2023-0292 Eig N40 Marine

N40ENTM25.
12
N40ENTM25.30
Engine specification &

Installations guideline
Revision 2.0 March 2023
Contents
1 Engine characteristics.................................................................. 3
1.1 Main characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Main dimensions and weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Engine Performance Derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4 Cold Startability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 ENGINE MOUNTING .................................................................. 4

2.1 Design Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 System Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.1 N40ENTM25.12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.2 N40ENTM25.30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3 TORSIONAL VIBRATIONS .......................................................... 8

3.1 Installation on the hull . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.2 Axis line alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.3 Check of concentricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.4 Check of parallelism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4 ENGINE DRIVEN ACCESSORIES.............................................. 13

4.1 System Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2 Design Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5 ENGINE ROOM VENTILATION .................................................. 14

5.1 Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6 AIR INTAKE SYSTEM ............................................................... 17
7 EXHAUST SYSTEM.................................................................. 18
7.1 Dry exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
7.2 Wet exhaust (no for Keel cooling application) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8 COOLING SYSTEM .................................................................. 26

8.2 Primary circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
8.3 Secondary circuit (sea water) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
9 LUBRICATION SYSTEM............................................................ 37
9.1 Lubricant characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
9.2.1 Lubricating Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
9.3 Oil quantity and level dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
9.4 Oil pressure map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
10 Fuel system............................................................................ 39
10.1 Fuel circuit - common rail system schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
10.2 Fuel Pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
10.3 Fuel Tank and suction strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
10.3.1 Design Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
10.4 Engine-reservoir pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
10.5 Fuel filter, pre-filter and heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
10.5.1 System Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
10.6 Filtration requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
10.6.1 Pre-filter standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
10.6.2 Main filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
10.7 Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
10.7.1 System Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
11 ELECTRIC AND ELECTRONICS .............................................. 47

11.1 Electronic system specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
11.2 EDC Electric connection to vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
11.2.1 Engine control system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
11.2.2 Relay box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
11.3 CAN Communication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
11.3.1 Standard CAN lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
11.3.2 CAN interface and functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
11.4 System functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.1 Self - Diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.2 Timing recognition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.3 Injection control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.4 Close-loop controls for injection pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.5 Pilot and main injection spark advance control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.6 Idle speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.7 Maximum speed limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.8 Cut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
11.4.9 Smoke control upon acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.4.10 Fuel temperature control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.4.11 After - Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5 System functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.1 Self - Diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.2 Engine pre-heating resistance check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.3 Timing recognition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.4 Injection control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.5 Close-loop controls for injection pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.6 Pilot and main injection spark advance control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.7 Idle speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.8 Maximum speed limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.5.9 Cut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.5.10 Smoke control upon acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.5.11 Fuel temperature control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.5.12 After - Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.6 Electrical Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.6.1 Throttle lever position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
11.6.2 Water presence in the pre-filter sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
11.6.3 Connector JD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
11.6.4 JD connector circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
11.6.5 SENSORS FOR DETECTION AND PANEL SIGNALING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
11.6.6 PREPARING THE ENGINE FOR FIRST START-UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
11.6.7 TESTS BEFORE THE FIRST START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
11.6.8 Fuel tank suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
11.6.9 PREPARING THE ENGINE FOR LONG IDLE PERIODS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
11.7 Electrical power equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
11.8 Additional storage battery for services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
11.9 Functional block diagram for storage battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
11.10 Functional block diagram for storage battery with battery cut-of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
11.11 Battery recharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
11.12 Engine electrical ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
12 Keel Cooling ........................................................................... 73
13 LOOSE PARTS....................................................................... 79
14 MAINTENANCE...................................................................... 82
14.1 Main Maintenance Intervals (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Engine specification & Installations guideline 1
REVISION HISTORY
FPT Internal document reference
Version Date Modification Description
1.0 09/2022 First document release
Document updating
Page Modification Description Date
— — —
All Rights Reserved EIG_N40_MARINE

FPT Confidential and Proprietary Revision 2.0 March 2023
Controlled copy is located on fptindustrial.com
2 Engine specification & Installations guideline
INTRODUCTION
I. DOCUMENT SCOPE
The overall scope of this document is to share technical and functional information between FPT and Customer to:
• supply the Customer with engine sub-system data and specifications
• guide Customer with FPT recommendations for a correct engine installation
• share the engine performance and functional targets.
The document is specifically edited for each engine and application type and it is updated according with application
development progress (quality gates).
II. DOCUMENT STRUCTURE

The document is organized in tree sections:
A. Engine Characteristics (1)
B. Engine Sub Systems Specifications (2 to N° 9)
C. Engine Maintenance (12)
Each Sub System chapter is composed by two parts:

1. System Specification - specifications and targets for a correct application design;
2. Design Recommendation - recommendations and guidelines to guide Customer in the engine integration on its
application
III. RELATIONSHIP WITH OTHER FPT DOCUMENTATION
The engine installation specifications, target and application integration data present in this document, will be
verified on Customer Prototype and reported by FPT according the “Customer Application Checklists“ document.
The document is involved in the information sharing between FPT and the Customer during the whole Engine Inte-
gration Process.
All data is subject to change without notice.
EIG_N40_MARINE All Rights Reserved

Revision 2.0 March 2023 FPT Confidential and Proprietary
1 - Engine characteristics
1.1 Main characteristics
SEE DATA SHEET
1.2 Main dimensions and weight
SEE DATA SHEET
1.3 Engine Performance Derating

Nominal torque curve is corrected according ECU strategies.
Derating strategies to be finalized by FPT.
1.4 Cold Startability

A pre-heating time is the time required by the startingaid devices to reach the required temperature before the engine
is cranked.
Cold start strategy to be finalized with FPT.
Fuel suitability for cold weather operations is necessary to ensure low pressure circuit & filtering system functionality.
CFPP degree (Cold Filter Plugging Point) Diesel fuel characteristic, defined according EN590 standards, has to be
coherent with the prevailing geographical and climatic conditions.
Recommended fuel heater and winter oil for ambient temperature < - 15 °C .
SEE DATA SHEET

2 - ENGINE MOUNTING
2.1 Design Recommendations
Several mounting possibilities are foreseen: 4 - point.
Both torque and suspension reaction have to be considered.
All engine movements during working have to be limited in order to avoid all possibilities of hard stops against frame
or other elements.
for N40
4 fixation point (2 on front and 2 on rear)
2.2 System Specifications

2.2.1 N40ENTM25.12
EPOS_N402512 1
Possible mounting points location
Table 1
RIF. NAME COMBINATIONS

F Front mount 4 fixation point (2 on front and 2 on rear)

Table 2
System Specifications
X [mm]
Center of gravity Y [mm]
Z [mm]
Ix kgm²] SEE
Principal moments of inertia Iv [kgm²] Datasheet
Iz [kgm²]
The images above and below represent the N40 configurations; their purpose is only to provide guidance on what to
consider during the mounting.
N402512_1 2
Location of reference axis of the engine
NOTE: Reference point (intersection between crankshaft axle and first cylinder axle)

2.2.2 N40ENTM25.30
EPOS_N402530 3
Possible mounting points location
Table 3
RIF. NAME COMBINATIONS

F Front mount 4 fixation point (2 on front and 2 on rear)
Table 4
X [mm]
Center of gravity Y [mm]
Z [mm]
Ix kgm²] SEE
Principal moments of inertia Iv [kgm²] Datasheet
Iz [kgm²]
The images above and below represent the N40 configurations; their purpose is only to provide guidance on what to
consider during the mounting.

N402530_1 4
Location of reference axis of the engine
NOTE: Reference point (intersection between crankshaft axle and first cylinder axle)

3 - TORSIONAL VIBRATIONS
The torsional vibrations usually are not perceived as they do not always come out in the form of noise, anyway they
are not less dangerous. They regard those systems made up of shafts and rotating masses with big inertia and can
arise when these systems undergo a pulsating twisting moment or anyway variable at regular intervals.
In a boat installation torsional vibrations could came from:

• Engine not irregular delivered torque,
• Shaft line
• Propeller
• Additional power take offs that can compromise the torsional balance of the involved parts.
Torsional vibrations consist in flexible angle oscillations of a general section of the system compared to a reference
section and overlap with the normal rotating movement.
As for linear vibrations, also with the torsional ones, when the frequency is close to or coincides with the system
frequency, there is resonance. The resulting effect is an additional torsional stress compared to the regular drive
stress, with the possibility of exceeding the stability limits and the resulting breaks due to torsion.
At design stage it is necessary to analyze the risks deriving from the critical speeds in order to foresee the required
remedies (snap joints, variation of shaft diameter, balancing of rotating masses, etc.).
In order to carry out a vibration analysis the following input data should be available:
The analyses of the torsional vibrations of the whole application shall be carried out by the builder fitter-out.
• Nominal power of each single component driven by the engine, specifying the way of usage,
• A complete propulsion system layout drawing
• Identification of all flexible couplings installed on the shaft line, polar moment of inertia and stiffening,
• Weight and inertia of each driven component,
• Propeller PD^2 with and without water
• Gearbox ratio, shaft stiffening and inertia
Flexible coupling selection should be confirmed by TVA calculation.
3.1 Installation on the hull

The installation of the gearbox unit on the hull shall be carried out according to the following prescriptions: distribute
the weight of the unit evenly on the boat structures.
The basement shall support the reaction torque and the thrust supplied by the propeller. The basement shall resist
the bumps and the stresses coming from the propeller and the hull during sailing.
Ensure that the engine is not influenced by the hull settling and the resulting effects on the unit-axis line alignment.
The cross and longitudinal rigidity of the basement must be such to prevent the engine unit from having a structural
function.
Foresee basement supports in a position corresponding to those of the engine and such to enable the use of the
fastening bolts.
The support must be such to enable the correct hanging of the unit thus preventing the unit from having a structural
function, except for the engines adopted for this solution.
The basement support height must be compatible with the space occupied by the underlying unit parts and match
with the tilted alignment of the engine axis line.
This tilt must be compatible with the maximum value admitted for the engine to be installed shown in the specific
documentation provided with each engine.

Flexible mounting
It is installed by placing two flexible elements between the engine brackets and the engine support keelson.
The flexible elements are chosen according to the weight resting on them and the level of required dampening.
Take particular care in the choice of the suspensions for the applications on fast boats or their use on fully developed
sea. In some cases special supports are required. If the engine must bear the propeller thrust, the flexible mountings
must be able to resist also to the alternate variations of the vertical load (axial for the support) resulting from the
reaction torque and the thrust actions in the two propeller directions, operating them in radial direction.
Rigid Mounting
This type of engine fixation can be used on work boats (displacement hull) where a lower dampening level of the
vibrations and noise coming from the engine and the reducer is usually accepted
In any case is not recommended on fiber glass hull or in general hull with high flexibility. This configuration has impact
on the noisy and vibration level of the hull. The engine brackets are directly fastened to the hull basement keelson.
If engine and gearbox are rigid coupled and the engine is fixed on flexible mounting also the gearbox must be fixed
with flexible mountings.
Figure 1 illustrates an example of the flexible support adjustable in height, supplied upon request by FPT for some
applications and Figure 2 shows an example of installation.
The height adjustment shall be carried out according to the specific instructions provided by each support supplier.
Generally, the installer is reminded that the height adjustment must be a final must be a final alignment operation of
the engine-axis line, for the correct load distribution on the supports, to be completed after the preliminary positioning.
Alignment operation of the engine-axis line, for the correct load distribution on the supports, to be completed after the
preliminary positioning.
1300098 1
Table 1
DESCRIPTION DIMENSION MATERIAL

1 Nut M20 8
2 Spring washer M20 St.37
3 7-1657-M20 M20 lg = 135 8.8
4 18/1657/HAD M20 –
5 Washer DIN 9021 M20, Ø60x4 St.37
6 17/1657/02 – Rubber

N4025_2 2
The engine bracket must be placed as close as possible to the flexible element and never to the threaded stem top,
to prevent dangerous bending caused by horizontal forces.
You can implement the following procedure:

