connector on interface wire harness, interposing
the appropriate extension wire harness available in 3, 5 and
7 meter-long versions.
To the main panel is connected the JE connector, provided

for connection to the secondary panel; in installations with
no secondary panel, do not remove the cap of the JE connector to avoid compromising the electrical continuity of the
systems power supply circuit.
MAY 2006
c13 ent m77
25
Synoptic of the connections of the analog panels

Figure 22
1
MAIN
INSTRUMENT
PANEL
*%
*(
*%
!
*#
*
*(
!
ENGINE
EQUIPMENT
EDC
ELECTRONIC
CENTRAL
UNIT
DIGITAL
TO ANALOG
CONVERTER
MODULE
SECONDARY
INSTRUMENT
PANEL
!
*
*(
*
*%
*1!
*
*/
2
ANALOG
TO DIGITAL
CONVERTER
MODULE
05_011_C
*&
*&
RELAY
BOX
1. JE-JH Extension wire harness. - 2. Connector for optional analog instruments.
The J3 connector (2) is equipped with electric connections for

wiring up optional analogue instruments (see figure 20).
Figure 23
04_251_N
*%
12
12
*(
CONNECTORS OF THE JE-JH EXTENSION WIRE HARNESS, SEEN FROM THE COUPLING SIDE
The JE-JH wire harness comprises 12 lines, each connected

to the terminal identified on both connectors by the same
number.
BATTERY
26
c13 ent m77
Converter modules
Functions of the JO terminals
JO module decodes some informations supplied from EDC

ECU, translates the signals of some analog sensors and codes
all to the CAN lines connected to JQA connector.
J2 module decodes all these informations converting them in
electrical signals fitted to drive the instruments and indicator
lights on the indications and alarms module.
Both modules are connected by 36 poles connectors.
Figure 24
Gear box oil pressure signal
CAN L_1
CAN H_1
Power supply positive (+ B)
Power supply positive (+ B)
Battery positive with key in ON position
Power supply negative (ground)
9 Not connected
10 Engaged forward gear signal *
04_259_N
REAR VIEW OF THE MODULES

WITH JO AND J2 CONNECTORS
11
Pre-lubrication signal
12
Wired to pin 9, JF2 connector
13 Exhaust gas temperature signal (A)

14 Exhaust gas temperature signal (A)
Figure 25
15
Gear box oil temperature signal
16
CAN L_Q for instrument panel
17
CAN H_Q for instrument panel
18
Air filter clogging signal (A)
19
20 Not connected
04_218_N
JO AND J2 CONNECTORS
VIEW OF THE WIRE HARNESS TERMINAL,
COUPLING SIDE
21
Alternator anomaly signal
22
Electronic throttling system enabling *
23 Engaged reverse gear signal *

24
Low coolant level signal
25 Exhaust gas temperature signal (B)

26 Exhaust gas temperature signal (B)
27
Electronic throttling system *
28 Not connected
29
Air filter clogging signal (B)
30
Blow-by filter clogging signal (unavailable)
31
32 Not connected
33
Wired to pin D, JSV connector
34 Not connected
35
Oil filter clogging signal
36
Fuel filter clogging signal
* See Figure 18
MAY 2006
MAY 2006
c13 ent m77
27
Functions of the J2 terminals
Installation
In order to drill holes on the area where the panel is to be

mounted, refer to the dimensions indicated in Chapter 11.
Operation of the panel
Driving signal for engine temperature instrument gauge
Driving signal for engine oil pressure instrument gauge
After completing the electrical connections and engine

preparation, perform the tests required for the first start, as
described in Chapter 18.
Verify the proper operation of the panel, proceeding as follows:
Driving signal for engine oil temperature instrument gauge *
Driving signal for gear oil pressure instrument gauge *
Driving signal for gear oil temperature instrument gauge *
10 Driving signal for combustion air pressure instrument gauge *

11 Driving signal for exhaust gas temperature instrument gauge *
12 Driving signal for exhaust gas temperature instrument gauge *
13 Driving signal for engine speed instrument gauge
o Make sure that the ENGINE ROOM / BRIDGE switch

of the Relay Box is in the BRIDGE position, then
turn the key switch to the first position and verify that
the instruments are powered and the Indications and
Alarms Module runs the alarm test for about 5 seconds
according to the procedures set out below.
o Once the test is complete, only the indications prescribed
for the engine not running must remain lighted: e.g.
alternator charge and low oil pressure; the analog
instruments must provide values consistent with the
relevant physical parameters.
14 CAN L_Q from JO module

15 CAN H_Q from JO module
16 Driving signal for EDC indicator light
17 Driving signal for SCP indicator light
18 Driving signal for SP indicator light
19 Driving signal for SIFO indicator light
20 Driving signal for SIFB indicator light (unavailable)
Testing the engine start function

Turn the key switch to the second position and keep it in it
until the engine has started, then release the switch, which
will stably return to the first position; after releasing the key,
the switch may be brought back to the starting position only
after the switch is returned to the resting or zero position.
Checking indications
25 Driving signal for SATA indicator light
After starting the engine, verify whether the operating

modes of the Indications and Alarms Module are similar to
those set out below.
Using appropriate measuring instruments, verify the consistency of the indications provided by the analog instruments.
Verify the indication of the panel revolution counter, comparing it with the one measured by a reference instrument; if the
indication is different, proceed as described below.
26 Driving signal for SBPO indicator light
Testing the engine stop function
27 Driving signal for SAC indicator light
The engine is stopped and the panel is disabled by returning

the key switch to the resting or zero position.
The panel has an engine stop push-button whose function is
only enabled in versions where the engine stops as a result
of the excitation of an actuator.
In order to activate the function which stops the engine in
case of excitation, it is necessary to connect the JECCM and
JECCF connectors with each other.
21 Driving signal for SIFA indicator light

22 Driving signal for SIFC indicator light
23 Driving signal for SS indicator light
24 Driving signal for SBLA indicator light
28 Driving signal for SSV indicator light

29 Battery positive with key in ON position
30 Power supply positive (+ B)
31 Not connected
32 Not connected
33 Not connected
34 Not connected
35 Not connected
36 Not connected
* See Figure 20
28
c13 ent m77
Indications and Alarms Module

