MM14330 Rev.

B 11/01
CruiseCommand 785CE Installation and
Troubleshooting Manual
SW13867.0

Table of Contents
MM14330 Rev.B 11/01................................................................................................................................................ 1
CruiseCommand 785CE Installation and Troubleshooting Manual
Table of Contents ........................................................................................................................................................ 1
Revisions List ............................................................................................................................................................... 1
1.0 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
1.1 This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 CruiseCommand System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2.1 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.0 OPERATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3
2.1 DC Power On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Take Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.3 Basic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 1: Control Head Detents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.4 Engine Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.5 Station Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 2: Remote Stations before Transfer of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 3: Remote Station Transfer after Transfer of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.6 Warm-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 4: Control Head Warm-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 5: Control Head Normal Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.7 High / Low Idle Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.7.1 Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.7.2 High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 6: High/Low Idle Mode Selections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.7.3 Selecting Between High / Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.8 Synchronization (Multi Screw) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.9 One Lever Operation Mode (Multi Screw). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 7: Step A One Lever Operation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 8: Step B One Lever Operation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.10 Trolling Valve Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.10.1 Trolling Valve Command Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.10.2 Operation in Non-Troll Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.10.3 Operation in Troll Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.10.4 To turn Troll Mode On: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.10.5 To turn Troll Mode Off:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.10.6 Types of Trolling Valve Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 9: Control Head 20 Degree Troll Range - Type 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 10: Control Head 35 Degree Troll Range - Type 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 11: Control Head 45 Degree Troll Range - Type 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

3.0 REQUIRED PARTS AND TOOLS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12

3.1 Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 12: Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2 Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3 Control System Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Page 1
 3.4 Clutch Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.5 Cable Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 13: Processor Harness Connector Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 14: Harness Plug Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.6 Tools For Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.6.1 Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.6.2 Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.7 Engine Stop Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.0 PLAN THE INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16
4.1 Processor(s) Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Figure 15: Processor Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2 Control Head Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.1 400 & MC2000 Series Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.2 700 Series Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.3 512 Series Control Head Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4 Control Head Cabling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.3 DC Power Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.0 INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18
5.1 Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Figure 16: Processor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.2 Power/Start Interlock/(optional) Clutch Pressure/(optional) Alarm Circuit Harnesses . . . . . . . . . . . . . . . . . . . . . . . 18
5.2.1 Power Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 17: DC Power with Automatic Power Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 18: DC Power with Automatic Power Selector Alternative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.2.2 Start Interlock Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 19: Start Interlock Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.2.3 Control Head Harnesses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.2.4 Alarm Circuit (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.2.5 Clutch Pressure (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.3 Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.3.1 Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5.3.2 Cable Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Figure 20: Control Head Wiring Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
5.3.3 Aft Facing Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 21: Aft Facing Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.4 Synchronization (Multi Screw Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.4.1 Tachometer Sensor Wire Harness (Active Synchronization Only) (Multi Screw) . . . . . . . . . . . . . . . . . . . . . 25
5.5 Main Engine Speed Control - Throttle Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.6 Clutch and Troll [optional] Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.6.1 Clutch Control Only. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.6.2 Clutch and Troll Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.7 Engine Stop Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.0 SET-UP PROCEDURES - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27
6.1 Processor Components used in Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 22: Processor Display and Arrow Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.1.1 Processor Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 23: Display 7-Segment Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 24: Display Pad Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.1.2 Processor Arrow Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 25: Processor Arrow Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.1.3 Up and Down Arrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 26: Up and Down Arrow Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Page 2
 6.1.4 Left and Right Arrow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 27: Left and Right Arrow Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.1.5 Left Arrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 28: Left Arrow Push Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.1.6 Right Arrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 29: Right Arrow Push Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 30: Display with Value more than Two Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2 Activating Set-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 31: Display Normal Operating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 32: Display Function Menu Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 33: Display with Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.3 Set-up Functions & Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Table 1: Functions List....................................................................................................................................................32
6.3.1 A0 - Processor Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 34: Display with A0 - Processor Identification Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
6.3.2 A1 - Number of Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 35: A1 - Number of Engines Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
6.3.3 A2 - One Lever Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 36: A2 One Lever Operation Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6.3.4 E0 - Select Engine Throttle Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 37: E0 - Select Engine Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.5 E1 - Throttle in Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.6 E2 - Throttle Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.7 E3 - Throttle Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.8 E4 - Throttle Maximum Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.9 E5 - Throttle Pause Following Shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 38: E5 - Throttle Pause Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.3.10 E6 - High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.3.11 E7 - Active Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 39: E7 - Active Synchronization Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.3.12 C0 - Clutch Oil Interlock Enabled/Disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 40: C0 Clutch Oil Interlock Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.3.13 C1 - Clutch Oil Interlock Delay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 41: C1 - Clutch Oil Interlock Delay Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
6.3.14 C2 - Reversal Pause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 42: C2 - Reversal Pause Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
6.3.15 C3 Reversal Pause Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 43: C3 - Reversal Pause Time Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
6.3.16 C4 - Reversal Pause Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 44: C4 - Reversal Pause Ratio Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
6.3.17 L0 - Troll Lever Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Figure 45: L0 - Troll Lever Range Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
6.3.18 L1 - Troll Valve Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Table 2: Trolling Valve Type Selection..........................................................................................................................41
Figure 46: L1 Troll Valve Function Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.3.19 L2 - Troll Minimum Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.20 L3 - Troll Maximum Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.21 L4 - Troll Throttle Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.22 L5 - Troll Pulse Duration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.23 L6 - Troll Pulse Percentage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.24 H0 - Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.25 H1 - Erase EPROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3.26 H2 - High Side Driver Fault Enable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Figure 47: H2 High Side Driver Fault Function Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Page 3
 Table 3: Solenoid Error Status Enable ............................................................................................................................43

7.0 ADJUSTMENTS AND TESTS (SECURED TO DOCK) - - - - - - - - - - - - - - - - - - - - - - 44

7.1 Control Head (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
7.2 Start Interlock (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
7.3 Service Field Test Unit (Break-out Box) and Multi Meter Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 48: Service Field Test Unit and Multi Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Table 4: Functions Requiring Service Field Test Unit and Multi Meter ........................................................................45
Figure 49: E1, E2, E3, E4, and E6 Processor, Test Unit, and Multi Meter connections. . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 50: L2, L3, and L4 Processor, Test Unit, and Multi Meter connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
7.4 E-2 Throttle Minimum and E-3 Throttle Maximum Signal (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Table 5: Throttle PWM, Voltage, Current Output Adjustments .....................................................................................46
Figure 51: E2 - Throttle Minimum and E3 - Throttle Maximum Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
7.5 Engine Stop Switches Test (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
7.6 Warm-Up Mode Test (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
7.7 E1 - Throttle in Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 52: E1 - Throttle in Neutral Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
7.8 E4 - Throttle Maximum Astern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 53: E4 - Throttle Maximum Astern Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
7.9 E6 - High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Figure 54: E6 - High Idle Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

8.0 ADJUSTMENT UNDERWAY - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 53

8.1 Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
8.2 Reversal Pause On Direction Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
8.3 L2 & L3 Trolling Minimum and Maximum Adjustments (Engines Running). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Table 6: Propeller Shaft RPM .........................................................................................................................................54
Figure 55: Multi Meter and Test Unit Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 56: L2 - Troll Minimum Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Table 7: Minimum Trolling Pressure ..............................................................................................................................56
Figure 57: L3 - Troll Maximum Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Table 8: Maximum Trolling Pressure .............................................................................................................................57
8.4 L4 - Troll Throttle Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Figure 58: L4 - Troll Throttle Limit Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.5 L5 - Troll Pulse Duration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 59: L5 - Troll Pulse Duration Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
8.6 L6 - Troll Pulse Percentage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 60: L6 - Troll Pulse Percentage Set-up Activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

9.0 CONTROL OPTIONS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 61

9.1 Alarm Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
9.2 Clutch Oil Pressure Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10.0 MAINTENANCE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 62
10.1 Control Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
10.2 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Appendix A.1
PARTS LIST ............................................................................................................................................................... 1
MMC-280 Rev.G 6/01 ................................................................................................................................................. 3
400 & MC2000 Control Head Variations
MMC-307 Rev.C 6-01 .................................................................................................................................................. 7
700 Series Control Head Sheet

Page 4
MMC-310 Rev.D 6-01 .................................................................................................................................................. 9
464-4 Control Head Sheet
MMC-326 Rev.- 7/01.................................................................................................................................................. 11
CH14450 Control Head Sheet
MMC-279 Rev.A 11/00 ............................................................................................................................................. 13
400 Series Watertight Enclosure
Deutsch Connector Assembly .................................................................................................................................. 15
S-214 Rev.A 6/01 ....................................................................................................................................................... 19
Automatic Power Selector (APS) Model: 13505
Figure 1: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 2: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

MMC-287 Rev.B 7-01 ................................................................................................................................................ 21

Bonding - A.B.Y.C. E-9 46 CFR 111.05
MMC-288 Rev.C 7/01 ............................................................................................................................................... 23
References and Parts Source

Appendix B.1
1.0 TROUBLESHOOTING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 1: Basic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.1 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.1.2 Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.1.3 Electrical Wiring (Harnesses) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.1.4 Power Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2 Troubleshooting Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3 Problem Resolutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 2: Automatic Power Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 3: Control Head Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 4: Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.4 Diagnostic Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 5: Display Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 6: Display Function A0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 7: Display Function H0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 8: Display Applied Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 9: Display Tachometer Sender Frequency in Hz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 10: Display Stations Current Control Head Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 11: Display Stations Control Head Transfer Button Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 12: Display Software Revision Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.5 Audible Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.5.1 Slow Repetitive Tone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.5.2 One Long - Three Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 13: Display Stations Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Figure 14: Display Stations A/D Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.5.3 Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.5.4 One Long - One Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.5.5 Three Second Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.6 Station Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.6.1 Command Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.6.2 Remote Station Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 15: Display Station A/D’s no decimal points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Page 5
 Figure 16: Display with Station Transfer Button pushed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.6.3 Stuck Transfer Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.7 Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Table 1: Error Messages..................................................................................................................................................21
1.8 Problem Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Table 2: Problem Scenarios ............................................................................................................................................23
1.9 Cable Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.9.1 Power, Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 17: Power, Start Interlock Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
1.9.2 Power, Start Interlock & Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 18: Power, Start Interlock, Clutch Oil Pressure Switch Harness Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
1.9.3 Power, Start Interlock, Pressure Switch & Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 19: Power, Start Interlock, Clutch Oil Pressure Switch, and Alarm Harness Pin Out . . . . . . . . . . . . . . . . . . . 30
1.9.4 Throttle, PWM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 20: PWM Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
1.9.5 Throttle, Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 21: Voltage Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
1.9.6 Throttle, Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 22: Current Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
1.9.7 Clutch Power, Ahead & Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 23: Clutch Power, Ahead, and Astern Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
1.9.8 Clutch Power, Ahead, Neutral & Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 24: Clutch, Ahead, Astern, and Neutral Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
1.9.9 Clutch Power, Ahead, Astern, Troll On/Off & Troll Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 25: Clutch and Clutch/Troll Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
1.9.10 Serial Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 26: Serial Communication Harness Pin Outs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
1.9.11 Tachometer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 27: Tachometer Sensor Harness Processor End Pin Outs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
1.9.12 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 28: Control Head Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

2.0 THROTTLE SIGNAL TESTING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 35

Figure 29: Dwg 11653-A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.1 DC Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 30: Dwg 11653-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.2 Current (mA.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 31: Dwg 11653-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 32: Dwg 11653-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.3 PWM (Pulse Width Modulation) with Duty Cycle Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 33: Dwg 11653-E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 34: Dwg 11653-F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.4 PWM (Pulse Width Modulation) with DC Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Figure 35: Dwg 11653-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 36: Dwg 11653-I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 37: Dwg 11653-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

3.0 CLUTCH AND/OR TROLL TESTING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 43

3.1 Ahead Clutch Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 38: Dwg 11653-K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
3.2 Astern Clutch Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Figure 39: Dwg 11653-J . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.3 Neutral Solenoid Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 40: Dwg 11653-L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Page 6
 3.4 Troll On/Off Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Figure 41: Dwg 11654-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
3.5 Troll Command (Proportional Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 42: Dwg 11653-N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
3.6 Erase EEPROM (H1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Appendix C.1

Drawing 11748, Single Screw, Two Stations ............................................................................................................. 3

Drawing 11746, Single Screw, Two Pluggable Stations ........................................................................................... 5
Drawing 11747, Twin Screw, Two Stations .............................................................................................................. 7
Drawing 11745, Twin Screw, Two Pluggable Stations ............................................................................................ 9

Page 7
 Revisions List
Rev Date Revision Description
A 9/01 1. SER-165 was replaced with current form.
B 11/01 Complete Manual revised to current ZF Mathers, LLC. standards adding
Software Part Number to Table of Contents.
1. Section 3.7 and 5.7: WARNING added CFR reference.
2. Section 6.3 Table 1: Functions List E0 Cummins Quantum voltage,
revised 4.1 to 4.0.
3. Section 6.3.4 Cummins Quantum voltage revised 4.1 to 4.0.
4. Section 7.5: CAUTION added CFR reference.
5. Section 9.1 Removed paragraph 3. Revised per ELR 637
6. Appendix B.1 TRAIN-156 Section 1.9.3 revised to B. Revised per ELR
638.
INTRODUCTION

1.0 INTRODUCTION
1.1 THIS MANUAL
The purpose of the CruiseCommand Installation/Troubleshooting is:
• Operation (Section 2.0)
• Required Parts & Tools (Section 3.0)
• Plan the Installation (Section 4.0)
• Installation (Section 5.0)
• Set-up (Section 6.0)
• Adjustments (Section 7.0 and 8.0)
• Control Options (Section 9.0)
• Maintenance (Section 10.0)
• ZF Mathers Service Sheets (Appendix A.1)
• Troubleshooting (Appendix B.1)
• General System Drawing (Appendix C.1)
Keep this Manual for future reference.
Throughout the manual special attention should be paid to the fol-
lowing boxes:
NOTE: Contains Helpful Information

CAUTION: Damage to equipment may occur if this message is disregarded.

WARNING: Personal Injury may result if this message is disregarded.

Appendix A.1 contains the Service Sheets created by ZF Mathers to

aid in servicing, set-up, and documenting of this vessels parameters.
Appendix B.1 contains Troubleshooting explanations.
If you cannot find a solution within the Trouble Shooting, contact one of
the companies listed on the ZF Mathers Contact list at the end of Appen-
dix B.1.
Appendix C.1 contains basic System Drawings.
The following manual is written with all options considered. Not all
options are used on all Systems. Read ONLY the Sections that relate to the
application being used on this vessel.
Page 1
INTRODUCTION

1.2 CRUISECOMMAND SYSTEM

The CruiseCommand System is designed for:
• Engines that require either voltage, current (mA), or PWM
speed command signal
• Transmissions equipped with solenoid clutch or solenoid
clutch/troll
1.2.1 Features
• Sequencing of Clutch and Engine Speed
• Start Interlock
• Station-in-Command Indication
• Warm-up Mode
• High/Low Idle
• Engine Synchronization (Multi Screw)
• One Lever Operation (Multi Screw)
• Audible and Visual Indicators
• Electric Trolling Valve Control
• Key-Pad Set-up
• Plug-in Cable Connections
• Emergency Reversal Protection
• CruiseCommand Failure Alarm Contact (optional)
• Clutch Oil Pressure Interlock (optional)
• Built-in Diagnostics
• One to Four Remote Stations

Page 2
OPERATION

2.0 OPERATION
2.1 DC POWER ON
When CruiseCommand control system DC power is turned ON:
• Processor will command Neutral/Idle.
• Intermittent tone will sound at all Stations indicating that no Station
has command. (refer to Section 2.8)
2.2 TAKE COMMAND
To take command at a Station:
• Control Head lever(s) must be in the Neutral detent.
• Operator must depress the transfer button for 1/2 second.
The tone will stop at all Stations and the red LED indicator light on the
Control Head will light, indicating the Station is in Command.
NOTE: Only one Station has command at a time.

2.3 BASIC OPERATION

The Control Head has three detents; Astern, Neutral, and Ahead.
(Refer to Figure 1:) With the Control Head lever(s) positioned in the
Neutral (vertical) detent, the System will command Neutral and Idle
RPM. Control Head lever movement of 15 degrees to the Ahead or
Astern detent will command Ahead or Astern clutch engagement
while the engine remains at Idle RPM. Further movement of the Con-
trol Head lever will increase the engine RPM in proportion to the Con-
trol Head lever position.

Figure 1: Control Head Detents

Page 3
OPERATION

2.4 ENGINE START INTERLOCK

The engine start signal is blocked unless the following are true:
• DC power has been turned ON to the Control System.
• A Station has command.
• The Control System is commanding Neutral.

2.5 STATION TRANSFER

When transferring command from one Station to another:
A)Leave the Control Head lever(s) of
the Station-in-Command in any
position.
B) Place the Control Head lever(s) of
the receiving Station in the Neutral
detent position. (refer to Figure 2:)
Figure 2: Remote Stations before Transfer of Command

C) At the Station taking command depress and hold the transfer

button for 1/2 second. (Refer to Figure 3:)
• The red LED indicator will light at the receiving Station’s
Control Head, indicating the Station has taken command.
• The red LED indicator
light will go Off at the
transferring Station’s
Control Head, indicat-
ing the Station no longer
has command.
Figure 3: Remote Station Transfer after Transfer of Command

D)The commanded positions of the Throttle and Clutch will

remain unchanged for one second after the red indicator lights.
This allows the operator time to move the Control Head
lever(s) to a position approximately matching the last Station’s,
which will allow the vessel to maintain the current speed and
direction.
Page 4
OPERATION

2.6 WARM-UP MODE

This feature allows the operator to increase the engine’s RPM while
the Clutch remains in Neutral. Warm-up Mode is operational only in
Ahead. The system is placed into Warm-up Mode as follows:

A)At the Station-in-Command,

ensure that the Control Head lever
is in the Neutral detent position
(refer to Figure 4:):
B)Depress and hold the transfer but-
ton.
Figure 4: Control Head Warm-up Mode

C) After one second move the Control Head lever to the Ahead
detent position.
D)Now release the transfer button.
• The red indicator light will blink slowly indicating Warm-up
Mode and the clutch has stayed in Neutral.
E) The operator can now start and warm-up the engine while mov-
ing the Control Head lever through the Ahead throttle ranges.
F) When the Control Head lever is returned to the Neutral detent,
the red LED will discontinue blinking and the CruiseCommand
will automatically reset to Normal Operating Mode after one
second.

Figure 5: Control Head Normal Operating Mode

G)The next Control Head lever movement will shift the transmis-
sion.

Page 5
OPERATION

2.7 HIGH / LOW IDLE MODES

The CruiseCommand Control System offers two options of engine
IDLE RPM settings.
• Low Idle Mode (default setting)
• High Idle Mode. (an adjustable elevated Idle RPM)
2.7.1 Low Idle
Low Idle is the normal engine Idle RPM.
When the System is initially powered up, it will always command Low
Idle.

2.7.2 High Idle

A High Idle RPM may be programmed during Set-up. The High Idle
maximum setting is 20% of full throttle.

Figure 6: High/Low Idle Mode Selections

2.7.3 Selecting Between High / Low Idle

To select between Low and High Idle (or vice versa) at the Station-in-
Command: (refer to Figure 6:)
A) The Control Head levers may be in any position.
B) Depress and hold the transfer button for 1/2 second and then
release.
• If the System was in Low Idle it will toggle to High Idle and vice
versa.
C) To return to the previous Idle setting, depress and hold the transfer
button again for 1/2 second and then release.

Page 6
OPERATION

2.8 SYNCHRONIZATION (MULTI SCREW)

The CruiseCommand System utilizes dual lever synchronization. Dual
lever synchronization provides the security of both of the Control
Head levers always being active.
Synchronization is automatic and only operates in Ahead; conse-
quently it can be left ON full time. Cruise-Command will always
power-up with synchronization Enabled.
In order for synchronization to become active and work toward syn-
chronizing the engine’s RPM’s, the Control Head levers must be in the
synchronization range.

Synchronization Range is:

• Both Control Head levers are in an Ahead position
• Greater than 5% percent of the throttle range is commanded
• Commanded throttles must be within 10% of one another.
The Processor’s throttle signals are compared and then matched. The
Processors then send the same signal to all engines. The engines are
now synchronized.

A green LED indicator light located on the Control Head of the Sta-
tion-in-Command indicates engine synchronization:
• When the green LED is NOT LIT, no synchronization.
• When the green LED is LIT, synchronization.

Synchronization can be turned OFF and ON:

To turn synchronization OFF:
1. Place the Control Head levers in the synchronization range.
2. Push the Transfer Button until the green LED blinks and goes out (approxi-
mately 2 seconds). Synchronization is now OFF.
To turn synchronization ON:
1. Place the Control Head levers in the synchronization range.
2. Push the Transfer Button until the green LED lights (approximately 2 seconds)
• The green LED light will blink as the system is working to synchronize.
• The green LED will become solid green when the engines are synchronized.
Page 7
OPERATION

2.9 ONE LEVER OPERATION MODE (MULTI SCREW)

This System utilizes One Lever Operation Mode to allow one Control
Head lever (Master) to command all engines and gears. The "Master"
lever can be any lever. The advantage of this is that only one Control
Head lever operates all engines and gears. Normal control sequenc-
ing and timing applies to all engines.
NOTE: The green LED will always be lit while in One Lever Operation, no matter what position
the Master Control Head lever is in.
NOTE: The Control Head lever(s) that are in-active can now be placed out of the way in any posi-
tion forward of the Ahead detent.
One Lever Operation Mode must be
enabled.

