Iveco N60 ENT M37 Operating instructions

NEF ENGINE
N60 ENT M37
TECHNICAL AND REPAIR
MANUAL
TECHNOLOGICAL EXCELLENCE

FOREWORD
We strongly recommend that you carefully read the indica-
tions contained in this document: compliance with them pro-
tects the engine against irregular operation and assures its
reliability, safeguarding sea-going and maintenance personnel
against accident hazards.
The indications contained in this document pertain to the
N60 NT M37 marine engine and complement the IV CO
MOTORS publication “of Marine Diesel ngines Installation
Handbook”, the reader should refer to for anything that is
not explained herein.
Technical engineers and fitters are required to comply with
safety regulations on work. They have to implement and
adopt the device foreseen for individual personal safeguard
while carrying out maintenance or checks.
Safety rules are reminded in Section 9 of present publication.
Regulations on handling engine are reminded at the end of
Section 6 of present publication.
In order to start engine, strictly follow the procedure stated
at the end of Section 5 of present publication.
To get the best possible performance out of the engine, it is
mandatory to conform with its intended mission profile.The
engine must not be used for purposes other than those stat-
ed by the manufacturer.
IV CO MOTORS is available beforehand to examine
requirements for special installations, if any.
In particular
❏Use of unsuitable fuels and oils may compromise the
engine’s regular operation, reducing its performance, reli-
ability and working life.
❏xclusive use of IV CO Original Parts is a necessary
condition to maintain the engine in its original integrity.
❏Any tampering, modifications, or use of non-original
parts may jeopardize the safety of service personnel and
boat users.
To obtain spare 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 characteris-
tics that are current as of the publication date.
IV CO 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 IV CO MOTORS Technical
Assistance Network is always at the Customer’s side with its
competence and professionalism.
N60 NT M37
II APRIL 2004
Publication IV CO MOTORS edited by:
IV CO PowerTrain
Advertising & Promotion
Pregnana Milanese (MI)
www.ivecomotors.com
Printed P3D32N001 E - April 2004 dition

SECTION CONTENTS
Section Page
1. OV RVI W 5
2. T CHNICAL DATA 53
3. L CTRICAL QUIPM NT 61
4. DIAGNOSTICS 91
5. MAINT NANC 117
6. S RVICING OP RATIONS
ON INSTALL D NGIN 123
7. TOOLS 139
8. OV RHAUL 147
9. SAF TY PR SCRIPTIONS 189
N60 NT M37 III APRIL 2004
Indications for consultation
Sections 1-2-3 are intended for sales personnel, to provide
them with exact knowledge of the product’s characteristics
and enable them to meet Customer’s demands with preci-
sion, as well ad for yard personnel, to help them design and
complete a correct installation.
Remainders sections are meant for personnel tasked with
conducting ordinary and extraordinary maintenance; with an
attentive consultation of the chapter devoted to diagnosing,
they will also be able to provide an effective technical assis-
tance service.

N60 NT M37
IV APRIL 2004

SECTION 1
OVERVIEW
Page
ID NTIFYING DATA 7
COMM RCIAL COD 8
PRODUCT MOD L NUMB R 9
NGIN PARTS AND COMPON NTS 10
NGIN ARCHIT CTUR 12
Crankcase 12
Crankshaft 13
Connecting Rods 13
Pistons 14
Timing system driving gear 14
Cylinder head 16
Valves and valve seatings 17
Ancillary machine members drive 17
COMBUSTION AIR INTAK
AND XHAUST SYST M 18
Comburent air filter 19
Turbocompressor 19
Air / seawater heat exchanger 19
COOLING FR SH WAT R CLOS D-LOOP 20
xhaust manifold cooling 21
Thermostatic valve 22
Water pump 22
Additional expansion tank 22
S A WAT R OP N COOLING LOOP 23
Sea water Pump 24
Sea water/coolant heat exchanger 24
NGIN OIL LUBRICATION LOOP 25
Gear Pump 26
Filter bracket 26
Oil vapour recirculation 26
FU L LIN 27
Fuel supply system scheme 28
N60 NT M37OVERVIEW 1.5 APRIL 2004