Figure 26
7
6
4
3
10
11
12
2
1
13
04_234_N
1. Engine overspeed (SSV) - 2. Presence of water in the fuel

pre-filter (SAC) - 3. Low coolant level (SBLA) - 4. Alternator
anomaly (SS) - 5. Clogged oil filter (SIFO)- 6. Clogged blow-by
filter (SIFB) - 7. Pre-lubrication in progress (SP) - 8. Clogged
air filter (SIFA)- 9. Clogged fuel filter (SIFC)- 10. High coolant
temperature (SATA) - 11. Low oil pressure (SBPO) - 12. Pre/
post heating (SCP) - 13. EDC Malfunction (EDC).
The Indications and Alarm Module comprises the indicator

lights and the electronic alarm interface, timing and storage circuit. It is programmed in such a way that when it is
powered, all indicator lights are lighted, with the exception
of those for pre-lubrication, pre-post heating and EDC
failure and a sound signal is emitted by the buzzer.
The buzzer may be silenced before the end of the test, acting
on the appropriate control.
During the starting phase and for the subsequent 15 seconds, needed to stabilize the low oil pressure signal, all the
modules functions are inhibited; once this time interval has
elapsed, every alarm state detected by the sensors will cause
the associated indicator to be lighted and the buzzer to be
powered; the exceptions are the pre-lubrication and prepost heating indicators, given only visually.
When a new alarm state is detected, the indicator light will
flash to highlight the occurrence with respect to any others
which may be ongoing at the time. When the sound alarm is
shut off, the light indicator will remain lighted and the alarm
will be stored until the engine is stopped.
The standard set-up of the C13 ENT M77 provides for use
of the indicators: SBLA, SIFA, SIFC, SIFO, EDC, SS.
MAY 2006
MAY 2006
Revolution-counter calibration
c13 ent m77
29
Revolution-counter calibration
Figure 27A
Figure 27B
04_255_N
1. Adjustment screw - 2. Panel lighting lamp.
06_113_V
1. Calibration increasing button 2.Calibration decreasing button.
Verify the indication of the panel revolution counter by

comparing it with the one measured with a reference
instrument; if it differs, operate the adjustment screw (1),
located in the rear part of the revolution counter, until
consistency is achieved; repeat the operation for different
engine rpms.
Verify the indication of the panel revolution counter by comparing it with the one measured with a reference instrument;
if it differs, press the button 1 and 2 situated on the rear
of the tachometer, until consistency is achieved; repeat the
operation for different engine rpms.
Maintenance
Maintenance
Should it become necessary to replace a panel light, remove

the lamp holder from the rear part of the instrument (see
Figure 27A).
The board is illuminated by not-replaceable internal LEDs.
30
c13 ent m77
MAY 2006
10. SECONDARY ANALOG INSTRUMENT PANEL

Figure 28
4
5
electronic
RPMx100
7
04_240_N
1. Connector for secondary panel wire harness (JH) - 2. Engine start push-button (CS) - 3. Revolution-counter (CG) 4. Buzzer (SA) - 5. Indications and alarms module (MS) - 6. Engine stop push-button (AS) - 7. Sound alarm inhibition push-button (P1).
The connection is achieved by removing the cap on the JE

connector of the main panel, and connecting the JE connector to the JH connector on the secondary panel, interposing
the extension wire harness, available in 3, 5 and 7 meter-long
versions (see Fig. 22). The JE-JH wire harness comprises 12
lines, each connected to the terminal identified on both connectors by the same number (see fig. 30).
Figure 29
1
Operation of the secondary panel

After completing the electrical connection to the main panel
and engine preparation, and performing the tests required
for the first start (as described in Chapter 16), verify the
proper operation of the panel, proceeding as follows:
o Make sure that the ENGINE ROOM / BRIDGE switch
of the Relay Box is in the BRIDGE position, then turn
the key switch to the first position, thus enabling the
operation of both panels.
o Carry out the same tests for the secondary panel as
were carried out for the main panel.
o Disable the secondary panel by bringing the key switch
on the main panel to the resting or zero position.
Testing the engine start and stop function.

04_251_N
*%
12
12
*(
CONNECTORS OF THE JE-JH EXTENSION WIRE

HARNESS, SEEN FROM THE COUPLING SIDE
With the panel enabled, press the green push-button until

the engine starts, then release it; wait for engine rpm to stabilize before stopping it by pressing the red push-button.
The starting and stopping operations can be performed several times and consecutively from the secondary panel
Checking indications
Proceed in the same way as for the main panel.
Installation
In order to drill holes on the area where the panel is to be
mounted, refer to the dimensions indicated in Chapter 11.
MAY 2006
31
c13 ent m77
11. DRILLING PLANS FOR ANALOG PANELS
26
Figure 30A
200
140
Main panel
26
26
26
225
285
04_022_C
Dimension in millimeters.
28
Figure 30B
140
80
Secondary Panel
28
28
28
180
240
04_023_C
32
c13 ent m77
MAY 2006
12. CUSTOMIZED INSTRUMENT PANEL

Main instrument panel wiring
Figure 31A
DIGITAL
TO ANALOG
CONVERTER
MODULE
10
J2
J4
J3
MAIN
INSTRUMENT
PANEL PARTS
JB
J1
A
JH
A1
EDC
ELECTRONIC
CENTRAL
UNIT
JE
ENGINE
EQUIPMENT
A2
JQA
JO
ANALOG
TO DIGITAL
CONVERTER
MODULE
JF1
JF2
RELAY
BOX
BATTERY
05_036_C
1. JQA engine wiring connector - 2. JE-JH extension wiring - 3. J1 connector - 4. J3 connector - 5. Analog instrument
panel interface wiring - 6. J4 connector - 7. JC connector - 8. Electric wires for connection to the panel components 9. J2 connector - 10. Digital to analog converter module.
Using only the components of the panel that are not wired
to allow for panel customization, they will have to be wired
using the 1 meter long wire harness, set up at one end for
coupling to the J4 connector and at the opposite end with
conductors with free terminals with identifying numbering
on each wire. The conductors will have to be connected to
the individual components as indicated in the electrical and
wiring diagrams in Chapter 20.
The connection of the main instrument board with the
engine electric equipment is carried out through the interface wiring (5) to which the digital/analog converter module
must be connected (10),
To facilitate the installation of the different parts there is one
extension wiring (2), which can be supplied in the following
dimensions: 3, 5 and 7 meters.
The J1 connector (3) of the interface wiring (5) can be

connected with the JQA engine wiring connector (1) both
directly and through the JE-JH extension wiring (2).
The J4 (6) connection of the interface wiring (5) can be connected with the JC instrument main board connector (7).
The J3 connector (4) is equipped with electric connections
for wiring up optional analogue instruments (see figure 20).
caution
To assure the functionality of the safeties pertaining to the
engine start/stop commands from the instrument panel or
engine room, it is mandatory to wire the key switch strictly
as shown in the electrical diagrams in Chapter 20.
MAY 2006
33
c13 ent m77
Main and seconary instrument panel wiring