To turn ON One Lever Operation:

A) At the Station-in-Command,
move all of the Control Head
levers to the Ahead Detent
Figure 7: Step A One Lever Operation Mode

B) Push and Hold the transfer but-

ton while moving the Master
Control Head lever out of the
Ahead detent. DO NOT
RELEASE TRANSFER BUT-
TON until the green light turns
Figure 8: Step B One Lever Operation Mode On, indicating One Lever Oper-
ation Mode is now Active.
To turn OFF One Lever Operation:
A)Place the Master Control Head lever into the Neutral Detent.
B) Place the in-active Control Head lever(s) into the Neutral
Detent.
C) The green LED will turn Off, indicating control system is now
in Normal Operating Mode.
CAUTION: It is strongly recommended that the Master Lever is returned to the Neutral/Idle posi-
tion prior to disabling One Lever Operation. Failure to do so may result in a sudden
change in vessel direction.

NOTE: One Lever Operation may be used in Troll Mode or in Non-Troll Mode.
Page 8
OPERATION

2.10TROLLING VALVE CONTROL (OPTIONAL)

The CruiseCommand System is able to control electric Trolling Valves
that utilize single or dual solenoids.
The Troll Mode option is selected during Set-up.

2.10.1Trolling Valve Command Operating Modes

This system has two Modes of Operation when a Troll Valve Type of
command has been set up: Troll and Non-Troll. When the control sys-
tem is initially powered up, the default Mode Of Operation is the Non-
Troll Mode.

2.10.2Operation in Non-Troll Mode

During Non-Troll Mode the Trolling Valve will remain locked up or at
maximum oil pressure position and System will work in Normal Operat-
ing Mode.

2.10.3Operation in Troll Mode

Troll Mode is a feature that must be turned On and Off at the Control
Head.
A) Place the Control Head lever in the Neutral, Ahead, or Astern
Detent.
B) Depress and hold the transfer button for two seconds.
• The solid red indicator light on the Control Head will begin blink-
ing rapidly, indicating the system is now in Troll Mode.
NOTE: If system is set for multiple screw operation, ensure all Control Head levers are in the Neu-
tral/Idle (vertical) or Ahead detent.

C) Once the system has been placed in Troll Mode and in the Ahead or
Astern detent, the propeller will begin to rotate at approximately
30% of Idle lock-up RPM.
• The throttle remains at Idle;
• The transmission commands Ahead or Astern;
• Control Head red LED flashing.
D) Continued Control Head lever movement through the Troll Range:

Page 9
OPERATION

• Will increase the propeller RPM from 30 percent shaft RPM to

approximately 70 percent shaft RPM;
• The throttle remains at Idle or can be adjusted to increase up to
20% of maximum throttle within this Troll Range.
• The Control Head red LED will become a steady light when the
Control Head lever reaches the end of the Troll Range.
E) The remaining movement of the Control Head lever beyond the
Troll Range:
• Clutch locks up.
• Will increase engine speed up to maximum throttle.

2.10.4To turn Troll Mode On:

A) Place the Station-in-Command Control Head lever in the Neutral,
Ahead, or Astern detent.
B) Depress and hold the Transfer Button until the red indicator light on
the Control Head changes (approximately 2 seconds) then release
the button:
• When the red indicator light is blinking rapidly, the control system
has turned Troll Mode ON. The clutch is slipping.

2.10.5To turn Troll Mode Off:

A) Place the Station-in-Command Control Head lever in the Neutral,
Ahead, or Astern detent.
B) Depress and hold the Transfer Button until the red indicator light on
the Control Head changes (approximately 2 seconds) then release
the button:
• When the red indicator light is a steady red, the control system has
Troll Mode OFF. The clutch is locked-up.

2.10.6Types of Trolling Valve Command

• 00 = No Trolling Valve (Refer to Section 2.10.2 for operation)
• 01 = Type 1 Trolling Valve Command (20 degrees Troll Range) (Refer
to Section 2.10.3 for operation)
• 02 = Type 2 Trolling Valve Command (35 degrees Troll Range) (Refer
to Section 2.10.3 for operation)

Page 10
OPERATION

• 03 = Type 3 Trolling Valve Command (45 degrees Troll Range) (Refer

to Section 2.10.3 for operation)
NOTE: When Troll Type 3 is being used, maximum throttle is limited to 75%.

To turn Troll Mode ON (Troll Mode)/OFF (Non-Troll Mode) is the same

for all Troll Types.

Figure 9: Control Head 20 Degree Troll Range - Type Figure 10: Control Head 35 Degree Troll Range -
1 Type 2

Figure 11: Control Head 45 Degree Troll Range - Type 3

Page 11
REQUIRED PARTS AND TOOLS

3.0 REQUIRED PARTS AND TOOLS

3.1 PROCESSOR
The Processor receives the variable DC volt-
age from the Control Head(s) and converts
these inputs to the appropriate electronic or
electric outputs at the correct time and
sequence to the Governor and Gear Box. The
information regarding throttle type, throttle/
gear sequencing, etc. are all stored on mem-
Figure 12: Processor ory within the Processor.
One Processor required per engine (refer to the Drawing in Appendix
C.1)
Mounting Hardware is installer supplied.
Operator Manual included with the Processor:
3.2 CONTROL HEADS
There are two types of Control Head connections available:
• Plug Connected
• Terminal Connected
Refer to Appendix A.1 for Control Head Variations and Dimensions
Sheets for the type of Control Head being used with this System.
One Control Head is required per Station.
Included with the Control Head:
• Gasket
• Terminals
• Mounting screws
• Control Head Dimensions Variations & Installation Sheets
NOTE: Retrofit applications may require planning for an adapter pad to cover the old Control
Head cutout. A variety of adapter and cover pads are available from ZF Mathers, LLC.

Page 12
REQUIRED PARTS AND TOOLS

3.3 CONTROL SYSTEM POWER

The Processor requires:
• A battery source of 12 or 24 volts DC
• A 10 ampere circuit breaker with manual reset
• Automatic Power Selector (refer to Appendix A.1 - S-214
APS Service Sheet)
The power for the Control System should come from the same power
distribution panel as the other required engine functions. (Refer to
Appendix C.1 Drawing Notes)
3.4 CLUTCH POWER SUPPLY
The power for the clutch solenoid may come from the same power
distribution panel as the other required engine functions. The Clutch
Power Supply cable and the Processor DC Power Source cable may
come from the same breaker. (Refer to Appendix C.1 Drawing Notes
for power requirements.)
3.5 CABLE HARNESS
Below is a general list of Wire Harnesses available to CruiseCom-
mand. Not all of the harnesses may be used on every system. The
use of the harness depends on the features being used on the vessel.
A complete harness list and part numbers are located in Appendix
A.1.
Station 2, Station 3, Station 4, Pulse, and Serial connectors on the
Processor are sealed with plugs at the factory. If the connectors are
to be used, remove and discard these plugs. Every connector should
either have a Wire Harness or plug. Do not leave a connector empty.
All Harnesses are available from ZF Mathers, LLC. Select from
Appendix A.1 – Parts List the correct Harnesses for your System.

Page 13
REQUIRED PARTS AND TOOLS

2
(1) Throttle-PWM Wire Harness (Processor to Engine Inter-
3
1 face)

(1) Throttle-Voltage Wire Harness (Processor to Engine Inter-

face)
6
(1) Throttle-Current Wire Harness (Processor to Engine
Interface)

(2) Power/Start Interlock Wire Harness (Processor to

Power/Start Interlock connections)
5
4 (2) Power/Start Interlock/Clutch Pressure Wire Har-
ness (Processor to Power/Start Interlock/Clutch Pressure Switch con-
nections)

(2) Power/Start Interlock/Clutch Pressure/ Alarm

Circuit Wire Harness (Processor to Power/Start Interlock/
Figure 13: Processor Harness Connector Clutch Pressure Switch/Alarm connections)
Locations
(3) Clutch Wire Harness (Processor to Clutch Power Supply and shift solenoids)
(3) Clutch/Troll Wire Harness (Processor to Clutch Power Supply, shift solenoids, and Troll sole-
noids)

(4) Control Head Wire Harness (Processor to Control Head)

(5) Serial Communication Wire Harness (Twin Screw) (Processor to Processor)

(5) Serial Communication Wire Harness (to connect 3rd, 4th, and 5th Screw) (Processor
to Processor)

(6) Tachometer Sensor Wire Harness (Multi Screw Only using Active Synchronization)
(Processor to Tachometer Sensor)

Figure 14: Harness Plug Connectors

The Harnesses use one or both of the plug connector types detailed in
Figure 14:. When connecting the plugs, ensure that the release but-
ton or buttons are depressed and held until plug is fully connected or
disconnected. Connecting or disconnecting plugs without depressing
and holding the release button or buttons will damage the plug.

Page 14
REQUIRED PARTS AND TOOLS

3.6 TOOLS FOR INSTALLATION

3.6.1 Required
• Screwdriver – med. Phillips #2
• Hole saw -- 1 inch (25,4mm)
• Drills -- 9/32 inch (7,2mm) and 7/32 inch (5,6mm)
• Saw (appropriate type of saw for cutting material Control Head will be mounted on)

3.6.2 Optional
• Wire cutter, stripper, crimper (Recommend Thomas & Betts WT-2000) (if using single
terminated harnesses)

• Service Field Test Unit (Break-out Box)

• Calibrated Digital Voltmeter (for CAT must read PWM)

3.7 ENGINE STOP SWITCH

It is mandatory for an Engine Stop Switch to be located at each
Remote Station. This switch is installer supplied.
WARNING: An Engine Stop Switch at each Remote Station is an absolute requirement. Refer to
CFR 46, SEC. 62.35-5 and ABYC P-24.5.8.

Page 15
PLAN THE INSTALLATION

4.0 PLAN THE INSTALLATION

NOTE: ZF Mathers recommends that the control system be installed in accordance with ABYC E-
9 and P24.

4.1 PROCESSOR(S) LOCATION

NOTE: Read the Warranty in Appendix A.1. Improper mounting location may cancel warranty.
Processors are spray proof, but must
not be immersed.
An engine room location of the Pro-
cessor is preferred.
• If the engine room is too small,
locate in any area where it is
accessible for electrical connec-
tions.
Bulkhead mounting preferred for ease
of access for wiring and adjust-
ments.
The Processor can be mounted in any
attitude as long as the LED on the
front cover is readable.
Do not mount the Processor on the
Figure 15: Processor Dimensions
engine, on the transmission, or in
any location that will subject it to
excessive vibration.
Refer to Figure 15: for Processor dimensions.
Locate Processor(s) away from heat sources, such as engine exhaust
manifolds turbochargers. Allow 4 feet (1,2m) of clearance, or
more, between the Processor(s) and such heat sources.
CAUTION: Electro-magnetic fields can influence CruiseCommand’s electronic circuits.

Do not mount close to gas engine ignition systems, alternators, or

electric motors. Allow 4 feet (1,2m) of clearance between the
Processor and alternators or electric motors.
A threaded hole is provided for connection to the vessel’s bonding
system.

Page 16
PLAN THE INSTALLATION

CAUTION: It is mandatory that the Processor DC negative is bonded (connected) to the vessel
bonding system. See Appendix A.1 Bonding Section.

4.2 CONTROL HEAD LOCATION

Refer to Appendix A.1 Control Head Dimensions and Variations
sheets for specific information on the Control Head being used on this
vessel.
4.2.1 400 & MC2000 Series Control Heads
When properly mounted on a console, the Control Head is watertight
from the top. An adhesive gasket must be used to seal the Control Head to
the mounting surface. However, below the mounting surface the Control
Head needs protection from water or spray.
NOTE: If a Control Head is mounted weather exposed from the underside, consider using a Water-
tight Enclosure. Reference Appendix A.1 Watertight Enclosure for specific information.

4.2.2 700 Series Control Heads

When properly mounted on a console, the Control Head is watertight.

4.2.3 512 Series Control Head Assembly

Refer to the Installation Manual MM14334 supplied with the Control
Head Assembly.

4.2.4 Control Head Cabling

Ensure that the harness cable length is long enough to run from the Pro-
cessor all the way to the Remote Station in one complete cable run.

4.3 DC POWER SOURCE

It is important to keep the length of power cable short to reduce volt-
age drop.
CAUTION: It is important that the wire size from the battery to the circuit breaker panel is large
enough to keep voltage drop due to current flow, to less than 3% of 7 amps. The DC
return to the battery must be large enough to supply all current requirements with a
voltage drop of less than 3%. Refer to ABYC E-9.

It is recommended by ZF Mathers that an Automatic Power Switch

(APS) and a second power source be used. Refer to Appendix A.1 -
APS Service Sheet and Appendix C.1 System Drawing.

Page 17
INSTALLATION

5.0 INSTALLATION
Before starting the actual installation of CruiseCommand, make sure you
have the correct parts and tools. See Section 3. Read ALL the instruc-
tions pertinent to each part before beginning the installation of that part
NOTE: When connecting the plugs, ensure that the release buttons are depressed and held until
plug is fully connected. To disconnect the plugs, the release buttons MUST be held
depressed until plug is disconnected. Refer to Figure 12:, page 22.
NOTE: When installing the harness cable, support the cables using clamps or straps not more than
18 inches (0,5m) apart, unless contained in a conduit. Install each cable so it is protected
from physical damage. Refer to ABYC Standard E-9.

5.1 PROCESSOR

Figure 16: Processor Installation

A) Place the Processor on the mounting surface and mark the three
screw holes.
B) Remove Processor and drill the screw holes.
C) Secure the Processor using 1/4 inch or M6 fasteners.
D)Connect to the Bonding System.
5.2 POWER/START INTERLOCK/(OPTIONAL) CLUTCH PRESSURE/
(OPTIONAL) ALARM CIRCUIT HARNESSES
Refer to Appendix A.1 Parts List for the correct Harness for this appli-
cation. Refer only to the Sections that apply to the Harness being used
in this application.

Page 18
INSTALLATION

This Harness will be plugged on the Processor end of the cable only.
The Harness is supplied with two or three cables extending from the
plug:
• Power (refer to Section 5.2.1)
• Start Interlock (refer to Section 5.2.2)
• (optional) Clutch Pressure only or Clutch Pressure and Alarm
Circuit (Alarm Circuit refer to Section 9.1 and Clutch Pres-
sure refer to Section 9.2)
WARNING: When connecting the Power Harness to the Processor be sure the power is OFF.

A) Insert the Wire Harness plug into the POWER connector on the
Processor.
B) Continue with the following Sections that apply to this applica-
tion.
5.2.1 Power Cable
It is critical to design and wire the Control System in a manner where the
chance of losing power to the Control System is kept to a minimum.
ZF Mathers recommends that two power sources are utilized along with
the APS (Automatic Power Selector refer to Appendix A.1 S-214) as
shown in Figure 17:

Flag 1: Wire Size (Ref ABYC E9.15.9 10%)

0-15’ 12 AWG (#3 Metric Equivalent)
15’-30’ 10 AWG (#5 Metric Equivalent)
30’-60’ 8 AWG (#8 Metric Equivalent)

Flag 2: Wire Size (Recommended Twisted Pair)

0-20’ 14 AWG (#2 Metric Equivalent)
20’-40’ 12 AWG (#3 Metric Equivalent)

Note:
1. APS output is strictly for ZF Mathers Controls
2. Power Sources may be 12 or 24 volts DC
Figure 17: DC Power with Automatic Power Selector

The following wire sizes must be used for the cable labeled with flag note
1 in Figure 17:
• 0- 15 feet 12 AWG (#3 Metric Equivalent)
• 15- 30 feet 10 AWG (#5 Metric Equivalent)
• 30- 60 feet 8 AWG (#8 Metric Equivalent)
Page 19
INSTALLATION

The APS output is strictly for

the CruiseCommand Proces-
sors only.
In the event that the length of
the cable labeled with flag
note 2 in Figure 17: exceeds
40 feet, the alternate method
shown in Figure 18: can be
used.
Figure 18: DC Power with Automatic Power Selector Alternative

Kits to supply power to the CruiseCommand which contain all of the

components necessary, other than the power cables, are available. Refer
to Appendix A.1 - S-214 for the Kit List.
A) Install the Power cable from the Processor to the DC Power Source.
• When installing the cable, support using clamps or straps not
more than 18 inches (0,5m) apart, unless contained in a conduit.
Refer to the ABYC Standard E-9.
• Install each cable so it is protected from physical damage.
B) Review the DC Power Supply documents to confirm termination
points for power connection.
NOTE: Repeat for all Processors.

5.2.2 Start Interlock Cable

CAUTION: The Processor is designed for a maximum of 30 amperes, maximum 50 volt, start sig-
nal current. Greater current will damage the interlock circuit.
A) Install the start interlock cable between the
Starter Solenoid and the Processor. (Refer to
Figure 19:)
• When installing the harness, support using
clamps or straps not more than 18 inches (0,5m)
apart, unless contained in a conduit.
• Install each harness so it is protected from
physical damage.
B) Remove the remote key start switch lead from
the Starter Solenoid.
Figure 19: Start Interlock Connections
C) Strip and connect one start interlock cable wire
to this lead.
D) Strip and connect the second start interlock cable wire to the Starter
Solenoid.
Page 20
INSTALLATION

CAUTION:The most common source of trouble is loose wiring connections. Verify wiring connec-
tors are properly crimped and cannot be pulled out. Crimps and connections must be
made to the wire, not to the wire insulation. Verify all screwed wire connections are
secure.

E) Repeat for all Processors.

5.2.3 Control Head Harnesses

There are two choices of Control Head Harnesses depending on the type
of Control Head being used with this application.
• Plug at Processor end of harness only. (terminal connection Control
Heads)
• Plug at Processor and Control Head ends. (Plug connection Control
Heads)
The distance of the Control Head from the Processor is limited to the
length of an uninterrupted 7-conductor harness. This cable may never be
spliced.
A) Install the Control Head Wire Harness between each Control Head
and the appropriate Processor.
B) Label each harness at both ends with the station it connects, and
Port, Center, or Starboard for Multi Screw applications.
When installing the harness, support using clamps or straps not more than
18 inches (0,5m) apart, unless contained in a conduit. Refer to ABYC Stan-
dard E-9.
Install each harness so it is protected from physical damage.
See Section 5.3.2 for cable connection at the Control Head.

5.2.4 Alarm Circuit (optional)

Refer to Section 9.1 in the Options Section.
5.2.5 Clutch Pressure (optional)
Refer to Section 9.2 in the Options Section.

5.3 CONTROL HEADS

See Appendix A.1 Control Head Dimensions and Variations for loca-
tion of cutout and mounting holes for the Control Heads used with this
application. Refer only to the following Sections that relate to the
Control Heads used.

Page 21
INSTALLATION

5.3.1 Mounting
400 Series Control Head:
A) Use the template supplied in Appendix A.1 and drill the screw
holes and the corner cutout holes.
B) Saw between the corner cutout holes.
C) Check that the four mounting screws will start into the Control
Head.
D) Remove the Control Head.
E) Strip the adhesive cover from the gasket and apply the adhesive
side to the console.
F) See Section 5.3.2 for cable connection at the Control Head.
700 Series Control Head:
A) Refer to Appendix A.1 Control Head Variations Sheet for hole
dimensions.
B) Drill the screw holes and the cable holes.
C) See Section 5.3.2 for cable connection at the Control Head.
MC2000 Series Control Head:
A) Use the template supplied in Appendix A.1 and drill the screw
holes and the corner cutout holes.
B) Saw between the corner cutout holes.
C) Check that the two mounting screws will start into the Control
Head.
D) See Section 5.3.2 for cable connection at the Control Head.
512 Series Control Head Assembly:
A) Refer to MM14334 Installation Manual supplied with the 512 Con-
trol Head Assembly.

5.3.2 Cable Connection

The 400, MC2000, 700 or 512 Style Controls Heads may be used with the
CruiseCommand System. However, the 7-conductor wiring will require a
modification to the Control Head connections of the terminal connected
Control Heads only.
This 7-conductor cable connects the Control Head to the Processor
through an 8 Pin Plug on the Processor end of the cable. In addition to the
7-conductors, the shield wire must also terminate within the CruiseCom-
mand Processor. In order to accommodate these 8 connections, a modifi-
cation to the Control Head wiring must be done:
Page 22
INSTALLATION

A) At the Control Head, strip back the PVC jacket on the Control Head
harness cable approximately 2-1/2 inches (63,5mm).
B) Strip and cut off the shielding and drain wire flush with the end of
the PVC jacket.
CAUTION: Do not connect the drain wire at the Control Head to ground.

C) Strip 3/8-inch (9,5mm) insulation off each wire, then install crimp ter-
minals.
CAUTION: Jumper connections 5 and 7 at the Port and Starboard terminal block are direction
sensitive.

Port Lever: Starboard Lever:

Terminal 3 Red Terminal 3 Red
Terminal 7 JUMPER Terminal 5 JUMPER

D) Place a 20 AWG Jumper. Figure 20: demonstrates these modifica-

tions.

Figure 20: Control Head Wiring Modification

5.3.3 Aft Facing Control Heads

Refer to Figure 21:.
For dual lever Control Head Stations that have the user facing aft:
• Reverse connections 5 and 7.
For one lever Control Head Stations that have the user facing aft and the
one Control Head lever on the user’s right, reverse connections 5 and 7.