• First adjust value X from 5 to 7mm by operating nuts “B” and “C”.
• Fasten the supports on the engine brackets by tightening nut “A”.
• Place the engine with liquids on the keelson and check if there is clearance below the flexible support.
• If this clearance is below 2mm it can be eliminated by operating nuts “B” and “A”.
• If it is above 2mm it is necessary to insert a plate with the right thickness.
• When the engine is positioned on the boat base frame, before to carry out the alignment you should wait 24 - 48h
in order to wait for the resilient mountings deflection (for FPT mountings refer to the following graph).
• Carry out alignment with the suitable concentricity checks of the axis line, possibly after 1 or 2 days of support
settling.
• Value X shall not be above 10mm; if it is necessary to further lift the engine support, insert some shims between
the flexible support and the keelson.
3.2 Axis line alignment

To prevent the early wear of the drive components and the formation of vibrations, the propeller supporting axis, the
gearbox and the engine shall be aligned correctly, ensuring the flange parallelism and concentricity are within the
values admitted by the inverter and drive manufacturer.
The final alignment shall be carried out after that:

• Engine with liquids it’s loading the resilient mountings at least for 48h and the related deflection is complete. For
FPT mountings deflections see below.
• The boat has been in the water for some days

The hull must be fully laden (full water and fuel reservoirs included) or with corresponding sham load in order to
simulate the possible structural deformations deriving from the load and the floating effect. Also with the correct
alignment, the use of the boat leads to variations in time due to settling which need the check alignment at least once
a year or at every beginning of season.
Engine Flywheel housing data

SAE Spec SAE 3
Number of holes 12
Thread depth for holes 30 mm
holes THD M10 x 1.5
Engine Flywheel data

SAE Spec SAE 3
Number of holes 8
Thread depth for holes 20 mm
holes Thread M10 x 1.5
N4025_3 1

3.3 Check of concentricity
2700702 1
To check concentricity, use a dial gauge fastened on inverter flange with the feeling pin in contact with the flange of
the axis line as illustrated in the Figure.
3.4 Check of parallelism
2700701 1
To check parallelism, use a dial gauge fastened on inverter flange with the feeling pin in contact with the flange of the
axis line as illustrated in the Figure.
To carry out alignment operate the engine supports. When alignment is complete, check that the fastening screws
and bolts are tightened to nominal torque value.
NOTE: For particular installations (e.g. the astern foot, etc.) follow the indications of the specific publications of the
manufacturer.
NOTE: Alignment tolerance shall be within the limit of flexible coupling and gearbox manufacturer. You are reminded
that the shipyard has the whole responsibility for the alignment operations; any FPT responsibility is excluded.

4 - ENGINE DRIVEN ACCESSORIES

SEE DATA SHEET
4.2 Design Recommendations

The inertia of additional engine driven components has to be considered in the belt-load calculation.
Higher load on PTO must be evaluated and approved with FPT.

5 - ENGINE ROOM VENTILATION

The shipyard must ensure an abundant and well distributed ventilation all over the engine. Furthermore should be
always guaranteed that engine room relative pressure is always positive.
On speed boat hulls the ventilation air flow is favored as a results of the “dynamic” effect of the travelling speed; that
inlets on the superstructure sides will covey the air to the low side at the front of the engine room, while the are on the
top of the rear side will discharge the hot air through suitable outlet.
When air flow is not enough, that should be increased by using ventilation fans. The use of fans is necessary, also
for work boat where the air flow related to vessel speed is not significant.
In order to ensure a correct operation and duration of engine, when design the engine room, the designer shall:
• Ensure the correct air flow in the quantity required for the engine combustion,
• Ensure the correct dissipation of heat radiated by the engine and keep the room temperature at acceptable level
(below 45°C)
To carry out the engine room ventilation design, the following data should be considered:
N40 - 250 - Combustion Air Flow

Engine
Engine Family Engine model rating Power classification Combustion air flow (m³/min)
(kW@rpm)
N40 - 250 N40ENTM25 184@2800 A1 13
N40 - 250 N40ENTM25 169@2800 A2 12.4
N40 - 250 N40ENTM25 147@2800 B 11
N40 - 250 N40ENTM25 125@2800 C 10.6
N40 - 250 N40ENTM25 110@2800 C 10.3
N40 - 250 N40ENTM25 74@2800 C 9
N40 - 250 N40ENTM25 63@2800 - 8
N40 - 250 - Heat radiated

Engine rating
Engine Family Engine model Power classification Heat Radiated (kW)
(kW@rpm)
N40 - 250 N40ENTM25 184@2800 A1 13.5
N40 - 250 N40ENTM25 169@2800 A2 12
N40 - 250 N40ENTM25 147@2800 B 11
N40 - 250 N40ENTM25 125@2800 C 10
N40 - 250 N40ENTM25 110@2800 C 9
N40 - 250 N40ENTM25 74@2800 C 7
N40 - 250 N40ENTM25 63@2800 - 6
For a preliminary total air flow evaluation, the following formula could be used:
• Total Air flow AF = 28.7 x kW + CA
Where:
AF = total air flow in m3 /h
kW = total mechanical power installed in engine room in kW
CA = total combustion air for all the engine installed in engine room in m³ /min
General consideration for the engine room layout are:

• the air inlet, to be dimensioned with the right margin, shall be structured to prevent the sea water passage, acci-
dental or not, which is particular dangerous when present in the air of supercharged engines, as the turbochargers
would rapidly be damaged:
• the ducts and the pipes shall put up the least resistance to the air flow. The curves must be wide and their number
the lowers possible. Avoid localized narrowing;

• prevent accidental clogging of air ducts to the engine room (air inlets, pipes, etc.) witch would lead to excessive
depression in the engine room with the obvious consequences for the engines.
The ventilation system, shall be tested during sea trial.
The test shall be carried out with:

– engine room doors closed. Air should flow inside engine room only through designed inlet points,
– boat sailing at maximum speed and the engines at full load and maximum rpm, for a sufficiently log time, in order
to check that the environmental conditions got established.
Table 1
N40 - Heat Radiation Data

Max Air filter temperature T1 (C°) 45
Intercooler outlet/engine inlet temperature T7 (C°) 60
Max Air filter pressure drop (with new air filter) P3 - P1 (mbar) 35
Max Air filter pressure drop (with dirty air filter) P3 - P1 (mbar) 65
In particular cases the environment can be dusty, as on some workboats, it is necessary to fit the engine with an high
efficiency filter (the filter should be in any case designed for marine applications).
In this case the following applications must be considered:

• the maximum inlet air filter restriction shall not exceed 35mbar with new filter and 65mbar with dirty element.
• the connection pipe between the air filter and turbocharger inlet should be suitable for vibration isolations,
• should be possible in any case to apply the right pressure outlet with the suitable clogging downstream of the filter.
1.1 Crankcase Ventilation

Inside the engine, part of the combustion gas leaks out of the cylinders and flows into the lubrication circuits due to
the high pressure; at the same time, the oil produces vapours due to the high temperature.
This gas mixture, generally called blow-by, is exhausted out of the engine because of the engine overpressure. In
FPT marine engines, the blow-by gases are concentrated in calibrated channels before they reach the air filter, to be
suctioned again and taken into combustion. Every model has a device that regulates the flow of re-suctioned blow-by,
separates the liquid components through appropriate separators/filters and leads them to the oil sump.
NOTE: Separators must be periodically changed; thus, easy access to this device should be guaranteed.
Check the correct connection before starting the engine.
N40ENTM25.12, N40ENTM25.30 are equipped with an external blow-by separator (Figure 1 ). it must be replaced
following the maintenance program required on FPT user manual.

N4025_4 1

6 - AIR INTAKE SYSTEM
6298999 1
Generic Air Intake System layout
1. Intercooler (water - air) Air temperature Air Pressure

2. Air filter T1 Ambient P1 Ambient
T2 Filter air intake P3 After air filter
T3 After air filter P7 Intake manifold
T7 Intake manifold
TM Sea water temperature
Table 1
Air Cleaner efficiency

Effective 99.9%
Ingested moisture removal 80%

7 - EXHAUST SYSTEM
COMPENSATION ELEMENTS AFTER TURBO (FLEXIBLE PIPES)
N4025_5 1
7.1 Dry exhaust

Exhaust gases are expelled through pipes; for safety reasons and to avoid heat radiation these pipes should be
fitted with an appropriate thermal insulation made of non-flammable, fuel-proof and lubricant oil-resistant. Insulating
exhaust pipes with thermal lining, not only aims to avoid the vibration caused by the engine and the thrust of the
exhaust gases, but also thermal dilatations due to high temperature. Therefore, it is important to provide flexible
insulation to reduce vibration without hindering dilatation movements.
Engines mounted on flexible supports take special flexible pipes to allow movement between the engines and exhaust
installation.
The exhaust pipeline just after the engine, shall be fitted with a connection of M12 x1.5 or 1/4 GAS that will be used
during Sea trials for recorder of exhaust backpressure. The exhaust pipes placed after the flexible elements must be
fastened with braces to the vessel structure not to lay their weight onto the engine and to avoid shaking and vibrations
that may cause breakings with time.
NOTE: Piping fasten should be done in order to allow thermic expansion due to increasing of temperature. Note that
a pipeline in iron material will be subject to an expansion of 1.1mm/mt every 100°C of temperature increase. For that
reason exhaust flexible fittings should be installed with a pre-expansion of at least 5 mm .
Connection of two more engines on a single exhaust gas line is not allowed. Each engine should have a singol
separate exhaust gas line.
Exhaust gas System Data

N40 250 CV 74 kW 110 kW 125 kW 147 kW 169 kW 184 kW
Max allowed
back hPa 70 70 70 70 70 70
pressure
Max
exhaust gas
temperature °C 388 421 436 458 480 493
(after turbo)
full load
Dry exhaust
kg/hrs 603 756 800 865 962 980
gas flow rate

NOTE: Dry discharge systems, as well as mixers, are

subjected to corrosion and wear and tear caused by the
constitutive material and the circulating fluids. They must
be periodically controlled and the worn out parts must be
changed, if necessary, to guarantee comfort and safety.
2700014 1
7.2 Wet exhaust (no for Keel cooling application)

In the propulsive engine, the exhaust Gas are mixed in a riser with the seawater coming out from the engine.
The weight of the risers must be supported from the engine and marine transmission.
ATTENTION: Do not attempt to carry the weight of the risers from the boat’s overhead or deck structure.
The risers will vibrate with the engine transmission package.
Preventing wave action from forcing water into wet exhaust system Following the major exhaust system configura-
tions:
Engine above sea water line

• Straight exhaust.

2700017 1
The exhaust line has to be the following prescription: Length A has to be 3 times longer than the inner diameter of
the hose (22"), the angle alpha has to be 13°. If the exhaust line overboard is under the sea water level a minimum
discharge must be installed always above the sea water level (Figure 1 ). Under any conditions of operation (boat
stopped and moving) the exhaust back pressure must not exceed the limits set by the manufacturer
• With water lift muffler.
2700016 2
• Straight exhaust
6299255 3

Engine under sea water line (mainly sailing boats / not planning hulls):
• with water lift muffler.
2700030 4
The inverted U-tube and the air vent made at the dockyard hinder water transfer from the cooling circuit to the engine
when the vessel is stopped.
The overboard discharge pipe is also an inverted U-shaped tube that hinders direct outside water flowing; its height
depends on the kind of vessel.
The silencer capacity must be superior to the water volume discharged when stopping the engine. Materials used
must be resistant to exhaust gases and seawater aggression. It is advisable to use stainless steel and to avoid using
copper and bronze.
The dockyard shall be responsible for preventing corrosion phenomena, mainly when the discharge pipe is below the
water line. The staff must also check that the system works correctly.
Besides, the dockyard personnel should pay special attention to avoid uncovered sections on those special raisers
and insulated pipes and to ensure that they are water-cooled to avoid heat radiation that may cause burning or fire
danger.