Figure 31B
DIGITAL
TO ANALOG
CONVERTER
MODULE
10
J2
J4
J3
MAIN
INSTRUMENT
PANEL PARTS
JB
J1
18
JH
17
11
DIGITAL
TO ANALOG
CONVERTER
MODULE
13
14 15
J2
J4
J3
J1
16
SECONDARY
INSTRUMENT
PANEL PARTS
JB
12
JH
JE
EDC
ELECTRONIC
CENTRAL
UNIT
J51
J6
JE
A1
ENGINE
EQUIPMENT
A2
JQA
JO
J5
19
ANALOG
TO DIGITAL
CONVERTER
MODULE
JF1
JF2
RELAY
BOX
BATTERY
05_037_C
1. JQA engine wiring connector - 2. JE-JH extension wiring - 3. J1 connector - 4. J3 connector - 5. Analog instrument
panel interface wiring - 6. J4 connector - 7. JC connector - 8. Electric wires for connection to the panel components 9. J2 connector - 10. Digital to analog converter module - 11. Wiring to connect two instrument panels 12. J3 connector - 13. Analog instrument panel interface wiring - 14. J4 connector - 15. JB connector - 16. Wiring to connect
analogue instrument panel interface - 17. J2 connector - 18. Digital to analog converter module - 19. T shaped extension wiring.
The preparation of a second custom-built panel requires the

construction of a system as illustrated in the figure.
The main signals are derived from the main panel through
the wiring 11.
The control signals for the rev. counter, engine oil gauge and
engine temperature on the secondary control panel will be
obtained from a second digital/analogue converter module
(18) connected in analogue mode to those indicated for the
main instrument panel. The electric wires must be connected
to the individual components as indicated in wiring diagrams
in chapter 20.
The connection to the JQA connector (1) is made by inserting the T shaped extension wiring (19).
The J3 connectors (4 and 12) are equipped with electric
connections for wiring up optional analogue instruments
(see figure 20).
caution
To assure the functionality of the safeties pertaining to the
engine start/stop commands from the instrument panel or
engine room, it is mandatory to wire the key switch strictly
as shown in the electrical diagrams in Chapter 20.
34
c13 ent m77
JD Connector for indications and alarms

module
MAY 2006
Figure 33
Figure 32
1
4
8
10 11 12
13 14 15 16
17 18 19 20
21 22 23 24
04_241_N
VIEW FROM THE TERMINAL

SIDE OF THE COUPLING SIDE WIRING
TRIDENT / ITT CANNON
part TST 24PA00
terminal
female
part 192990-0050
lid
rear
part TST24AH0
JD connects the indications and alarms module to the electrical system of the engine (sensors, power supply, etc.).
The terminal part of the wire harness, supplied with the
module, must be completed using female terminals, as
described in the electrical diagram of Chapter 20.
For standard-equipped engines, to have the essential indications available, the following ways must be wired: 1, 3, 7, 8, 9,
10, 11, 13, 14, 15, 16, 17, 18 e 19 with the female terminals
supplied as standard equipment.
12 11 10 9
16 15 14 13
20 19 18 17
24 23 22 21
05_034_C
VIEW FROM THE INTEGRATED SIDE

IN THE REAR PART OF THE MODULE
connector
MAY 2006
c13 ent m77
35
Functions of the JD terminals

PIN Description Electric level

OFF Indication
ON Indication
1 Module power supply
Positive (+B)
2 Not connected
3 EDC Fault indication
High (+B)
4 Not connected
5
Pre-heating indication
Pre-lubrication indication
7 Engine start
8
Low (ground)
High (+B)
Low (ground)
Open circuit
High (+B)
Power supply positive (+B) while starting
Buzzer inhibition Negative (ground) during the request
9 Module power supply Negative (ground)

10 Sound alarm power supply Negative (ground) during the emission of sound
11 Clogged oil filter indication
Open circuit
Low (ground)
12 Clogged oil vapor filter indication (unavailable)
Open circuit
Low (ground)
13 Clogged air filter indication
Open circuit
Low (ground)
14 Clogged fuel filter indication
Low (ground)
Open circuit
15 Alternator fault indication
High (+B)
Low (1 to 3 V)
16 Low engine coolant level indication
Open circuit
Low (ground)
17 High coolant temperature indication
Open circuit
Low (ground)
18 Low engine oil pressure indication
Open circuit
Low (ground)
19 Presence of water in fuel indication
Open circuit
Low (ground)
20 Overloaded or runaway engine indication
Open circuit
High (+B)
21 Not connected
22 Not connected
23 Reception of data from main panel NMEA communication protocol (0 to 5 V)

24 Transmission of data to secondary panel NMEA communication protocol (0 to 5 V)
caution
To assure the utmost reliability and safety while underway, all installations must be provided with the following alarm indications:
(EDC) EDC failure
(SATA) high coolant temperature
(SBPO) low oil pressure
It is also recommended that the following indications be present:
(SAC) presence of water in the fuel pre-filter
(SIFA) clogged air filter
(SS) alternator fault
36
c13 ent m77
MAY 2006
13. SENSORS FOR DETECTION AND PANEL SIGNALING

Coolant temperature sensor
Air pressure and temperature sensor

Oil pressure and temperature sensor
Figure 35
Figure 34
04_236_N
04_062_N
This integrates a temperature sensor with a pressure one.