Page 23
INSTALLATION

Figure 21: Aft Facing Control Heads

5.4 SYNCHRONIZATION (MULTI SCREW ONLY)

The Systems default method of synchronization is an Equal Throttle
Synchronization. With this type of synchronization the Processors
ensure that the same or an equal Throttle Command Signals are
applied to both Governors when the synchronization criteria has been
met. Though not true Synchronization, in most cases synchronizing in
this manner is very effective.
If a true synchronization is required or requested, Active Synchroniza-
tion would need to be selected. In addition, Active Synchronization
requires a Tachometer Signal representative of each engines’ RPM’s.
The frequency of these signals are measured and changes to the Throt-
tle Command Signal outputs of the Processors are made until the fre-
quency of both engines are the same and both engines are running at
the same RPM.
The Processors need to be interconnected with a Serial Communica-
tion Wire Harness as demonstrated on the Drawing in Appendix C.
These Harnesses will be plugged on both ends of the cable.
A)Remove the SERIAL plug-in cap from all Processors and dis-
card.
B) Insert the Serial Wire Harness plug into the SERIAL connector
on one of the Processor Covers.
C) Run the harness cable to the next Processor and plug into the
SERIAL connector on the Processor.
Page 24
INSTALLATION

5.4.1 Tachometer Sensor Wire Harness (Active Synchronization Only)

(Multi Screw)
This Harness will be plugged on both ends of the cable. The plug on the
Sensor side is designed to mate with the ZF Mathers supplied Tachometer
Assemblies.
A) Remove from the Processor the PULSE connector cap and discard.
B) Insert the Tachometer Sensor Wire Harness plug into the PULSE
connector on the Processor.
C) Run the Port Tachometer Sensor Cable to the Port engine pulse
transmitter.
D) Run the Starboard Tachometer Sensor Cable to the Starboard
engine pulse transmitter.
E) Make cable connections at the tachometer as indicated by the
Engine Manufacturer’s documentation.

5.5 MAIN ENGINE SPEED CONTROL - THROTTLE HARNESS

NOTE: Ensure all Processors are set-up using the same Wire Harness and Set-up Engine Selection.

The Processor(s) connects directly to the engine interface using a

Throttle Wire Harness.
Refer to Appendix A.1 - Parts List to select the correct Throttle Wire
Harness for the engine signal required.
A)Connect the plug end of the Throttle Wire Harness into the
THROTTLE connector at the Processor.
B) Run the cable to the engine interface.
C) Refer to the engine documentation for termination points at the
engine interface.
5.6 CLUTCH AND TROLL [OPTIONAL] CONTROL
These Harnesses will be plugged on the Processor end of the cable
only. Refer to Appendix A.1 - Parts List for the correct Harness for
this application. Refer only to the Sections that apply to the Harness
being used in this application.
5.6.1 Clutch Control Only
The Clutch Harness is supplied with 3 Cables extending from the plug.
• One for Ahead Clutch solenoid
Page 25
INSTALLATION

• One for the Astern Clutch solenoid

• One for Clutch Power
A) Insert the Harness plug into the CLUTCH plug-in on the Processor
Cover.
B) Run the two cables labeled Ahead and Astern Clutch to the transmis-
sion.
C) Refer to the Transmission documentation for termination points at the
clutch solenoids.
D) Run the one cable labeled Power to the Clutch Power Supply. Con-
nect to the Power Supply.

5.6.2 Clutch and Troll Control

The Clutch/Troll Harness is supplied with 3 or more of the following
Cables extending from the plug.
• One for the Troll Command solenoid
• One for the Troll ON/OFF solenoid
• One for Neutral Clutch solenoid
• One for Ahead Clutch solenoid (refer to Section 5.6.1)
• One for the Astern Clutch solenoid (refer to Section 5.6.1)
• One for Clutch Power (refer to Section 5.6.1)
A) Insert the Harness plug into the CLUTCH connector on the Processor.
B) Run the two cables labeled Troll Command and Troll ON/OFF to the
transmission.
C) Refer to the Transmission documentation for termination points at the
Troll solenoids.
D) Run the three cables labeled Ahead, Neutral, and Astern Clutch to the
transmission.

5.7 ENGINE STOP SWITCH

The Installer supplies the Stop Switches. Refer to the information sup-
plied with the Stop Switches for installation.
WARNING: Each Station must have some method to stop the engine, refer to CFR 46, SEC. 62.35-5
and ABYC P-24.5.8.

Page 26
SET-UP PROCEDURES

6.0 SET-UP PROCEDURES

The following Set-up Procedures are written with all options
considered. Not all options may be used on all Processors. Read
the Sections that relate to the application being used on this ves-
sel.
The CruiseCommand Processor has several functions that need
to be set-up for each application. Please read each function set-
up thoroughly before beginning set-up of the function.
6.1 PROCESSOR COMPONENTS USED IN SET-UP
Each CruiseCommand Processor has a
Display and Arrow Push Buttons located
on the front cover. (refer to Figure 22:)

• The Display is to view the Function

Codes and Values. Refer to Section
6.1.1.

• The Arrow Push Buttons are used to

scroll through and select the Func-
tion Codes. Also to scroll through
and set the Values. Refer to Section
Figure 22: Processor Display and Arrow Push Buttons 6.1.2.
6.1.1 Processor Display
The Processor Display has four 7-segment pads, which light up to show
either Letters or Numbers. (Refer to Figure 23:) This Display during Nor-
mal Operation has running center red dash lines.

Figure 23: Display 7-Segment Pads

• The first two digit pads indicate the Function Code, which is alphanu-
meric.
Page 27
SET-UP PROCEDURES

• The second two digit pads indicate the numeric Value that is currently
programmed into the Processor for that particular Function.
A decimal indicator is located on the bottom right corner of each pad.
(Refer to Figure 24:)

Decimal Indicators
Figure 24: Display Pad Definitions

6.1.2 Processor Arrow Push Buttons

The Processor has four Push Buttons with arrows located below the Dis-
play. These push buttons are used to scroll through, select, and store the
Functions and Values. Refer to Figure 25:

Arrow Keys
Figure 25: Processor Arrow Push Buttons

6.1.3 Up and Down Arrow

Depress either Once. (Refer to Figure 26:)
• Stops Display Normal Operating running center red dash lines and
activates Function Menu.
• When in the Function Menu, scrolls the Function type one at a time.
• When in Set-up, scrolls one Value’s number one at a time.
• When Error Code is displayed, scrolls through the error messages one
at a time.

Figure 26: Up and Down Arrow Push Buttons

Page 28
SET-UP PROCEDURES

6.1.4 Left and Right Arrow

Depress and Hold simultaneously. (Refer to Figure 27:)
• Activates Set-up Mode. When Display Function Code begins to blink
the Push Buttons may be released.
• Saves Value and deactivates Set-up Mode. When the Display Function
Code stops blinking the Push Buttons may be released. The system is
now out of Set-up Mode and in the Function Menu.

Figure 27: Left and Right Arrow Push Buttons

6.1.5 Left Arrow

Depress Once. Refer to Figure 28:
• Escape from Set-up Mode without any change being stored. The Func-
tion Code will quit blinking and the previously saved values will be
restored.
• When in Function Menu, displays Error Codes, if any are presently
stored.

Figure 28: Left Arrow Push Button

6.1.6 Right Arrow

Depress and Hold. Refer to Figure 29:
• Clears the Error Code from the Display, if the error had been already
resolved. Must release and then depress again to clear multiple errors.

Figure 29: Right Arrow Push Button

Page 29
SET-UP PROCEDURES

• When in Set-up Mode, the LED’s display two digit values Refer to
Figure 30:
Blinking

Figure 30: Display with Value more than Two Digits

6.2 ACTIVATING SET-UP MODE

NOTE: To escape from the set-up procedure at any time without saving the changed value.
Depress the LEFT Arrow Push Button. The Function Code will stop flashing and the
Function will be saved with the original value.
A) The Display is in Normal Operating condition with red running
center dash lines.

Figure 31: Display Normal Operating Condition

B) Depressing either the Up or Down Arrow Push Button will acti-

vate the Function Menu. (refer to Figure 32:)

Figure 32: Display Function Menu Activated

C) Depressing either the Up or Down Arrow Push Button will scroll

through the Function Menu one at a time.
D)Once the desired Function Code is visible on the Display,
depressing and holding the Left and Right Arrow Push Buttons at
the same time will activate Set-up. The left two Display pads will
begin to blink, indicating that the value is ready to be changed.
Refer to Figure 33:

Page 30
SET-UP PROCEDURES

Figure 33: Display with Set-up Activated

E) Depressing either the Up or Down arrow push buttons will change

the Value of the Function. Holding down either the Up or Down
arrow push buttons will scroll quickly through the values.

F) When the value required is displayed, depress and hold the Right
and Left Arrow push buttons until the Display Function Code
stops blinking and becomes solid. The new Value is now set into
memory.

G)Depressing either the Up or Down arrow push buttons will now

scroll through the Function Codes.

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SET-UP PROCEDURES

6.3 SET-UP FUNCTIONS & VALUES

The following table lists the various Function Codes, the Functions Name,
Default Value and Range. Each Function will be explained in one of the fol-
lowing Sections.
Table 1: Functions List
Function Function Name Default Value Range or Options
Code Value
PROCESSOR FUNCTIONS
A0 Processor Identification 01 01 or 02 (Each Processor must have a unique ID number)
A1 Number of Engines 01 01 or 02
A2 One Lever Operation 00 00 - Disable; 01 - Enable
ENGINE FUNCTIONS *Throttle defaults are based on throttle profile selected.
E0 Select Engine Throttle Profile 06 01 Caterpillar (PWM) (8 to 92%)
02 Cummins Centry (Voltage) (0.9 to 4.5VDC)
03 Cummins Quantum (Voltage) (0.9 to 1.2- 4.0VDC)
04 Detroit Diesel (Voltage) (0.5 to 4.5VDC)
05 MTU or MAN (Current) (4.0 to 20mA)
06 Scania (Voltage) (0.4 to 3.0VDC)
07 Volvo (Voltage) (0.5 to 4.5VDC)
E1 Throttle in Neutral (Only available with Type * 01.0 to 25.0%
03 - Throttle Profile)
E2 Throttle Minimum * 01.0 to 97.0%. Will always be 3% below Maximum.
E3 Throttle Maximum * 04.0 to 100.0%. Will always be 3% above Minimum.
E4 Throttle Maximum Astern 100.0 1.0 to 100.0%
E5 Throttle Pause Following Shift 00.5 00.0 to 05.0 Seconds.
E6 High Idle 00.0 00.0 to 20.0% of Throttle Maximum
E7 Active Synchronization 00 00 - Disabled; 01 - Enabled
CLUTCH FUNCTIONS
C0 Clutch Oil Interlock 00 00 - Not-Installed; 01 - Installed
C1 Clutch Oil Interlock Delay 05.0 00.5 to 10.0 Seconds.
C2 Reversal Pause 00 00 -In-Gear; 01 - Neutral
C3 Reversal Pause Time 03.0 00.0 to 16.0 Seconds.
C4 Reversal Pause Ratio 00 00 - 2:1 Ahd to Ast : Ast to Ahd
01 - 1:1 Ahd to Ast : Ast to Ahd
TROLL FUNCTIONS
L0 Troll Lever Range 00 00 - No Troll
01 - 20 Degrees - Type 1
02 - 35 Degrees - Type 2
03 - 45 Degrees - Type 3
L1 Troll Valve Function 00 00 - Normal, No Current when Off
01 - Inverse, No Current when Off
02 - Inverse, Maximum Current when Off
L2 Troll Minimum Pressure 14.0 01.0- 99.0%. Will always be less/more (normal/inverted) than Troll Maxi-
mum by at least 1%.
L3 Troll Maximum Pressure 27.0 02.0- 100.0%. Will always be more/less (inverted/normal) than Troll Min-
imum by at least 1%.
L4 Troll Throttle Limit 00 00 - 20% of Maximum Throttle
L5 Troll Pulse Duration 00.6 00.0- 09.9 Seconds. Time that the Troll will be commanded to Troll Pulse
Percentage every time Troll is engaged.
L6 Troll Pulse Percentage 27.0 00.0- 100.0%. Percentage of Troll command provided during Troll Pulse
Duration.
TROUBLESHOOTING FUNCTIONS
H0 Diagnostic 00 Input Voltage (+/- 0.5VDC)
Tachometer Sensor Frequency
Station 1 Lever A/D
Station 2 Lever A/D
Station 3 Lever A/D
Station 4 Lever A/D
Transfer Button, Stations 1, 2, 3 & 4
Software Revision Level
H1 Erase EPROM 00 Store to Erase (For Authorized Personnel Only)
H2 High Side Driver Fault Detection Enable 00 - 63 Error Status Enable

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SET-UP PROCEDURES

6.3.1 A0 - Processor Identification

In applications where there is more than one screw, the system must have
some way of determining which Processor is where. Every Processor
must have it’s own identifying unique number. At no time can two Pro-
cessors be identified by the same Processor Identification Number.
The values of this Function are 01 (Default Value) and 02.
Function Code is blinking

Figure 34: Display with A0 - Processor Identification Set-up Activated

To change the value:

A) Depress any Arrow Push-Button to stop running center dash lines.
B) The Display should be as shown in Figure 34: This is the first code
on the Function Menu List and the Function Code for Processor
Identification.
C) Activate Set-up Mode. Refer to Section 6.2.
D) Depress either the Up or Down arrows to change the Value of the
Function.
E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

6.3.2 A1 - Number of Engines

The total number of screws must be entered into the memory of each of
the Processors. All Processors in an installation must have the same value
entered.
The values of this Function are 01 Single Screw (Default Value) and 02
Twin Screw
To change the value:
A) Depress any Arrow Push-Button to stop running center dash lines.
B) Use the Up or Down arrow to scroll to the A1 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.

Function Code is blinking

Figure 35: A1 - Number of Engines Set-up Activated

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SET-UP PROCEDURES

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

6.3.3 A2 - One Lever Operation

This System utilizes One Lever Operation Mode to allow one Control
Head lever to command all engines and gears at the same speed and direc-
tion. The advantage of this is that only one Control Head lever is active
at all times, which eliminates the possibility of shifting when the engine
RPM’s are not at Idle.
The values of this Function are 00 Disable (Default Value) and 01 Enable.
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the A2 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.

Figure 36: A2 One Lever Operation Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

6.3.4 E0 - Select Engine Throttle Profile

Various engine manufacturers use different electronic interfaces for com-
manding the engine’s speed. In order to meet the diversity of these differ-
ent engines, the engine type must be entered. This value, in combination
with the Throttle Harness type, configures the throttle output profile to
meet the specifications of these various engines.
The values of this Function are:
01 = Caterpillar (PWM) (8-92%)
02 = Cummins Centry (voltage)(0.9 to 4.5VDC)
03 = Cummins Quantum (voltage) (0.9 to 1.2-4.0VDC)
04 = Detroit Diesel (voltage) (0.5 to 4.5VDC)
05 = MTU or MAN (current) (4.0 to 20mA)
06 = Scania (voltage) (0.4 to 3.0VDC) (Default)
07 = Volvo (voltage) (0.5 to 4.5VDC)

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SET-UP PROCEDURES

To change the value:

A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the E0 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.

Figure 37: E0 - Select Engine Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store value. Refer to Section
6.2.

6.3.5 E1 - Throttle in Neutral

This Function is accomplished during Adjustments.

6.3.6 E2 - Throttle Minimum

This Function is accomplished during Adjustments.

6.3.7 E3 - Throttle Maximum

This Function is accomplished during Adjustments.

6.3.8 E4 - Throttle Maximum Astern

This Function is accomplished during Adjustments.

6.3.9 E5 - Throttle Pause Following Shift

This value determines the amount of pause from the point where the
clutch engagement signal is given, to the point where throttle is allowed to
increase above Idle.
The values of this Function are 00.0 to 02.5 seconds.
Default Value is set to 00.5 second pause.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the E5 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.

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SET-UP PROCEDURES

Function Code is blinking

Figure 38: E5 - Throttle Pause Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

6.3.10E6 - High Idle

This Function is accomplished during Adjustments.

6.3.11 E7 - Active Synchronization

The Systems default method of synchronization is an Equal Throttle Syn-
chronization. With this type of synchronization the Processors ensure that
the same or an equal Throttle Command Signals are applied to both Gov-
ernors when the synchronization criteria has been met. Though not true
Synchronization, in most cases synchronizing in this manner is very effec-
tive.
If a true synchronization is required or requested, Active Synchronization
would need to be selected. In addition, Active Synchronization requires a
Tachometer Signal representative of each engines’ RPM’s. The frequency
of these signals are measured and changes to the Throttle Command Sig-
nal outputs of the Processors are made until the frequency of both engines
are the same and both engines are running at the same RPM.
The values of this Function are 01 Enabled and 00 Disabled (Default).
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the E7 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.

Figure 39: E7 - Active Synchronization Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.
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SET-UP PROCEDURES

6.3.12C0 - Clutch Oil Interlock Enabled/Disabled

This adjustment is to be set to Installed only if the optional Clutch Oil
Pressure Switch is being used with this application.
The function of this parameter is to let the Processor know if a Clutch Oil
Pressure Switch is being used or not. The primary function of the switch
is protection of the Clutch Pack. If for any reason full pressure is not
reached or the pressure is lost when Ahead or Astern Gear is commanded,
the throttle will be commanded to Idle. This feature will protect the
Clutch Pack and prevent costly repairs.
The values of this Function are 00 Not-Installed (Default) and 01
Installed.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the C0 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.
Function Code is blinking

Figure 40: C0 Clutch Oil Interlock Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

6.3.13C1 - Clutch Oil Interlock Delay

This adjustment is to be used only if the optional Clutch Oil Pressure
Switch is being used with this application.
This function is used in conjunction with Clutch Oil Interlock (C0). The
value entered determines how quickly the system responds to a low gear
oil pressure situation. The System will respond to the low pressure by
reducing the Throttle Command Signal to Idle.
The values of this Function are 00.5 to 10.0 seconds.
Default Value is set to 05.0 second delay.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
Page 37
SET-UP PROCEDURES

B) Use the Up or Down arrow to scroll to the C1 Function Code.

C) Activate Set-up Mode. Refer to Section 6.2.

Figure 41: C1 - Clutch Oil Interlock Delay Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to
Section 6.2.

6.3.14C2 - Reversal Pause

When doing a reversal in the vessels direction, a pause is introduced into
the clutch command signal to allow time for the engines RPM’s to drop to
Idle and for the vessel’s speed through the water to slow. Whether this
pause occurs while the clutch is engaged or at Neutral is selectable with
this function.
The values of this Function are 00 In-Gear (Default) and 01 Neutral.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the C2 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.
Function Code is blinking

Figure 42: C2 - Reversal Pause Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to
Section 6.2.

6.3.15C3 Reversal Pause Time

The Reversal Pause Time feature provides engine deceleration, followed
by a pause in throttling to the commanded speed in the new desired direc-
tion, upon a Full-Speed Reversal. This pause time is proportional to how
much throttle is being commanded and for how long. In order to build up
to the pause value set, the vessel must be at full throttle and Ahead six
times the pause set. The default pause from Astern to Ahead is 1/2 the
Reversal Pause value set.
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SET-UP PROCEDURES

The throttle position drops to Idle and the transmission remains engaged
Ahead; the pause that follows is in proportion to the prior Control Head
lever position and how long the lever had been in that position before the
reversal.
The values of this Function are 00.0 to 16.0 seconds.
Default Value is set to 03.0 second pause.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the C3 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.
Function Code is blinking

Figure 43: C3 - Reversal Pause Time Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to
Section 6.2.

6.3.16C4 - Reversal Pause Ratio

00 - 2:1 Ratio
This is the default setting and determines how the value set in the
Reversal Pause Time (C3) Function is applied. The number of sec-
onds selected is for an Ahead to Astern maneuver only. An Astern
to Ahead maneuver will be 1/2 of the Reversal Pause Time selected.
This is the typical selection since most vessels do not reach the
same throttle in Astern as they would in Ahead. Therefore, the time
required to get to a sufficient water speed for a safe reversal is sig-
nificantly less.
01- 1:1 Ratio
When this setting is selected, the value set in the Reversal Pause
Time (C3) is the same for both Ahead to Astern, as with Astern to
Ahead maneuvers. This may be selected when the vessel reaches
the same water speed in both directions, as would be the case with a
Double Ended Ferry. Another application where this option may be
selected would be the control of a Bow or Stern Thruster.
The values of this Function are 00 2:1 (Default Value) and 01 1:1.
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SET-UP PROCEDURES

To change the value:

A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the C4 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.

Figure 44: C4 - Reversal Pause Ratio Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

6.3.17L0 - Troll Lever Range

The various Troll types:
• 00 = No Trolling Valve (Refer to Section 2.10.2 for operation)
(Default)
• 01 = Type 1 - 20 Degrees Trolling Command (Refer to Section 2.10.3
for operation)
• 02 = Type 2 - 35 Degrees Trolling Command (Refer to Section 2.10.3
for operation)
• 03 = Type 3 - 45 Degrees Trolling Command (Refer to Section 2.10.3
for operation)
Refer to Section 2.10 for the Types of Troll Mode operation and then
select the Troll Mode type required for this application.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the L0 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.
Function Code is blinking

Figure 45: L0 - Troll Lever Range Set-up Activated

D) Change the Value of the Function.

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SET-UP PROCEDURES

E) When the value required is displayed, store the value. Refer to

Section 6.2.

6.3.18L1 - Troll Valve Function

Refer to Table 2: to select the correct set-up for the trolling valve used
with this application.
The manner in which the current signal to the Proportional Valve behaves
is determined with this function:
• Normal (Normal Off) (00)- (DEFAULT) When selected, the current
to the Proportional Valve increases as Clutch pressure increases.
When Lockup (Full Pressure) is selected, the current drops to 0.
• Inverse (Normal Off) (01)- When selected, the current to the Propor-
tional Valve decreases as Clutch pressure increases. When Lockup
(Full Pressure) is selected, the current drops to 0.
• Inverse (Normal On) (02)- When selected, the current to the Propor-
tional Valve decreases as Clutch pressure increases. When Lockup
(Full Pressure) is selected, the current increases to maximum.
Table 2: Trolling Valve Type Selection
Troll Valve Normal (00) Troll Valve Inverse (01)
Reintjes Twin Disc 6000 Series
ZF 550 and lower (formerly ZF 600 and higher (formerly
HBW & HSW Series) IRM & BW Series)

To change the value:

A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the L1 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.
Function Code is blinking

Figure 46: L1 Troll Valve Function Set-up Activated

D) Change the Value of the Function.