2700031 5
1. Vent pipe 6. Secondary cooling circuit pump

2. Secondary cooling circuit discharge 7. Silencer
3. Engine discharge Gas and seawater flow
Waterline
4. Mixing area
5. Engine
General considerations when designing a wet exhaust system are:

• height of the highest point of exhaust line over sea water shall be not less than 300 mm, and in any case the height
should be never than 5 time the inner diameter,
• sufficient elevation difference between the water line and the highest point in the exhaust piping to prevent even
small amounts of water from reaching the engine,
• using a wet exhaust system consider that the pipe section area deducted by the sea water volume. For that reason
the section area coming from a dry section calculation, should be increased of at least 20% ,
• some method of dissipating the kinetic energy of the waves as they enter the exhaust piping. The more effective
the method of wave energy dissipation, the lower, the elevation difference required,
• is recommended install the backwater surge chamber prevents sea water surging into engine exhaust when vessel
at rest with stern exposed to oncoming waves Perfect gas and water tightness must be guaranteed,
• it is important to choose the right gases exhaust position to avoid their flowing into vessel passenger or crew areas,
• in the case of large superstructures, usually there is an aft turbulence zone that favours residual gases. Therefore,
the layout of pipe ends must be carefully planned to avoid such zone,
• the dockyard personnel must make sure that the pipes are correctly fastened to the hull and that useless water
accumulation is not formed.
Sea Valve
Where practical, all sea valves should be flanged gate or globe type. Lug type throttle valves may also be used. Angle
valves can be used where the installation of gate, globe, or throttle valves are impractical. Sea valves should be
controllable from a deck above the sea chest. Fit all valves with open/close indicators. The recommended materials
for sea chest or overboard discharge valves are cast steel, bronze, or nodular iron. Cast iron and malleable iron
valves are not recommended. The valve seat, disk, and stem must be made from corrosion resistant material such
as monel alloys.

Seawater Strainers
Strainers are required in order to protect the seawater pump, aftercooler, heat exchanger, and other cooling system
components from foreign material in the seawater. The foreign material can plug and/or coat heat transfer surfaces,
causing overheating of the engine and a shortened life of the components. If the foreign material is abrasive, it will
erode pump impellers and soft metal parts, reducing their effectiveness. Seawater strainers should be installed below
the water line and as close to the seawater inlet or sea chest as possible. The strainers should also be installed
adjacent to the sea cock and before the first component of the cooling system. The strainer must be installed so it
can be easily cleaned, even in the worst weather conditions.
Flexible Connections
The exhaust pipe must be isolated from the engine with flexible connections. They should be installed as close to the
engine’s exhaust outlet as possible.
Softness or flexibility is very important to prevent excessive vibratory stresses.
The flexible connector must have high fatigue life to enable it to survive for indefinite periods. Softness prevents
transmission of vibration beyond the connection. Resistance to fatigue keeps it from breaking under vibratory or
recycling stresses.
NOTE: It recommend using a silicone hose. It helps isolate exhaust systems from engine vibration and movement.
Helps solve slight misalignment problems. Easier to install and seals better than black rubber. It will not become
brittle, hard or rigid: remains flexible. Resistant to heat, aging, exhaust gases and the ozone.
629900777 6
1. Rigid exhaust riser

2. Rubber hose going down
The image above doesn’t represent the N40 Engine; its purpose is only to provide general prescription.
Boat exhaust line design & installation

Do not attempt to carry the weight of the risers from the boat’s overhead or deck structure.

The risers will vibrate and move with the engine transmission.
The risers must be supported independently from the hull to avoid transmitting those vibrations into the boat’s structure
and passenger compartments.
A flexible connection must be used between the riser and the hull mounted exhaust pipe to allow for the engine
transmission movement during operation (see paragraph Flexible Connections).
ATTENTION: Is not admissible weight and beam acting on the riser flange without riser supporting rod (1).
It recommended use to dual riser supporting rods (1).
N4025_6 7
1. Riser supporting rod
Riser orientation setting – N40 (no for Keel cooling application)

In case of usage the riser supplied by FPT, the angular orientation is fixed by the support.

N4025_7 8
Cooling system with expansion tank
NOTE: Maximum quantity of water to be drawn ≤ 2% of the value of the sea water pump flow rate at the max. engine
speed (rpm).
N4025_8 9
Cooling system

8 - COOLING SYSTEM
N40
CLSY0011 1
Air temperature Air Pressure Cooling temperature Cooling Pressure

T1 Ambient P1 Ambient T8 Water pump inlet P8 Water pump inlet
T3 After air filter P3 After air filter T9 After thermostat P9 After thermostat
T4 Before Aftercooler P4 Before Aftercooler
T5 Sea water temperature P5 Sea water pressure
before pump before pump
TM Sea water temperature P6 Sea water pressure after
pump
P7 Intake manifold

N4025_11 2
Sea water line

N40 Keel cooling
CLSY0012 3
Air temperature Air Pressure Cooling temperature Cooling Pressure

T1 Ambient P1 Ambient T8 Water pump inlet P8 Water pump inlet
T3 After air filter P3 After air filter T9 After thermostat P9 After thermostat
T4 Before Aftercooler P4 Before Aftercooler
T5 Sea water temperature P5 Sea water pressure
before pump before pump
T7 Intake manifold P6 Sea water pressure after
TM Sea water temperature pump
P7 Intake manifold
N4025_12 4
Sea water line


Table 1
Mandatory glycol content in coolant fluid:
SEE Fluids FPT Standard
(FPT requires to use ethylene glycol and demineralized water)
Optimum coolant temperature range (engine outlet)
Maximum continuous temperature without derating
Recommended coolant circuit pressurization range SEE Datasheet
Coolant engine pressure outlet - inlet [P9 - P8 ] SEE Fluids FPT Standard
(to be measured at high idle cold conditions, with thermostat locked
open)
Coolant pump delivery rate @ rated speed
Coolant water pump inlet pressure P8
Recovery bottle capacity > = 2l
The tank is already fitted with an engine edge with a pressurized cap SEE Datasheet
Design Considerations
A positive relative pressure must be guaranteed at the water pump inlet to prevent cavitation in the water pump,
engine block and cylinder head.
When a surge tank is present in the cooling system it should be located higher than the engine and radiator and with
the vent line connected to both.
A driver warning strategy for high coolant temperature to be shared with FPT. All piping connections should be leak
proof for the application lifetime.
FPT recommends the use of elastic constant - pressure clamps.
The coolant circuit of the vehicle must be designed for a correct and complete water filling. The production water
filling process must be checked to ensure filling is correct.
A de-aeration vent pipe is recommended. It should be located before the thermostat and connected to the expansion
tank (mandatory if the radiator is in a lower position than the engine).
8.2 Primary circuit

This circuit cools down the engine, and the exhaust manifold, as well. The primary circuit is enclosed and pressurised,
and except for the keel-cooling system, it does not require installation procedures. However, installers must pay
special attention to the following:

Expansion Tank: First Filling
EXPT00033 1
1. Vent line from cylinder head

2. Inlet pump
1. Start filling coolant circuit from cap of the engine tank with 8 l/min up to max cap level, keeping the thermostat
housing plug opened (if present);
2. Close the thermostat housing plug before starting the engine;
3. Start the engine and run it at low idle for 5 min without expansion tank cap;
4. After the 5 minutes at low idle, stop the engine and check the coolant level:
• If the level is ok, close the cap and go to step 5,

• If level is not ok:
A. Check presence of DTC, if errors are present read failure and reaction, clear low coolant level errors, otherwise
go on to next step;
B. Check for leakages into the cooling system, in case is needed eliminate, then go to following step
C. add coolant until max cap level and then repeat steps n.3-4
5. Run the engine around 50% of rated speed without load for 15 minutes (to purge the air) with expansion tank cap
closed and loosen the turbine vent line in order to allow the air to flow out. This operation must be done in case of
lack of bleeding on the turbine ventline.
6. Stop the engine, wait 5 minutes and then open the cap to check coolant level again:
• If coolant level is ok, close the cap and go to step 7;

• If coolant level is not ok:
A. Check presence of DTC, if errors are present read failure and reaction, clear low coolant level errors, otherwise
go on to next step;
B. Check for leakages in the cooling system, in case is needed eliminate it, then go to following step
C. add coolant to max cap level and then repeat operations from step 5
During sea trials:

7. Start the engine and run for 10 minutes each point at the following steps under load (gearbox clutched in):
• Low idle
• 40% of rated speed


8. Once the procedure has been completed shut down the engine for the final check in cold condition, with coolant
temperature below or equal to 30°C:
• If coolant level is ok, close the cap, end procedure

• If coolant level is not ok, repeat the procedure from step 5 to found the leakages that caused the level drop.
9. Re-run step 7-8 after couple of days to guarantee engine is fully degassed
Recovery Bottle: First Filling
6299256 2
1. Line from engine heat exchanger cap
1. Once the maximum level of the expansion tank is guaranteed in open thermostat condition, close the heat ex-
changer cap.
2. Fill the recovery bottle and connect the hose to heat exchanger cap. Leave the system to cool down
3. Start the engine and run it at low idle for 5 min without expansion tank cap;
4. Once the system is cooled, check the level on the recovery bottle. The level has to stay between minimum and
maximum level in all operating conditions.
Acceptability criteria:
5. 15 minutes after thermostat opening, air bubbles should not be visible over the entire engine range of speeds.
6. The coolant level on the recovery bottle has to stay above the minimum over the whole engine operating range.
7. NO failure is detected by ECU
8. NO lamp of coolant overheating is displayed on the cluster.
Coolant type
SEE USE AND MAINTENANCE
Coolant tank
The engine has an expansion and charging tank to receive the coolant when its volume increases due to heating,
and to release it when the engine cools down. The tank filler has a cap to guarantee circuit pressurisation calibrated
at 1bar
Pressurisation increases the liquid boiling point, so cavitations in the circulation pump are avoided.

To increase expansion volumes, an extra tank must be set up in some cases. It should be connected to the main tank
by a pipe fastened to the overfilled hoseend valve. This tank cap must have a vacuum valve for liquid reflux during
engine cooling. The tank should be installed considering that should not be below the level of the main tank. This
non-pressurised second tank, generally made of transparent material, is suitable to be installed to control the level
easily, even though it must also be periodically controlled in the main tank. Heater
It is possible to set up a heater to obtain hot water, taking advantage of the coolant residual heat.
Make sure that:

• the serpentine highest point is not higher than the filling tank point
• in the connexion pipe there is a degassing plug near the serpentine upper section liquid drainage and filling points
are the ones suggested in the installation layout.
Recovery bottle
FPT supply with the engine a recovery bottle and hose the its connection. Install the bottle above the engine expansion
tank cap. Connect the hose betwen the expansion tank cap pipe and the recovery bottle pipe, without restriction.
RCB0001 3
1. Assembly cap Ø56

2. Tank 5.3 liter
8.3 Secondary circuit (sea water)

It cools down the air, engine coolant and engine oil, and the gearbox (if applicable).
The water taken through a seacock valve at the bottom of the hull is circulated by a positive-displacement pump
placed in the engine for this purpose. Small quantities of water may be allowed to drip behind the interchangers to
refrigerate the packing gland.
The following items are part of the dockyard personnel’s responsibilities:

Water seacock fitting

It draws sea water overboard for the secondary cooling
circuit. It must be properly fitted to filter out debris before
it gets into the suction pipe and to resist seawater aggres-
sions.
Its position in the hull must be carefully chosen to guar-

antee correct water suction in any navigation condition.
In the case of swift hulls, shallow areas shall be avoided.
Use special seacocks, if necessary. In the case of metal-
lic hulls, the seacock fittings must be made of the same
material to avoid galvanic corrosion. Otherwise, the sea-
cock valve must be electrically insulated.
An appropriate sluice valve should be placed between the 2706021 1

seacock fitting and the pump to close the seacock valve
in case of emergency and extended moorings.
Sea Water Strainer

It filters the debris that the seacock fails to filter, and
which could damage pump impeller or obstruct the heat
exchangers.
Once properly sized, it must be placed in the secondary

circuit suction pipes.
In order to protect the circuit efficiently, this filter should

be oversized so that it does not get obstructed too fast or
cause excessive pressure drops.
28003 2
The most important feature to take into account when
making a choice is the filter total bored area. Its size area
should be at least five or six times greater than the size of
the pump suction pipe section.
When selecting the sea water strainer, the fallowing data

should be considered:
• Sea water filter element shall avoid the passage of
solids element > 1.5mm
• The maximum allowed seawater filter restriction with full
flow is 90mbar.
Water pump
As a rule of thumb, the water pump is mounted and activated by the engine. The rubber or neoprene impeller is
subjected to wear and tear and it needs to be periodically changed, as indicated in the use and maintenance manuals.
Easy access to the pump must be guaranteed to carry out maintenance procedures.
NOTE: the pump should never works without water. Heat exchangers
They are part of the equipment, and enough room for their installation must be considered when setting up the engine.
Easy access to heat exchangers is important, since they need periodic control and cleaning procedures.
NOTE: The dockyard personnel are responsible for the layout and installation of the cooling system before and after
installing the engine.
Pipes and connections

The secondary circuit water pipes should not cause excessive pressure drop, which may be incompatible with proper
pump functioning and regular engine refrigeration.