It is positioned at the inlet of the intake manifold and it offers
a resistance value which varies according to temperature. It
also produces a voltage signal that is proportional to the
value of intake air absolute pressure.
Operating voltage
4,75 V a 5,25 V
Pressure operating range
0 bar to 10 bar
Temperature operating range
-40C to 125 C
Resistor with negative temperature coefficient, providing the

signal for analog temperature indication.
Operating voltage
6 V to 24 V
Calibration range
0C to 120 C
Resistance value at 90C
51,2 4,3
Poles
isolated
Low level coolant sensor

Figure 36
Temperature sensor
Temperature
Resistance
5,67 k to 6,12 k
20
2,41 k to 2,58 k
40
1,14 k to 1,21 k
60
580 to 611
80
315 to 330
100
183 to 190
120
110 to 115
Pressure sensor

Output voltage U in V

BAR
Absolute
pressure
04_033_C
The sensor detect the presence of coolant and is provided

with the control and amplification electronic circuit; it providing the signal for the alarm for low level coolant.
Operating voltage
12 V to 24 V
Condition for high level
open
Maximum current
0,1 A not inductive
MAY 2006
Air filter clogging sensor
37
c13 ent m77
Fuel filter clogging sensor
Figure 37
Figure 39
04_030_C
04_238_N
Vacuum switch, providing the signal for the clogged air filter
alarm indicator.
Pressure switch, providing the signal for the related indicator.

Operating voltage
Operating voltage:
6 V to 24 V
6 V to 24 V
Condition at ambient pressure
normally closed
normally open
Opening pressure:
1,5 0,1 bar
Closing vacuum:
52 mbar
Maximum current
0,1 A not inductive
Operating temperature:
- 20C to + 80 C
Electrical poles
isolated
Maximum current
0,1 A not inductive
Electrical poles
isolated
Exhaust gas temperature sensor

Figure 40
Oil filter clogging sensor

Figure 38
04_260_N
NiCr-Ni thermocouple sensor with insulated poles, providing the signal for the analog indication of exhaust gas
temperature.
04_029_C
Differential pressure switch, providing the signal for the

related indicator when pressure difference between inlet /
outlet oil filter is more then a limit value.
Operating voltage:
6 V to 24 V
normally open
Closing pressure:
2,4 0,3 bar
Opening pressure:
1,8 0,3 bar
Maximum current
3 A not inductive
Electrical poles
isolated
Temperature
Voltage
mV
100
4,10
200
8,13
300
12,21
400
16,40
500
20,65
600
24,91
700
29,14
800
33,30
900
37,36
38
c13 ent m77
Sensor to detect the presence of water in fuel
MAY 2006
CAUTION
In order to enable the proper working of the sensor to
detect water in the fuel, it is necessary that the pre-filter
support is connected electrically to the negative battery
terminal.
Figure 41
04_031_C
Fuel resistivity sensor, integrated with the control and amplification electronic circuit, providing the signal for the indicator
of the presence of water in the fuel.
Operating voltage
12V to 24 V
Condition in the absence of water
open circuit
Closed condition

resistance of the liquid

1 M
Operating temperature
-20 C to +80 C
Connections of the sensor detecting the presence of water

in fuel
Figure 42
2
1
"
"
3
04_032_C
1. M Connector of the engine wire harness 2. Sensor detecting the presence of water in the fuel 3.Wiring harness (outfitters responsibility).
The three pole connection between the sensor for detecting
the presence of water in the fuel and the engine wire harness must be produced by the outfitter according to the
position of the fuel pre-filter in the boat.
Connection to the engine wire harness requires a METRIPACK150 three-pole connector with three male terminals;
connection to the sensor requires a JUNIOR TIMER threepole connector with three female terminals
In the engine models which use parts with insulated poles

it is necessary to electrically insulate the pre-filter support
from the boat mass and then connect the support with the
negative battery terminal.
MAY 2006
14. PREPARING THE ENGINE FOR FIRST

START-UP
1. Drain the residual 30/M protective oil from the sump.
2. Pour into the lubricating loop only lubricating oil of the
type and in the quantities set out in the Refilling Table.
3. Drain the CFB protective liquid from the fuel loop,
completing the operations as indicated under item 3. of
Chapter 19.
4. Remove the caps and/or seals from the engine intake,
exhaust, aeration and venting ports, restoring normal
conditions of use. Connect the inlet of the turbocharger
to the air filter.
c13 ent m77
39
15. TESTS BEFORE THE FIRST START-UP

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

the operations set out in item 4. of Chapter 19 During
filling operations, connect the pipe returning fuel to the
tank to a collecting container, to prevent residues of CFB
protective liquid from ending up into the boat tank.
Verify the fuel suction at the maximum allowed longitudinal

and transverse inclination, with the residual quantity of fuel
considered RESERVE, such as to cause the reserve indicator light to be permanently lighted.
6. Verify and refill engine coolant as prescribed.
Throttle lever position sensor
7. In order to enable the sea water pump priming

it is necessary to input water into the forcing circuit.
Remove the sacrifical anode (1 of figure 43), introduce
1.5 litres of water into the hole; reassemble the anode
and tighten it as required.
Figure 44
WARNING
If the engine is activated after a long time, it is necessary
to repeat the operations mentioned in item 7.
8. Remove from the engine the labels with the inscription
ENGINE WITHOUT OIL.
Figure 43
04_080.N
In the positions of minimum and maximum travel, verify the

correlation between the position of the throttle control valve
on the bridge and the position of the sensor rod, checking:
1
o that in the resting position the safety switch inside it is

electrically open. Carry out the test with an ohmmeter
between the points D and E of the potentiometer connector.
-
05_001_C
Value read = optimal adjustment;
- Value read 1 k = a better mechanical adjustment

of the resting position is required, to bring the
value back to .
o In the position of maximum acceleration, the rod of the
sensor has reached the mechanical end stop.
Instruments and control panel

Verify the efficiency of all light indicators, as described in the
related Chapters.
40
c13 ent m77
MAY 2006
16. FIRST ENGINE START