E) When the value required is displayed, store the value. Refer to Sec-
tion 6.2.

Page 41
SET-UP PROCEDURES

6.3.19L2 - Troll Minimum Pressure

This Function is accomplished during Adjustments.

6.3.20L3 - Troll Maximum Pressure

This Function is accomplished during Adjustments.

6.3.21L4 - Troll Throttle Limit

This Function is accomplished during Adjustments.

6.3.22L5 - Troll Pulse Duration

This Function is accomplished during Adjustments.

6.3.23L6 - Troll Pulse Percentage

This Function is accomplished during Adjustments.

6.3.24H0 - Diagnostic
This Function is used during Troubleshooting.

6.3.25H1 - Erase EPROM

This Function is used during Adjustments or Troubleshooting. (For
Authorized Personnel Use ONLY)

6.3.26H2 - High Side Driver Fault Enable

The five drivers used for controlling clutch and troll solenoids can be
monitored. The presence of an open or shorted circuit can be detected.
The installer must program the system so that the fault detection software
is enabled for the desired drivers.
The High Side Driver Fault Function is set at the factory for 00 with none
of the Driver Fault detection Enabled.
To change the value:
A) Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the H2 Function Code.
C) Activate Set-up Mode. Refer to Section 6.2.
Function Code is blinking

Figure 47: H2 High Side Driver Fault Function Set-up Activated

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SET-UP PROCEDURES

D) Change the Value of the Function.

NOTE: The “Value” should be entered which corresponds to the Solenoids which are in use and
require monitoring

E) When the value required is displayed, store the value.Refer to Sec-

tion 6.2.
Table 3: Solenoid Error Status Enable
Ahead Astern Neutral Troll Command Troll On/Off Value
0 0 0 0 0 00
1 0 0 0 0 01
0 1 0 0 0 02
1 1 0 0 0 03
0 0 1 0 0 04
1 0 1 0 0 05
0 1 1 0 0 06
1 1 1 0 0 07
0 0 0 1 0 08
1 0 0 1 0 09
0 1 0 1 0 10
1 1 0 1 0 11
0 0 1 1 0 12
1 0 1 1 0 13
0 1 1 1 0 14
1 1 1 1 0 15
0 0 0 0 1 16
1 0 0 0 1 17
0 1 0 0 1 18
1 1 0 0 1 19
0 0 1 0 1 20
1 0 1 0 1 21
0 1 1 0 1 22
1 1 1 0 1 23
0 0 0 1 1 24
1 0 0 1 1 25
0 1 0 1 1 26
1 1 0 1 1 27
0 0 1 1 1 28
1 0 1 1 1 29
0 1 1 1 1 30
1 1 1 1 1 31

Page 43
ADJUSTMENTS AND TESTS [AT DOCK]

7.0 ADJUSTMENTS AND TESTS (SECURED TO DOCK)

7.1 CONTROL HEAD (ENGINES STOPPED)
A) Turn the power ON to the control system.
WARNING: Turn OFF the control system power before disconnecting from the batteries. Do not
disconnect battery terminals when engine is operating.

B) The Control Head at each station will produce an intermittent

tone.
C) Take command at a remote station.
D)Perform each of the following steps on all Control Heads.
1. Move each Control Head lever full Ahead and full Astern. Ensure Processor reacts to
lever movement.
NOTE: This will check that the Control Head is operating. * On Twin Screw applications ensure
the Port Control Head lever operates the Port Processor and the Starboard Control Head
lever operates the Starboard Processor. *
2. Place the Control Head levers in the Neutral detent position.
3. Depress and hold the station transfer button.
4. Move the Control Head levers to the Ahead detent position before releasing the trans-
fer button.
5. The red indicator light on the Control Head should blink, indicating CruiseCommand
has been placed in Warm-up Mode. Warm-up Mode only operates in the Ahead direc-
tion.
• If the red indicator light blinks, continue with Control Head testing
• If the red indicator light does not blink, check connections as stated in Section 5.3.

7.2 START INTERLOCK (ENGINES STOPPED)

NOTE: If any of the following tests fail, verify Start Interlock Installation and Start Interlock con-
nections as shown on the Drawing in Appendix C-1 and in Section 5.2.2.
A) Turn the CruiseCommand DC power OFF.
• Verify that the engine(s) will not start.
B) Turn the CruiseCommand DC power ON. Do not take command
at a Station.
• Verify engine(s) will not start.
C) Take command at a Station. Place the Control Head lever(s) to 50
percent throttle.
• Verify engine(s) will not start.
D)Place the Control Head lever(s) in the Neutral/Idle (vertical) posi-
tion. Take command at a Station.
• Verify engine(s) will start in this position.
Page 44
ADJUSTMENTS AND TESTS [AT DOCK]

7.3 SERVICE FIELD TEST UNIT (BREAK-OUT BOX) AND MULTI METER
USE
To aid in adjusting Table 4:
list of Processor signals, ZF
Mathers recommends the use
of ZF Mathers Service Field
Test Unit (P/N 13927)
(Break-out Box) and a cali-
brated Multi Meter.

Figure 48: Service Field Test Unit and Multi Meter

Table 4: Functions Requiring Service Field Test Unit and Multi Meter
E1 Throttle in Neutral (Section 7.7)
E2 Throttle Minimum (Section 7.4)
E3 Throttle Maximum (Section 7.4)
E4 Throttle Maximum Astern (Section 7.8)
E6 High Idle (Section 7.9)
L2 Trolling Minimum (Section 8.3)
L3 Trolling Maximum (Section 8.3)
L4 Troll Throttle Limit (Section 8.4)

For Functions E1, E2, E3,

E4, E6, and L4 connect the
8-Pin connector of the Ser-
vice Field Test Unit into the
Processor Throttle connec-
tor and to the Throttle Wire
Harness.
Figure 49: E1, E2, E3, E4, and E6 Processor, Test Unit, and Multi Meter connections.

For Functions L2 and L3

connect the 12-Pin connec-
tor of the Service Field Test
Unit to the Processor
Clutch connector and to the
Clutch Wire Harness.
Figure 50: L2, L3, and L4 Processor, Test Unit, and Multi Meter connections

Page 45
ADJUSTMENTS AND TESTS [AT DOCK]

7.4 E-2 THROTTLE MINIMUM AND E-3 THROTTLE MAXIMUM SIGNAL

(ENGINES STOPPED)
ADJUSTMENTS MAY NOT BE REQUIRED. Verify the existing
Throttle Minimum and Maximum values prior to adjusting them.
NOTE: Synchronization is dependent on the Throttle Minimum and Maximum adjustments being
equal on each Processor.
NOTE: Prior to adjustments, the correct Engine Signal Selection should be made as shown in Sec-
tion 6.3.3.

Throttle Minimum (E2)

This function allows the installer the ability to adjust the Throttle signal at
Idle, above and beyond the profile set in Select Engine Throttle Profile. This
value is adjustable anywhere between 1% to 97% of the maximum throttle
output capability of the driver. The value must be at least 3% less than Throt-
tle Maximum setting.
Throttle Maximum (E3)
This function allows the installer the ability to adjust the Throttle signal at
full throttle, above and beyond the profile set in Select Engine Throttle Pro-
file. This value is adjustable anywhere between 4% to 100% of the maxi-
mum throttle output capability of the driver. The value must be at least 3%
greater than the Throttle Minimum setting.
Use the Service Field Test Unit and a Multi Meter:
A)Disconnect the Throttle Wire Harness from the Processor.
B) Connect the 8-Pin connector of the Service Field Test Unit to
the Processor Throttle connector and to the Throttle Wire Har-
ness. Refer to Figure 49:
C) Depending on the type of signal required, follow the appropri-
ate column of Table 5:
Table 5: Throttle PWM, Voltage, Current Output Adjustments
PWM (Duty Cycle) Voltage (VDC) Current (mA)
1) Set Multi Meter to Duty Cycle set- 1) Set Multi Meter to Voltage setting. 1) Set the Multi Meter up as an Amp
ting. Meter.
V DC
% mA

2) On the Multi Meter, attach the 2)On the Multi Meter, attach the 2)On the Multi Meter, attach the
Black Lead to COM and the Red Black Lead to COM and the Red Black Lead to COM and the Red
Lead to V. Lead to V. Lead to mA.

Page 46
ADJUSTMENTS AND TESTS [AT DOCK]

Table 5: Throttle PWM, Voltage, Current Output Adjustments

PWM (Duty Cycle) Voltage (VDC) Current (mA)
3) Attach the Multi Meter Black Lead 3) Attach the Multi Meter Black Lead 3) Attach the Multi Meter Black Lead
to the negative (-) and the Red to the negative (-) and the Red to the negative (-) and the Red
Lead to the PWM Lead to the VDC. Lead to the mA

D)Turn ON power to the Engine’s ECM. Ensure Power is On to

the Processor.
E) Depress either the Up or Down Arrow to activate the Function
Menu.
F) Use the Up or Down arrow to scroll to the E2 or E3 Function
Code, depending on if it is Throttle Minimum or Maximum that
is being adjusted.

Figure 51: E2 - Throttle Minimum and E3 - Throttle Maximum Set-up Activated

• The Multi Meter will read the output signal, depending on the
Function Code entered on the Processor. E3 for Throttle
Minimum, E4 for Throttle Maximum.
NOTE: To read current, the mA Push Button on the Service Field Test Unit must be depressed.

G)Activate Set-up Mode. Refer to Section 6.2.

H)Change the Value of the Function.
NOTE: When in Set-up Mode to show values that have more than two digits (EXAMPLE: 010.5)
DEPRESS AND HOLD the RIGHT ARROW. The Function Code will disappear and be
replaced with the three or four digit Value. The Decimal Indicator will light if the number
has a decimal value. Releasing the RIGHT ARROW returns the Display to the Normal
blinking Function Code and two digit value.

I) When the value required is displayed, store the value.

J) Remove the Service Field Test Unit and reconnect the Throttle
Wire Harness to the Processor.
Page 47
ADJUSTMENTS AND TESTS [AT DOCK]

7.5 ENGINE STOP SWITCHES TEST (ENGINES RUNNING)

A) Start engine(s).

B) Verify that all Engine Stop Switches function correctly at all sta-
tions.

Refer to information supplied by engine manufacturer or switch sup-

plier for set-up and adjustments.
CAUTION: An Engine Stop Switch at each station is an absolute requirement. Refer to CFR46,
SEC. 62.35-5 and ABYC P-24.5.8.

WARNING: Do not attempt to continue tests until Engine Stop Switches function correctly.

7.6 WARM-UP MODE TEST (ENGINES RUNNING)

NOTE: Use Warm-up Mode on each engine at each Station, one engine at a time to confirm speed
command.

A) Place the Control Head lever(s) in the Neutral position.

B) Depress and hold the station transfer button.

C) Move the Control Head lever(s) to the Ahead detent position.

D)Release the station transfer button.

• If the red indicator light blinks, Warm-up Mode has been acti-
vated. Continue with Adjustments and Tests.

• If the indicator light does not blink, refer to Section 5.3, and
verify all connections are correct. Make any necessary
changes and then repeat this Section.

Page 48
ADJUSTMENTS AND TESTS [AT DOCK]

7.7 E1 - THROTTLE IN NEUTRAL

NOTE: This Function is used ONLY when the E0 Select Engine Throttle Profile is set for 03 - Cum-
mins Quantum.

The Cummins- Quantum Engine requires different throttle com-

mand signals in Neutral than when In-Gear. These engines require a
voltage throttle signal of 0.9 VDC when unloaded at Neutral. When
a load is placed upon the engine by engaging the clutch, the throttle
command signal increases to 1.2 VDC.

The Throttle in Neutral Function allows the installer the ability to

adjust the throttle signal level at Neutral/Idle and also adjust a second
throttle signal level for when the clutch is engaged. The Neutral
value may be adjusted anywhere between 1 to 20% of the maximum
throttle output capability of the voltage circuit.

For example; if the circuit has the ability to drive 0 to 5.00 VDC and
the value entered is 10, the output at Neutral would be 0.50 VDC.

The values of this Function are 01.0% to 50.0%. Throttle defaults are
based on the Throttle Profile selected.

A)Disconnect the Throttle Wire Harness from the CruiseCom-

mand Processor.

B) Connect the 8-Pin connector of the Service Field Test Unit to

the Processor Throttle connector and to the Throttle Wire Har-
ness. Refer to Figure 49:

C) Turn ON power to the Engine’s ECM. Ensure Power is On to

the Processor.

D)Depress either the Up or Down Arrow to activate the Function

Menu.
Function Code is blinking

Figure 52: E1 - Throttle in Neutral Set-up Activated

Page 49
ADJUSTMENTS AND TESTS [AT DOCK]

E) Use the Up or Down arrow to scroll to the E1 Function Code.

• The Multi Meter will read the output signal for Throttle in
Neutral.

F) Activate Set-up Mode. Refer to Section 6.2.

G)Change the Value of the Function.

H)When the value required is displayed, store the value. Refer to

Section 6.2.

I) Remove the Service Field Test Unit and reconnect the Throttle
Wire Harness to the Processor

Page 50
ADJUSTMENTS AND TESTS [AT DOCK]

7.8 E4 - THROTTLE MAXIMUM ASTERN

This value determines the percentage of Throttle Maximum that is
allowed in Astern. This is adjustable anywhere between 1 to 100%.
The values of this Function are 1.0% to 100.0%. Throttle defaults
are based on Throttle Profile selected.
A)Disconnect the Throttle Wire Harness from the CruiseCom-
mand Processor.
B) Connect the 8-Pin connector of the Service Field Test Unit to
the Processor Throttle connector and to the Throttle Wire Har-
ness. Refer to Figure 49:
C) Turn ON power to the Engine’s ECM. Ensure Power is On to
the Processor.
D)Depress either the Up or Down Arrow to activate the Function
Menu.
E) Use the Up or Down arrow to scroll to the E4 Function Code.

Figure 53: E4 - Throttle Maximum Astern Set-up Activated

• The Multi Meter will read the output signal for Throttle Max-
imum Astern.
NOTE: To read current, the mA Push Button on the Service Field Test Unit must be depressed.

F) Activate Set-up Mode. Refer to Section 6.2.

G)Change the Value of the Function.
H)When the value required is displayed, store the value. Refer to
Section 6.2.
I) Remove the Service Field Test Unit and reconnect the Throttle
Wire Harness to the Processor.

Page 51
ADJUSTMENTS AND TESTS [AT DOCK]

7.9 E6 - HIGH IDLE

This function allows the operator the option of having a second/ ele-
vated Idle speed. This second/ elevated Idle can be adjusted from 0
to 20% of full throttle. If 0 is selected, High Idle will be the same as
normal or low Idle, which is the default value.
When power is first applied to the system, the commanded throttle is
low. In order to increase the RPM to the High Idle command, the
Transfer Button must be depressed for ½ second then released. This
can be done with the Control Head lever in any position.
The values of this Function are 0% to 20% of Throttle Maximum.
Default Value is set to 00.
A)Disconnect the Throttle Wire Harness from the CruiseCom-
mand Processor.
B) Connect the 8-Pin connector of the Service Field Test Unit to
the Processor Throttle connector and to the Throttle Wire Har-
ness. Refer to Figure 49:
C) Turn ON power to the Engine’s ECM. Ensure Power is On to
the Processor.
D)Depress either the Up or Down Arrow to activate the Function
Menu.
E) Use the Up or Down arrow to scroll to the E6 Function Code.

Figure 54: E6 - High Idle Set-up Activated

• The Multi Meter will read the output signal for Idle.
NOTE: To read current, the mA Push Button on the Service Field Test Unit must be depressed.

F) Activate Set-up Mode. Refer to Section 6.2.

G)Change the Value of the Function.
H)When the value required is displayed, store the value. Refer to
Section 6.2.
I) Remove the Service Field Test Unit and reconnect the Throttle
Wire Harness to the Processor.
Page 52
ADJUSTMENTS UNDERWAY

8.0 ADJUSTMENT UNDERWAY

WARNING: DO NOT attempt to operate CruiseCommand away from

the dock with any system abnormality. Verify that all the
above tests are completed and are correct.

CAUTION: Start slowly and learn to appreciate that the CruiseCom-

mand System provides a light touch that is fast and accu-
rate.

8.1 ENGINE RPM

A) Use Warm-up Mode to warm-up the engine(s).

B) In open water gradually move the Control Head lever to

full-speed. Engine(s) should be running at full rated RPM.

C) If adjustment of Maximum Throttle needs to be made, refer

to Section 7.4, page 46.

8.2 REVERSAL PAUSE ON DIRECTION CHANGE

This feature allows for engine deceleration and vessel speed to

decrease on a High Speed Reversals.

The throttle setting drops to Idle and the transmission shifts to

Neutral during this pause.

Refer to Sections 6.3.14, 6.3.15, and 6.3.16 for settings related

to Reversal Pause.

Page 53
ADJUSTMENTS AND TESTS UNDERWAY

8.3 L2 & L3 TROLLING MINIMUM AND MAXIMUM ADJUSTMENTS

(ENGINES RUNNING)
Troll Minimum Pressure (L2)
The amount of current delivered to the Proportional Valve when Minimum
Pressure is desired, is set with this function. This is adjustable anywhere
between 01.0% to 99.0% of the total current output capability of the circuit.
The value set must be at least 1% less or more (depending on whether non-
inverted or inverted is selected) than Troll Maximum. The Default Value is
14.0%.
Troll Maximum Pressure (L3)
The amount of current delivered to the Proportional Valve when Maximum
Pressure is desired, is set with this function. This is adjustable anywhere
between 02.0% to 100.0% of the total current output capability of the circuit.
The value set must be at least 1% more or less (depending on whether non-
inverted or inverted is selected) than Troll Minimum. The Default Value is
27.0%.
When the transmission has reached operating temperature, measure
and record in Table 6: the Propeller Shaft RPM.
Table 6: Propeller Shaft RPM

Propeller Shaft RPM

when engines have reached operating temperature

Use the Service Field Test Unit and a Multi Meter:

A)Disconnect the Clutch Wire Harness from the CruiseCommand
Processor.
B) Connect the 12-Pin connector of the Service Field Test Unit to
the Processor Clutch connector and to the Clutch Wire Harness.
Refer to Figure 50:
C) Set Multi Meter to Current (mA) setting.
mA
D)On the Multi Meter, attach the Black Lead to COM
and the Red Lead to mA.

Page 54
ADJUSTMENTS AND TESTS UNDERWAY

E) Attach the Multi

Meter Black
(COM) and Red
(mA) Leads as
shown in Figure
55:

F) Turn ON power to
the Clutch Power
Supply. Ensure
Power is On to the
Processor.
Figure 55: Multi Meter and Test Unit Connections
G)Position the Control Head lever to the Ahead Detent and turn
Troll Mode On. (Depress transfer button for approximately 2
seconds, or until the red LED on the Control Head begins
blinking at a fast rate.)
H)Depress either the Up or Down Arrow on the Processor to acti-
vate the Function Menu.
I) Use the Up or Down arrow to scroll to the L2
Troll Minimum Pressure Function Code.
Refer to Figure 56:
• The Multi Meter will read the output signal
Figure 56: L2 - Troll Minimum Set-up
Activated for Troll Minimum when the Troll Com-
mand Switch on the Test Unit is flipped
towards "Troll Command".
J) Activate Set-up Mode. Refer to Section 6.2.
K)Change the Value of the Function.
NOTE: When the trolling valve is in the minimum oil pressure position, Propeller Shaft RPM
should be 30% of the engaged RPM noted in Table 6:.

L) Record Propeller Shaft RPM on Table 7:

Page 55
ADJUSTMENTS AND TESTS UNDERWAY

Table 7: Minimum Trolling Pressure

SINGLE SCREW
Propeller Shaft RPM at minimum trolling pressure
Approx. 30 - 50% of Table 6:
Shaft RPM Current (mA) Function %

TWIN SCREW
Propeller Shaft RPM at minimum trolling pressure
Approx. 30 - 50% of Table 6:
Shaft RPM Current (mA) Function %
PORT

STBD

M)When the value required is displayed, store the value. Refer to

Section 6.2.

N)Position the Control Head lever through the selected Troll

Lever Range to the Troll Maximum position.
O)Use the Up or Down arrow to scroll to the L3
Troll Maximum Pressure Function Code.
Refer to Figure 57:
• The Multi Meter will read the output signal
Figure 57: L3 - Troll Maximum Set-up for Troll Maximum when the Troll Com-
Activated
mand Switch on the Test Unit is flipped
towards "Troll Command".
NOTE: It is difficult to use a slipping clutch to control shaft RPM between 70 percent and 100 per-
cent of normal shaft RPM. However, it may be desirable to set the Maximum Trolling
Pressure position higher than the 70 percent RPM, so that added oil pressure is available
when maneuvering.

P) Activate Set-up Mode. Refer to Section 6.2.

Q)Change the Value of the Function.

R) Record Propeller Shaft RPM on Table 8:

Page 56
ADJUSTMENTS AND TESTS UNDERWAY

Table 8: Maximum Trolling Pressure

SINGLE SCREW
Propeller Shaft RPM at maximum trolling pressure
Approx. 70% of Table 6:
Shaft RPM Current (mA) Function %

TWIN SCREW
Propeller Shaft RPM at maximum trolling pressure
Approx. 70% of Table 6:
Shaft RPM Current (mA) Function %
PORT

STBD

S) When the value required is displayed, store the value. Refer to

Section 6.2.

T) Position the Control Head lever into the Neutral/Idle position.

U)Remove the Service Field Test Unit and reconnect the Clutch
Wire Harness to the Processor.