The maximum allowed sea water pump inlet restriction with full flow its 200mbar. Sea water pipes should be dimen-
sioned in order to reduce as much as possible pressure drop on sea water inlet.
Maximum sea water pump outlet pressure is 3bar (abs). In order to check the sea water inlet pressure during sea
trials, an hole with 9/16" NPT THD → M14 x1.5 should be designed by the shipyard on the seawater line on pump
inlet.
• The suction pipe diameter must be larger or equal to the pump inlet pipe diameter.
• The main circuit outlet diameter must be larger or equal to the discharge outlet diameter (in the case of unmixed
discharge).
• All the connections with the engine should be flexible. When using rubber connection, that should be done by using
with fabric-reinforced flexible rubber couplings. They must have the appropriate length and characteristics to be
used with seawater. (Figure 3 )
Such diameter shall be increased according to the pipes lengths
The pipes installed by the shipyard should be made of annealed copper of suitable thickness. They must be properly
flanged, when necessary, with a wide bending radius to avoid suction reduction.
Two pipes shall be connected as follows:
Pipes ends must have a flange.
The connection must be done with fabric-reinforced flexible rubber couplings. They must have the appropriate length
and characteristics to be used with seawater. (Figure 3 )
The coupling must be fastened to the pipe with adjustable clamps with stainless steel screw.
2709067 3
1. Flanged pipe ends details

2. Screw clamp
NOTE: Careful engine circuit connection, proper flexibility and pipe tightness are extremely important. Constant con-
trol and necessary adjustments must be carried out in both circuits maintenance phases, taking special care of the

suction section. Airflow into the circuit due to coupling closing failure or fissures caused by wear and tear is generally
detected by water leaks and, unless they are immediately detected they can impair refrigeration causing overheating,
which may damage the engine.
Sea water inlet/outlet connections
N4025_9 4
N4025_10 5

Cooling system application and installations
WETX0003_1 6
1. Exhaust pipe 5. Gate valve

2. Engine 6. Sea strainer
3. Sea water pump 7. Refilling Port
4. Siphon
Seawater flow
Waterline
Suction line
The installation, size, and material of the seawater suction lines are extremely important. The seawater suction lines
should be below the vessel water line as much as possible and designed without air traps. Install the gate valve
before the sea water strainer. After the sea water strainer, provide a siphon in order to have in all condition the inlet of
the sea water pump, self primed. This configuration is recommended in case the pump inlet is above the sea water
level. Provide a plug on the top of the siphon in order to fill up the line with water. If the water lift is not installed on the
exhaust line, the engine exhaust riser must be the highest point of the exhaust line in order to avoid any sea water
back flow. In order to have a proper pump priming the horizontal length A should be longer than length B, moreover
refill the system from the “Refilling Port” in case the water line is empty.

9 - LUBRICATION SYSTEM
9.1 Lubricant characteristics
The type, grade, working temperature and required quantity of oil for the different engines are specified in the technical
information table of each engine and in the corresponding manuals of use and maintenance.
Engine Oil change intervals is according to what is prescribed in FPT User Manual, note that use of oils that not are
in compliance with European standard, will reduce change intervals to the half.

Table 1
According to FPT Oils Prescriptions
Oil type
Document
According to FPT Oils Prescriptions
Oil compliant with specifications
Document
15 (12.75) (at the first filling for the
Total oil capacity on first filling liters (kg)
installation)
Total oil capacity with sump at minimum level liters (kg) 8.5 (7.2)
Total oil capacity with sump at top level liters (kg) 12 (10.2)
Minimum Oil pressure, warm engine, minimum idling rpm bar 1.6 ± 0.2
Minimum Oil pressure, warm engine, at maximum rpm bar 4 ± 0.3
MAX allowed Oil temperature 110°C
Oil dipstick valid for static inclination (all direction) 18°
9.2.1 Lubricating Oil Specifications

Engine oil specification must fulfill FPT prescription see specific document on GOLD Book dedicated section.
9.3 Oil quantity and level dipstick

The oil quantities suggested in the repair and use and maintenance manuals refer to the engine that is set up in
horizontal position or slightly tilted.
The use of engines that are set up with inclination angles that are not considered in the installation instructions, require
accurate testing of the exact quantity of oil needed.
The quantity of oil in the engine oil sump is checked with the level dipstick. Due to the importance of the presence
and level of oil in the oil sump, a frequent and careful control is required.
The engines that are set up with an inclination angle different to the ones specified in the manuals require specific oil
level dipsticks.
It is possible to choose the side to place the dipstick in some versions.
CAUTION
• When choosing how to install an engine, make sure that the dipstick can be easily reached to check the level of oil
daily
• An excessive level of oil may cause the formation of foam, a temperature increase and extra oil consumption.
• An extremely low level of oil may lead to a partial or a total oil pressure drop and, consequently, to the engine wear
and tear or jamming.

Design Recommendations
The engine must be equipped with a full flow lubricating oil filter approved by FPT. An oil low pressure. warning system
or engine shutdown device is mandatory.
An engine mounted filter is standard and is strongly recommended in order to ensure the optimum priming situation
and reduce flow resistance and leaks.
9.4 Oil pressure map

Engine lubrication is so important to require the setting up of an pressure sensor located on the engine block and
connected to the main lubrication conduit, that activates a visual and/or an acoustic signal.
The signal must be activated with a suitable delay to avoid alarms during transient periods; an electronic timer may
be used, for example.
NOTE: Proper signaling which prompts intervention avoids serious damage to the engine.
Minimum and maximum allowed engines oil pressure values are according to the following map.

10 - Fuel system
The fuel inside the engine fulfills two basic functions:
• it is used for the thermodynamic transformation of the energy;
• it cools down and lubricates the elements and components of the injection system (pump, injectors, etc.).
The characteristics of the fuel prescribed for FPT engines comply with UNI EN 590 specifications; they correspond to
those of the diesel fuel produced by the most qualified Oil Companies and distributed at filling stations.
10.1 Fuel circuit - common rail system schematic

Engine fuel circuit is Common Rail System type, like following:
FLS1 1
General fuel system scheme
1. Fuel pressure pump CP3.3 Fuel temperature

2. Fuel filter T1p Gear pump inlet
TR1 Back flow
3. Common Rail
4. Pressure control valve Fuel Pressure
5. Injectors P1p Gear pump inlet
P2p Fuel pressure before filter
6. EDC7C1 P3p Fuel pressure after filter
7. Prefuel filter PR1 Back flow
8. Tank
SEE FPT FUEL PRESCRIPTIONS
Recommendations for tank system

The CR-components, especially the injectors, must be protected against extreme wear by a suitable filter system.
It is strongly recommended to design the tank breathing system with a suitable air filter system. It is mandatory for
vehicles which are provided for running in dirt environments or under severe conditions. By this it is possible to avoid
pollution of fuel by particles of dirt or dust.
Pollution results in increased wear (up to damage) of the components of the fuel injection system as well as in reduced
lifetime of the main filter.

Besides this the risk for a breakthrough of the filter elements is increasing.
Avoiding of sucking air out of the fuel tank by adequate design of the tank or installations (e.g. swirl pot).
Specification of components in the low pressure circuit
FLS2 2
General fuel system scheme
(*) flow rates dependent on application
Important to observe fire prevention rules.

Table 1
Fuel System Specifications

Main Filter Installed on the engine (See FPT Specifications)
Fuel Circuit Typical values Inlet pressure 0.5 – 1.0 bar abs
Return pressure max. 1.2 bar abs
Inlet temperature max. ≤ 70°C continuous
Average pressure at gear pump outlet max. 9.0 bar abs
Inlet pressure with dirty filter (alarm 0.45 bar abs
setting)
10.2 Fuel Pipes

Recommendations for tank system.
The CR-components, especially the injectors, must be protected against extreme wear by a suitable filter system.
It is strongly recommended to design the tank breathing system with a suitable air filter system. It is mandatory for
vehicles which are provided for running in dirt environments or under severe conditions. By this it is possible to avoid
pollution of fuel by particles of dirt or dust. Pollution results in increased wear (up to damage) of the components of
the fuel injection system as well as in reduced lifetime of the main filter. Besides this the risk for a breakthrough of the
filter elements is increasing.

Avoiding of sucking air out of the fuel tank by adequate design of the tank or installations (e.g. swirl pot). Specification
of components in the low pressure circuit
Table 1
Pipe material I.S. 18-0400
Fuel supply hose type EN 854 DN10 SAE 100 R6 3/8 I.S.18-0400
Fuel supply hose inner diameter > 10 mm
Fuel return line hose type EN 854 854 DN8 SAE 100 R6 5/16 I.S.18-0400
Fuel return line hose inner diameter ≥ 8 mm
Detailed connector specification (type, numbers, inner Attach the customer drawings
diameter)
Operating working temperature range - 30 °C to 120 °C
Height of maximum fuel level in tank on injectors line : Max 1m
Height of maximum fuel level in tank on injectors line : Max 1m
Fuel supply and return hoses should be protected against abrasion and damages and routed as directly as possible
from the tank to the supply pump.
Upward and downward loops should be avoided because these act as air traps or water traps, resulting in start prob-
lems.
The fuel supply hose must be compatible with fuel oil and suitable for the specified working conditions.
It must be resistant to abrasion and bending without permanent damage during on-vehicle assembly.
The hose liner material must not degrade because of chemical attack due to hot fuel, brake oil, battery fluid, antifreeze
fluid, solar radiation or ozone for the lifetime of the vehicle.
If the hose is rigid, the weight must not be supported by the lift pump on the engine.
The fuel return pipe must enter the tank below the min. fuel level (to prevent fuel pump siphoning and priming ma-
neuver at every start-up) and be separated from the supply connection in the tank by a distance as large as possible
according the vehicle angularity (in order not to warm up supply quantity).
Hose material must be compatible to Biodiesel concentration from 10% to 100%.
10.3 Fuel Tank and suction strainer

Table 1
Tank bottom to suction inlet distance ≥ 10 mm
Suction strainer maximum mesh size 0.3 mm
Suction strainer recommended surface 80 ÷ 100cm2
Ventilation device to prevent water & dirt entrance recommended