Before starting the engine, please make sure the sea water
gate valve is open, check the levels of the lubricating oil and
of the engine coolant, and complete venting the air from the
fuel feed loop, acting on the hand pump of the pre-filter or
with the aid of a dedicated electrical pump.
The venting air points are fitted on the pre-filter supplied
from IVECO MOTORS, after the main filter, on the cylinder
head near the injectors solenoid valves connector. (see Figure 45).
Loosen the vent fitting on the pre-filter and operate the
pump until only fuel without air flows out.
Tighten the vent fitting and complete the purge operation
on the vent fitting placed on the cylinder head during the
initial start-up phases.
Figure 45
Start-up procedures
Figure 46
ENGINE
ROOM
STOP
BRIDGE
START
CHECK
05_012_C
The electrical equipment of this engine allows to start it from

the engine room and from the bridge.
NOTE
05_001_C
A few moments after start-up, make sure sea water is correctly drained from the relevant circuit.
Starting the engine from the bridge

This is allowed only if the Relay box switch (1) is in the
BRIDGE position.
Start the engine and let it run until the idling rpm has fully
stabilized (see also the Chapters on the instrument panels).
PURGE FITTING ON CYLINDER HEAD
CAUTION
Make sure that the fuel that flows out of the fitting dont
coming in conctact with the auxiliaries drive belt and is
not dispersed in the environment.

Starting the engine from the engine room

Moving the Relay box switch (1) to the ENGINE ROOM
position (which must absolutely not be done when the
engine is running), regardless of the position of the key
switch on the indicator and control panel, enables the use of
the adjacent STOP - START push-button (2).
It will thereby be possible to start and stop the engine with
complete independence from the bridge controls.
Moving the switch (1) back to the BRIDGE position, inhibits use of the START-STOP push-button positioned on
the Box, allowing the engine to be started only from bridge
controls.
RPM control
To allow easily to control engine RPM from the engine
room, a simultaneous acceleration/deceleration function
(SET+/SET-), active only when the switch (1) is in the
ENGINE ROOM position, has been implemented in the
start function.
Acceleration (SET +)
If, when the engine is running, the start - stop push-button
is held down in the start position, then engine rpm are
progressively increased (50 rpm per second); the increase
ends when the push-button is released, allowing the engine
to run at the desired rpm.
Deceleration (SET )
Moving the start - stop push-button back to the start
position, after releasing it during the rpm increase phase,
MAY 2006
a progressive reduction in rpm is obtained (50 rpm per

second).
When the push-button is release, the function is inhibited
and the rpm reached at that point is maintained.
NOTE: Further action on the push-button will alternatively
increase - decrease engine rpm. The stop function takes
priority and always stops the engine.
CAUTION
Never operate the BRIDGE - ENGINE ROOM switch
when the engine is running.
Once the first start-up phase is complete, verify that:
o There are no liquid leaks from the coolant loop pipeline
junction hoses.
o There are no exhaust gas leaks in the hull.
o In order to carry out the cooling system degassing, do as
follows:
Figure 47
1
2
05_001_C
keep the engine at minimum rotation speed, slowly loosen

screw (1) positioned on the coolant tank near the cap and
the two screws (2) situated on the exhaust induction in
order to facilitate the exit of possible air bubbles. When this
operation is finished, tighten the screws as required, stop the
engine and verify the level of the coolant liquid.
Fill it up if necessary.
Take care not to disperse the exiting liquid in the environment.
o Complete the instrument panel operation tests as
described in the related Chapters.
o Verify that the power supply voltage across the battery,
after about 15 minutes with the engine running, is no
less than about 26 V.
o Stop the engine and delete any errors which may have
been stored in the injection system ECU during the
stabilization phases. To delete anomalies it is possible to
use the IVECO MOTORS PT 01diagnostic instrument.
c13 ent m77
41
42
c13 ent m77
MAY 2006
17. EDC ANOMALIES INDICATION

Anomalies indicator light
Engine protection function
The ECU continuously monitors, with complex self-testing

routines, its own operating conditions as well as those of the
components connected to it and of the engine.
When anomalies are detected, the alarm indicator light on
the indicator and control panel is lighted in manners that
provide a first indication on the severity of the problem.
The ECU performs an effective control function on the main

engine operation parameters.
When the maximum temperature limits of the engine oil,
coolant and combustive air are exceeded, the ECU reduces
the maximum torque issued by the engine to protect it from
damage.
Light off:
no anomaly detected or slight anomaly

that does not compromise operating safety
Light on:
significant anomaly, allowing to proceed to

a service center
Recovery
The recognition of significant or sever anomalies causes the
adoption of strategies that allow to use the engine with
complete safety, guaranteed by limiting performance within
pre-set thresholds according to the severity of the case.
These strategies cause the reduction of the maximum values
of torque and power delivered by the engine.
In the case of intermittent anomalies, i.e. recognized by the
ECU and subsequently no longer present, performance
reduction will continue until the engine is shut down.
Normal operation will be restored only the next time the
engine is started, while the anomaly data will be saved in
the failure memory.
Error deletion procedure

Figure 48
ENGINE
ROOM
STOP
BRIDGE
START
CHECK
05_012_C
1
Error deleting can be carried out through the PT01 IVECO
MOTORS instrument, connected with the diagnosis connection (1) positioned on the relay box.
CAUTION
The error deleting procedure is intended to eliminate
the information relating to the mistakes from the ECU
memory, which happened during previous working periods.
The errors will not be deleted unless the relating cause
has been removed. Please remember that some anomalies
can be detected by the ECU self-diagnosis only during a
complete engine working cycle.
CAUTION
These operating modes ARE NOT CLASSED AS ERRORS,
meaning that they do not provoke the memorising of faults
and trigger no failure signal on the panel.
During the diagnostic process it is therefore important not to
overlook this kind of behaviour when there are significant
reductions in performance which cannot be traced back to
other causes.
In proportion with the nature of the risk, the function is
activated when temperatures in excess of 80 C for combustion air, 102 C for coolant and 120 C for engine oil are
recognised.
MAY 2006
18. UNDERWAY CHECKS

ECU Temperature
Verify that the temperature of the surface of the electronic
engine control unit, after 30 minutes underway at full engine
power, is less than +70C.
Engine compartment vacuum