Page 57
ADJUSTMENTS AND TESTS UNDERWAY

8.4 L4 - TROLL THROTTLE LIMIT

The maximum amount of throttle command which is applied to the
engine, while the Trolling Valve is actively slipping the clutch, is set
with this function. This is adjustable from no increase in throttle
above Idle, to an increase of 20% of full throttle. The amount of
commanded throttle increases from Idle at minimum pressure to
Troll Throttle Limit at maximum pressure.
The values of this Function are 00% to 20% of Throttle Maximum.
Default Value is set to 00.
A)Disconnect the Throttle Wire Harness from the CruiseCom-
mand Processor.
B) Connect the 8-Pin connector of the Service Field Test Unit to
the Processor Throttle connector and to the Throttle Wire Har-
ness. Refer to Figure 49:
C) Turn ON power to the Engine’s ECM. Ensure Power is On to
the Processor.
D)Depress either the Up or Down Arrow to activate the Function
Menu.
E) Use the Up or Down arrow to scroll to the L4 Function Code.

Figure 58: L4 - Troll Throttle Limit Set-up Activated

• The Multi Meter will read the Troll Throttle Limit output sig-
nal.
NOTE: To read current, the mA Push Button on the Service Field Test Unit must be depressed.

F) Activate Set-up Mode. Refer to Section 6.2.

G)Change the Value of the Function.
H)When the value required is displayed, store the value. Refer to
Section 6.2.
I) Remove the Service Field Test Unit and reconnect the Throttle
Wire Harness to the Processor.

Page 58
ADJUSTMENTS AND TESTS UNDERWAY

8.5 L5 - TROLL PULSE DURATION

This function sets the time in seconds that the Proportional Valve will
be commanded the current programmed in "Troll Pulse Percent-
age". This function gives a pressure boost to the Clutch plate in
order to get the Propeller Shaft rotating prior to dropping to the level
programmed in Troll Minimum.
The values of this Function are 0.0 to 9.9 Seconds. Default Value is
set at 0.6 seconds.
To change the value:
A)Depress either the Up or Down Arrow to activate the Function
Menu.
B) Use the Up or Down arrow to scroll to the L5 Function Code.
Function Code is blinking

Figure 59: L5 - Troll Pulse Duration Set-up Activated

C) Activate Set-up Mode. Refer to Section 6.2.

D)Change the Value of the Function.
E) When the value required is displayed, store the value.
8.6 L6 - TROLL PULSE PERCENTAGE
This function sets the percentage of Troll Maximum that the Propor-
tional Valve will be commanded when first entering Troll Mode.
This function determines the amount of pressure boost to the Clutch
plate in order to get the Propeller Shaft Rotating prior to dropping to
the level programmed in Troll Minimum.
The values of this Function are 0.0% to 100.0%. Default Value is set
at 27%.
To change the value:
A)Depress either the Up or Down Arrow to activate the Function
Menu.

Page 59
ADJUSTMENTS AND TESTS UNDERWAY

B) Use the Up or Down arrow to scroll to the L5 Function Code.

Function Code is blinking

Figure 60: L6 - Troll Pulse Percentage Set-up Activated

C) Activate Set-up Mode. Refer to Section 6.2.

D)Change the Value of the Function.
E) When the value required is displayed, store the value. Refer to
Section 6.2.

Page 60
CONTROL OPTIONS

9.0 CONTROL OPTIONS

9.1 ALARM CAPABILITY
ClearCommand offers a single alarm connection that OPENS with a
system power failure or circuit malfunction.
The Power Wire Harness may be ordered with a cable to be used for
the alarm connection. The alarm circuit in the Processor operates an
alarm system supplied by others.
It is the Shipyard’s responsibility to utilize the alarm connection in an
appropriate alarm circuit that has the same common mode voltage
(common ground).
9.2 CLUTCH OIL PRESSURE INTERLOCK
NOTE: The Clutch Oil Pressure Interlock must be set to Installed to be used. Refer to the Section
6.3.5 for Clutch Oil Pressure Interlock Installed/Not-Installed.

The purpose of the Clutch Oil Pressure Interlock is to prevent high

engine RPM when the clutch is not fully engaged. The interlock will
block a speed signal to the engine until the hydraulic clutch pressure
has reached a value recommended by the transmission manufacturer
that ensures clutch engagement.
The Power Harness may be ordered with a cable to be used for the
Clutch Oil Pressure switch connection
• The pressure switch is Installer supplied.
• The requirement is a N.O. (Normally Open) pressure switch
with a trip point adjustable to match the transmission manu-
facturers recommended setting.
• When contacts close, this indicates to the Processor when the
clutch is sufficiently engaged to allow a speed command
above Idle speed. It is a safety feature that protects the clutch
and its use is recommended.
If the clutch pressure should fall below the pressure switch setting, the
engine speed will drop to Idle RPM.

Page 61
MAINTENANCE

10.0MAINTENANCE
10.1CONTROL PROCESSOR
Check all terminal connections for signs of corrosion or loose connec-
tions.
10.2CONTROL HEAD
Verify once a year that Control Head terminals are secure and free of
corrosion. Apply a light coating of Teflon grease, or corrosion block,
to the contacts.

Page 62
APPENDIX A.1
 Appendix A 7/01

PARTS LIST
PART NO. DESCRIPTION
CONTROL HEADS
The following Control Heads are with Terminal connections. To order pluggable connections add a P onto the Part Number.
Example: 450-3LP or 460-4P
SINGLE SCREW
450-3L or 3R Left or Right Control Head, 'T' Lever
453-3L or 3R Left or Right Control Head, Chrome Knob Lever
455-3L or 3R Left or Right Control Head, Black Low Profile Lever
456-3L or 3R Left or Right Control Head, Chrome Low Profile Lever
750-L or –R Left or Right Control Head, Heavy Duty
MC2000-1L or1R Left or Right Black Control Head, Black Lever
MC2000-2L or2R Left or Right Chrome Control Head, Chrome Lever
MC2000-4L or4R Left or Right Black Control Head, Chrome Lever
MC2000-5L or5R Left or Right Black Control Head, Gold Lever
TWIN SCREW (Synchronization Indication)
460-4 Control Head, 'T' Lever
463-4 Control Head, Chrome Knob Lever
464-4 Control Heads, Split, with Single Levers, Chrome Knobs (pair)
465-4 Control Head, Black Low Profile Lever
466-4 Control Head, Chrome Low Profile Lever
760 Control Head, Heavy Duty
MC2000-1 Black Head, Black Levers
MC2000-2 Chrome Head, Chrome Levers
MC2000-3 Gold Head, Gold Levers
MC2000-4 Black Head, Chrome Levers
MC2000-5 Black Head, Gold Levers

WIRE HARNESS (Plug)

Replace the # after the Part Number with the length of harness required. EXAMPLE: 13316-10;
13316-20; 13316-30
13432-# Throttle, Voltage
13565-# Throttle, Voltage (Cummins Plug)
14148-# Throttle, Voltage (John Deere Plug)
13494-# Throttle, Current
13533-# Throttle, PWM
13322-# Clutch – Ahead/Astern/Clutch Power
13324-# Clutch – Ahead/Astern/Neutral/Clutch Power
13240-# Clutch – Ahead/Astern/Troll ON-OFF/Troll Command/Clutch Power
14310-# Clutch – Ahead/Astern/Troll Command/Clutch Power
13631-# Power/Start Interlock/Clutch Pressure/Alarm Circuit
13552-# Power/Start Interlock/Clutch Pressure
13756-# Power/Start Interlock
13557-# Control Head (Connector on One End)
14261-# Control Head (Connector on Both Ends)
13316-# Serial Communication (Twin Screw)
13408-# Serial Communication (Multiple Screw)
13239-# Magnetic Pickup or Pulse Transmitter

TEST UNIT
13927 Service Field Test Unit

Page 1
Appendix A 7/01

Page 2
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-280 Rev.G 6/01

400 & MC2000 Control Head Variations

11643

Page 3
 Standard Cable Connections
Select the desired mounting locations and drill holes per template.
Run cables between Actuator/Processor and Control Head.
At the Control Head, strip back the PVC cover on the shielded cable approximately 2"
(50mm).

Strip and cut off the shielding and drain wire flush with the end of the PVC cover (the
drain wire at the Control Head is not connected to ground).
Strip 3/8" (9,5mm) insulation off each wire.
Twist the individual strands of the wires to minimize fraying.
Crimp a locking fork terminal (included with each Control Head) to each of the conduc-
tors.
Make connections to the Control Head as shown above for MicroCommander, ClearCom-
mand, and CruiseCommand Systems.

Hand Held Control is a Station option. Contact your ZF Mathers Dealer for further information
on Hand Held requirements and options.

Page 4
Page 5
.

Page 6
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-307 Rev.C 6-01

700 Series Control Head Sheet

Standard Cable Connections

A) Remove the bottom cover from the Control Head.
B) Insert electrical cable through watertight cable grip(s) in Control Head bottom cover.
C) Strip back the PVC cover on the shielded cable approximately 2" (50mm).
D) Strip and cut off the shielding and drain wire flush with the end of the PVC cover (the
drain wire at the Control Head is not connected to ground).
Page 7
 E) Strip 3/8" (9,5mm) insulation off each wire.
F) Twist the individual strands of the wires to minimize fraying.
G) Crimp a locking fork terminal (included with each Control Head) to each of the con-
ductors.
H) Make connections to the Control Head as shown below for MicroCommander,
ClearCommand, and CruiseCommand Systems.

I) When connections are complete, replace the bottom cover to the bottom of the Control
Head housing.
NOTE:On 750 Series Control Heads use one of the bottom cover screws to connect to the ship’s bonding system.

J) Tighten watertight cable grip(s).

Mounting
A) Select mounting location and drill mounting holes as shown in the template on the front
page.
B) Remove front cover from the Control Head
C) Mount Control Head with supplied hardware.
D) Replace front cover when mounting is complete.

Page 8
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-310 Rev.D 6-01

464-4 Control Head Sheet

Standard Cable Connections

Select the desired mounting locations and drill holes per template. Run cables between Actuator/
Processor and Control Head. At the Control Head, strip back the PVC cover on the shielded cable
approximately 2" (50mm). Strip and cut off the shielding and drain wire flush with the end of the
PVC cover (the drain wire at the Control Head is not connected to ground). Strip 3/8" (9,5mm) insu-
lation off each wire. Twist the individual strands of the wires to minimize fraying. Crimp a lock-
ing fork terminal (included with each Control Head) to each of the conductors. Make connections
to the Control Heads for MicroCommander, ClearCommand, and CruiseCommand as shown
below.

Page 9
.

Page 10
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-326 Rev.- 7/01

CH14450 Control Head Sheet

Standard Cable Connections

Select the desired mounting locations and drill holes per template. Run cables between Actuator/Processor and
Control Head. At the Control Head, strip back the PVC cover on the shielded cable approximately 2" (50mm).
Strip and cut off the shielding and drain wire flush with the end of the PVC cover (the drain wire at the Control
Head is not connected to ground). Strip 3/8" (9,5mm) insulation off each wire. Twist the individual strands of the
wires to minimize fraying. Crimp a locking fork terminal (included with each Control Head) to each of the con-
ductors. Make connections to the Control Heads for MicroCommander, ClearCommand, and CruiseCommand
as shown below.

Page 11
.

Page 12
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-279 Rev.A 11/00

400 Series Watertight Enclosure

Single or Dual
Control Head

Gasket

Control Head .75 inch Diameter Hole

Mounting Locate where required.
Holes (two if Dual Control Head)

3.54
Watertight (89,9mm)

Enclosure

Watertight
Cable Grip
(two if Dual Control Head)
6.29
(159,8mm)

4.72
10241 (119,9mm)

Deck Mount or Exposed Mount

Ideal for outside Weather Mount
To prevent internal condensation and moisture build up the mount is drilled to allow air
circulation.
Part No. 12110

Page 13
.

Page 14
Deutsch Connector Assembly

Page 15
Page 16
Page 17
.

Page 18
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500
S-214 Rev.A 6/01

Automatic Power Selector (APS) Model: 13505

A) GENERAL INFORMATION
The APS (Automatic Power Selector), Model 13505, provides a simple, solid state solution to the need for rout-
ing redundant DC power sources for vital electronic equipment while maintaining isolation of the DC power
sources.
Two independent batteries rated at the same nominal voltage are wired to separate terminals on the APS and
internal diodes maintain total isolation between them. A single output terminal is wired to the ZF Mathers Pro-
pulsion Control System.
The APS is rated for loads of up to 70 Amps on 12-24V systems. The unit is ruggedly constructed with heavy-
duty wiring studs and epoxy-potted components in an anodized aluminum case.

B) APS SPECIFICATIONS
Model: 13505
Maximum Load Current: 70 amps
Operating Temperature: -40 degrees C to +80 degrees C; derate linearly from 100% @ 50 degrees C to 70%
@ 80 degrees C
Voltage Drop: 0.7 VDC @ 50% load; 0.9 VDC @ full load
Dimensions: 3.25" x 4.5" x 3.1" (8,3 x 11,4 x 7,9 cm)

C) MATERIALS PROVIDED
The APS is supplied with a hardware packet containing (8) hex nuts, (4) lock washers, (6) self-tapping mounting
screws, (1) instructions diagram.
NOTE: Not all of the hardware will be used in the installation; some spares are provided. Nut size is M-6.

D) INSTALLATION
Refer to the installation diagram Figure 1:.
1. Shut off all charging sources and disconnect the negative (ground) side of each battery which will be wired
to the APS.
2. Mount the APS in a suitable location which will keep wire runs to a minimum length, and is (preferably)
ventilated, for cooler operation. The case of the APS is electrically isolated from the internal diodes, so
mounting on either a metal or non-metal surface is acceptable. Complete the wiring as shown on Page 2.
3. Reconnect the negative battery posts.

Page 19
E) IMPORTANT NOTE ABOUT BATTERY SOURCES
Whenever the load is turned on, it can be drawing power from the batteries. Therefore, if the batteries are not
simultaneously being recharged, or if charging will not be available for an extended period, it is recommended
that the load be shut off to prevent complete discharge of batteries.

F) INSTALLATION DIAGRAM

Flag 1: Wire Size (Ref ABYC E9.15.9

10%)
0-15’ 12 AWG (#3 Metric Equiva-
lent)
15’-30’ 10 AWG (#5 Metric Equiva-
lent)
30’-60’ 8 AWG (#8 Metric Equiva-
lent)

Flag 2: Wire Size (Recommended

Twisted Pair)
0-20’ 14 AWG (#2 Metric Equiva-
lent)
20’-40’ 12 AWG (#3 Metric Equiva-
lent)

Note:
1. APS output is strictly for ZF
Mathers Controls
Figure 1: 2. Power Sources may be 12 or
24 volts DC

A.P.S. (Auto Power Selector) Kits

Twin Single
Screw Screw Include the following:
13983 13984

Quantity Description Part Number

1 1 A.P.S. Unit 13505

2 1 10 amp Switch
Circuit Breaker 810

2 2 Fuse Holder In-Line HFB

2 2 30 Amp Fuse AGC-30

Figure 2:

Page 20
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-287 Rev.B 7-01

Bonding - A.B.Y.C. E-9 46 CFR 111.05

All boats equipped with a permanently installed electrical system shall also be equipped
with a bonding system. The negative terminal of all batteries should be connected at only
one point, the DC common, and from DC common to bond system or hull.
Metal - Hull Vessels
The hull of a metal - hull vessel may serve as the common bonding conductor. Any item
to be bonded not in contact with the hull requires a bonding conductor to the hull.

Page 21
Page 22
 ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500

MMC-288 Rev.C 7/01

References and Parts Source

A) REFERENCES
1. American Boat & Yacht Council (ABYC)
3069 Solomons Island Road
Edgewater, MD 21037-1416
E-3 Wiring Identification on Boats
E-9 DC Electrical Systems on Boats
H-2.4e or 32.4g Ambient Temp. 50 degrees C
P-24 Electric/Electronic Propulsion Controls
2. Code of Federal Regulations
33 CFR 183 Subpart I - Electrical Systems
33 CFR 183, 410 Ignition protection
33 CFR 183, 415 Grounding
33 CFR 183, 425 Conductors: General
33 CFR 183, 430 Conductors in circuit of less than 50 Volts
33 CFR 183, 445 Conductors: Protection
33 CFR 183, 455 Over-current and Protection: General
46 CFR 111.01 - 15(b) Ambient Temp. Machinery Spaces 50 degrees C
46 CFR 111.05- System Grounds
3. Society of Automotive Engineers
400 Commonwealth Drive
Warrendale, PA 15096
J1171 External Ignition Protection
J1428 Marine Circuit Breakers
J378 Marine Engine Wiring
4. National Marine Manufacturers Association
401 North Michigan Avenue
Chicago, IL 60611
5. Underwriters Laboratories

Page 23
B)PARTS SOURCE
Anti-Static Wrist Strap P/N 517 [Thomas & Betts (P/N AWCC)]

Automatic Power Selector P/N 13505

Circuit Breaker- UL Approved P/N 810 [E-T-A (P/N 41-2-514-LN2-10)]

Fuse P/N 1030 [Bussman (P/N. GDC-1A)]

Relay 12 VDC P/N 1114 [Potter-Brumfield (P/N KRPA5D6-12)]

Relay 24 VDC P/N 1122 [Potter-Brumfield (P/N KRPA5D6-24)]

Service Field Test Unit (Break-out Box) P/N 13927

WAGO Tool P/N 397 [WAGO (P/N 236-332)]

Page 24
APPENDIX B.1
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

1.0 TROUBLESHOOTING
1.1 GENERAL

The CruiseCommand Control System consists of one Processor per

engine, typically mounted in the engine room, and one to four Control
Heads located at the vessel’s remote stations. The Processors are
designed to precisely control electronic throttles and transmissions
equipped with solenoid clutch or clutch/troll selection.

Figure 1: Basic Control System

Before you begin troubleshooting, review the CruiseCommand Sys-

tem Diagram above. Become familiar with the various components
and their function within the control system. All CruiseCommand
systems consist of at least four main components. These components
Page 3
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

are the Control Head(s), Processor(s), Electrical Wiring (Harnesses)

and a Power Source.

The following is a brief description of these components. As you read

through this manual there are more detailed explanations of these
components, their function and how this function is accomplished.

1.1.1 Control Head

The primary function of the Control Head is to send out a variable DC
voltage to the Processor. This DC voltage is representative of the Con-
trol Head’s current lever position. In addition to the primary function,
the Control Head also has audible (Sound Transducer) and visual (LED)
status indications, along with a Transfer Button for taking command and
performing other functions.

1.1.2 Processor
The Processor receives the variable DC voltage from the Control
Head(s) and converts these inputs to the appropriate electronic or elec-
tric outputs at the correct time and sequence to the Governor and Gear
Box. The information regarding throttle type, throttle/gear sequencing,
etc., are all stored on memory within the Processor.

1.1.3 Electrical Wiring (Harnesses)

The function of the Electrical Wiring is to move electrical information
from one point to another. The electrical wiring used in the CruiseCom-
mand systems come in the form of pluggable Harnesses. These Har-
nesses may have plugs on one end or both, depending on its purpose.
All systems will have a Harness for Control Head Interface, Engine
Interface, Gearbox Interface and DC Power. In addition to these, there
may be a Serial Communication Harness and/or Tachometer Signal
Harness. The Power and Gearbox Harnesses come in different forms to
accommodate such items as Start Interlock and Troll.

1.1.4 Power Source

All electronic equipment must have power in order to operate. Ensuring
a well charged reliable power source is available is crucial.

Page 4
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

1.2 TROUBLESHOOTING QUESTIONS

Prior to ever lifting a tool or stepping on board the vessel, a lot of

problems can be resolved by asking the customer the following basic
questions:

A)Is the system installed on a Single, Twin or Multiple Screw ves-

sel?
• If the system is installed on a Single Screw vessel, this ques-
tion does not have much value in narrowing down the possi-
ble causes of the fault. On the other hand, if the vessel has
twin or more screws, this question is very helpful.
1. Does the problem or symptoms occur on the Port, Starboard or both sides?
• If the problem or symptom only occurs on one side, you have
effectively eliminated 50% of the possible causes. For example,
if the symptom only occurs on the Port side, the Starboard Power
Source, Harnesses, Processor and Control Heads have been elimi-
nated as potential causes.
• If the problem occurs on both the Port and Starboard in Twin
Screw vessels or two or more in Multiple Screw applications, you
must ask yourself; what do both sides have in common? The most
likely answer to your question would be the DC Power Source.

B) How many Remote Stations are there?

• If only one Remote Station is present, not much will be
gained by asking this question. However, if more than one
Remote Station is being used, command should be taken from
one of the other Stations to see if the problem occurs from
another Station.
• If the problem occurs from more than one Remote Station, the
odds are that the Control Heads are not the cause of the trou-
ble.
• If the problem only occurs at one Remote Station, there is a
greater chance of the Control Head or the Control Head Har-
ness of being the cause.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

C) Are any tones generated when the problem occurs?

• The CruiseCommand system is capable of producing five dif-
ferent tones in order to alert the operator of a potential prob-
lem. Identifying these tones will dramatically narrow down
the possible cause of the problem.
1. Slow Repetitive Rate Tone, also referred to as the "Initialization Tone" is nor-
mal when DC power is first applied to the CruiseCommand System. This tone
indicates:
• Power has just been applied to the System
• The Software Program is running normally
• The Processor is commanding the throttle to Idle and the clutch to
Neutral.
2. Repetitive Signal: One Long - Three Short is used to indicate an invalid
command signal at the Station-in-Command Control Head.
3. Steady Tone is an indication that something has gone wrong within the Con-
trol System. Typically this tone will be accompanied by an Error Message on
the Processor’s Display.
4. Repetitive Signal: One Long - One Short is used to indicate some type of
malfunction with one or more of the Clutch or Neutral Solenoid Circuits. This
tone will be accompanied by an Error Message on the Processor’s Display.
This tone is only available if the High Side Driver Fault is Enabled.
5. Three Second Steady Tone is generated when a fault is detected with the Troll
ON/OFF Solenoid or the Troll Proportional Solenoid. Typically this tone will
be accompanied by an Error Message on the Processor’s Display. This tone is
only available if the High Side Driver Fault is Enabled.
• Are any Error Messages shown on the Processor’s Dis-
play? In addition to generating a tone, if at any time the sys-
tem malfunctions or detects a fault, an error message will be
displayed. Write down the Error Message Number and have
available for the ZF Mathers Representative.