Page Page
Fuel Pre-filter 29
Fuel filter 30
Pump assembly 31
Low pressure feed pump 32
Pressure control solenoid valve 34
Low pressure limiter valve 34
Pressure control with engine at maximum rating 35
Pressure control with engine at minimum rating 36
High pressure pump 37
Rail and high pressure piping 39
Two stage overpressure valve 39
lectro-injectors 40
Pressurization valve of the electro-injector backflow 42
DC 7 SYST M L CTRONIC
AND L CTRIC MAIN COMPON NTS 43
DC 7 lectronic Central Unit 44
Air pressure / temperature sensor 44
Atmospheric pressure sensor 44
Oil pressure / temperature sensor 45
Crankshaft sensor 45
Camshaft sensor 46
Coolant temperature sensor 46
Fuel temperature sensor 47
Fuel pressure sensor 47
Pressure control solenoid 48
Throttle lever position 48
SYST M FUNCTIONS 49
Run up 49
Starting 49
Metering and fuel injection 49
Injection advance management 49
Pre-injection 50
Injection pressure modulation 50
Idling adjusting 50
Selfdiagnosis 50
DC indicator light 50
Fuel Heating 50
Linearization of the acceleration gradient 50
Balance of the cylinder torque delivery 50
Rotation speed control 50
Top speed limitation 50
Cut off 50
De rating 50
Recovery 51
After run 51
N60 NT M37 OVERVIEW
1.6 APRIL 2004

IDENTIFYING DATA (to december 2003)
N60 NT M37OVERVIEW 1.7 APRIL 2004
IDENTIFYING DATA (from january 2004)
04_004_N
04_007_N
➠
➠
1
2
Viale dell'Industria, 15/17 - 20010 Pregnana Mil.se MI - ITALY
E GI E TYPE
E GI E DWG
E GI E S/
COMMERC. TYPE / VERSIO
POWER SET CODE
HOMOLOGATIO °
E GI E FAMILY
POWER (KW)
A D SPEED (RPM)
YEAR OF BUILD
S. p. A.
04_002_N
Figure 2
Figure 3
Figure 1

COMMERCIAL CODE
N60 NT M37 OVERVIEW
1.8 APRIL 2004
The purpose of the commercial code is to make it easier to understand the characteristics of the product, categorizing the
engines according to their family, origins and intended application.The commercial code, therefore, cannot be used for technical
purposes to recognize the engine’s components, this purpose is served by the “ NGIN S/N”.
N60 E N T M 37 . 1 0
NGIN FAMILY ID NTIFI R: N = N F
DISPLAC M NT: 60 = 6000 cc NOMINAL
FU L SUPPLY: = L CTRONIC INJ CTION
BAS : N = NON STRUCTURAL
AIR INTAK : T = INT RCOOL D SUP RCHARG D
APPLICATION: M = MARIN
MAXIMUM P RFORMANC L V L ACHI VABL
37 = 370 HP
V RSION:
TURBOCHARG D:
1= COOL D
2= NOT COOL D
V RSION

PRODUCT MODEL NUMBER
N60 NT M37OVERVIEW 1.9 APRIL 2004
The model number is assigned by the manufacturer; it is used to identify the main characteristics of the engine, and to charac-
terize its application and power output level. It is stamped on a side of crank-case.
F 4 A E 0 6 8 6 B *E 1 0 3
NGIN FAMILY ID NTIFI R
D SIGN IT RATION
NGIN
NO. OF STROK S AND CYLIND R DISPOSITION (0 = 4 STROK S,V RTICAL)
NO. OF CYLIND RS
FU L + INJ CTION (8 = DI S L,TCA, DIR CT INJ CTION)
INT ND D US (6 = MARIN )
POW R RANG :
B = MAXIMUM POW R 370 HP
= MISSION FOR
MARIN APPLICATION
VARIANTS TO
BASIC NGIN