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

Verify that the temperature in the engine room, after 30
minutes underway at full engine power, does not exceed
50C and, in any case, does not exceed the value of external
temperature by more than 15C.
Exhaust back-pressure
Verify that the value of back-pressure present at the inlet of
the exhaust gas conduit, with the engine(s) at full load and
maximum power output, complies with the value specified
herein.
Exhaust temperature
Verify that the temperature of the exhaust gases under
maximum engine power output conditions is close to the
prescribed value; to determine the propeller power absorption curve, it will also be possible to obtain from the ECU
parameters the fuel injection values by using the IVECO
MOTORS tool.
Fuel temperature
Verify that the temperature of the fuel in the low pressure
line, while underway at full power and with a stable quantity
of fuel in reserve, does not exceed 50C. A higher value
would entail a reduction in engine performance. If the tendency to reach the maximum allowed temperature is noted,
install a heat exchanger for the fuel.
Pressure in the fuel supply line

To assure the regular operation of the engine and the reliability of the components of the fuel supply and injection
system, you need to verify that:
o vacuum in the fuel oil supply line to the low pressure
pump is less than 0.2 bar relative (2000 mm H2O);
o pressure in the fuel oil return line to the tank is less than
0.2 bar relative (2000 mm H2O).
Measures are carried out inserting a T junction near the
fuel inlet and outlet, taking care to avoid any air suction. Values are read at variable rpm, from idle to maximum, at 200
rpm intervals.
If there are any symptoms indicating the possible presence of
air in the fuel supply line, a check may be made by inserting
a clear tube, arranged as an inverted U, before the engine
inlet junction.
c13 ent m77
43
19. PREPARING THE ENGINE FOR LONG

IDLE PERIODS
To prevent oxidation to the internal parts of the engine and
to some components of the injection system, if idle periods
exceeding two months are expected, the engine needs to
be prepared with six-months periodicity, proceeding as
follows:
1. Drain the lubricating oil from the sump, after heating the
engine.
2. Pour 30/M protective oil (alternatively, oil conforming
with MIL 2160B Type 2 specifications) into the engine to
the minimum level marked on the dipstick.

Start the engine and let it run for about 5 minutes.
3. Drain the fuel from the injection line and from the filter,
taking care to avoid letting the fuel come in contact with
the auxiliaries belt. .To do so, loosen the drain cap (see
Chapter 16) in the front part of the cylinder head and
the fuel inlet junction with the cylinder head, taking care
to prevent the fuel from coming in contact with the
auxiliaries belt.
4. Connect the fuel line to a tank containing CFB protective liquid (ISO 4113) and assist the inflow of the liquid
by pressurizing the line and turning the engine over for
about 2 minutes, after excluding the operation of the
injection system. The required operation may be carried
out by directly polarizing the terminal 50 of the electric
starter motor with positive voltage 24 V, using a conductor prepared for the occasion.
5. Nebulize 30/M protective oil at the rate of about
130 g (10 g per liter of displacement) into the turbochargers intake, while the engine is turning over as
described above.
6. Close with suitable stoppers or seal with adhesive tape
all engine intake, exhaust, aeration and venting ports.
7. Drain the residual 30/M protective oil from the sump; it
may be re-used for 2 more engine preparation operations.
8. Apply tags with the inscription ENGINE WITHOUT
OIL on the engine and onboard panel.
9. Drain the coolant, if it has not been mixed with antifreeze and corrosion inhibiting agents, affixing tags to
indicate that the operation has been carried out.
If external parts of the engine are to be protected, spray
protective liquid OVER 19 AR onto unpainted metal parts,
such as flywheel, pulleys and others; avoid spraying belts, connector cables and electrical equipment.
44
c13 ent m77
MAY 2006
20. WIRING DIAGRAMS

Wiring diagram key
General condition for the preparation and interpretation of wiring diagrams
o Key switch open

o Engine not running
o Liquids at efficient levels and pressures
Figure 49
Component code or
connector code
Component
terminal
JF1-JF2
JF2
13 12
10
11 14 16 17
JF1
17 5 13 33 6 16 35 30 29
JK
1
2
4
10
3
5
6
BAT
+
+
A2
AC
10 11
17 36 47 29
13 32 37 40 89 85 34 35 53 52
66
85150
A
24 28 32 27
25 36
33 34
35
26
15
18
19
23
10
13
11
BAT
95
E A
1
R
t
VS
Minimum cable cross

section in mm2
2
2 1
2 1
Component code or
connector code
Terminal
connection
F
2
INJ1
Sk EDC C13_77
INJ2
MAY 2006
c13 ent m77
45
Electrical equipment component code

A
fuel temperature sensor
SA
buzzer
AC
battery
SI
gear box oil temperature sensor
AQ
engine shut-off push-button on main panel
Clogged oil filter sensor (for alarm)
AS
engine shut-off push-button on secondary panel
VI
gear box oil pressure sensor
drive shaft sensor
VS
engine oil pressure/temperature sensor
BA
additional drive shaft sensor (certified installation )
Clogged blow-by filter (unavailable)
camshaft sensor
clogged fuel filter sensor (for alarm)
CA
key switch
85150
ECU of the EDC system
CS
engine start push-button on secondary panel
EC
switching solenoid valve for oil charge/discharge
engine coolant temperature sensor
GG
alternator
GH
grid heater power relay
GN
neutral gear sensor
combustion air pressure/temperature sensor
INJ
EUI injector
low coolant level sensor (for alarm)
JG
pre-lubrication control unit
JO
Analog to digital converter module
J2
Digital to analog converter module
JF1, JF2
relay box
K, K1
air filter clogging sensor (for alarm)
instrument panel light switch
M
MM
sensor for detecting the presence of water in the

fuel pre-filter (for alarm)
electric starter motor
MP
pre-lubrication and oil transfer module
MS
O, O1
IVECO MOTORS indications and alarms

module
exhaust gas temperature sensor (for gauge)
P1
sound alarm inhibition push-button
PA
throttle position sensor
PE
PH
emergency shut-down push-button

(optional, installers responsibility)
Grid heater
PO
pre-lubrication electrical pump
QP
main analog instrument panel
QS
secondary analog instrument panel
(continues on next page)
46
c13 ent m77
MAY 2006
Connectors
Indicator lights
36 pole EDC engine components
EDC
EDC malfunction
A1
16 pole EDC electro-injectors
SAC
presence of water in fuel pre-filter
A2
89 poles EDC boat side
SATA
coolant high temperature
EUI injectors solenoid valve
SBLA
low coolant level
J1
on the relay box panel for external diagnostic

tool
SBPO
low oil pressure
J3
SCP
pre-post heating
ON INTERFACE WIRE HARNESS FOR ANALOG INSTRUMENT PANEL
SIFA
clogged air filter
SIFB
clogged oil vapor filter
SIFC
clogged fuel filter
SIFO
clogged oil filter
SP
pre-lubrication
SS
alternator fault
SSV
runaway engine
set for connection to optional indicator gauges