D)Are the Control Head(s) LED’s lit or not?

• The LED(s) will be in one of four states
1. Lit Steady
2. Not Lit
3. Blinking Slowly
4. Blinking Rapidly
• When the LED is Lit Steady, this indicates that the Station is
in command and in the normal operative mode.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

• When the LED in Not Lit, that Station is not in command or

is experiencing an error.
• A Slow Blinking LED indicates that the Control Head is in
the “Warm-up Mode”.
• A LED that is Blinking Rapidly or strobing indicates that the
system is in “Troll Mode”.

E) Has anything changed on board the vessel?

• This is a question which is often overlooked but should
always be considered. Items like adding additional electronic
equipment to the vessel can obviously affect the load on the
power supply and in turn effect the Control System.
• There are also changes which may have occurred, that seem
obvious to you as having an effect on the system, that an
operator doesn’t think to tell you. An example would be re-
powering of the vessel. Changing from, lets say, a Caterpillar
to a Cummins Electronic Engine would have a serious impact
on delivering the correct signal from the Processor to the
Governor.
• Also ask about any changes, that when initially considered,
appear to have nothing to do with the Control System. An
example where this occurred was a vessel which had just
been repainted. For some unknown reason, the painter took it
upon himself to disconnect a Control Head and then recon-
nected it incorrectly.

In a lot of cases, these simple questions can resolve a problem with no

further actions from you. Take the time to consider these questions.
In the long run you will save yourself and the customer a lot of time
and money.

1.3 PROBLEM RESOLUTIONS

If a problem could not be resolved by asking the previous questions, a

careful inspection of the Control System may be the next step. Verify
Page 7
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

that the system is in compliance with the Installation Manual by care-

fully inspecting the following:

A)DC Power Source

1. Ensure that the Processor(s) and Clutch power is connected to a properly
charged 12 or 24VDC battery through a 10 Ampere circuit breaker.
2. To ensure reliable power to the Processor(s) even with a failure of single bat-
tery, the APS (Automatic Power Selector) may be used as shown in Figure 2:.

Figure 2: Automatic Power Selector

B) Component Locations
1. Control Heads - There are virtually no restrictions regarding the location of
the 400 Series & MC2000 Series Style Control Heads, as long as the bottom is
protected from the environment. In the case of the 700 Series Control Heads,
this concern doesn’t even exist.
2. Processors - The Processors are typically mounted anywhere in the Engine
Room, while maintaining a minimum distance of 4 feet (1,22m) from sources of
high heat and EMI or RFI energy.

C) Component Condition
1. Control Heads - Inspect for any signs of corrosion due to water incursion.
Ensure that all fork connectors are properly secured to the terminal strip.
2. Processors - Inspect the Processors for any signs of physical damage.

D)Interconnecting Wiring
1. Inspect the Harness’s Pins and Sockets for bent pins or any signs of corrosion.
Page 8
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

The key to troubleshooting the CruiseCommand Control System is

identifying which of the categories listed below is the cause of the
problem:
• DC Power Source
• Interconnecting Wiring (Harnesses)
• Engine or Transmission
• Component Calibration
• Control Head Failure
• Processor Failure

The following pages should give you a good guideline for making this
determination. There is no need to troubleshoot the system to any
point further than one of the main components listed above. If the
fault is found to be with a Control System component, that component
is simply replaced.

In the event of a system malfunction, the first thing which typically

comes to the attention of the operator is the vessel’s current situation.
Are there other vessels in the area, is the vessel pulling to the Port or
Starboard, etc.? The second item which will draw the attention of the
operator is the Control Head and it’s levers. For this reason, and the
fact that the Control Head is located where the operator is, the Control
Head is utilized as the starting point for troubleshooting system mal-
functions. The Control Head produces 5 different tones to warn the
operator of a potential problem. These tones are explained in full
detail in Section 1.5. Additionally, the Red LED’s status; for instance,
are they On, Off, Blinking, etc.? Knowing the status of these items is
quite beneficial in the troubleshooting process.

The Control Heads, located at all remote stations, have LED’s (Light
Emitting Diodes) and Sound Transducers installed. These devices
provide visual and audible system status indication, which assists in
system troubleshooting.

Page 9
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Port
Starboard
Red LED
Red LED
Port Starboard
Sound Sound
Transducer Transducer

11580-

Figure 3: Control Head Indicators

In addition to the audible and visual indications provided by the Con-

trol Heads, the Processor has four 7-segment pad’s (Display), which
display Error Codes in addition to Set-up information described previ-
ously in the Installation manual. These Error Codes let you know if
the system is incorrectly installed, if a malfunction has occurred, and if
so, the type of malfunction. Additionally, the four 7-segment pad’s
can be used together with the arrow push-buttons to display diagnostic
information.

Figure 4: Processor

1.4 DIAGNOSTIC MENU

In order to access the diagnostic information provided by the Proces-

sor, follow the steps below. The diagnostics provide the following
information:
• Applied Battery Voltage
• Tachometer Sender Frequency
• Stations 1- 4 A/D’s
Page 10
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

• Stations 1- 4 Transfer Button Status

• Software Revision Level

A) Locate the Display on the Port or Starboard Processor. The Dis-

play will have a pattern moving from left to right which looks like
Figure 5: while the program is running:

Figure 5: Display Pattern

B) Depress the Up and Down Arrow Push-buttons simultaneously.

The characters “A0 01” will be shown on the Display.

11573A

Figure 6: Display Function A0

C) Depress the Up or Down Arrow Push-button repeatedly until “H0

00” is displayed.

Figure 7: Display Function H0

D)Depress and hold the Left and Right Arrow Push-buttons simulta-
neously until the “H0” begins to blink. Release the Push-buttons;
the applied battery voltage will now be displayed:

Page 11
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

• The displayed value is in “real time” and provides a rough

estimate of the DC voltage applied to the Processor. The
reading is accurate to within 0.50 DC.

Figure 8: Display Applied Battery Voltage

E) In addition to the applied battery voltage, scrolling through the

Diagnostics Menu by pressing the Up or Down Arrow Push-but-
ton can also show the Tachometer Sender Frequency:
• The information shown is the actual frequency outputted by
the Tachometer Sender. This signal is utilized in “Closed
Loop” Synchronization or “Closed Loop” Troll (future) sys-
tems. .

Figure 9: Display Tachometer Sender Frequency in Hz

• The Control Head’s lever position, and the resulting outputs

of Stations # 1, 2, 3 & 4’s Control Heads can always be moni-
tored. This is regardless of whether that Station is in com-
mand or not. Note the placement of the decimal points in the
examples below, which show all four Stations with the lever
positioned at the Neutral/Idle position. This will be covered
in further detail later.

Figure 10: Display Stations Current Control Head Lever Positions

• The current status of all the Control Head’s Transfer Buttons

can be monitored within the Diagnostic Menu. A “1” indi-
Page 12
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

cates a closure (depressed Transfer Button) of the switch,

while a “0” indicates an open switch. This will also be cov-
ered in more detail later.

Figure 11: Display Stations Control Head Transfer Button Status

F) Depressing the Up or Down Arrow one more time will show the
current revision level of the software. This feature will provide
invaluable information in the years to come. Determining the
characteristics or capabilities of a certain CruiseCommand will be
as simple as selecting this feature.

Figure 12: Display Software Revision Level

G)Pressing the Up or Down Arrow (Scroll) Push-button once more,

returns you to the Applied Battery Voltage.

H)The Diagnostic Menu can be exited two ways:

• Do not touch any Push-buttons for 1 minute. The system will
automatically exit.
• Depress the Left Arrow Push-button until “H0 00” appears.
You may now scroll through the Set-up Menu.

Page 13
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

1.5 AUDIBLE TONES

As mentioned previously, there are various tones emitted from the

Control Head if an error were to occur. These tones are as follows:

1.5.1 Slow Repetitive Tone

The Slow Repetitive Tone, also referred to as the “Initialization Tone” is
the tone you hear at all Remote Stations when power is initially applied
to the control system. When this tone is heard, you know for a fact that
the following are true:
• Power has just been applied to the system
• The Software Program is running normally
• The Processor is commanding the throttle to Idle
• The Processor is commanding the clutch to Neutral
This is a totally normal tone when power has first been applied to the
Processor and no Control Head has taken command. However, the tone
may also be an indication of a problem, if during normal operation the
engine’s throttle drops to Idle, followed by the clutch to Neutral, the
Control Head’s rRed LED goes out and a slow repetitive tone is heard at
all remote stations. This indicates that the voltage at the Processor has
momentarily dropped below 8 VDC and then returned to a normal oper-
ational level. This could be due to:
• Loose battery power cable connection
• Under-charged or defective battery
• Voltage drop due to current flow
In order to pinpoint the exact cause of the low voltage at the Processor,
perform the following checks:

A) Check the Display on the Processor for Error Messages. Error

Message 55 may appear indicating Under Voltage. One or more of
Error Messages 37 through 53 may also be displayed. This is due
to the momentary loss of serial communication between the two
Processors. Take note that the Under Voltage error is not only
dependent on low voltage, it is also dependent on the duration of
the low voltage. The possibility exists that an error message would
not be displayed if the duration of the low voltage was short
enough. However, the other symptoms mentioned above still occur.
Page 14
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

B) In either case, follow the procedure listed under Diagnostic Menu

(Section 1.4) until the Applied Battery Voltage is displayed. Take
note of the applied voltage.

C) Go to the battery or Main Distribution Panel which is feeding

power to the Processor. With a DC Voltmeter, measure the voltage
at this power source. The battery voltage should be greater than
12.4 Volts in 12 VDC systems and 24.8 Volts in 24 VDC systems.
If not, the battery or it’s charging system needs servicing.

D) The voltage differential between the power source and the Proces-
sor should not exceed 1.2 Volts in 12 VDC systems and 2.4 Volts in
24 VDC systems. If so, there is high resistance somewhere
between the battery and Processor.
NOTE: If an APS is being utilized in the power circuit, take into account the 0.7 VDC forward
voltage drop of the diodes, which would increase the permissible differential to 1.9 or 3.1
VDC depending on whether the system is 12 or 24 VDC.

E) The high resistance, resulting in a differential voltage of 1.2 Volts

(12 VDC Systems) or 2.4 Volts (24 VDC Systems) or greater, may
be the result of corroded or tarnished connections, dirty or pitted
relay contacts or an improperly sized power cable.

F) If the voltage differential is less than 1.2 Volts (12 VDC Systems)
or 2.4 Volts (24 VDC Systems), which is what you would typically
expect, a loose connection may exist between the power source and
the Processor. The vibration experienced while the vessel is under-
way may intermittently cause the circuit to open. Check all the
connections between the power source and the Processor for a loose
bolts, nuts, etc.

1.5.2 One Long - Three Short

This tone indicates that there is an invalid command signal at the Sta-
tion-in-Command. The Processor expects a DC voltage, representative
of the Control Head’s lever position, between approximately 0.5 and
4.40 VDC. This DC voltage is then interpreted as an A/D Count by the
Processor. More on A/D Counts later. If the voltage drops below or
exceeds this range, the tone will be generated. At the same time the
throttle command will drop to Idle and the clutch will be commanded to
Neutral. The cause of the fault may be due to:

Page 15
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

• An open or high resistance connection between the Control Head

and Processor.
• Out of calibration Control Head
• A defective Control Head
The exact cause of the malfunction can be found as follows:

A) Check the Processor’s Display for error messages. Most likely, one
of error messages 13 thru 28 will be shown. The exact number
shown depends on which remote station is experiencing the prob-
lem and whether the Command Voltage was too high or too low.

B) To further isolate the cause, enter the Diagnostic Menu as outlined

in Section 1.4.

C) Depress the Up or Down (Scroll) Arrow Push-button until the

appropriate remote station is shown. The appropriate remote sta-
tion can be identified by the position of the decimal points. Station
1 has no decimal point after the first digit to the far right. The
remaining three digits all have decimal points. If the digit to the far
left had no decimal point following it, but the remaining three did,
this would represent Station 4.

Figure 13: Display Stations Example

D) The examples above are shown with no Control Heads connected to

any remote stations. When a Control Head is connected, the appro-

Page 16
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

priate A/D (Analog/Digital) value for the current position of the

Control Head’s lever will be shown, as in the examples below:

Figure 14: Display Stations A/D Value

E) If the A/D value is 900 or greater, one of Error Codes 13- 20 will be
shown.

F) If the A/D value is greater than 900, but less than 990 the following
may be the cause:
• The Control Head’s potentiometer is out of calibration.
• The potentiometer is defective.

G) In either case, it is recommended that the Control Head is replaced.

H) If the A/D value is 995 or higher, most likely the JUMPER between
the Control Head’s pins 3 & 5 (Right Hand) or 3 & 7 (Left Hand) is
disconnected. If in addition to the A/D value being 995 or higher,
the LED is not lit and no audible tone is heard, the red wire con-
nected between pin 3 of the Control Head and pin 5 of the Proces-
sor is open.

I) If the A/D value is 100 or less, one of Error Codes 21- 28 will be
shown.

J) If the A/D value is less than 100, but greater than 75, the following
may be the cause:
• The Control Head’s potentiometer is out of calibration.
• The potentiometer is defective.
• A high resistance connection exists on the green wire between the
Control Head and Processor.
Page 17
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

K) If the A/D value is less than 75, there is an open circuit on the green
or blue wires.

1.5.3 Steady Tone

The Steady Tone is an indication to the operator that something has gone
wrong within the Control System. The Steady Tone will typically be
accompanied by an Error Message on the Processor’s Display. If the
tone is heard, the Processor’s Display must be referred to in order to fur-
ther diagnosis the problem.

1.5.4 One Long - One Short

This tone indicates that there is some type of malfunction with one or
more of the Clutch or Neutral Solenoid Circuits. The exact nature of the
malfunction can be further isolated as indicated by the Error Message on
the Display. There are six different Error Messages, of which one or
more will be displayed in conjunction with this tone. Depending on
which Solenoid and whether an Open or a short is detected. Error Mes-
sage 1, 2, 3, 4, 5, or 6 will be shown. The System’s program/memory
must be told of the existence of these solenoids in order to activate this
feature.

1.5.5 Three Second Steady Tone

This tone is generated when a fault is detected with the Troll ON/OFF
Solenoid or Troll Proportional Solenoid. The tone will also be accompa-
nied with one or more of Error Messages 7, 8, 9, and 10. The System’s
program/memory must be told of the existence of these solenoids in
order to activate this feature.

1.6 STATION TRANSFER

In order to transfer command from one remote station to another the

following must occur:
• There must be a valid “Command Signal” from the Control Head to
the Processor.
• The “Command Signal” must indicate that the Control Head’s
lever(s) is at the Neutral/Idle position.
Page 18
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

• The Transfer Button must be depressed which takes the “Station

Select” signal from 5.00 VDC to 0.00 VDC.

These items can be tested as follows:

1.6.1 Command Signal

As mentioned previously, the Command Signal is a DC voltage which
varies in relationship to the Control Head’s lever position. The Proces-
sor provides each Control Head 5.00 VDC, which is referred to as the
“Reference Voltage”. The Reference Voltage is applied to a 5K Potenti-
ometer in the Control Head. The potentiometer’s “Wiper” taps off a por-
tion of the Reference Voltage and sends it back to the Processor. The
amount of DC voltage which is tapped off, is dependant on the position
of the Control Head’s lever. When the lever is fully Astern, a small por-
tion of the Reference Voltage is tapped off by the wiper, and therefore,
the voltage is at its lowest point (approx. 0.60 VDC). When the lever is
positioned fully Ahead, a larger portion is tapped off and the voltage is at
its highest point (approx. 4.40 VDC).
Since all the calculations within the CruiseCommand system are per-
formed digitally, these DC voltages are expressed as and converted to a
digital representation. The “Reference Voltage” (approx. 5.00 VDC) by
which all analog inputs are based, is represented as 1023 A/D (Analog to
Digital) Counts. This allows for the possibility of a 1024 possible posi-
tions when 0 is included in the count. The value of the Command Volt-
age, with the lever at the Neutral/Idle position is 48- 50% of the
Reference Voltage or 491- 511 A/D’s (2.40- 2.50 VDC). The Command
Voltage at Full Ahead is 83- 85% or 849- 869 A/D’s (4.15- 4.25 VDC)
and Full Astern is 12- 14% or 123- 143 A/D’s (0.60- 0.70 VDC).
Since the Commanded Signal is based on a percentage of the Reference
Voltage, the distance of the Control Head from the Processor has no
impact on the performance of the system. The amount of voltage drop,
due to current flow, is the same for both the Reference and Command
Voltages. The relationship between the Reference and Command Volt-
ages when thought of as a percentage, will remain the same regardless of
distance. For instance, here are two examples.
Example # 1 Example # 2
Reference Voltage 5.00 VDC 1023 A/D Counts Reference Voltage 4.80 VDC 1023 A/D Counts
Command Voltage 2.45 VDC 501 A/D Counts Command Voltage 2.35 VDC 501 A/D Counts

Page 19
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

As you can see by the examples, even though the Command Voltages are
different between Examples # 1 & 2, the resulting A/D counts, are the
same because of the different Reference Voltages. This would result in
the Processor commanding the identical outputs (Clutch & Throttle) in
both cases.

A) The A/D count for a specific Control Head’s lever can be seen on
the Processor’s Display by following the steps outlined in Section
1.4.

B) Once the appropriate remote station is reached, ensure that the dis-
played A/D Count represents the Neutral/Idle position (491- 511 A/
D counts). Command will not be accepted unless the Control
Head’s lever is at the Neutral/Idle position.

1.6.2 Remote Station Select

The second required item for taking command is “Station Select” or
depressing of the Transfer Button. The functionality of the Transfer
Button can be tested by depressing the Up or Down Arrow (scroll) Push-
button one more time after showing the four remote stations’ A/D’s. At
this time the Display will look like the Station A/D’s without the decimal
points as shown in Figure 15::

Figure 15: Display Station A/D’s no decimal points

When the Transfer Button is depressed, the 0 which represents that

remote station, will change to a 1 as shown in Figure 16::

Figure 16: Display with Station Transfer Button pushed

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Whenever command cannot be gained at a particular remote station, the

Station Select and Command Signals are the first to be investigated. If
either the Command Signal is out of range or the Station Select is inop-
erable, command will not be accepted at that remote station.

1.6.3 Stuck Transfer Button

The Transfer Button is a normally open, momentary switch. The only
time the switch should close is when it is depressed to take command or
when entering or departing various other functions. In the event that the
Transfer Button became stuck in the closed position, the following will
occur:
• First of all, the Transfer Button would have to be closed for 10
seconds or more.
• The throttle and clutch would return to Idle and Neutral after pro-
portional pause time out.
• A slow repetitive tone is heard from all remote stations.
• If previously lit, the red LED on the Control Head will go out.
• Error Code 29 - 36, depending on which remote station, will be
shown on the Display.
• Command can be taken at any other operational remote station.
• After 10 seconds command can be regained at the remote station
with the stuck button as long as the problem has been corrected by
depressing the transfer button.

A) If a stuck Transfer Button is suspected, this can be verified by looking

at the Station Select status (1 or 0) as outlined in Section 1.6.2.

B) An Error Code 29 - 36 will be shown on the Display. The Error Code’s

number depends on which Station is experiencing the problem.

1.7 ERROR MESSAGES

As stated previously, in the event of a problem with the Control Sys-

tem, the CruiseCommand System is capable of producing numerous
Error Messages to aid in the isolation of the cause. Table 1: lists these
Error Messages, along with a brief description. Some of the Error
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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Messages are installed into the software for future considerations,

while others are surely to be added in the future.

Table 1: Error Messages

Err Title Description
#
1 Clutch Astern Shorted The Astern Clutch Solenoid appears to be shorted or is requiring more current than can be supplied.

2 Clutch Astern Open The Astern Clutch Solenoid appears to be open. The Solenoid is probably not connected.

3 Clutch Neutral Shorted The Neutral Solenoid appears to be shorted or is requiring more current than can be supplied.

4 Clutch Neutral Open The Neutral Solenoid appears to be open. The Solenoid is probably not connected.

5 Clutch Ahead Shorted The Ahead Clutch Solenoid appears to be shorted or is requiring more current than can be supplied.

6 Clutch Ahead Open The Ahead Clutch Solenoid appears to be open. The Solenoid is probably not connected.

7 Troll On/ Off Shorted The Troll Solenoid appears to be shorted or is requiring more current than can be supplied.

8 Troll On/ Off Open The Troll Solenoid appears to be open. The Solenoid is probably not connected.

9 Troll Command Shorted The Troll Command Solenoid appears to be shorted or is requiring more current than can be sup-
plied.
10 Troll Command Open The Troll Command Solenoid appears to be open. The Solenoid is probably not connected.