10.3.1 Design Recommendations

1. Swan neck breather
2. Waterproof filling plug
3. Tap
4. Cleaning mobile panel
5. Fuel return
6. Injector draining (when used)
7. 5% volume of sedimentation tank
8. Fuel breaker baffles
9. Fuel pipe
10. Mesh filter
11. 1.5% volume for fuel expansion
2700077 1
FPT requires that the suction pipe is protected from sediments by a strainer fitted to the entrance of the suction pipe.
The fuel tank should be mounted higher than the lift pump and clear of heat sources.
The tank material must not degrade by chemical attacks of hot fuel for the whole vehicle lifetime.
It is important to ensure that the tank material is compatible with the fuel to be used in the application.
A tank ventilation (with check ball to prevent fuel loss in case of rollover) must be used to prevent tank pressurization
or de-pressurization.
The ventilation must be protected from entry of dirt and water.
The fuel reserve must be guaranteed.
Full-load suction (without air bubbles) must be proven in the maximum inclination conditions required for the vehicle.
The shape and characteristics of the fuel tank usually depend on its position on the boat and on the sailing autonomy,
according to the engine adopted.
In order to safeguard the boat and the fuel circuit components, it is necessary to observe the following warnings:
• the structure must be such to resist the boat bumps at sailing.
• If it is long and low it is advisable to apply breakwater baffles inside.
• It must be placed far from heat sources, at a limited distance and at the same engine level. If the fuel tank position
is fitted higher than the engine, foresee the addition of two valves on the suction and return pipes. It’s strongly
suggested to install a non-return valve on the fuel return line. In any case both valves should be kept closed for
stops above 24 hours, in order to prevent the possible fuel flowing back to the engine.
• Foresee the suitable filler with mesh filter to stop bigger impurities.
• Foresee a fuel cock applied next to the reservoir on the fuel pipe and in an accessible position.
• The sucker shall be at no less than 20 mm above the reservoir bottom.
• The suction and return pipes shall be at about 30 cm to prevent the fuel flowing back affecting suction.
• The return line should be connected on the top of the fuel tank over the fuel level.
• The suction pipe shall be fitted with a pre-filter able to strain deposits bigger than 0.5 mm and such to prevent the
air from getting inside the circuit
• It shall be made with materials able to resist chemical agents and hot fuel for the whole boat life. Metal reservoirs
protected through zinc-coating or copper-coating galvanic treatments are not suitable to contain “diesel fuel” as the

sulphur in the fuel can generate chemical reactions, thus producing sulphate dangerous for the injection system. If
welded reservoirs are used, make sure they do not release welding dust or sludge.
• For fuel system piping components it’s strongly suggested to use inox steel or black iron material.
• It shall be fitted with a breather to prevent pressurization and depression. Foresee also a breather valve to stop the
fuel leak in the event of capsizing, preventing at the same time dust and water from getting inside.
• It shall ensure a fuel reserve in any condition. For this purpose, the instrument panel shall be fitted with a fuel level
gauge or an alarm for the fuel low level. Verify that the engine delivers the maximum power even when only the
reserve quantity is present.
For any solution, it is requested to respect the depression limit values of the suction pipe when the filter is clogged
and the counter-pressure
NOTE: Piping fasten should be done in order to allow thermic expansion due to increasing of temperature. Note that
a pipeline in iron material will be subject to an expansion of 1.1 mm/mt every 100 °C of temperature increase. For
that reason exhaust flexible fittings should be installed with a pre-expansion of at least 5 mm .
NOTE: In particular, the fuel reservoir, the pipes and the relevant pipe unions shall observe the specifications and
rules of the country where the boat is to be used, especially in relation to fire safety rules.
10.4 Engine-reservoir pipes

The engine and the tank are mutually connected by fuel supply and return pipes.
The two pipes can have different diameter, i.e. the supply pipe diameter is higher because of the higher fuel capac-
ity. However, they must have the same diameter for those engines where the injector draining is combined with the
injection pump return.
The pipe size depends on the installation structure and on the pipe unions set on the engines; to identify their diam-
eters and length, refer to the relevant installation diagrams provided with each engine.
The pipe unions can be of eyelet type with rubber holder or with threaded end.
Prescriptions:
• For fuel circuits it is possible to use pipes “without welding”, preferably made of ferrous alloy or stainless steel (in
any case shall be avoided presence of copper and zinc). Synthetic resin, nylon and similar pipes are not accepted
by the Classification Societies as they are not suitable in the event of fire.
• The pipes must be suitable in temperature and pressure conditions typical of the engine application.
• The pipe diameter shall not be lower than the diameter of the pipe unions on the engine and grow as the engine -
reservoir distance increases.
• The engine-pipe union connections shall be designed for all types of engine suspensions, rigid or flexible. They
shall be realized by inserting a flexible element between the engine and the pipe. If present, the rubber holder
eyelet shall consist of a rubber sleeve reinforced with textile inserts, suitable for diesel fuel and resisting the fire
according to the rules in force in each single country and with the right length, to be tightened on pipes and unions
by means of screw clamps. If there is a threaded pipe union, a low pressure hose shall be inserted in between,
suitable for diesel oil and resisting fire, fitted with threaded pipe unions at the two ends.
• The pipes fitted with rubber sleeves shall be bordered to ensure perfect tightness of the screw clamps (see "Figure
1 ).
• Take great care when joining the pipes and regularly check their tightness.
• The pipe anchoring on the boat structure shall be carried out safely and by means of brackets suitably spaced to
prevent the vibration and bending resonance due to the pipe weight; it is suggested to use brackets with flexible
coating.
• The pipe routing shall foresee the minimum number of curves which, if present, shall be wide enough to prevent
the formation of intermediate pockets. Foresee also the suitable guards in the areas exposed to bumps or heat.
• Always make sure that there is no possibility of air inlet/suction.

CAUTION
Clean accurately the pipes and the reservoirs before us-
ing them through washing and blowing to remove the im-
purities and remains inside them. When you finish using
these pipes and reservoirs, put them away protected by
the suitable protecting caps.
2700078 1
10.5 Fuel filter, pre-filter and heaters

10.5.1 System Specification
FPT engines are fitted with replaceable single or double-filters with paper filtering element which meet the require-
ments of the injection system in terms of filtering level. They are inserted in the feed pump supply circuit, before the
high-pressure injection pump. Other data and information about the maintenance intervals are included in the use
and maintenance handbooks of each engine.
The range of more powerful engines can be fitted, when required by the Classification Societies, with double-cartridge
filters suitable for the replacement when the engine is running; make reference to the use and maintenance handbook
for the correct use of the shunting cock (see figure 7).
Water Separator
Common Rail-system components are partially sensitive against water contaminated fuels, because these fuels may
cause corrosion problems and excessive wear due to the modified lubricity of the fuel.
With application of efficient working and regular serviced water traps it is possible, largely to extract the water out of
the fuel and by this to inhibit damages on CR system components.
Required water separation efficiency for time controlled Diesel injection systems:
Water separation efficiency = 93% out of emulsion with 2% water at max. flow rate, rest according to DIN ISO 4020,
part 1;
FPT supplies a pre-filter water separator with the engine which, if installed at the shipyard along the pipe supplying
the fuel to the engine, protects the feed pump against the wear caused by the impurities and the water present in the
fuel.
Prescriptions:
• the pre-filter shall be installed on the feeding pipe next to the tank, in a point relatively low of the circuit and in
a position easily accessible for maintenance, water and deposit bleeding, and priming. The position close to the
reservoir ensures that the pipe is free of water and deposits which might damage it.
• Do not use additional filters, mesh or paper filters, along the feeding pipes between the decanting prefilter and the
pump.

• Designing engine installation in engine room, foresee an easy access to the filters to make sure they can be re-
placed easily and ensure the correct system bleeding.
10.6 Filtration requirements

10.6.1 Pre-filter standard
Table 1
Standard Fuel market filtration efficiency range (at 10 μm ) ≥ 99%

Water separator efficiency ≥ 99%
(ISO 4020 - 2% H2O at max flow rate)
Max working pressure value [kPa](abs) ≤ 100
Pressure drop (with new pre-filter at max. fuel flow rate) ≤ 10 kPa
max Fuel Flow Rate < 280 l/hour
Water in fuel sensor is mandatory is present on the filter
Operating temperature prescription - 40 °C ÷ 100 °C
Minimum storage capacity of water separator ≥ 355 ml
Purge air valve shall be present
Pre-filter design to be shared with FPT
10.6.2 Main filter

Table 2
Max fuel flow rate < 380 l/hour

Max pressure loss with new filter (at max flow rate) < 0.2 bar @ 380 l/hour
Filtration efficiency according ISO 19438 ≥ 95% (for particle size 4 μm )
Max working pressure value < 8 bar (abs)
Burst pressure > 16 bar
Temperature sensor shall be present
Operating temperature prescription - 40 °C ÷ 120 °C
NOTE: The design and realization of the whole fuel system (reservoirs included) are part of the expertise and respon-
sibility of the shipyard.
The fuel filter must be approved by FPT. A remote filtering position is not permitted unless under specific FPT control
and approval.
For assistance in selecting a suitable filter, please contact FPT.
The use of pre-filter is mandatory. It must be positioned closest to the fuel tank, in a position corresponding to the
minimum fuel level in the tank or below, to prevent air or water traps
Fuel pre-filter must have: a suitable mesh, a water separator, a water-in-fuel sensor & drain, hand primer. Water-in-
fuel switch signal to be sent to engine ECU, warning lamp on dashboard is mandatory
If a fuel heater is used, the pre-filter will also require a heater.
Fuel waxing must be avoided to guarantee proper engine startability.
For use in extra-EU countries with not standard fuels, a specific filtering kit must be agreed with FPT, according the
local fuel market characteristic.

10.7 Injection Pump

10.7.1 System Specification
Engine fuel pump inlet after filtration

Table 1
Maximum pressure (ZP18 gear pump inlet) P1p 0.5 bar

Minimum pressure (ZP18 gear pump inlet) P1p 1.2 bar
See chapter 10.1
Maximum continuous allowable temp. (without derating) T1p
Reference relative pressure (ZP18 gear pump outlet) P2p See chapter 10.1
High Pressure Pump max. back flow relative pressure Prl See chapter 10.1

11 - ELECTRIC AND ELECTRONICS
ARCH0058 1
Engine Management System Architecture
1. ECU EDC7C1 12. Low coolant level warning switch

2. Fuel filter w/ fuel T sensor and clogging switch 13. Engine oil filter clogging switch
3. Fuel pre-filter w/ water in fuel sensor 14. Inlet air filter
4. Fuel metering valve 15. Air filter clogging indicator
5. Boost P/T sensor 16. Turbine driven compressor
6. Rail 17. Oil P/T sensor
7. Rail pressure sensor 18. Camshaft position sensor
8. Charge air cooler 19. Solenoid injectors
9. Coolant T-sensor 20. Over pressure valve (PLV)
10. Cranckshaft speed sensor 21. High pressure pump
11. Coolant expansion tank
11.1 Electronic system specifications
See “EE_SystemSpec_MarineFPT_EDC7C1_rev2.0” document
11.2 EDC Electric connection to vehicle

Terminal diagrams to be agreed with FPT for each vehicle.

An applicable general scheme for all application is attached below. Document to be attached after requirements
specification
11.2.1 Engine control system specification

The engine ECU is connected to the vehicle system by a wiring harness which is defined with the customer for each
application.
It is mandatory to install a diagnostic plug in the wiring harness for K-line and eventually CAN-line communication.
The use of a diagnostic plug is mandatory.
The position of diagnostic plugs installation must be protected and it must allow measurements during operations.
ECU0006 1
EDC7C1
A. 36 pole connector
A1. 16 pole connector
A2. EDC at 89 poles.
The connection of the 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 op-
erations.
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:

• Connector A for engine mounted components
• Connector A1 reserved for electro-injector connection
• Connector A2 for boat side connections

Table 1
System Specification of the engine control unit
ECU software P168412

ECU Vehicle connection
ECU operating range
ECU storage temperature
Rated continuous temperature
Power supply
Min power supply SEE Datasheet
Max power supply
Diagnostic
Tamb max when the ECU is cooled with fuel
11.2.2 Relay box
RELB_1 2
1. Engine control selector on bridge or engine room (SW1)

2. Manual throttle control in engine room (SW2)
3. Pushbutton for blink code emission request (SW3)
4. EDC fault signalling LED and blink code (DL1)
5. Connector for external diagnosis instrument (J1)
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 comput-
erized diagnostic tools prescribed by FPT. 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
circuit's electrical continuity, once the cause of the anomaly is removed.
Vehicle interface
Description pinout and signal for EDC7C1
Component Pin/Signal Note
Vehicle Connector
Accelerator pedal position sensor 1.55 – 1.81 – 1.83
BOSCH pedal sensor
Accelerator pedal low idle switch 1.72
Brake pedal switches 1.76 – 1.80 Not used