J4
ON INTERFACE WIRE HARNESS FOR ANALOG INSTRUMENT PANEL
set for connection to main analog instrument panel

IVECO MOTORS indications and alarms module
JD
JC
ON MAIN ANALOG INSTRUMENT PANEL
set for connection to interface wire harness

JE
ON MAIN DIGITAL INSTRUMENT PANEL
JF1
set for connection to the secondary digital

instrument panel
relay box
JF2
relay box
JH
ON SECONDARY ANALOG INSTRUMENT PANEL
set for connection to the main analog

instrument panel
CAN lines
JK
JQA
ON ENGINE WIRE HARNESS
set for connection to interface for analog instruments wire harness

overspeed module
JSV
JINV
ON ENGINE WIRE HARNESS
JECCF
set for connection to gearbox sensor and

external accelerator command
excitation engine stop function
JECCM
excitation engine stop function
Gauges
CG
revolution-counter
MO
engine oil pressure
TA
engine temperature
voltmeter
AC
BAT
BAT
10
95
JF2
A2
10 11
10
33 34
17 36 47 29
25 36
11 14 16 17
A
2
35
26
15
18
2 1
19
23
13 32 37 40 89 85 34 35 53 52
17 5 13 33 6 16 35 30 29
JF1
10
2 1
E A
INJ1
13
85150
JK
11
INJ2
INJ3
12
66 21
14
INJ4
INJ5
16
79 78 77 48
15
75 12
INJ6
2
A
GH
GN
E
PA
A1
PH
VS
24 28 32 27
13 12
JF1-JF2
MAY 2006
c13 ent m77
47
EDC
Sk EDC C13_77
40
BAT
95
AC
12 4
BAT
50
30
10 6
MP
PO
13 15
MM
JF2
95
11 5
A2
12
EC
10 11
JG
JO
85150
11 12
34 35 53 52 42
30 29
JF1-JF2
19 31
A1
A B
14 13
JO
26 25
O1
17 16 10 23 22 27
JK
JINV
28 36 25
12
11
10
12
BA
JSV
10 11 21 22 34
21 24 1 15 30 35 36 18 29
JQA
19 20 32
33 6
JECCM
JECCF
JF1
29
K1
30
+B
VI
GG
L IG S
SI
GG
J
2
c13 ent m77
48
MAY 2006
Assembly
Sk gen C13_77
AC
BAT
+ BAT
Sk_Quadro Di Bordo C13_77
95
J2
12 12
12 12
JH
11 11
11 11
JE
10 10
10 10
J1
JQA
QP
30
JC 1
J4 1
2
2
JH
JE
4
4
10
8
8
7
7
50
6
6
9
9
AQ
CA
15 29 14
JH
10
AS
JE
15
30
L-
L+
0 0 0 1
X100
13
40 36 39 14 15 16 13
40 36 39 14 15 16 13
P1
10
20
CG
50
30
5
5
40
SA
10 11
10 11
JC 33
J4 33
TA
J2
34
34
32
32
MO
JD
9
1
12 11 10 9
J3
28
44 27 41 26 25 21 42 22 43 23 45 46 47
44 27 41 26 25 21 42 22 43 23 45 46 47
MS
SS
SIFA
SAC
17 18
EDC
SATA
SBPO
27 23 21
16 25 26
19 18 30 38 12 35 31
19 18 30 38 12 35 31
10 19 15 13
SCP
SBLA
5
SP
SIFC
SIFO
SIFB
16 12 11 14
SSV
17 24 20 19 22 18
3 17 20 24 28 29 37
3 17 20 24 28 29 37
JC
J4
20 24
JE
JD
MAY 2006
c13 ent m77
Main analog instrument panel
49
AC
BAT
+ BAT
J2
12 12
12 12
JH
11 11
JE
10 10
11 11
10 10
J1
JQA
QP
1
1
30
JC
J4
2
2
8
8
4
4
7
7
50
6
6
J2
9
9
AQ
CA
15 29 14
15
30
L-
L+
0 0 0 1
X100
J3
13
40 36 39 14 15 16 13
40 36 39 14 15 16 13
P1
10
20
CG
50
30
5
5
4
3
JC 34
J4 34
40
3
4
TA
5
6
10 11 12
MO
JE
AS
JD
MS
9
1
CS
10
L-
SAC
L+
20
SS
SIFA
3
0 0 0 1
X100
CG
17 18
12 11 10
40
EDC
SATA
SBPO
JH
50
30
SA
10 19 15 13
SCP
9
SBLA
8
SIFO
SP
SIFB
SIFC
JD
MS
SSV
3
P2
16 12 11 14
JD
8 10 19 15 13
20 24
SA
3 17 18
QS
5 16 12 11 14
20 23
* See main indicator and

control panel wiring diagram
Sk_Quadro Sec C13_77
c13 ent m77
95
50
MAY 2006
Secondary analog instrument panel
J4
JB
HOURS
electronic
RPMx100
33
34
Connections
32
Identifying numbering
on each wire
START
OFF ON
bar
19
23
20
24
19
15
16
28
11
12
18
22
18
14
10
31
21
29
17
13
35 30 17
JD connector integrated in the rear

part of the indications and alarms module
37 20
3
8
12
1 meter long
wire harness
13
oF
oC
MAY 2006
c13 ent m77
51
Wiring of a specific personalised instrument board
Sk Strum person C13_77
52
c13 ent m77
MAY 2006
Wiring of the double personalised instrument board (main and secondary board)
oC
bar
oF
electronic
RPMx100
MAIN PANEL
HOURS
OFF ON
START
J4
JB
13
33
34
32
12
11
10
16
15
14
13
20
19
18
17
24
23
22
21
37 20
28
19
18
31
29
35 30 17
12
oC
bar
oF
electronic
RPMx100
SECONDARY PANEL
HOURS
J4
JB
33
13
12
11
10
16
15
14
13
20
19
18
17
24
23
22
21
32
Wiring prepared in a length of 1 m
Sk Strum pers 1+2C13_77
AC2
Two-engines
installation
IE1
30
50
MM
10
GG2
B+
B+
GG 1
50
MM
30
87
85
86
RL
30
BAT +
BAT
AC2
+
AC1
-
-
-
-
-