13 Remote Station # 1 Faulted Station # 1 Control Head’s lever position is out of range. The input appears to be too high.
High
14 Remote Station # 2 Faulted Station # 2 Control Head’s lever position is out of range. The input appears to be too high.
High
15 Remote Station # 3 Faulted Station # 3 Control Head’s lever position is out of range. The input appears to be too high.
High
16 Remote Station # 4 Faulted Station # 4 Control Head’s lever position is out of range. The input appears to be too high.
High
17 Remote Station # 5 Faulted Station # 5 Control Head’s lever position is out of range. The input appears to be too high.
High
18 Remote Station # 6 Faulted Station # 6 Control Head’s lever position is out of range. The input appears to be too high.
High
19 Remote Station # 7 Faulted Station # 7 Control Head’s lever position is out of range. The input appears to be too high.
High
20 Remote Station # 8 Faulted Station # 8 Control Head’s lever position is out of range. The input appears to be too high.
High
21 Remote Station # 1 Faulted Station # 1 Control Head’s lever position is out of range. The input appears to be too low.
Low
22 Remote Station # 2 Faulted Station # 2 Control Head’s lever position is out of range. The input appears to be too low.
Low
23 Remote Station # 3 Faulted Station # 3 Control Head’s lever position is out of range. The input appears to be too low.
Low
24 Remote Station # 4 Faulted Station # 4 Control Head’s lever position is out of range. The input appears to be too low.
Low
25 Remote Station # 5 Faulted Station # 5 Control Head’s lever position is out of range. The input appears to be too low.
Low
26 Remote Station # 6 Faulted Station # 6 Control Head’s lever position is out of range. The input appears to be too low.
Low

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Table 1: Error Messages

Err Title Description
#
27 Remote Station # 7 Faulted Station # 7 Control Head’s lever position is out of range. The input appears to be too low.
Low
28 Remote Station # 8 Faulted Station # 8 Control Head’s lever position is out of range. The input appears to be too low.
Low
29 Remote Station # 1 Button Station # 1 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
30 Remote Station # 2 Button Station # 2 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
31 Remote Station # 3 Button Station # 3 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
32 Remote Station # 4 Button Station # 4 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
33 Remote Station # 5 Button Station # 5 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
34 Remote Station # 6 Button Station # 6 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
35 Remote Station # 7 Button Station # 7 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
36 Remote Station # 8 Button Station # 8 Control Head’s Transfer Button has either been closed too long or has been closed since
Stuck Closed power-up.
37 CAN Communication Stuff- The Control-Area-Network protocol has detected an error in communication with other devices in
ing Error the network. The error type is a stuffing type error.
38 CAN Communication Form The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a form type error.
39 CAN Communication The Control-Area-Network protocol has detected an error in communication with other devices in
Acknowledge Error the network. The error type is a acknowledge type error.
40 CAN Communication Bit 1 The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a Bit 1 type error.
41 CAN Communication Bit 0 The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a Bit 0 type error.
42 CAN Communication CRC The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a CRC type error.
43 CAN Communication Bus The Control-Area-Network protocol has detected an error in communication with other devices in
Failed the network. The error type is a Bus Failure type error. This error cannot be recovered from without
recycling power to the Processor.
44 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 1
45 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 2
46 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 3
47 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 4
48 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 5
49 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 6

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Table 1: Error Messages

Err Title Description
#
50 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 7
51 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 8
52 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 9
53 Communication Error Time- Communication with the system has been too long without a Refresh message.
out System 10
54 Over Voltage Fault The applied battery voltage is above the expected limits for greater than 2 seconds.

55 Under Voltage Fault The applied battery voltage is below the expected limits for greater than 2 seconds.

56 Reset Due to Software The system has had an unexpected Reset, due to a software/ hardware problem.
Watchdog
57 Reset Due to Software Fault The system has had an unexpected Reset, due to a software problem.

58 Reset Due to Hardware The system has had an unexpected Reset, due to a software/ hardware problem.
Watchdog

1.8 PROBLEM SCENARIOS

Table 2: lists the various Error Codes followed by possible causes and
solutions. The Error Message will appear on the appropriate Port or
Starboard side only. These are not the only possible causes for the
Errors Messages listed, just possibilities.
Table 2: Problem Scenarios
Err Cause Solution
#
1 a) The Astern Clutch Solenoid is defective. a) Replace the Astern Clutch Solenoid.
b) The Clutch Harness is incorrectly wired at the Gear Box. b) Properly connect the Clutch Harness to the Astern Solenoid.
2 a) The Astern Clutch Solenoid circuit is Open. a) Properly connect the Astern Clutch Solenoid.
b) The Astern Clutch Solenoid is defective. b) Replace the Astern Clutch Solenoid.
3 a) The Neutral Solenoid is defective. a) Replace the Neutral Solenoid.
b) The Neutral Solenoid is incorrectly wired at the Gear Box. b) Properly connect the Neutral Solenoid.
4 a) The Neutral Solenoid circuit is Open. a) Properly connect the Neutral Solenoid.
b) The Neutral Solenoid is defective. b) Replace the Neutral Solenoid.
5 a) The Ahead Clutch Solenoid Circuit is incorrectly wired at the a) Properly connect the Ahead Clutch Solenoid.
Gear Box.
b) The Ahead Clutch Solenoid is defective. b) Replace the Ahead Clutch Solenoid.
6 a) The Ahead Clutch Solenoid Circuit is Open. a) Properly connect the Ahead Clutch Solenoid.
b) The Ahead Clutch Solenoid is defective. b) Replace the Ahead Clutch Solenoid.
7 a) The Troll On/ Off Solenoid is incorrectly wired at the Gear a) Properly connect the Troll On/ Off Solenoid.
Box.
b) The Troll On/ Off Solenoid is defective. b) Replace the Troll On/ Off Solenoid.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Table 2: Problem Scenarios

Err Cause Solution
#
8 a) The Troll On/ Off Solenoid circuit is Open. a) Properly connect the Troll On/ Off Solenoid.
b) The Troll On/ Off Solenoid is defective. b) Replace the Troll On/ Off Solenoid.
9 a) The Troll Command Solenoid is incorrectly wired at the Gear a) Properly connect the Troll Command Solenoid.
Box.
b) The Troll Command Solenoid is defective. b) Replace the Troll Command Solenoid.
10 a) The Troll On/ Off Solenoid is Open. a) Properly connect the Troll On/ Off Solenoid.
b) The Troll On/ Off Solenoid is defective. b) Replace the Troll On/ Off Solenoid.
13 The Station #1 Control Head is defective. Replace Station #1 Control Head.

14 The Station #2 Control Head is defective. Replace Station #2 Control Head.

15 The Station #3 Control Head is defective. Replace Station #3 Control Head.

16 The Station #4 Control Head is defective. Replace Station #4 Control Head.

17 The Station #5 Control Head is defective. Replace Station #5 Control Head.

18 The Station #6 Control Head is defective. Replace Station #6 Control Head.

19 The Station #7 Control Head is defective. Replace Station #7 Control Head.

20 The Station #8 Control Head is defective. Replace Station #8 Control Head.

21 a) The Station #1 Control Head is not properly connected. a) Properly connect the Station #1 Control Head.
b) The Station #1 Control Head is defective. b) Replace the Station #1 Control Head.
22 a) The Station #2 Control Head is not properly connected. a) Properly connect the Station #2 Control Head.
b) The Station #2 Control Head is defective. b) Replace the Station #2 Control Head.
23 a) The Station #3 Control Head is not properly connected. a) Properly connect the Station #3 Control Head.
b) The Station #3 Control Head is defective. b) Replace the Station #3 Control Head.
24 a) The Station #4 Control Head is not properly connected. a) Properly connect the Station #4 Control Head.
b) The Station #4 Control Head is defective. b) Replace the Station #4 Control Head.
25 a) The Station #5 Control Head is not properly connected. a) Properly connect the Station #5 Control Head.
b) The Station #5 Control Head is defective. b) Replace the Station #5 Control Head.
26 a) The Station #6 Control Head is not properly connected. a) Properly connect the Station #6 Control Head.
b) The Station #6 Control Head is defective. b) Replace the Station #6 Control Head.
27 a) The Station #7 Control Head is not properly connected. a) Properly connect the Station #7 Control Head.
b) The Station #7 Control Head is defective. b) Replace the Station #7 Control Head.
28 a) The Station #8 Control Head is not properly connected. a) Properly connect the Station #8 Control Head.
b) The Station #8 Control Head is defective. b) Replace the Station #8 Control Head.
29 a) The Station #1 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #1 Control Head is improperly wired. b) Properly connect Station #1 Control Head.
30 a) The Station #2 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #2 Control Head is improperly wired. b) Properly connect Station #2 Control Head.
31 a) The Station #3 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #3 Control Head is improperly wired. b) Properly connect Station #3 Control Head.
32 a) The Station #4 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #4 Control Head is improperly wired. b) Properly connect Station #4 Control Head.
3 a) The Station #5 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #5 Control Head is improperly wired. b) Properly connect Station #5 Control Head.
34 a) The Station #6 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #6 Control Head is improperly wired. b) Properly connect Station #6 Control Head.
35 a) The Station #7 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #7 Control Head is improperly wired. b) Properly connect Station #7 Control Head.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Table 2: Problem Scenarios

Err Cause Solution
#
36 a) The Station #8 Control Head’s Transfer Button is defective. a) Install a Transfer Button Kit or replace the Control Head.
b) The Station #8 Control Head is improperly wired. b) Properly connect Station #8 Control Head.
37 a) The Serial Harness is in excess of 130 ft. (40m). a) Reposition the Processor so that the Serial Harness is less than
120 ft (37m).
b) The Processor’s Circuit Board is faulty. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
38 a) The Serial Harness is in excess of 130 ft. (40m). a) Reposition the Processor so that the Serial Harness is less than
120 feet.(37m)
b) Processor Circuit Board fault. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
39 a) The Serial Harness is not connected at one or more Proces- a) Connect a Serial Harness at all Processors.
sors.
b) The Serial Harness is incorrectly wired. b) Replace or correct the Serial Harness’s wiring.
c) Loss of power to one of the Processors. c) Restore power to the Processor.
40 a) The Serial Harness is in excess of 130 ft. (40m). a) Reposition the Processor so that the Serial Harness is less than
120 feet (37m).
b) Processor Circuit Board fault. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
41 a) The Serial Harness is in excess of 130 ft. (40m). a) Reposition the Processor so that the Serial Harness is less than
120 feet (37m).
b) Processor Circuit Board fault. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
42 a) The Serial Harness is in excess of 130 ft (40m). a) Reposition the Processor so that the Serial Harness is less than
120 feet (37m).
b) Processor Circuit Board fault. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
43 a) The Serial Harness is in excess of 130 ft (40m). a) Reposition the Processor so that the Serial Harness is less than
120 feet (37m).
b) Processor Circuit Board fault. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
44 a) The Serial Harness is not connected at Processors #1. a) Connect the Serial Harness into Processor ID #1.
b) No Processors have ID #1 selected. b) Identify one of the Processors as ID #1 with the “A0” function.
c) Loss of power to Processors ID #1. c) Restore Power to Processor ID #1.
45 a) Neither Processor has ID # 2 selected in a Twin Screw appli- a) Identify one of the Processors as ID # 2 with the “A0” function.
cation. b) Select Twin Screw operation on both Processors with the “A1”
b) One Processor has Twin Screw selected while the other has function.
selected single screw. c) Connect the Serial Harness into Processor ID #2.
c) The Serial Harness is not connected at Processor #2.
d) Loss of power to Processor ID # 2. d) Restore Power to Processor ID #2.
46 a) The Serial Harness is not connected to ID #3 although it has a) Connect the Serial Harness into ID #3.
been selected.
b) If (3) items had been selected, ID #3 has not been identified. b) Identify one item as ID #3 with the “A0” function.
c) Loss of power to ID # 3. c) Restore Power to ID #3.
47 a) The Serial Harness is not connected to ID #4 although it has a) Connect the Serial Harness into ID #4.
been selected.
b) If (4) items had been selected, ID #4 has not been identified. b) Identify one item as ID #4 with the “A0” function.
c) Loss of power to ID # 4. c) Restore Power to ID #4.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

Table 2: Problem Scenarios

Err Cause Solution
#
48 a) The Serial Harness is not connected to ID #5 although it has a) Connect the Serial Harness into ID #5.
been selected.
b) If (5) items had been selected, ID #5 has not been identified. b) Identify one item as ID #5 with the “A0” function.
c) Loss of power to ID #5. c) Restore Power to ID #5.
49 a) The Serial Harness is not connected to ID #6 although it has a) Connect the Serial Harness into ID #6.
been selected.
b) If (6) items had been selected, ID #6 has not been identified. b) Identify one item as ID #6 with the “A0” function.
c) Loss of power to ID # 6. c) Restore Power to ID #6.
50 a) The Serial Harness is not connected to ID #7 although it has a) Connect the Serial Harness into ID #7.
been selected.
b) If (7) items had been selected, ID #7 has not been identified. b) Identify one item as ID #7 with the “A0” function.
c) Loss of power to ID # 7. c) Restore Power to ID #7.
51 a) The Serial Harness is not connected to item ID #8 has been a) Connect the Serial Harness into ID #8.
selected.
b) If (8) items had been selected, ID #8 has not been identified. b) Identify one item as ID #8 with the “A0” function.
c) Loss of power to ID # 8. c) Restore Power to item ID #8.
52 a) The Serial Harness is not connected to item ID #9 has been a) Connect the Serial Harness into ID #9.
selected.
b) If (9) items had been selected, ID #9 has not been identified. b) Identify one item as ID #9 with the “A0” function.
c) Loss of power to item ID #9. c) Restore Power to item ID #9.
53 a) The Serial Harness is not connected to item ID #10 has been a) Connect the Serial Harness into ID #10.
selected.
b) If (10) items had been selected, ID #10 has not been identi- b) Identify one item as ID #10 with the “A0” function.
fied.
c) Loss of power to item ID #10. c) Restore Power to item ID #10.
54 a) The battery is being over-charged. a) Repair or replace the charging system.
b) There’s a high resistance connection at the battery while b) Clean and or tighten the connections at the battery.
being charged.
55 a) Defective battery. a) Replace the battery.
b) The battery is not being properly charged. b) Repair or replace the charging system.
c) There’s a high resistance connection between the Processor c) Repair the high resistance connection as needed.
and it’s power source.
56 An unexpected software or hardware reset has occurred. Replace the Processor.

57 An unexpected software reset has occurred. Replace the Processor.

58 An unexpected software or hardware reset has occurred. Replace the Processor.

In addition to the Error Codes listed above, some problems may not
necessarily generate Error Codes. The following give some examples
where isolating the cause of a problem may not be as easy as reading
off an Error Code.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

A) SYMPTOM The engine’s RPM varies, without moving the Con-

trol Head lever (synchronization disabled).

CAUSE REMEDY
a. Problem with the Governor a. Connect the Break-out Box (part # 13927) as shown in Throttle Testing
or Carburetor. Section. If variations are seen, go to step b. If, no variations are seen,
contact a certified mechanic.
b. Erratic Command signal. b. Refer to Command Signal Section 1.6.1. If variations of the A/D
counts occur, connect that Control Head to another Station at the Pro-
cessor. If variations persist, replace the Control Head.

B) SYMPTOM No audible tone at a one Control Head when power

is first turned ‘On’ to the Control System. Everything works fine
otherwise.
CAUSE REMEDY
a. Incorrectly wired eight-con-a. Verify that the black wire is properly connected to pin 1 at the Control
ductor cable. Head and pin 8 at the Processor
b. Defective Control Head b. Measure the AC voltage at pins 1 & 3 of the Control Head. If 20 -
Sound Transducer. 25VAC is present, replace the Control Head.

C) SYMPTOM The Control Head’s red LED doesn’t light when in

command, but everything else works perfectly.
CAUSE REMEDY
a. Incorrectly wired eight-con-a. Verify that the brown wire is properly connected to pin 2 at the Control
ductor cable. Head and pin 2 at the Processor
b. Open Control Head LED. b. Measure the DC voltage at pins 2 & 3 at the Control Head. The mea-
surement will be approximately 2.20 VDC in normal operation. If the
4.00 VDC is measured, the LED is open. Replace the Control Head.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

D)SYMPTOM Cannot obtain Warm-up Mode while moving the

Control Head lever in the Ahead direction, only in the Astern
direction.
CAUSE REMEDY
The Processor is sensing Con- Depress the Transfer Button while moving the Control Head lever in the
trol Head lever movement in Astern direction. If the LED now blinks, the Control Head is incorrectly
the Astern direction. wired.
Check the colors of the wires at pins 5 & 7.
A right hand Control Head should be yellow at 5 and blue at 7.
A left hand Control Head should be blue at 5 and yellow at 7.
The Ahead and Astern solenoid signals may need to be reversed after cor-
recting.

E) SYMPTOM No tone, light, or command and the Display is not

lit.
CAUSE REMEDY
a. No power to the Processor. a. Disconnect the Power Harness from the Processor. Measure the DC
voltage at pins 10 (+) and 11 (-) of the Harness plug. If 24VDC is not
present, check circuit breakers, switches feeding the Processor. Correct
the power source as necessary.
b. Reversed battery polarity at b. Disconnect the Power Harness from the Processor. Connect a DC
the Processor. Voltmeter’s red lead to pin 10 of the Harness plug and the black lead to
pin 11. If negative voltage is measured, reverse the wires.
c. Defective Processor c. If Causes a. & b. were not at fault, replace the Processor.

F) SYMPTOM The engine begins to turn over while starting and

then stops. A slow repetitive tone is heard from all Stations.
CAUSE REMEDY
a. The voltage available at the a. Supply power to the Processor from a battery other than the starting
Processor had dropped too battery or supply power from two sources through an APS (Automatic
low, due to the starter’s cur- Power Selector).
rent requirement.
b. Battery charge is low. b. Recharge/replace the battery or supply battery power from two sources
through an APS.

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

G)SYMPTOM Active Synchronization is inoperable.

CAUSE REMEDY
a. No Tachometer Sender Sig- a. The presence of the tachometer signal can be seen on the Display read-
nal. out. In order to see the frequency of the signal, follow the instructions
in the Diagnostic Menu. The system will default to Equal Throttle
Synch.
b. Lost Serial Communica- b. In the event of a loss of serial communications, one or more of the fol-
tion. lowing error codes will be displayed: 31 thru 35.
c. Processor Identification has c. All Processors must have a unique identification number as set in
been improperly set. Function Code (A1). Refer to the Set-up and Adjustments Section 5.0.
d. The correct number of d. Set the correct number of engines. Refer to the Set-up and Adjust-
engines has not been set. ments Section 5.0.

H)SYMPTOM The Engine’s Idle and Full Throttle RPM’s are too
high or too low.
CAUSE REMEDY
a. The incorrect Throttle Profile has a. Set the correct Throttle Profile with Function Code (E0). Refer to
been set. the Set-up and Adjustments Section 5.0.
b. The Idle and Full Throttle set- b. Adjust the Throttle Minimum with Function Code (E2) and the
tings need to be fine tuned. Throttle Maximum with Function Code (E3) as required.

1.9 CABLE HARNESSES

The various Cable Harnesses are manufactured and tested at ZF

Mathers facility in Burlington, WA. The likelihood of one being mis-
wired is slim. In any case, the following tables provide the wiring
information for these Harnesses:

1.9.1 Power, Start Interlock

PROCESSOR ENGINE & BATTERY
Termination A Conductor Color Termination B Description

J11-1 Yellow w/ Starter Closed contact when

Red Trace Solenoid In-Command and at
Neutral.
J11-10 Red Battery (+) + 24VDC
J11-11 Black Battery (-) - DC Return
J11-12 Yellow w/ Starter Closed contact when
Red Trace Solenoid In-Command and at
Neutral. Figure 17: Power, Start Interlock Harness Pin Out

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 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

1.9.2 Power, Start Interlock & Pressure Switch

PROCESSOR ENGINE, GEAR BOX & BATTERY

Termination A Conductor Termination B Description

Color
J11-1 Yellow w/ Starter Closed contact when In-Command and at Neutral.
Red Trace Solenoid
J11-6 Light Blue Clutch Oil N.O. Switch which closes when Gear manufactures minimum safe
Pressure operating pressure is reached.
Switch
J11-7 Light Blue Clutch Oil N.O. Switch which
Pressure closes when Gear
Switch manufactures
minimum safe
operating pressure is
reached.
J11-10 Red Battery (+) + 24VDC
J11-11 Black Battery (-) - DC Return
J11-12 Yellow w/ Starter Closed contact when
Red Trace Solenoid In-Command and at
Neutral. Figure 18: Power, Start Interlock, Clutch Oil
Pressure Switch Harness Pin

1.9.3 Power, Start Interlock, Pressure Switch & Alarm

PROCESSOR ENGINE, GEAR BOX & BATTERY
Termination A Conductor Termination B Description
Color
J11-1 Yellow w/ Starter Closed contact when
Red Trace Solenoid In-Command and at
Neutral.
J11-2 Red External Approximately 18
Alarm Ohms to ground when
Circuit (+) power is applied and
the software program
is running. Able to Figure 19: Power, Start Interlock, Clutch Oil
sink up to 250 ma. Pressure Switch, and Alarm Harness Pin Out
J11-3 Black External Approximately 18 Ohms to ground when power is applied and the software
Alarm program is running. Able to sink up to 250 mA.
External (-)
J11-6 Light Blue Clutch Oil N.O. Switch which closes when Gear manufactures minimum safe operating
Pressure pressure is reached.
Switch
J11-7 Light Blue Clutch Oil N.O. Switch which closes when Gear manufactures minimum safe operating
Pressure pressure is reached.
Switch
J11-10 Red Battery (+) + 24VDC
J11-11 Black Battery (-) - DC Return
J11-12 Yellow w/ Starter Closed contact when In-Command and at Neutral.
Red Trace Solenoid

Page 31
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

1.9.4 Throttle, PWM

PROCESSOR ENGINE
Termination A Conductor Termination B Description
Color

J9-1 Black Engine Throttle Signal Return

DC- Bus
J9-2 Red ECM PWM Throttle Signal-
0- 100% Duty Cycle
@ 500Hz.
J9-8 Green/ N/C N/A
Figure 20: PWM Throttle Harness Pin Out
Yellow