ENGINE PARTS AND COMPONENTS
N60 NT M37 OVERVIEW
1.10 APRIL 2004
Figure 4
1. ngine coolant discharge cap - 2. lectric starter motor - 3.Tube bundle engine coolant/sea water heat exchanger -
4. Location of sacrificial anode - 5. Cooled exhaust manifold - 6. xhaust gas and sea water discharge pipeline -
7. Cap for engine coolant outlet to sanitary water heating system - 8. Lifting eyebolts - 9. Rocker arm cover - 10. Oil refill cap
- 11. Coolant refill cap - 12. Location of thermostatic valve - 13. ngine coolant tank - 14. Auxiliary belt automatic tensioner -
15. Alternator - 16. Cap for engine coolant discharge and recirculation from sanitary water heating system - 17. Oil filter.
17
16
2
3
4
5
6910 11
8
12
13
15 14
1
04_006_N
7

ENGINE PARTS AND COMPONENTS
N60 NT M37OVERVIEW 1.11 APRIL 2004
Figure 5
1. Combustion air filter - 2. Common rail high pressure injection pump -3. Fuel filter - 4. Sea water pump - 5. Sea water inlet -
6.Throttle potentiometer - 7. Sacrificial anode - 8. Oil vapor separator - 9. Combustion air-sea water heat exchanger -
10. Location of sea water discharge cap - 11. Manual lubricating oil extraction pump - 12. Combustion air pressure and
temperature sensor - 13. Oil dipstick - 14. Common rail distributor - 15. Air filter clogging sensor - 16. Cooled turbocharger -
17. Sea water junction pipe from after-cooler to engine coolant/sea water heat exchanger.
1234
9
10
11
12 14 15 16
7
8
13
17
5
6
04_007_N

N F engines are the highest expression of design and engi-
neering efficiency that IV CO MOTORS makes available on
the market place. ngines highly innovative designed to be
able to comply now with the regulations on fumes and
acoustic emissions that will be enforced in the near future.
As designed by innovative techniques and manufactured by
advanced working processes,they are the result of hundred
years of design and engineering tradition as well as of an
important international cooperation.
The excellent performance of N F engines originates from
induction and exhaust ducts of new design where, by
improving the gas exchange phases, the intaken air turbo-
lence is improved, thus enabling the complete exploitation of
the new injection system capacity.
The new criteria chosen in defining the parameters setting
the combustion conditions, metering and injection, optimized
instant by instant, enable to obtain new balance between
high performance and consumption reduction. N F engines
can be rigged by a mechanical pump or by a total electronic
controlled “Common Rail” fuel supply system.
very technical solution has been accurately devised so as to
assure qualitative product perfection.The configuration istself
of the engine has been designed in such a way so as to facil-
itate access to each individual part and thus reducing main-
tenance time.
The cylinder head fitted with four valves per cylinder, rear
timing control, new design connecting rods and aluminum-
nickel pistons are components of an engine fitted with 40%
less elements of an engine of equivalent performance.
Moreover within the crankcase, made in cast iron, coolant
circulation grooves, ducts for lubrication loop for the various
machine members and the seating for push rod bushings
have been grooved in. The backing plate (6) applied to the
lower part, makes the crankcase stiffer and improves stress
strength.
N60 NT M37 OVERVIEW
1.12 APRIL 2004
Crankcase
Figure 6
04_011_N
7
1
3
6
5
4
2
1. Reconditionable integral cylinder barrels - 2. Water pump seating - 3. camshaft bushing seating - 4. Oil pump seating -
5. Main bearings - 6. Crankcase backing plate - 7. Oil cooler (water/oil) seating.
ENGINE ARCHITECTURE

The crankshaft is made in steel hardened by induction and
rests on seven mountings; inside the hollow shaft are the
ducts for the lubrication oil circulation.
On the front tang, the oil pump driving gear, the phonic
wheel, the flywheel connecting hub and the driving pulley of
the ancillary components are keyed on.
On the rear tang the camshaft driving gear and the coupling
flange to the engine flywheel are keyed on.
The bench half bearing are in cast babbitt lining steel and the
6th is fitted with a shoulder ring to contain the end play of
the driving shaft.
Details 1 and 2 in figure,assembled by negative allowance on
the rear tang are not replaceable.The front and rear retain-
ing rings are slide type with radial seal and require special fix-
tures to assemble and disassemble them.
Connecting Rods
They are made in steel, manufactured by pressing with small
end oblique edged and cap separation obtained by fracture
splitting technique.
The connecting rod half bearings are cast babbitt lining steel.
very connecting rod is marked on the body and on the cap
by a number that identifies their coupling and the cylinder
into where has to be assembled; moreover onto the body a
letter has been impressed stating its weight class.
In the case a replacement is necessary, only one type of con-
necting rod is available as spare part of an intermediate class
weight that can be used to replace anyone else. The con-
necting rods still efficient therefore, do not need to be
replaced even if they are of a different class weight.
N60 NT M37OVERVIEW 1.13 APRIL 2004
Figure 7
Crankshaft
1.Timing system driving gear - 2. Flywheel connecting hub - 3. Oil pump driving gear.
04_012_N
3
1
2
04_013_N
Figure 8