Engine brake switches 1.21 – 1.22 – 1.38 Not used

Second speed limiter 1.77 Not used
Adjustable speed limiter and lamp 1.26 – 1.29 Not used
CAN interface 1.52 – 1.53
Management of the PTO switches
from two positions of the boat
CC/PTO input switches 1.60 – 1.61 – 1.79
(the Resume input is
not used)
Multiple state switch 1.87 Not used
Clutch switch 1.62 Not used
Key50 switch 1.20
Diagnostic lamp and diagnostic
1.27 – 1.28 – 1.64
request switch
Engine speed output signal 1.49
Engine sync output, for tester 1.48 Not used
ISO interface 1.31 K line only
Oil pressure gauge output 1.66 Not used
Coolant temperature gauge output 1.6 Not used
Ambient air temperature sensor 1.89 Not used
Vehicle speed input signal 1.56 – 1.74 Not used
Engine comp. Start command 1.44 Not used
Engine comp. Stop command 1.45 Not used
Neutral gear switch 1.43 Not used
Cabin tilt switch 1.42 Not used
Parking brake switch 1.41 Not used
Engine brake disable (by ABS) 1.40 Not used
Exhaust brake valve and lamp 1.11 – 1.47 Not used
Grid heater and lamp 1.16 – 1.46 Option
A/C switch 1.78 Not used
A/C clutch valve 1.5 – 1.10 Not used
Starter control relay 1.37
Filter heater 1.36 Option
Low oil pressure lamp 1.63
High coolant temperature lamp 1.65
Engine Connector
Boost pressure sensor 2.10 – 2.21 – 2.28 – 2.29 Mounted on engine
Oil pressure and temp. sensors 2.9 – 2.19 – 2.33 – 2.35
Coolant temperature sensor 2.18 – 2.36
Fuel temperature sensor 2.17 – 2.34
High pressure pump (CP3) 2.5 – 2.7
Increment speed sensor 2.24 – 2.25
Rail pressure sensor 2.12 – 2.20 – 2.27
Segment speed sensor 2.23 – 2.30
Turbocharger speed sensor 2.31 – 2.32 Not used
VGT actuator 2.2 – 2.4 – 2.16 Not used
Injectors Connector
Engine brake actuator 3.1 – 3.2 Not used
Injectors (6) 3.4/6 – 3.9/16 Mounted on engine
11.3 CAN Communication

As shown in there are in total two CAN lines available on the ECM, which can be considered Standard Can lines or
Special Purpose Can lines.

CAN_EDC7 1
CAN network for N40 Engines
11.3.1 Standard CAN lines

The CAN bus is used to communicate with the genset control panel. This CAN bus complies with the standard SAE
J1939.
Its main characteristics are:

• Bit rate: 250 kbit/s
• Configuration: extended 29 bits identifier according to CAN 2.0B
• A CAN termination resistance of 120 Ω is inside the ECM; the other one must be located at the other end of the
CAN bus.
In order to avoid CAN interface malfunctions, the connections between the ECM and the genset control panel should
be implemented by taking into account the guideline described in Figure 2
11.3.2 CAN interface and functionality

Main cable parameters are:
• Cable type: twisted shielded cable
• Specific resistance: 25mΩ/m
• Cable impedance (RL): 120 Ω
Referring to the network topology example in Figure 2, the connection wiring length are:
• Max bus lenght (L): 40 m
• Max cable stub length (S): 1 m
• Min node distance (d): 0.1 m
• Min distance from RL (d0): 0 m

237847 2
Example of a CAN Network
11.4 System functionality

11.4.1 Self - Diagnosis
The ECU self-diagnostic system checks signals coming from sensors by comparing them with threshold data.
11.4.2 Timing recognition

By means of signals coming from camshaft sensor and flywheel sensor, the cylinder on which fuel must be injected
is recognized upon startup.
11.4.3 Injection control

The control unit, depending on information coming from sensors, controls the flow rate regulator and changes pre-
injection and main injection modes.
11.4.4 Close-loop controls for injection pressure

Depending on engine load, measured by processing signals coming from various sensors, the control unit controls
the regulator in order to have always the optimum pressure.
11.4.5 Pilot and main injection spark advance control

The control unit, depending on signals coming from various sensors, computes the optimum injection point according
to an internal mapping.
11.4.6 Idle speed control

The control unit processes signals coming from various sensor and adjusts the amount of injected fuel. It controls the
pressure regulator and changes the injection time of injectors. Within certain thresholds, it also takes into account the
battery voltage.
11.4.7 Maximum speed limiting

Approaching the peak rpm, the ECU limits the fuel flow by reducing the opening time of the electro-injectors.
11.4.8 Cut Off

Fuel cut off upon release controlled by the control unit performing the following logics:
• it cuts off injectors supply;
• it re-activates the injectors shortly before idle speed in reached;
• it controls fuel flow rate regulator.

11.4.9 Smoke control upon acceleration

With strong load requests, the control unit, depending on signals received by air inlet meter and engine speed sensor,
controls the flow rate regulator and changes the injectors actuation time in order to avoid exhaust smokes.
11.4.10 Fuel temperature control

When the fuel temperature, measured by the sensor placed on fuel filter, exceeds 102 °C, the control unit intervenes
by reducing the available torque. The amount (%) of torque limitation depends on the coolant overheating factor,
which is defined by the coolant temperature, for each engine speed.
11.4.11 After - Run

The control unit microprocessor allows storing certain EPROM data, among which failure memory, in order to make
them available upon the following startup. In normal operation electrical circuit disconnection can be performed at
least 160s after engine shutdown.
11.5 System functionality

11.5.1 Self - Diagnosis
The ECU self-diagnostic system checks signals coming from sensors by comparing them with threshold data.
11.5.2 Engine pre-heating resistance check

The pre-post heating is activated when even only one of the water, air or fuel temperature sensors signals a temper-
ature that is less than 5 °C.
11.5.3 Timing recognition

By means of signals coming from camshaft sensor and flywheel sensor, the cylinder on which fuel must be injected
is recognized upon startup.
11.5.4 Injection control

The control unit, depending on information coming from sensors, controls the flow rate regulator and changes pre-
injection and main injection modes.
11.5.5 Close-loop controls for injection pressure

Depending on engine load, measured by processing signals coming from various sensors, the control unit controls
the regulator in order to have always the optimum pressure.
11.5.6 Pilot and main injection spark advance control

The control unit, depending on signals coming from various sensors, computes the optimum injection point according
to an internal mapping.
11.5.7 Idle speed control

The control unit processes signals coming from various sensor and adjusts the amount of injected fuel. It controls the
pressure regulator and changes the injection time of injectors. Within certain thresholds, it also takes into account the
battery voltage.
11.5.8 Maximum speed limiting

Approaching the peak rpm, the ECU limits the fuel flow by reducing the opening time of the electro-injectors.

11.5.9 Cut Off

Fuel cut off upon release controlled by the control unit performing the following logics:
• it cuts off injectors supply;
• it re-activates the injectors shortly before idle speed in reached;
• it controls fuel flow rate regulator.
11.5.10 Smoke control upon acceleration

With strong load requests, the control unit, depending on signals received by air inlet meter and engine speed sensor,
controls the flow rate regulator and changes the injectors actuation time in order to avoid exhaust smokes.
11.5.11 Fuel temperature control

When the fuel temperature exceeds 78 °C (measured by the sensor placed on fuel filter) the control unit intervenes
by reducing injection pressure. If the temperature exceeds 90 °C, the power is reduced to 60%.
11.5.12 After - Run

The control unit microprocessor allows storing certain EPROM data, among which failure memory, in order to make
them available upon the following startup.
11.6 Electrical Equipment

General configuration scheme
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 Yard's 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.
In Customer electrical circuit shall be present a circuit breaker for overcurrent protection. The maximum current ab-
sorption is up to 50A (in inrush phase). The nominal current is 25A.
Instead, for more detail about the panel installation refers to the panel installation guideline.

ESA_1 1
Electrical system architecture

Engine cable P/N 8051576
Wiring layout engine P/N 8049527
Wiring layout engine vehicle interface P/N 8052103
11.6.1 Throttle lever position sensor

After testing the working condition of the linkage, adjust
the run of the servo components.
1. With the throttle at idle setting, the potentiometer rod
has to be in the resting position;
2. With the throttle at the stop, the potentiometer rod has
to be in the position of maximum run out.
05_078_C 2

11.6.2 Water presence in the pre-filter sensor

1. Pre-filter
2. Conductor to be connected with the negative battery
terminal
3. Sensor to detect water in the fuel
ATTENTION: 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.
08_111_C 3
11.6.3 Connector JD
The JD connector enables to use an electronic engine rpm
management instead of the system provided on the en-
gine. If this solution is used, the throttle position sensor,
situated on the engine, will remain electrically connected
but not used and the EDC Central Unit will manage en-
gine rpm according to the voltage signal applied to the
terminals of the JD connector. In case of a fault in the
electronic throttling system, the engine rpm may be man-
aged in emergency condition, mechanically operating the
sensor lever positioned on the engine. The connection re-
quires a METRI PACK 150 six-way connector with male
terminals. 2712006 4

11.6.4 JD connector circuit

WIRING SIDE OF CAN-BUS CONVERTER
1. Positive key (1A max)
2. Negative
3. Accelerator signal (0.5-4.5 Vdc)
4. Overspeed warning light (GND-ON)
5. CAN line (H)
6. CAN line (L)
7. Positive battery
8. Positive for lever supply
A. Engine 1
B. Engine 2
In the event of separate power supply, Pin 1 and Pin 2

should not be connected.
NOTE: A control relay must be inserted at the moment in
which the power supply is removed from the FPT control
12_031_C 5
unit.
PIN Wire code (U) Voltage Interpreted function Imax

+B with key in ON Electronic throttle
1 7731
position enabling
Common reference
2 0 0 V (Ground)
terminal
- - -
3 -
- -
- - -
4 -
- - -
5 CAN - H
6 CAN - L
Neutral Switch - Connector 10f

Connector 27F provides the information of the throttle lever neutral status:
• If the contact is closed, means the lever system is in neutral position and cranking is allowed.
• If the circuit is open, lever system is not in neutral and the engine doesn't allow to crank.
The shipyard must guarantee the proper connection to the throttle system in order to avoid unsafe engine start. The
WH is delivered with an anti-dust protection cap on this connector (in this condition the electrical circuit is open and
the engine is not able to start).
PLEASE NOTE:
For the engine family N40ENTM25.11, if it's installed the boat wiring harness PN 5802798145, to start engine
both from BRIDGE and ENGINE ROOM it's necessary:
• disconnect connector 27F
• disconnect diode DF/DM.

CAN - BUS converter module

The presence of the ”Converter Module” is necessary to
translate the information of some sensor, provided in ana-
log form, into information suited to be decoded by the dig-
ital converters of the panel.
The interface wire harness is set up to connect the main

panel (JE) from which the secondary panel is to be
branched off, and it is provided with a branch (JD) for
connecting an electronic engine rpm managing system
or an electronic throttle.
The JE1 connector is branched from the interface cable.