+ BAT
BAT
30
50
MM
GG1
B+
1
AC1: Main Battery

AC2: Battery for auxiliary services
IE1: Engine 1 electrical system
IE2: Engine 2 electrical system
RL: Relay 50A max.
*: Electrical power supply for services
Key:
BAT
AC1
95
95
10
JO
40
+ BAT
21
95
Single engine
installation
40
40
4
4
IE2
95
Sk_Accum_Servizi C13_77
95
MAY 2006
c13 ent m77
Supplementary services battery recharge
53
10
95
40
54
c13 ent m77
MAY 2006
MAY 2006
c13 ent m77
55
21. APPENDIX
Page

LUBRICATING OIL TRANSFER MODULE
56

PRE-LUBRICATION AND OIL

TRANSFER MODULE
56
STARTING AID
57
56
c13 ent m77
LUBRICATING OIL TRANSFER MODULE
MAY 2006
PRE-LUBRICATION AND OIL TRANSFER

MODULE
Figure 1
Figure 2
#(!2'%
#(!2'%
%6
/&&
$)3#(!2'%
$)3#(!2'%
04_036_C
04_037_C
1. Oil intake/exhaust control. 2. Switching solenoid valve control.
1. Oil intake/exhaust control.
Lubricating oil transfer operations are simplified by the

presence of an electrical control system connected to the JG
connector of the interface wiring harness. Manual control for
transfer operations is positioned on the front panel unit. For
safety reasons, control is enabled only with the key switch in
the OFF position
%6
/.
The module is connected to the JG connector of the

interface wiring harness.
The task of pre-lubricating the engines internal components
is managed and controlled by the electronic circuit of the
module when the key switch is placed in ON position. The
operation can also be conducted by acting manually, with
the key switch in the OFF position, only on the oil intake/
exhaust push-button positioned on the unit. If the pushbutton is placed for a few seconds in the DISCHARGE
position, the filters and the internal engine ducts will be
filled.
Lubricating oil transfer sequence:
1. Place the EV-OFF/ EV-ON (2) switch in the EV-ON
position, thus energizing the switching solenoid valve
to place the emptying/filling junction in communication
with the electrical pump and with the oil sump.
2. Use the CHARGE/DISCHARGE (1) push-button to
complete the desired operation.
3. Place the EV-OFF/ EV-ON switch back to the EV-OFF
Figure 3
2
80836
1. One way valve - 2. Switching solenoid valve (EC) 3. Electrical pump (PO).
MAY 2006
STARTING AID
(not available at the moment)
Figure 4
1
05_061_C
1. Specific junction pipe - 2. Electrical grid heater 3. Power relay.
When the engine is to be used at temperatures lower than 15 C, an electrical grid heater is installed, (PH). Its operation
is controlled by the electronic unit of the injection system.
The element will be placed between the turbocharger and
the air-water heater exchanger (after-cooler), replacing the
terminal part of the intake duct. Connection to the electrical
wiring provided is achieved interposing a specific relay (GH)
and connection to the power supply grid, (see Chapter 24)
For use at temperatures lower than -25 C, adoption of an
auxiliary preheating system is recommended.
c13 ent m77
57
58
c13 ent m77
Update notes
MAY 2006
IVECO S.p.A.
PowerTrain
Viale DellIndustria, 15/17
20010 Pregnana Milanese - MI - (Italy)
Tel. +39 02 93.51.01 - Fax +39 02 93.59.00.29
www.ivecomotors.com

Instalacion Directive c13

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CURSOR

C13 ENT M77

MAY 2006 EDITION

c13 ent m77

Commercial code, serial number and indications shown

Publication IVECO MOTORS edited by:

c13 ent m77

2. ENGINE PARTS AND COMPONENTS

4. GENERAL INSTALLATION CRITERIA

9. MAIN ANALOG INSTRUMENT PANEL

10. SECONDARY ANALOG INSTRUMENT PANEL 30

12. CUSTOMIZED INSTRUMENT PANEL

13. SENSORS FOR DETECTION

16. FIRST ENGINE START

17. EDC ANOMALIES INDICATION

18. UNDERWAY CHECKS

19. PREPARING THE ENGINE

c13 ent m77

1. WARNINGS AND CAUTIONS

o Do not connect any extraneous user device to the

Failure to comply with the instructions that follow shall

o Do not subject electronic units to temperatures exceeding 80C.

For personnel safety

o Drain the cooling, lubrication and fuel lines only after

o Do not paint electrical components and their connections.

Tests and tuning up

o Never disconnect the batteries when the engine is running.

o To avoid any interference, the wiring harnesses of the

o Ensure that the battery terminals comply with the exact

o Remove the electrical connections from the batteries

o Do not connect or disconnect electrical connections

Long engine inactivity periods

c13 ent m77

c13 ent m77

2. ENGINE PARTS AND COMPONENTS

c13 ent m77

c13 ent m77

The figure shows the set of components of an installation,

c13 ent m77

4. GENERAL INSTALLATION CRITERIA

Electric - electronic equipment

The engine must be located in such a way as to allow filling

Provide a suitable arrangement of the relay box, and of the

Engine installations to which the inverter is directly coupled

NOTE: Information about optional equipment are described

o C13 ENT M77 for commercial use

Combustion and ventilation air

Sea water line

Exhaust gas discharge

(1) The EDC engine electronic control is programmed to

c13 ent m77

Engine intake and ventilation air when underway

Engine air intake flow rate

Static vacuum allowed in the engine room

Temperature allowed in the engine room

Maximum engine room temperature exceed outside temperature

Exhaust gas discharge

Temperature at maximum power (turbocharger inlet)

Flow rate at maximum power

Transfer pump delivery at maximum rpm

Fuel temperature to allow maximum power

Inner diameter, intake pipe

Inner diameter, return pipe

Thread on pre-filter junctions