Pistons
The pistons integrate the high swirl combustion chamber;
the annular chambers inside the junk ring enable an effective
heat elimination obtained by circulating the lubrication oil
delivered by the spray nozzles mounted on the
crankcase.On the piston skirt the are three seatings for the
retaining rings; the first one of these is obtained by a special
trapezoidal section cast iron insert.
The piston rings have different functions and different geom-
etry.
-1
st piston ring with trapezoidal section and ceramic
chrome plating.
-2
nd piston ring with a torsional conical rectangular seal.
-3
rd piston ring with double oil scraper with internal
spring.
Timing system driving gear
Timing system driving gear machine members are push rods
and rockers type, with a camshaft that is located in the
crankcase and set into rotation directly by the crankshaft.
1. Positioning reference - 2. Crankshaft - 3. Camshaft.
The figure illustrates the position that the toothed wheel has
to have to set the correct timing strokes.
N60 NT M37 OVERVIEW
1.14 APRIL 2004
Figure 9 Figure 10
04_014_N
04_015_N
Figure 11
04_021_N
1
2
3

The timing camshaft rests on seven mountings; the mounting
points at front and rear end, are fitted with cast babbitt lin-
ing steel bushings, assembled by negative allowance.
The timing camshaft is set into rotation by the crankshaft
with direct coupling to straight toothed wheel.The toothed
wheel keyed on the timing camshaft has 6+1 slots for
camshaft sensors (11) enabling the generation of the electric
signals needed for the engine control system.
N60 NT M37OVERVIEW 1.15 APRIL 2004
1. Spindle - 2. Rocker - 3. Adjuster screw - 4. Rod - 5. Bridge - 6. Cotters - 7. Cup - 8. Spring - 9.Tappet - 10. Camshaft -
11. Holes for camshaft sensor.
Figure 12
04_016_N
11
2
6
8
10
35
1
4
7
9

The cylinder head is monolithic and is made in cast iron; it
houses the slots for the following:
❏Valves, with seats and elements inserted.
❏Thermostatic valve.
❏lectro-injectors.
❏Fuel delivery filling pipe to the electro-injectors.
Inside the cylinder head the duct for the fuel recovery not
used by electro-injectors has been machined.
To the cylinder head are coupled:
❏xhaust manifold.
❏Induction manifold.
On the top part of the head the chassis, to which are fastned
the connectors of the wiring harness for the control of elec-
tro-injectors, has been secured.
N60 NT M37 OVERVIEW
1.16 APRIL 2004
Cylinder head
Figure 13
1. lectro-injector - 2. lectro-injector electric connection terminal - 3.Thermostat valve - 4. Induction manifold - 5. Fuel filling
pipe to the injector - 6. Cylinder head - 7. Chassis bracket for injectors electric outfit - 8. lectric connector - 9. lectro-
injector wiring harness - 10. Cotters, cup and spring.
04_018_N
1
2
3
5
6
7
10 89
4

Valves and valve seatings
1. Induction valves - 2. xhaust valves - 3. Inserted element -
A. Induction side - S. xhaust side.
Valves seating, obtained in the cylinder head, have elements
inserted with 45° taper ratio for the exhaust valve and 60°
taper ratio for the induction valves.
Ancillary machine members drive
1. Crankshaft - 2. ngine coolant pump pulley - 3. Stationary
guide pulley - 4. Alternator pulley - 5. Spring tightner - 6.
Stationary guide pulley.
Motion to ancillary machine members is transmitted by a
Poly - V belt put under tension by a gauged spring (5).
Stationary guide pulley (3) is located between the alternator
pulley and the engine coolant pump pulley in order to pro-
vide an adequate contact surface on the latter.
N60 NT M37OVERVIEW 1.17 APRIL 2004
Figure 14 Figure 15
04_019_N
1
2
3
S
A
4
56
1
2
3
04_023_N