The connector provides connection to an optional second
main onboard panel. Its installation is subject to FPT ap-
proval.
04_218_N 6
04_529_C 7
1 Oil pressure inverter

2 CAN L (engine
3 CAN H (engine
4 Fixed battery positive
5 Engine Room status
6 Ignition-controlled positive
7 Buzzer silencer input
8 Earth
9 Low power NPN
10 Engine RPM
11 Pre-lubrication pump
12 Forward gear from
13 Thermocouple -
14 Thermocouple +
15 Inverter oil temperature
16 Engine oil temperature
17 Engine oil pressure
18 18 Pin configuration 8300/8400 NPN closed=8400
19 CAN L (dashboard
20 CAN H (dashboard
21 Alternator charge
22 Accelerator presence
23 Backward gear from
24 Water level
25 Thermocouple +
26 Thermocouple
27 Accelerator
28 Engine coolant temperature
29 29 Air filter blockage (single inlet, air filter 2 inlet is eliminated)
30 Blow-by blockage
31 New flow meter

32 New flow meter

33 Overspeed
34 Water in the
35 Oil filter blockage
36 Fuel filter blockage
11.6.5 SENSORS FOR DETECTION AND PANEL SIGNALING
Air pressure and temperature sensor

This integrates a temperature sensor with a pressure one.
It is positioned at the inlet of the intake manifold and it of-
fers a resistance value which varies according to temper-
ature. 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 -40°C to 125 °C
08_053_C 8
Temperature sensor
Temperature °C Resistance Ω
0 5.67kΩ to 6.12kΩ
20 2.41kΩ to 2.58kΩ
40 1.14kΩ to 1.21kΩ
60 580Ω to 611Ω
80 315Ω to 330Ω
100 183Ω to 190Ω
120 110Ω to 115Ω
Pressure sensor
PS1 9

Coolant temperature sensor (only on request)

Resistor with negative temperature coefficient, providing
the signal for analog temperature indication.
Operating voltage 6V to 24V

Calibration range 0°C to 120°C
Resistance value at 90° 51.2 ± 4.3Ω
Poles Isolated
04_236_N 10
Oil pressure and temperature Sensor

This integrates a temperature sensor with a pressure one.
It is positioned at the main gallery of the cylinder block
and it offers a resistance value which varies according
to temperature. It also produces a voltage signal that is
proportional to the value of oil absolute pressure.
Operating voltage 4.75 V a 5.25 V

Pressure operating range 0.5 bar to 4 bar
temperature operating range -40°C to 130 °C
TPS3 11
Temperature sensor
Temperature °C Resistance Ω
0 5.67kΩ to 6.12kΩ
20 2.41kΩ to 2.58kΩ
40 1.14kΩ to 1.21kΩ
60 580Ω to 611Ω
80 315Ω to 330Ω
100 183Ω to 190Ω
120 110Ω to 115Ω

Pressure sensor
PS2 12
Air filter clogging sensor

Vacuum switch, providing the signal for the clogged air
filter alarm indicator.
Operating voltage: 12 V to 46 V
Condition at ambient pressure normally open
closing vacuum: ≥ 52mbar
Operating temperature: - 20°C to + 80°C
0.1A .not inductive
Maximum current
not inductive
Electrical poles Isolated
AIRFILT_1 13
Oil pressure sensor (only on request)

Rheostat component providing the signal for the analog
indication of pressure.
Operating Voltage from 6V to 24 V

Calibration range from 0 bar to 10 bar
Resistance value at 0 bar 10Ω +3/-5 Ω
Resistance value at 2 bar 52 ± 4 Ω
Resistance value at 4 bar 88± 4 Ω
Resistance value at 6 bar 124 ± 5 Ω
Maximum value on
184Ω
resistance
Operating temperature from -25 °C to 100 °C OILPS_1 14
Poles isolated
Exhaust gas temperature Sensor (only on request)

Nicr-Ni thermocouple sensor with insulated poles, provid-
ing the signal for the analog indication of exhaust gas tem-
perature.
Temperature Voltage
04_260_N 15
°C 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
Sensor to detect the presence of water in fuel

Fuel resistivity sensor, integrated with the control and am-
plification electronic circuit, providing the signal for the in-
dicator of the presence of water in the fuel.
Operating voltage 12V to 24V

Condition in the absence of
open circuit
water
resistance of the
closed condition
liquid ≤ 1 MΩ
Operating temperature -20°C to +80°C
3A not inductive not
Maximum current
inductive
04_031_C 16
Electrical poles isolated
Connections of the sensor detecting the

presence of water in fuel
1. Mm Connector of the engine wire harness
2. Sensor detecting the presence of water in the fuel
3. Wiring harness (outfitter's responsibility).
The three pole connection between the sensor for detect-

ing 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 METRI-PACK150
three-pole connector with three male terminals; connec-
tion to the sensor requires a JUNIOR TIMER three pole
connector with three female terminals 04_032_C 17
ATTENTION: 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.
11.6.6 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 "Prepar-
ing the engine for long idle periods"
4. Remove the caps and/or seals from the engine intake, exhaust, aeration and venting ports, restoring normal con-
ditions of use. Connect the inlet of the turbocharger to the air filter.
5. Connect the fuel loops to the boat tank, completing the operations set out in item 4 of "Preparing the engine for
long idle periods". 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.
6. Verify and refill engine coolant as prescribed
7. Remove from the engine the labels with the inscription ”ENGINE WITHOUT OIL”.

11.6.7 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 FPT Technical Assistance Centers.
11.6.8 Fuel tank suction

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.
11.6.9 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. To do so, loosen the drain cap (Chapter “Engine under
sea water line (mainly sailing boats / not planning hulls)”) 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 87 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 anti-freeze 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.

11.7 Electrical power equipment
6299297 1
Engine with insulated poles

In case of an insulated starter motor, the negative battery connection must be made on the negative starter pin.
positive must be made through the pin on battery box (if present).
The connection of the +B terminal of the alternator to the positive T30 terminal of the electric starter motor must be
achieved with a conductor having a cross section in line with alternator size (see table below).
The ohmic resistance of the wires causes a voltage drop on the wire. It can be calculated according to the formula:
wherein
– ρ: specific resistance (material constant relating to a temperature of 20°C)
– L: conductor length (note positive and negative line)
Following statements can be made: The conductor resistance is

• material-dependent
• proportional to the conductor length
• inversely proportional to the conductor cross-section
The specific resistance of metals increases with the temperature. Contact resistance shall be taken into account as
well (e.g. battery contact)
Ohmic resistance shall be lower than maximum allowed resistance for each component.
Table 1
Alternator size Maximum rated current (A) Recommended wiring cross section (mm2)
70 (24 V) 25
The connection of the positive T30 terminal of the electric starter motor to the positive pole of the battery, achieved
with a conductor with 70mm² as recommend cross section (see table below).
The negative pole of the battery must be isolated from engine ground.

starter motor Mahle AZF45 24V (4kW)

Maximum battery size
Capacity 66Ah
Max. permissible low temperature test current (as under
500A
CCA SAE)
Minimum total resistance
Minimum total resistance of the starter main wiring
(i.e. wire resistance of the go-and-return wire, contact 8.4 min mOhm (@+20°C, S.o.C 100%)
resistance and internal battery resistance)
Engine with not insulated poles
6299296 2
In case of a non insulated starter motor, the negative of the component must be connected to engine ground. Positive
must be made through the pin on battery box (if present).
The connection of the B+ terminal of the alternator to the positive T30 terminal of the electric starter motor must be
achieved with a conductor having a cross section in line with alternator size (see table below).
The connection of the positive T30 terminal of the electric starter motor to the positive pole of the battery, achieved
with a conductor with 70mm² as recommend cross section (see table below).
Table 2
Alternator size Maximum rated current (A) Recommended wiring cross section (mm2)
90 (12 V) 25
70 (24 V) 25
starter motor SEG HX87-M 12V (3.5kW)

Capacity 176Ah
1320A
EN 50342 or CCA)
Maximum total resistance of the starter main wiring
(i.e. wire resistance of the go-and-return wire, contact 7.5 mOhm (@+20°C, S.o.C 100%)
Minimum battery size
Capacity 55Ah
420A
EN 50342 or CCA)


starter motor SEG HX87-M 24V (4kW)

Capacity 110Ah
765A
EN 50342 or CCA)
Maximum total resistance of the starter main wiring
Minimum battery size
Capacity 44Ah
357A
EN 50342 or CCA)
11.8 Additional storage battery for services

In order to guarantee start-up with sufficient energy, it is advisable that a dedicated additional storage battery for
electrical services is installed on board.
The power line to recharge may be created following indications given below.
If one engine is installed, the storage battery used for services may be recharged by placing a relay on the power
supply line actuated by the recharge signal of the alternator's electronic regulator.
If two engines are installed, the presence of two generators allows the recharging functions to be separated: generator
1 recharges the storage battery 1 dedicated to starting both engines and powering both electrical/electronic control
circuits, while generator 2 recharges the storage battery 2 used to power the services.
In addition, it is essential to connect the engine grounds to a common potential; The solution proposed in below. fully
complies with this need, ensuring the full functionality and independence of the two circuits.

11.9 Functional block diagram for storage battery
1270072 1
B_AUX. Auxiliary battery/ies

ENG_1. Engine 1
ENG_2. Engine 2
ALT+. Positive for alternator (+)
ENG+. Positive for engine (+)
ENG-. Negative for engine
ECU+. Positive for ECU
ECU-. Negative for ECU
B_ENG. Engine battery/ies

11.10 Functional block diagram for storage battery with battery

cut-of
1270073 1
PC. Battery isolator

RCHG. Battery charging
ENG_1. Engine 1
ENG_2. Engine 2
ALT+. Positive for alternator (+)
ENG+. Positive for engine (+)
ENG-. Negative for engine
ECU+. Positive for ECU
ECU-. Negative for ECU
B_AVV. Start-up battery
S_MASTER. General battery cutoff
S_PAR. Battery cut-off for parallel connection between B_AVV and B_SERV

SERV. Services
B_SERV. Service battery
S_SERV. Service battery - switch
B_ECU. ECU battery
S_ECU. ECU Battery cut-off
Symbol Function
Battery
Battery charging
Battery cut-of
Battery isolator
Services
NOTE: Use S_PAR in cases of parallel assembly between starter battery (B_AVV) and service battery (B_SERV).
11.11 Battery recharging

This is accomplished through the power supply line of the electric starter motor and connection to the B+ of the al-
ternator. The voltage 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.
270074_1 1
B+. Connected to the T30 of the electric starter Motor

B-. Connected to the negative pole of the battery, in case of isolated poles
S terminal: battery sense

IG terminal: ignition (alternator turn on function)

L terminal: lamp (warning function)
11.12 Engine electrical ground

The connection of the engine ground must be achieved by connecting a cable with a cross section of 70mm² or more
to the negative pole of the battery at the tightening point T31 of the electric starter motor shown in the figure, in case
of isolated poles.
If insulated grounded:
130129_1 1
The connection of the engine ground must be achieved by connecting a cable with a cross section of 70mm2 or more
to the terminal B- of the alternator at the negative pole of the battery or the terminal 31 of the electrical starter motor
as shown in the figure, in case of isolated poles.
270074_1 2
To anchor the grounding to the engine for not isolated poles, proceed as follows:

A. Completely remove the conducting 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.
B. Apply a uniform layer of BH44D paint (IVECO standard 18-1705) with a brush or spray gun.
C. Join the parts constituting the grounding note within 5 minutes from the time the paint was applied.
If grounded:
130129_2 3

12 - Keel Cooling
Keel cooling system is adopted on engines installed in commercial vessels or workboats intended to operate
in sandy, muddy or shallow waters. For these applications, the use of a keel cooling design instead of a heat
exchanger fitted on the engine will avoid problems related to:
• Low seawater flow due to seawater strainer clogging,
• Loss of cooling capacity due to fooling exchanger,
• Damage to engine cooling system components (eg. Sea water pump, heat exchanger, etc…) due to sand or dirty
accumulation inside the system
Keel cooling system design is responsibility of Shipyard designer supported by FPT Dealer. Design must satisfy FPT
engines working limits prescriptions.
The connection with sleeves must comply with the 10-4302 standard.
Sizing considerations
Engine water temperature maximum limits are defined by size of keel cooler. Parameters that must be considered
in keel cooler sizing are:
• Cooling water temperature (seawater). Delta temperature between cooling water temperature and maximum al-
lowed engine inlet coolant temperature. The low will be the delta the bigger will be cooler sizing;
• Cooling water flow that depends by the minimum and the maximum allowed external pressure droop,
• Heat transfer surface area,
• Fouling factor
• Type of coolant used (% glycol). The higher is the glycol % the lower will be heat transfer capacity, but on the other
side the higher is the glycol % the lower will be coolant freezing temperature,
• Vessel speed. The low is the vessel speed the bigger will be keel cooler sizing. For working boat like dredge, vessel
speed considered should be zero,
• Coolant water flow: inside the pipes should not be more than 2.7 m/s
Engine coolant from the two circuits (HT & LT) runs inside a heat exchanger, placed under the keel or incorporated to
the keel itself. It is an exposed underwater exchange unit. That heat exchanger should have two different sections;
one for HT and on for LT coolant circuit or alternatively may be used two different coolers one for HT and one for LT
circuit.
Cooler sizing and vessel system layout design must always ensure that maximum coolant temperature HT and LT will
be within FPT limits. Outside of these limits FPT will NOT guarantee and will NOT take any responsibility about the
correct engine behavior and engine emission limits fulfillments.
Here below are shown the reference Air Intake temperatures that guarantee to comply with the emission limits:
Table 1
N40ENTM25.30 Stage V IMO T2