1.9.5 Throttle, Voltage

PROCESSOR ENGINE

Termination A Conductor Termination B Description

Color

J9-1 Black Engine Throttle Signal Return

DC- Bus
J9-4 Red ECM 0.00- 5.00 VDC
Throttle Signal
J9-8 Green/ N/C N/A
Yellow Figure 21: Voltage Throttle Harness Pin Out

1.9.6 Throttle, Current

PROCESSOR ENGINE

Termination A Conductor Termination B Description

Color

J9-1 Black Engine Throttle Signal Return

DC- Bus
J9-3 Red ECM 0.00- 21.0 mA.
Throttle Signal
J9-8 Green/ N/C N/A
Yellow Figure 22: Current Throttle Harness Pin Out

1.9.7 Clutch Power, Ahead & Astern

PROCESSOR GEAR BOX
Termination A Conductor Termination B Description
Color

J10-1 Red + DC + 24 VDC

Power
Source
J10-2 Black - DC - VDC Return
Power
Source
J10-3 Red Ahead + 24 VDC when Ahead
Solenoid Clutch Selected Figure 23: Clutch Power, Ahead, and Astern Harness
Pin Out

Page 32
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

PROCESSOR GEAR BOX

Termination A Conductor Termination B Description
Color

J10-4 Black Ahead - VDC Return for Ahead Clutch

Solenoid
J10-5 Red Astern + 24 VDC when Astern Clutch Selected
Solenoid
J10-6 Black Astern - VDC Return for Astern Clutch
Solenoid

1.9.8 Clutch Power, Ahead, Neutral & Astern

PROCESSOR GEAR BOX
Termination A Conductor Termination B Description
Color

J10-1 Red + DC +24 VDC

Power
Source
J10-2 Black - DC -VDC Return
Power
Source
J10-3 Red Ahead +24 VDC when Ahead Figure 24: Clutch, Ahead, Astern, and Neutral
Solenoid Clutch Selected Harness Pin Out
J10-4 Black Ahead -VDC Return for Ahead Clutch
Solenoid
J10-5 Red Astern +24 VDC when Astern Clutch Selected
Solenoid
J10-6 Black Astern -VDC Return for Astern Clutch
Solenoid
J10-7 Red Neutral +24 VDC at all times
Solenoid
J10-8 Black Neutral -VDC Return for Neutral Solenoid
Solenoid

1.9.9 Clutch Power, Ahead, Astern, Troll On/Off & Troll Command
PROCESSOR GEAR BOX
Termination A Conductor Termination B Description
Color

J10-1 Red + DC +24 VDC

Power
Source
J10-2 Black - DC -VDC Return
Power
Source
J10-3 Red Ahead +24 VDC when Ahead
Clutch Clutch Selected Figure 25: Clutch and Clutch/Troll Harness Pin Out
Solenoid
J10-4 Black Ahead -VDC Return for Ahead Clutch
Clutch
Solenoid

Page 33
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

PROCESSOR GEAR BOX

Termination A Conductor Termination B Description
Color

J10-5 Red Astern +24 VDC when Astern Clutch Selected

Clutch
Solenoid
J10-6 Black Astern -VDC Return for Astern Clutch
Clutch
Solenoid
J10-9 Red Troll On/ +24 VDC when Troll is selected.
Off
Solenoid
J10-10 Black Troll On/ -VDC Return for Troll On/Off Solenoid
Off
Solenoid
J10-11 Red Troll 0- 100% Duty Cycle @ 500Hz. for Controlling Proportional Solenoid Valve
Command
Solenoid
J10-12 Black Troll -VDC Return for Troll Command Solenoid
Command
Solenoid

1.9.10 Serial Communication

PROCESSOR PROCESSOR
Termination A Conductor Termination B Description
Color

J13-1 Black J13-1 CAN Low

J13-2 Red J13-2 CAN High
J13-6 Green/ N/C N/A
Yellow

Figure 26: Serial Communication Harness Pin Outs

1.9.11 Tachometer Sensor

PROCESSOR TACHOMETER SENSOR
Termination A Conductor Termination B Description
Color

J12-1 Red Pin A 5.00 VDC (VCC)

J12-2 Green Pin B Tachometer (+)
J12-3 Black Pin C Tachometer (-)
J12-4 Green/ N/C N/A
Yellow Figure 27: Tachometer Sensor Harness Processor
End Pin Outs

Page 34
 TROUBLESHOOTING TRAIN-156 Rev.B 11/01

1.9.12 Control Head

PROCESSOR CONTROL HEAD
Termination A Conductor Termination B Description
Color

J5, 6, 7 or Green/ N/C Chassis

8-1 Yellow
J5, 6, 7 or Brown Pin 2 LED Power (2.10- 4.20
8-2 VDC)
J5, 6, 7 or Violet Pin 8 - DC Return for green
8-3 (Starboard LED
side only) Figure 28: Control Head Harness Pin Out
J5, 6, 7 or Orange Pin 4 Station Select/ Transfer Button (5.00 VDC, 0.00 VDC when depressed)
8-4
J5, 6, 7 or Red Pin 5 Analog Ground
8-5 (Right
Hand)
Pin 7 (Left
Hand)
J5, 6, 7 or Green Pin 6 Command Signal (0.60- 4.40 VDC)
8-6
J5, 6, 7 or Blue Pin 7 VREF/ Reference Voltage (4.80- 5.00 VDC)
8-7 (Right
Hand)
Pin 5 (Left
Hand)
J5, 6, 7 or Black Pin 1 Alarm Tone (20- 25 VAC when present, 20- 25 VDC when not present)
8-8

Page 35
 Throttle Testing TRAIN-157 Rev.B 6/01

2.0 THROTTLE SIGNAL TESTING

The CruiseCommand system has the capability of sourcing throt-
tle signals in the form of DC Voltage, Current or PWM (Pulse
Width Modulation). The type and range of these signals are
determined by the Throttle Harness and Throttle Profile selected.
When available, the display provided with the engine may be the
most convenient method for monitoring and adjusting the actual
throttle command signal. In cases where the display is not avail-
able or the display’s readings need to be verified, the use of the
Service Field Test Unit (Part No. 13927) is recommended.
Listed below are the methods for connecting and measuring the
various throttle outputs at both Idle and full speed using the Ser-
vice Field Test Unit (Test Unit).
The following tests, which pertain to the throttle signal in ques-
tion, must be performed prior to making a determination that the
CruiseCommand Processor is the cause of the engine’s throttle
signal problem.

Figure 29: Dwg 11653-A

Page 35
 Throttle Testing TRAIN-157 Rev.B 6/01

2.1 DC VOLTAGE
A) Ensure power is removed from both the Engine Electronics and
the CruiseCommand Processor.
B) Disconnect the Throttle Harness from the Throttle Socket on the
Processor.
C) Insert the Test Unit between the Throttle Socket and the Throttle
Harness as shown in Figure 29:, page 35
D)Set-up a Multi meter to measure DC Volts and plug the leads into
the Test Unit.
E) Turn Power ‘On’ to the Processor and take command at any
Remote Station.
F) The appropriate Idle Voltage for the application should be mea-
sured at this time. If the voltage is off slightly, it may be adjusted
using the Throttle Minimum "E2" Function.
G)Move the Control Head lever to the Full Throttle position while
depressing the Transfer Button (Throttle Only Mode).
H)The appropriate Full Throttle voltage for the application should be
measured as shown in Figure 30:. If the voltage is off slightly, it
may be adjusted using the Throttle Maximum "E3" Function.

Figure 30: Dwg 11653-B

Page 36
 Throttle Testing TRAIN-157 Rev.B 6/01

I) Return the Control Head lever to the Neutral/ Idle position and
turn power ‘Off’ to the Processor.
J) Remove the Test Unit and plug the Throttle Harness back into the
Processor’s Throttle Socket.
2.2 CURRENT (MA.)
A) Ensure power is removed from both the Engine Electronics and
the CruiseCommand Processor.
B) Disconnect the Throttle Harness from the Throttle Socket on the
Processor.
C) Insert the Test Unit between the Throttle Socket and the Throttle
Harness as shown in Figure 31:.

Figure 31: Dwg 11653-C

D)Set-up a Multi meter to measure mA. and plug the test leads into
the Test Unit as shown in Figure 31:
E) Turn Power ‘On’ to the Processor and take command at any
Remote Station.
Page 37
 Throttle Testing TRAIN-157 Rev.B 6/01

F) Plug the test leads into the Test Unit as shown in Figure 31: The
appropriate Idle current for the application should be measured. If
the current is off slightly, it may be adjusted using the “Throttle
Minimum” function.
G)Move the Control Head lever to the Full Throttle position while
depressing the Transfer Button.
H)Depress and hold the “mA Jumper” switch on the Test Unit while
monitoring the current as shown in Figure 32:. If the appropriate
current for the application is off slightly, it may be adjusted by
using the Throttle Maximum "E3" Function.

Figure 32: Dwg 11653-D

I) Return the Control Head lever to the Neutral/ Idle position and
turn power ‘Off’ to the Processor.
J) Remove the Test Unit and plug the Throttle Harness back into the
Processor’s Throttle Socket.

Page 38
 Throttle Testing TRAIN-157 Rev.B 6/01

2.3 PWM (PULSE WIDTH MODULATION) WITH DUTY CYCLE METER

A) Ensure power is removed from both the Engine Electronics and
the CruiseCommand Processor.
B) Disconnect the Throttle Harness from the Throttle Socket on the
Processor.
C) Insert the Test Unit between the Throttle Socket and the Throttle
Harness as shown in Figure 33:.

Figure 33: Dwg 11653-E

D)Set-up a Multi meter to measure Duty Cycle and plug the test
leads into the Test Unit.
E) Turn Power ‘On’ to the Processor and take command at any
Remote Station.
F) The appropriate Idle Duty Cycle for the application should be
measured. If the Duty Cycle is off slightly, it may be adjusted
using the “Throttle Minimum” function.
G)Move the Control Head lever to the Full Throttle position while
depressing the Transfer Button (Throttle Only Mode).
Page 39
 Throttle Testing TRAIN-157 Rev.B 6/01

H)The appropriate Full Throttle Duty Cycle for the application

should be measured as shown in Figure 34:. If the voltage is
slightly off, it may be adjusted using the Throttle Maximum "E3"
function.

Figure 34: Dwg 11653-F

I) Return the Control Head lever to the Neutral/ Idle position and
turn power ‘Off’ to the Processor.
J) Remove the Test Unit and plug the Throttle Harness back into the
Processor’s Throttle Socket.
2.4 PWM (PULSE WIDTH MODULATION) WITH DC VOLTMETER
A) Ensure power is removed from both the Engine Electronics and
the CruiseCommand Processor.
B) Disconnect the Throttle Harness from the Throttle Socket on the
Processor.
C) Insert the Test Unit between the Throttle Socket and the Throttle
Harness as shown in Figure 35:.
Page 40
 Throttle Testing TRAIN-157 Rev.B 6/01

Figure 35: Dwg 11653-G

D)Set-up a Multi meter to measure DC Volts and plug the test leads
into the Test Unit as shown in Figure 35:.
E) Turn Power ‘On’ to the Caterpillar ECM Only. Do Not apply
power to the CruiseCommand Processor at this time.
F) Depending on the type of Caterpillar ECM, the measurement
should be approximately 5.00 or 12.00 VDC as shown in Figure
36:. Record the measurement.

Figure 36: Dwg 11653-I

Page 41
 Throttle Testing TRAIN-157 Rev.B 6/01

G)Turn power ‘On’ to the CruiseCommand Processor and take com-

mand at any remote station.
H)Record the DC Voltage at this time. The measurement should be 7
- 9% of the voltage recorded in step F). Refer to Figure 36:. If the
DC Voltage is off slightly, it may be adjusted using the Throttle
Minimum "E2" Function.
I) Move the Control Head lever to the Full Throttle position while
depressing the Transfer Button (Throttle Only Mode).
J) The measurement should be 91 - 93% of the voltage recorded in
step F). Refer to Figure 37:. If the voltage is off slightly, it may
be adjusted using the Throttle Maximum "E3" Function.

Figure 37: Dwg 11653-H

K)Return the Control Head lever to the Neutral/ Idle position and
turn power ‘Off’ to the Processor.
L) Remove the Test Unit and plug the Throttle Harness back into the
Processor’s Throttle Socket.

Page 42
 TROUBLESHOOTING TRAIN-158 Rev.A 5/01

3.0 CLUTCH AND/OR TROLL TESTING

The various outputs for controlling the Clutches and Electric
Trolling Valves can be monitored for Open circuits or excessive
current draw by using the H2(bd) (High Side Driver Fault Detec-
tion) function. However, the applied voltage or current to these
devices cannot be monitored with the H2(bd) function. For this
purpose, the Test Unit can be used. This is especially beneficial
when setting up the amount of current delivered to the Propor-
tional Valve in Electric Trolling systems.
3.1 AHEAD CLUTCH TESTING
A) Ensure power is removed from both the CruiseCommand Proces-
sor and the Clutch Power Supply.
B) Disconnect the Clutch Harness from the Processor’s Clutch
Socket.
C) Insert the Test Unit between the Processor’s Clutch Socket and the
Clutch Harness as shown in Figure 38:.

Figure 38: Dwg 11653-K

D)Set-up the Multi meter to measure DC Volts and connect as shown

in Figure 38:.
E) Turn power ‘On’ to the Processor and Clutch Power Supply and
take command at any Station.

Page 43
 TROUBLESHOOTING TRAIN-158 Rev.A 5/01

F) Position the Control Head lever into the Ahead detent. The mea-
surement should be 12 or 24 VDC depending on the Ahead Sole-
noid’s rating.
G)Return the Control Head lever to the Neutral/Idle position and
turn power ‘Off’ to the Processor.
H)Remove the Test Unit and plug the Clutch Harness back into the
Processor’s Clutch Socket.
3.2 ASTERN CLUTCH TESTING
A) Ensure power is removed from both the CruiseCommand Proces-
sor and the Clutch Power Supply.
B) Disconnect the Clutch Harness from the Processor’s Clutch
Socket.
C) Insert the Test Unit between the Processor’s Clutch Socket and the
Clutch Harness as shown in Figure 39:.

Figure 39: Dwg 11653-J

D)Set-up the Multi meter to measure DC Volts and connect as shown

in Figure 39:.
E) Turn power ‘On’ to the Processor and Clutch Power Supply and
take command at any Station.
F) Position the Control Head lever into the Astern detent. The mea-
surement should be 12 or 24 VDC depending on the Astern Sole-
noid’s rating.
Page 44
 TROUBLESHOOTING TRAIN-158 Rev.A 5/01

G)Return the Control Head lever to the Neutral/Idle position and

turn power ‘Off’ to the Processor.
H)Remove the Test Unit and plug the Clutch Harness back into the
Processor’s Socket.
3.3 NEUTRAL SOLENOID TESTING
A) Ensure power is removed from both the CruiseCommand Proces-
sor and the Clutch Power Supply.
B) Disconnect the Clutch Harness from the Processor’s Clutch
Socket.
C) Insert the Test Unit between the Processor’s Clutch Socket and the
Clutch Harness as shown in Figure 40:.

Figure 40: Dwg 11653-L

D)Set-up the Multi meter to measure DC Volts and connect as shown

in Figure 40:.
E) Turn power ‘On’ to the Processor and Clutch Power Supply and
take command at any Station.
F) The measurement should be 12 or 24 VDC, depending on the
Solenoid’s rating, at this time.
G)Position the Control Head lever to the Ahead detent. The mea-
surement should drop to 0 VDC.

Page 45
 TROUBLESHOOTING TRAIN-158 Rev.A 5/01

H)Return the Control Head lever to the Neutral/Idle position and

turn ‘Off’ the Processor and Clutch Power Supplies.
I) Remove the Test Unit and plug the Clutch Harness back into the
Processor’s Socket.
3.4 TROLL ON/OFF SOLENOID
A) Ensure power is removed from both the CruiseCommand Proces-
sor and the Clutch Power Supply.
B) Disconnect the Clutch Harness from the Processor’s Clutch
Socket.
C) Insert the Test Unit between the Processor’s Clutch Socket and the
Clutch Harness as shown in Figure 41:.

Figure 41: Dwg 11654-M

D)Set-up the Multi meter to measure DC Volts and connect as shown

in Figure 41:.
E) Turn power ‘On’ to the Processor and Clutch Power Supply and
take command at any Station.
F) Position the Control Head lever to the Ahead detent. The mea-
surement should drop to 0 VDC.
G)Depress the Transfer Button for approximately 2 seconds, or until
the red LED begins blinking at a fast rate.
H)The measurement should increase to 12 or 24 VDC, depending on
the Solenoid’s rating.
Page 46
 TROUBLESHOOTING TRAIN-158 Rev.A 5/01

I) Return the Control Head lever to the Neutral/Idle position and

turn ‘Off’ the Processor and Clutch power supplies.
J) Remove the Test Unit and plug the Clutch Harness back into the
Processor’s Clutch Socket.
3.5 TROLL COMMAND (PROPORTIONAL VALVE)
A) Ensure power is removed from both the CruiseCommand Proces-
sor and the Clutch Power Supply.
B) Disconnect the Clutch Harness from the Processor’s Clutch
Socket.
C) Insert the Test Unit between the Processor’s Clutch Socket and the
Clutch Harness as shown in Figure 42:.

Figure 42: Dwg 11653-N

D)Set-up an Amp meter to measure milliamperes as shown in Figure

42:.
NOTE: The current values listed above are approximations. These values should be used as a
starting point only. The actual values needed will be determined by the transmission
manufacturers literature and observations made during Sea Trials.

E) Turn power ‘On’ to the Processor and Clutch Power Supply and
take command at any Station.
F) Position the Control Head lever to the Ahead detent and depress
the Transfer Button for approximately 2 seconds, or until the red
LED begins blinking at a fast rate.

Page 47
 TROUBLESHOOTING TRAIN-158 Rev.A 5/01

G)The measurement should be approximately 150 mA when Troll is

set up to operate in the “Normal” fashion and approximately 450
mA when set up “Inverse”.
H)Position the Control Head lever through the selected Troll Lever
Range. The current should increase from approximately 150 to
300 mA when set up as “Normal” and decrease from approxi-
mately 450 to 160 mA when set up “Inverse”.
NOTE: The current values listed above are approximations. These values should be used as start-
ing points only. The actual values need to be determined on a case by case basis.

I) Return the Control Head lever to the Neutral/ Idle position and
turn ‘Off’ the Processor and Clutch power supplies.
J) Remove the Test Unit and plug the Clutch Harness back into the
Processor’s Clutch Socket.

Page 48
APPENDIX B - TROUBLE SHOOTING

3.6 ERASE EEPROM (H1)

NOTE: This function is to be used only by Authorized Personnel.

This function restores all of the parameters to the factory

default values.

Page 49
 ZF Mathers, LLC
1415 Pacific Drive
Burlington, WA 98233 USA
800-546-5455 / 360-757-6265
Fax: 360-757-2500
SER-165, Rev. B 10-01

ZF Marine Contact List

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 ITALY NORWAY
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Page 2 of 3
 USA USA
Phil Organ
ZF Mathers, LLC T: +1 360 757 6265 ZFI Marine - North Carolina T: +1 252 504 3700
1415 Pacific Drive c/o Jarret Bay Boat Works T: +1 252 504 3754
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6427 Jeff Carter John Shea, Perry Howarth

ZFI Marine - US Headquarters T: +1 954 581 4040 ZFI Marine - Rhode Island T: +1 401 541 9014
3131 Southwest 42nd Street 1 Mastead Drive
Fort Lauderdale, FL 33312 USA F: +1 954 581 4078 Warwick, RI 02886 USA F: +1 401 541 7223
M: 954-581-4055 (Jeff) M: +1 401 255 5396 (John)
brian.cornell@zf-group.com john.shea@zf.com
jeff.carter@zf.com perry.howarth@zf.com
www.zf-marine.com www.zf-marine.com
6952 Randy Tredinich, Marc Kloor Jerry Current
ZFI Marine - Gulf Coast Facility T: +1 504 443 0501 ZFI Marine - Texas T: +1 903 891 0418
161, James Drive West 79 Bois D'Arc Circle
Suite 120 F: +1 504 443 0504 Sherman, TX 75090 USA F: +1 903 891 0419
St. Rose, LA 70087 USA
randy.tredinich@zf-group.com jcurrentzfmarine@aol.com
marc.kloor@zf-group.com www.zf-marine.com
www.zf-marine.com
6597 Kevin Zwicker, Keith Kaelberer
ZFI Marine - West Coast Facility T: +1 206 574 0375
1095 Andover Park East
Seattle, WA 98188 USA F: +1 206 574 0868

kevin.zwicker@zf.com
keith.kaelberer@zf.com
www.zf-marine.com
Jimmy Wong
ZFI Marine - Illinois T: +1 847 478 6868
777 Hickory Hill Drive
Vernon Hills, IL 60061 USA F: +1 847 478 6789

jimmy.wong@zf.com
www.zf-marine.com

Stafford Barringer, Jeff Carter

ZFI Marine - Maryland T: +1 410 604 3320
301 Pier Road, Suite 102
Stevensville, MD 21666 USA F: +1 410 604 3315

www.zf-marine.com

Don Austin, Bill Eckel

ZFI Marine - New Jersey (Cape May) T: +1 609 886 7700
1290 Hornet Road
Unit 6 & 7 F: +1 609 886 7870
Rio Grande, NJ 08242 USA M: +1 609 780 1099 (Bill)
don.austin@zf.com
www.zf-marine.com

Page 3 of 3
APPENDIX C.1
Drawing 11748, Single Screw, Two Stations

Page 3
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Page 4
Drawing 11746, Single Screw, Two Pluggable Stations

Page 5
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Page 6
Drawing 11747, Twin Screw, Two Stations

Page 7
.

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Drawing 11745, Twin Screw, Two Pluggable Stations

Page 9
.

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