Supercharging feeding air, intaken through the filter, before
reaching cylinders, runs through the heat exchanger with sea
water, thus reducing its temperature, in order to favour a
higher engine volumetric efficiency.
Pressure and air temperature sensor located on the induc-
tion manifold, provides to CU of the DC system the infor-
mation enabling a fuel metering adequate to the density of
the intaken comburent air and an optimum management of
the injection advance.
The exhaust gas flow into the exhaust terminal and, where
foreseen (riser), mixed seawater to be expelled.
N60 NT M37 OVERVIEW
1.18 APRIL 2004
1. Air filter - 2.Turbocompressor - 3. xhaust gas inlet in turbine - 4. Heat exchanger air/sea water -
5. Seawater outlet pipe from the exchangers - 6. xhaust terminal (riser).
ngine coolant Cold air inlet xhaust gas Sea water
04_025_N
Figure 16
1
2
6
4
3
5
COMBUSTION AIR INTAKE AND EXHAUST SYSTEM

Comburent air filter
1. Filter clogging sensor.
Turbocompressor
1. Coolant inlet.
The engine is turbosupercharged by a fixed geometry tur-
bine and without waste-gate control.
Turbine is cooled by the coolant circulation from the
crankcase.
The compressor-turbine spindle rotates on brass bearings
lubricated by pressure lubrication, directly by-passed from
the oil filter.
Air / seawater heat exchanger
1. Sea water outlet - 2. Sacrificial anode (Zinc) - 3. Sea
water inlet - 4. comburent air inlet - 5. Comburent air
outlet - 6. Condensate drainage hole.
The flow of water coming from the sea water pump goes
through the tube bundle (3) and, by going through it, absorbs
some of the heat of the overheated air of the turbosuper-
charge, passing through the exchanger coming from the tur-
bocompressor (4).
The outlet water (1) is conveyed towards the heat exchang-
er fresh water/sea water, while the turbosupercharged air,
cooled down, reaches the induction manifold (5) and from
there reaches the cylinders.
Through hole (6) the air humidity condensated in water is
expelled.
N60 NT M37OVERVIEW 1.19 APRIL 2004
Figure 17
Figure 18
04_024_N
Figure 19
04_027_N
04_026_N
1 5
4
3
1
1
2
6

The centrifugal pump (1) set into rotation by the crankshaft
by means of the poli-V belt, intakes the coolant and sends it
inside the crankcase to lap on the the areas of the thermic
exchange of the cylinders and afterwards to the engine head
from which comes out through the thermostatic valve (2).
The liquid is made to return to the pump until it reaches the
setting temperature of the valve; once this temperature has
been reached it is deviated proportionally to the tempera-
ture reached, towards the coolant/seawater heat exchanger
(5). Some goes back to the pump, other reaches the heat
exchanger where yields heat to the sea water to re-enter
then to the inlet of the pump. The coolant, before going
through the crankcase, cools down the engine oil that goes
through its own heat exchanger (4). Some of this oil comes
out from the rear branchpipe to lap on the turbine and cools
down the volute (7) and goes through the exhaust manifold
cavity, in order to reduce its temperature as it is foreseen by
the nautical regulations; this part of the liquid flows then into
the branch pipe intake of the centrifugal pump
N60 NT M37 OVERVIEW
1.20 APRIL 2004
1. Coolant pump - 2.Thermostatic valve - 3. Pump intake flow - 4. Oil / coolant heat exchanger - 5. Coolant / sea water heat
exchanger - 6.To exhaust manifold cooling - 7.Turbocompressor.
Hot engine coolant Cold engine coolant Sea water
04_028_N
Figure 20
4
3
1
2
5 6 7
COOLING FRESH WATER CLOSED-LOOP