74kW @ 2800rpm 125kW @ 2800rpm 147kW @ 2800rpm 169kW @ 2800rpm
Maximum allowed 51 °C 55 °C 58 °C 60 °C
air Temp at engine
inlet (after cooler)

KLC_001 1
Cooling circuit scheme
TTA. Water pressure sender (*) 5. Turbocharger

TATA. High temperature water sender (*) 6. Gear box water - oil heat exchange (*)
1. Pressurized expansion tank 7. Seawater pump
Water thermometer generator (EDC
2. system only) 8. Air - water heat exchanger
3. Exhaust manifold cooled 9. Water pump primary circuit
4 Water drain plug 10. Water thermostat valve primary circuit
(*) Optionals
N4025_13 2
Engine connections (HT-LT IN & OUT)

6299260 3 6299261 4
Twin Sections Box Cooler Single Section Box Cooler
Low Temperature Circuit (LT) – Aftercooler Circuit (CAC) design data

LT Coolant Specifications
Admitted coolant should fulfill the following specifications:
ASTDM D 3306 Type 1, CUNA NC 956-16, FIAT 9.55523 CONTRACTUAL TECHNICAL REF. N° F 101.M01, IVECO
18-1830 CTR N°L101.M16.
Based on environmental condition, engine LT coolant glycol concentrate % admissible values are:
• 50% (see reference table below)
In any case maximum LT coolant temperature at engine inlet should fulfill values in reference table below. Outside
of these limits FPT will NOT guarantee and will NOT take any responsibility about the correct engine behavior and
engine emission limits fulfillments.
Stage V IMO T2
N40ENTM25.30 LT circuit 74kW @ 125kW @ 147kW @ 169kW @
2800rpm 2800rpm 2800rpm 2800rpm
Aftercooler circuit (LT Circuit) total heat rejection 15 kW 22 kW 35kW 35kW
Gear Box Oil Cooler 3 kW 4 kW 5 kW 5 kW
Maximum allowed LT coolant at engine inlet (50%
35 °C 35 °C 44°C 41°C
glycol)
40 °C 40 °C 44°C 41°C
glycol)
42 °C 42 °C 45°C 45°C
glycol)*
* In case of 0% glycol FPT recommends to add a corrosion inhibitor

For LT system shipyard must provide a pressurization cap on the expansion tank 1 bar. External pressure drop mea-
sured from engine outlet to engine inlet (∆press = Pout – Pin) should be within the following values. In tables below,
there are minimum and maximum external pressure drop values with minimum and maximum CAC flow, for different
engine speed:
CAC Flow data for 2800 rpm

Delta P CAC side [bar] CAC flow [l/h]
0.45 13429
0.86 12432
1.37 10219

0.38 12053
0.69 11129
1.15 9290

0.22 8852
0.43 8545
0.77 7592

0.14 6644
0.26 6493
0.52 6052

0.08 4741
0.15 4667
0.3 4503
Respect of the previous values will ensure to have a LT coolant flow within minimum and maxim allowed value.
High temperature (HT) Circuit design data

HT Coolant Specifications
Admitted coolant should fulfill the following specifications:
ASTDM D 3306 Type 3, CUNA NC 956-16,
Based on environmental condition, engine LT coolant glycol concentrate % admissible values are:
In any case maximum HT coolant temperature at engine inlet should fulfill values in reference table below. Outside
of these limits FPT will NOT guarantee and will NOT take any responsibility about the correct engine behavior and
engine emission limits fulfillments.
Stage V IMO T2
N40ENTM25.30 HT circuit 74kW @ 125kW @ 147kW @ 169kW @
2800rpm 2800rpm 2800rpm 2800rpm
High Temperature circuit (HT) total heat
90kW 110kW 135kW 135kW
rejection
Maximum allowed HT coolant at engine
82°C 82°C 90°C 90°C
inlet (50% glycol)

External pressure droop measured from engine outlet to engine inlet (Δpress = Pout – Pin) should be within the
following values. In tables below, there are minimum and maximum external pressure droop values with minimum
and maximum Engine Coolant flow, for different engine speed:

0.46 11778
0.70 10808
1.14 8832

0.34 10090
0.52 9258
0.85 7603

0.20 7574
0.30 6940
0.48 5688

0.12 5840
0.19 5327
0.30 4426

0.07 4142
0.09 3802
0.15 3106
Respect of the previous values will ensure to have a HT coolant flow within minimum and maxim allowed value.
For the LT system an expansion thank with related recovery bottle should be designed by the shipyard. Expansion
thank volume should be at least 10% of the total volume (engine coolant only + boat pipings + keel cooler). The
expansion tank must be designed in order to be always full to guarantee the correct pressurization of the circuit.
Pressurization cap @1 bar to be applied on the expansion tank. Recovery bottle volume should be at least 5% of the
total volume (engine coolant only + boat pipings + keel cooler).
For the HT system Expansion thank volume should be at least 10% of the total volume (engine coolant only + boat
pipings + keel cooler). The expansion tank must be designed in order to be always full and in order to guarantee the
correct pressurization of the circuit. Pressurization cap @1 bar to be applied on the expansion tank. Recovery bottle
should be designed by the shipyard: volume should be at least 5% of the total volume (engine coolant only + boat
pipings + keel cooler).
NOTE: For the HT and LT system ensure the correct degasing when filling the circuits
NOTE: After the first sea trial check the HT and LT coolant level and refill if necessary
Table 2
Engine only LT Circuit volume (l) – w/o gearbox oil cooler 3

Engine only LT Circuit volume (l) – w gearbox oil cooler 4
Engine only HT Circuit volume (l) 21
Table 3
Weight Percent EG (%) Boiling Point (°C)

0 100
10 102

20 102
30 104
40 104
50 107
60 110
70 116
80 124
90 140
100 197
6299264 5
Table 4
Freezing Point
Ethylene Glycol Solution (% 0 10 20 30 40 50
by volume)
Temperature (°F) 32 25.9 17.8 7.3 -10.3 -34.2
(°C) 0 -3.4 -7.9 -13.7 -23.5 -36.8
6299265 6

13 - LOOSE PARTS
In the following table the standard options, provided with the engine, are summarized.
PN Standard options
5802798145 Wiring hardness electrical system – vehicle side
5802167403 Module – Rele 24V – Quality Improvement
5802116302 Fuel pre-filter
8030575 Die Holder joint
8033199 Tap holder joint – 3 poles
8033503 Tank - Compensation bottle 2l
8033717 Tap holder joint - 6 poles
8034419 Quick connector
5802798145 – Wiring hardness electrical system – vehicle side
See electrical scheme on Goldbook dedicated area.
5802167403 – Module – Rele 12V – Quality Improvement
5802116302– Fuel pre-filter
The fuel filter must be approved by FPT. A remote filtering position is not permitted unless under specific FPT control
and approval.
For assistance in selecting a suitable filter, please contact FPT.
The use of pre-filter is mandatory. It must be as near as possible to the fuel tank, in a position corresponding to
the minimum fuel level in the tank or below, to prevent air or water traps. It does not have to be installed on the
engine, in order to avoid to inhibit the water separation good working. A vibrations analysis of the filter base support
is suggested.
Fuel filter and pre-filter must have: a suitable mesh, a water separator, a water-in-fuel sensor & drain, hand primer.
Water-in-fuel switch signal to be sent to engine EDC, warning lamp on dashboard is mandatory.
If a fuel heater is used, the pre-filter will also require a heater.
Fuel waxing must be avoided to guarantee proper engine Startability.
For use in extra-EU countries with non-standard fuels, a specific filtering kit must be agreed with FPT, according the
local fuel market characteristic. Deviations in respect to these guidelines require FPT approval with specific validation
sign-off.
For more details about the fuel pre-filter see Chapter 10.

8030575 – Die Holder joint
8030575 1
8033199 – Tap holder joint – 3 poles
8033503 – Tank - Compensation bottle 2

FPT supply with the engine a recovery bottle and hose the its connection.
For more details about the installation see Chapter 8.
TNKBT_1 2
8033717 – Tap holder joint - 6 poles

8034419– Quick connector
QUICKCONN_1 3

14 - MAINTENANCE
1.1 Main Maintenance Intervals (*)
Table 1
Oil drain interval

Oil filter change
Oil refilling time
CCV filter change
Fuel filter change
Fuel pre-filter change
Belt replacement SEE Datasheet
Valve lash check
Urea filter
(*) Detailed service instructions have to be finalized with FPT.


© 2023. FPT All rights reserved.
Printed in Italy
www.FPT.com
IVECO S.P.A. – TECHNICAL INFORMATION & SERVICE ENGINERING

LUNGO STURA LAZIO, 15/19 – 10156 TORINO (TO) – ITALY
PRINTED:
All rights reserved. No part of the text or illustrations of this publication may be reproduced.
FPT policy is one of continuous improvement and the right to change prices, specification or equipment at any
time without notices is reserved.
All data given in this publication is subject to production variations. Dimensions and weight are approximate only
and the illustrations do not necessarily show products in standard condition. For exact information about any
particular product, please consult your FPT Dealer.
All Rights Reserved Revision 2.0 March 2023

FPT Confidential and Proprietary

2023-0292 Eig N40 Marine

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N40ENTM25.

Engine specification &

2 ENGINE MOUNTING .................................................................. 4

3 TORSIONAL VIBRATIONS .......................................................... 8

4 ENGINE DRIVEN ACCESSORIES.............................................. 13

5 ENGINE ROOM VENTILATION .................................................. 14

6 AIR INTAKE SYSTEM ............................................................... 17

8 COOLING SYSTEM .................................................................. 26

11 ELECTRIC AND ELECTRONICS .............................................. 47

12 Keel Cooling ........................................................................... 73

All Rights Reserved EIG_N40_MARINE

II. DOCUMENT STRUCTURE

Each Sub System chapter is composed by two parts:

III. RELATIONSHIP WITH OTHER FPT DOCUMENTATION

All data is subject to change without notice.

EIG_N40_MARINE All Rights Reserved

SEE DATA SHEET

1.2 Main dimensions and weight

SEE DATA SHEET

1.3 Engine Performance Derating

Derating strategies to be finalized by FPT.

1.4 Cold Startability

Cold start strategy to be finalized with FPT.

SEE DATA SHEET

All Rights Reserved EIG_N40_MARINE

Both torque and suspension reaction have to be considered.

2.2 System Specifications

RIF. NAME COMBINATIONS

EIG_N40_MARINE All Rights Reserved

All Rights Reserved EIG_N40_MARINE

RIF. NAME COMBINATIONS

EIG_N40_MARINE All Rights Reserved

All Rights Reserved EIG_N40_MARINE

In a boat installation torsional vibrations could came from:

Flexible coupling selection should be confirmed by TVA calculation.

3.1 Installation on the hull

EIG_N40_MARINE All Rights Reserved

DESCRIPTION DIMENSION MATERIAL

All Rights Reserved EIG_N40_MARINE

You can implement the following procedure:

3.2 Axis line alignment

The final alignment shall be carried out after that:

EIG_N40_MARINE All Rights Reserved

Engine Flywheel housing data

Engine Flywheel data

All Rights Reserved EIG_N40_MARINE

3.3 Check of concentricity

3.4 Check of parallelism

EIG_N40_MARINE All Rights Reserved

4 - ENGINE DRIVEN ACCESSORIES

SEE DATA SHEET

4.2 Design Recommendations

Higher load on PTO must be evaluated and approved with FPT.

All Rights Reserved EIG_N40_MARINE

5 - ENGINE ROOM VENTILATION

N40 - 250 - Combustion Air Flow

N40 - 250 - Heat radiated

AF = total air flow in m3 /h

kW = total mechanical power installed in engine room in kW

General consideration for the engine room layout are:

EIG_N40_MARINE All Rights Reserved

The ventilation system, shall be tested during sea trial.

The test shall be carried out with: