MicroCommander Installation Manual. MM12793 Rev.B 8/02

Transcription

1 MicroCommander Installation Manual MM12793 Rev.B 8/02

2 Throughout the manual special attention should be paid to the following boxes: NOTE: Contains Helpful Information CAUTION: Damage to equipment may occur if these messages are not followed. WARNING: Personal injury may result if these messages are not followed. ATTENTION It is important to KEEP the 585CE Manual in a safe place for future reference. This manual contains answers to questions that may arise during user operation or installation of MicroCommander Options. CAUTION: On MicroCommander Systems utilizing more than one 585 or 585CE Actuator, ZF Mathers highly recommends that software in ALL UNITS be upgraded to the same revision level at the same time. If planning to use the High/Low Idle, Clutch Oil Pressure Interlock options, or adding Synchronization or Trolling, DO NOT attempt to operate a 585 or 585CE Actuator with this software upgrade in conjunction with a 585 or 585CE Actuator using any other software versions.

3 SW and up 585CE Table of Contents MicroCommander Installation Manual MM12793 Rev.B 8/02 585CE Table of Contents OPERATION Features Figure 1: Basic System Diagram Options Operation Figure 2: Control Head Detents Initialization Figure 3: Control Head Transfer Button Station Transfer Figure 4: Station Transfer Control Head Tones Low Repetition Tone Figure 5: Slow Repetitive Tone High Repetition Rate Tone Figure 6: High Repetition Rate Tone Steady Tone Figure 7: Steady Tone Repetitive Signal - One Long, One Short Tone Figure 8: One Long - One Short Tone Repetitive Signal - One Long, Two Short Tones Figure 9: One Long - Two Short Tones Repetitive Signal - One Long, Three Short Tones Figure 10: One Long - Three Short Tones High Idle Figure 11: High / Low Idle Selection Neutral Warm-up Mode Figure 12: Neutral Warm-up Mode Selection Alarm Capability (Option) Clutch Oil Pressure Interlock (Option) Synchronization Mode (Option) Neutral-only Start Interlock Figure 13: Neutral-Only Start Interlock Troll Mode (Option) PLAN THE INSTALLATION Required Parts from your Dealer Actuator Figure 14: Actuator Dimensions Control Head Electric Cable Required Tools and Parts from your Installer Push-Pull Cables and Cable Connection Kits Tools DC Power Source Figure 15: DC Power Sources Page 1

4 2.2.4 Engine STOP Switch INSTALLATION Eight-Conductor Cable Actuator Figure 16: Plug Removal and Cable Grip Installation Two-Conductor Power Cable Connection Two-Conductor Start Interlock Cable Connection CONNECTIONS AT STARTER SOLENOID CONNECTIONS AT ACTUATOR Eight-Conductor Cable Connection Figure 17: Terminal Connections Control Head Eight-Conductor Cable Connection Figure 18: Control Head Connections Figure 19: Control Head Connections for Stations Facing Aft Engine STOP Switches Push-Pull Cable Connections Actuator Figure 20: Actuator Push-Pull Cable Connections Engine and Transmission ADJUSTMENTS AND TESTS Initialization Test (Engines Stopped) Control Head And Station Transfer (Engines Stopped) Engine and Transmission Push-Pull Cable Direction Shunt Configuration (Engines Stopped) SHIFT Cable Adjustment (Engines Stopped) THROTTLE Cable Adjustment (Engines Running) Throttle Pause High Idle JMPR Set Up Setting (Engines Running) Adjustments To Check At the Dock Start Interlock Stop Switches Push-Pull Cables Control Head Adjustments To Check Underway Full-Speed Setting Proportional Pause Upon Direction Change Table 1: SW1 Switch: Full-Speed Pause Timing Chart CONTROL OPTIONS Alarm Capability Clutch Oil Pressure Interlock Switch Interlock Switch Used Switch Not Used MAINTENANCE Actuator Control Heads MMC-165 Rev.D 3/ Electronic Propulsion Control Systems Three Year Limited Warranty F-226 Rev.A 11/ Sea Trial Report Page 2

5 Synchronization Manual MM14410 Rev.C 6/02 Synchronization Table of Contents Revisions List GENERAL INFORMATION Operating Principles Parts Required INSTALLATION Replacing Control Heads with no Synchronization LED with Control Heads with Synchronization LED (optional) Port Auxiliary Board (Lead) Choosing The Proper Follow Auxiliary Board Figure 1: Magnetic Flywheel Pickup Engine Signal Input Figure 2: Tach Sender Engine Signal Input Figure 3: Alternator, Ignition Coil, or Electronic Ignition Control Module Engine Signal Input Starboard Auxiliary Board (Follow) Figure 4: Plug Removal Follow Actuator s Violet Wire Connections Signal Connections at the Engines Port and Starboard Actuators Interconnecting Eight-Conductor Cable OPERATION CHECKS CHECKS Twin Screw with Synchronization CE Troll Actuator Installation Manual MM14411 Rev. B 6/02 813CE Table of Contents Revisions List INTRODUCTION Purpose of an 813CE Trolling Valve System Trolling Valve System Requirements OPERATION DC Power On Figure 1: Trolling Valve Selector Lever Control Head Tones Tone-Over-Tone Figure 2: Tone - Over - Tone Troll Mode ON Figure 3: Control Head Troll Range Troll Mode OFF PLAN THE INSTALLATION Required Parts from your Dealer CE Actuator Figure 4: 813CE Actuator Dimensions MicroCommander 585CE Single Screw System MicroCommander 585CE Twin Screw System without Synchronization Option MicroCommander 585CE Twin Screw System with Synchronization Option Electric Cable Required Parts from Installer Push-Pull Cables and Cable Connection Kits Page 3

6 3.2.2 DC Power Source Figure 5: Twin Screw with Troll DC Power Only Figure 6: Alternate Power Supply INSTALLATION Eight-Conductor Cable CE Actuator Figure 7: 813CE Actuator Entry Electric Cable Two-Conductor Power Cable Connection Eight-Conductor Cable Push-Pull Cable Connections Figure 8: 813CE Push-Pull Cable Connections CE Auxiliary Boards Installation Auxiliary Board P/N Auxiliary Board P/N 1135 or P/N Auxiliary Board Eight-Conductor Connections MicroCommander 585CE Single Screw System MicroCommander 585CE Twin Screw System without Synchronization Option MicroCommander 585CE Twin Screw System with Synchronization Option ADJUSTMENTS AND TESTS CE Auxiliary Board DIP (Dual Inline Package) Switch Settings Table 1: 585CE Auxiliary Board DIP Switch Settings CE Push-Pull Cable Direction Table 2: Troll Push-Pull Cable Directions Trolling Valve Push-Pull Cable Brackets CE Trolling Pressure Adjustments (Engines Stopped) Push-Pull Cable Direction Control Head Troll Indication Control Head Operation Test (Engines Running) Range and Offset Adjustments (Engines Running) Table 3: Propeller Shaft RPM Minimum Pressure (Range) Adjustment Table 4: Minimum Trolling Pressure RPM Maximum Pressure (Offset) Adjustment Table 5: Maximum Trolling Pressure RPM OPTIONS Troll Mode Switch Installation MAINTENANCE TROUBLESHOOTING SYMPTOM - Tone-over-Tone from all Control Head Stations MicroCommander Twin Engine with 813CE Troll...23 Appendix A.1 PARTS LIST...1 MMC-280 Rev.G 6/ & MC2000 Control Head Variations MMC-307 Rev.C Series Control Head Sheet Page 4

7 MMC-279 Rev.B 7/ Series Weather Mount Enclosure S-214 Rev.C 7/ Automatic Power Selector (APS) Model: Figure 1: Figure 2: MMC-287 Rev.B Bonding - A.B.Y.C. E-9 46 CFR MMC-288 Rev.C 7/ References and Parts Source MMC-289 Rev.- 6/ Morse Clutch and Throttle Kit Selection MMC-290 Rev.- 6/ Universal Mounting Kit Universal Mounting Kit Appendix B General SYMPTOMS SYMPTOM - Cannot acknowledge command at one remote station (both Port and Starboard for Twin Screw) when the system is first turned On SYMPTOM - On a Twin Screw Application, one Control Head lever of a Dual Control Head will accept command while the other lever will not SYMPTOM - The red light blinks when the Station Transfer Button is depressed, and continues to blink after it is released (Control Head lever is in Neutral/Idle position). Cannot transfer to this Remote Station if another Remote STation was previously in command SYMPTOM - The engine RPM varies, without moving the Control Head lever (synchronization disabled) SYMPTOM - The engine RPM drops to Idle, transmission to Neutral, the Control Head red indicator light turns Off, and a slow repetitive tone is heard at all Remote Stations after repositioning the Control Head lever SYMPTOM - No tones or indicator lights at the Control Head, and no LEDs lit on the Circuit Board SYMPTOM - No audible tone at a Control Head when power is first turned On, but otherwise works perfectly SYMPTOM - The Control Head red indicator light does not light when in command, but everything else works perfectly SYMPTOM - The engine starter will not engage SYMPTOM - Cannot obtain Neutral Warm-up Mode while moving the Control Head lever in the Ahead direction, only in the Astern direction SYMPTOM - Rapid tone at all Remote Stations SYMPTOM - Steady tone is heard from all Remote Stations. Cannot gain command at any remote station SYMPTOM - The engine starts to turn over while starting, and then stops. A slow repetitive tone is heard from all Remote Stations SYMPTOM - One long, one short tone from all Remote Stations SYMPTOM - One long, two short tones from all Remote Stations SYMPTOM - One long, three short tones from all Remote Stations Appendix C.1 Typical Actuator Connections... 1 Single Engine...3 Two Engines with No Synchronization... 5 Page 5

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9 OPERATION 1.0 OPERATION The design of the MicroCommander Marine Propulsion Control System (hereafter referred to as MicroCommander or System) is for pleasure and light commercial marine applications on vessels up to approximately 100 feet (30m) in length. The System is electronic, requiring a 12 to 32 VDC power Source, one Actuator required per engine, and one Control Head per remote station. The MicroCommander commands the vessel s throttle and shift using a single Control Head lever. The Actuator is located in the engine room area and connected mechanically to the vessel s main engine throttle for speed command and to the transmission for shift command. Eight-conductor shielded cable connects the Control Head(s) at the remote station(s) to the Actuator(s). Only one remote station will have command at any time. Station transfer is by push button acknowledgment with Station-in- Command indicated by a red light located on the Control Head. 1.1 FEATURES Easily configured to vessel control requirements (Section 1.2) Single lever control of speed and direction (Section 1.3) Station-in-Command indication (Section 1.4) Push button station transfer (Section 1.5) Audible system diagnostics and status indication (Section 1.6) Low / High Idle selection (Section 1.7) Neutral Warm-up Mode (Section 1.8) Figure 1: Basic System Diagram Neutral-Only Start Interlock (Section 1.9) Clutch Oil Pressure Interlock (optional) (Section 1.11) System failure alarm contact (optional) (Section 1.10) Proportional pause on through-neutral shifts (Section 4.4) Mechanical interface to most engine / transmission combinations (Figure 1:) One to five remote stations (Appendix C Drawing) Page 7

10 OPERATION 1.2 OPTIONS Automatic engine synchronization (Section 1.12 and Appendix MM11410 Synchronization Installation Manual of this manual.) Integrated trolling valve control (Section 1.13 and Appendix MM CE Trolling Installation Manual of this manual.) Hand Held Remote Control (MM12822 Hand Held Installation Manual) 1.3 OPERATION The Control Head has three detents; Astern, Neutral, and Ahead. (refer to Figure 2:) 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 Figure 2: Control Head Detents while the engine remains at Idle RPM. Further movement of the Control Head lever will increase the engine RPM in proportion to the Control Head lever position. 1.4 INITIALIZATION When DC power is supplied to the MicroCommander, the Actuator initializes by positioning the engine throttle lever to Idle and the transmission lever to Neutral. A low repetition tone occurs at all remote stations, indicating the System has initialized and that no remote station has taken command. Accept command at any remote station by positioning the Control Head lever(s) into the Neutral position and depressing the station transfer button. (refer to Figure 3:) The red light (s) on the Control Head will become solid red and the low repetition tone will cease, indicating this remote station is in command. 1.5 STATION TRANSFER Each remote station is independent, making only one station able to have command at a time. Solid red light(s) on the Control Head housing indicate Station-in- Command.To transfer command to another remote station while in transit, leave the Station-in-Command s Control Head lever(s) at the last commanded position. At the receiving remote station, move the Control Head lever(s) into the Neutral detent position and press the Page 8 Figure 3: Control Head Transfer Button Neutral/Idle Receiving Station Station-in-Command Transfer Button Figure 4: Station Transfer

11 OPERATION station transfer button. (refer to Figure 4:) The operator lever(s) into the Neutral detent position and press the station transfer button. (refer to Figure 4:) The operatorhas one second after the red light(s) becomes solid to position the Control Head lever(s) to the approximate position the previous remote station s lever(s) were set. A smooth transfer of command has been accomplished without interruption of speed. 1.6 CONTROL HEAD TONES There are six patterns of Control Head tone: Low Repetition Tone This tone is normal when DC power is first applied to the System. This tone indicates that the System initialization has occurred and the operator can accept command at any remote station High Repetition Rate Tone Figure 5: Slow Repetitive Tone This tone signals a jam condition of either the Shift or Throttle cable. The Actuator has stopped when this tone occurs. Moving the Control Head lever away from the position at which the tone began will usually stop this tone; however, the cause of the excessive push-pull cable load must be found. Refer to Appendix B Trouble Shooting Section for recommendations Steady Tone Figure 6: High Repetition Rate Tone Figure 7: Steady Tone This tone signals a voltage problem or that a component has failed. Depress the Station Transfer Button; if the tone continues, the Actuator or circuit board may require service. Refer to Appendix B Trouble Shooting Section for recommendations Repetitive Signal - One Long, One Short Tone Figure 8: One Long - One Short Tone This tone signals a Shift position feedback error. Refer to Appendix B Trouble Shooting Section Repetitive Signal - One Long, Two Short Tones Figure 9: One Long - Two Short Tones This tone signals a Throttle position feedback error. Refer to Appendix B Trouble Shooting Section. Page 9

12 OPERATION Repetitive Signal - One Long, Three Short Tones 1.7 HIGH IDLE This tone signals a Control Head failure of the remote station that was in command at the time tone started. Refer to Appendix B Trouble Shooting Section. Selection of High or Low Idle is by alternately depressing the remote station transfer button while the Control Head lever(s) is in the Neutral position. (refer to Figure 11:) When using the High Idle option, Station 5 cannot be used. 1.8 NEUTRAL WARM-UP MODE Figure 10: One Long - Three Short Tones MicroCommander features an option for two engine Idle settings. The system will be in Low Idle Mode at initial power up. High Idle may be selected with the transfer button. The normal Low Idle RPM is set mechanically by the Low Idle stop at the engine throttle. A secondary High Idle RPM may be set within the Actuator at a RPM desirable for maneuvering. This feature allows adjustment for engine start and warm-up of the desired engine throttle RPM with the transmission held in Neutral. System is in High Idle Mode when Neutral Warm-up Mode is selected. To achieve Neutral Warm-up Mode, position the Control Head lever(s) in the Neutral detent. Depress and hold the station transfer button while moving the Control Head lever(s) to the Ahead detent. (Refer to Figure 12:) Continue to hold the transfer button until the red light on the Control Head housing begins to blink slowly. Release the transfer button. The transmission will remain in Neutral. Further movement of the Control Head lever(s) will increase engine RPM to the desired level. When the desired engine RPM has been achieved, return the Control Head lever(s) to the Neutral detent, the red light will become steady to indicate standard command has returned. Figure 11: High / Low Idle Selection Figure 12: Neutral Warm-up Mode Selection Page 10

13 OPERATION 1.9 NEUTRAL-ONLY START INTERLOCK MicroCommander is interlocked to prevent engine Start until power is On, the transmission is in Neutral, and a remote station is in command. The engine Start signal must be connected through the Actuator to the starter solenoid or relay. (refer to Figure 13:) The interlock will function with a Start signal up to 50 volts DC and 30 amperes maximum ALARM CAPABILITY (OPTION) The MicroCommander 585CE Actuator offers an alarm connection that opens with a control power failure or circuit malfunction. The alarm circuit in the Actuator is designed to operate a relay in an alarm system supplied by others. If this option is used, refer to Appendix C Typical Actuator Connections. The alarm connection point is a single connection block labeled ALARM on the Actuator circuit board and located between potentiometers R7 and R8. The resistance through the Actuator to battery negative is approximately 21 ohms in the Normal condition. Maximum current draw must not exceed 200 milliamperes. Refer to Section 5.1, page 28, for further information CLUTCH OIL PRESSURE INTERLOCK (OPTION) The purpose of the Clutch Oil Pressure Interlock is to prevent engine acceleration before clutch engagement. 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. If for any reason the clutch oil pressure should fall below the pressure switch setting while operating, the engine speed will drop to Idle RPM. Refer to Section 5.2, page 28, for further information SYNCHRONIZATION MODE (OPTION) Key Start Interlock Starter Solenoid Battery Start Interlock Connections Maximum 30 Amperes Actuator Figure 13: Neutral-Only Start Interlock CAUTION: The circuit board design is for a maximum of 30 amperes starting signal current. Greater current will damage the interlock circuit. Starter DC Common Bond By adding Lead and Follow Auxiliary Boards, the System offers automatic engine synchronization for twin screw applications. The MicroCommander Page 11

14 OPERATION 585CE System must be completely installed and thoroughly tested before installing this option. Synchronization Mode will automatically start when Port and Starboard Control Head levers are: commanding Ahead, commanding at least 5% speed, and within 15% of each other. The Starboard Actuator receives a signal from both Lead and Follow engines representing engine RPM. The Starboard Actuator compares the engine signals, then makes the needed adjustments to the Follow engine throttle to match the Lead engine RPM. The green synchronization light on the Starboard Control Head will blink as the engines are being compared and adjusted. When the green light becomes a steady green, synchronization has completed and the engines are now synchronized. Synchronization Mode automatically deactivates when one Control Head lever moves beyond the 15% window of the other. The green synchronization light turns Off, indicating the System is not in Synchronization Mode. The operator has the option to disable/re-enable automatic synchronization while in Synchronization Mode. Refer to Appendix MM CE Synchronization Installation of this manual for further information TROLL MODE (OPTION) By adding an 813CE Actuator to the System, MicroCommander offers integrated trolling valve control. The MicroCommander 585CE System must be completely installed and thoroughly tested before installing this option. The 813CE Actuator connects electrically with the Port and Starboard 585CE Actuators, linking by push-pull cable with the trolling valve lever on the reverse reduction gear. For further information on Trolling Valve operation, refer to Appendix MM CE Installation of this manual. Page 12

15 PLAN THE INSTALLATION 2.0 PLAN THE INSTALLATION NOTE: 2.1 REQUIRED PARTS FROM YOUR DEALER Refer to Appendix A - Parts List for component Part Numbers Actuator Figure 14: Actuator Dimensions One Actuator required per engine. Actuators are spray proof, but must not be immersed. Refer to Figure 14: for Actuator dimensions. Usually an engine room location of the Actuator is preferred. If the engine room is too small, locate in any area where it is accessible for electrical and push-pull cable connections. Bulkhead mounting preferred for ease of access for wiring and adjustments, but the Actuator can be mounted in any attitude. If the clutch cable is connected to an I/O drive outside the hull, the Actuator must be two feet (0,6m) above waterline. Do not mount the Actuator to the engine, to the transmission, or in any location that will subject it to excessive vibration. MicroCommander s electronic circuits can be influenced by static charges. Do not mount close to gas engine ignition systems, alternators, or electric motors. Allow two feet (0,6m) of clearance, or more, between the Actuator(s) and such devices Power source must be bonded to the hull in metal-hulled vessels, or to the bonding buss in non-metal vessels. Refer to Appendix A Bonding for specific information. Locate each Actuator such that the push-pull cables from it to the engine have large radius bends, with the least total degrees of bend and moderate length. EXAMPLE: The minimum bend radius of 10 inches (254mm) for total degrees of bends of less than 270 degrees. Push-pull cable lengths should not exceed 20 feet (6m). Locate Actuator(s) away from heat sources, such as engine exhaust manifolds. Allow four feet (1,2m) of clearance, or more, between the Actuator(s) and such heat sources Control Head Refer to Appendix A Control Head Sheets for specific information on the correct Control Head style. The Control Heads are in single or dual lever configurations. One Control Head required per remote station. ZF Mathers offers an option of a Hand Held Control as an added remote station. See your Micro- Commander Dealer for further information. Page 13

16 PLAN THE INSTALLATION When mounting a Control Head that may be weather exposed from the underside, consider using a Watertight Enclosure. Reference Appendix A Watertight Enclosure for specific information. 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 Electric Cable Eight-Conductor cable will connect the Control Head(s) with the Actuator(s). One eight-conductor cable required per Control Head lever. Two-Conductor power cable will connect the Actuator(s) to the vessel s power distribution panel. It is important to keep the length of power cable short to reduce voltage drop. The 14 gauge twisted pair power cable, should not exceed 20 feet (6m). If individual wires are used for supply (+) and return (-) then the total wire length should not exceed 40 feet (12m) Two-Conductor start interlock cable will connect the Actuator to the starter solenoid or relay. Refer to Section for further information. CAUTION: When more than one Actuator is used, all Actuators must connect to power sources that have a common DC return (-). 2.2 REQUIRED TOOLS AND PARTS FROM YOUR INSTALLER NOTE: Push-Pull Cables and Cable Connection Kits Two Type 33C push-pull cables needed per engine. The cable length is measured from end of thread to end of thread. Cables are usually stocked in one foot (0,3m) increments. Engine and transmission lever load should not exceed 30 pounds (13,6kg). Many engine, transmission, and inboard/outboard (I/O) drives are delivered with factory mounted kits. If factory mounting kit not included, contact the engine dealer for a Factory Cable Connection Kit. Appendix A shows other connection options Tools Anti-static wrist strap (Included with Actuator) Wire cutter, stripper, crimper (Thomas & Betts WT-2000 or equal) 7/16-inch Socket and medium extension 5/16-inch Wrench - open end Screwdriver - medium Phillips head #2 Screwdriver - medium straight slot Screwdriver - small straight slot Hole saw - 1-inch (25,4mm) Saw: blade suitable for Console Top Panel Drills - 9/32-inch (7,2mm) & 7/32-inch (5,6mm) Page 14

17 PLAN THE INSTALLATION DC Power Source The Actuator requires a battery source (12, 24, or 32 volts DC) protected by a 10 ampere circuit breaker. Power should come from the vessel s DC power distribution panel. Do not use engine starting batteries on a 12 volt system, because the cranking voltage may be too low. Refer to Figure 15: Figure 15: DC Power Sources NOTE: 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%. The DC return to the battery must be large enough to supply all current requirements with a voltage drop of less than 3%. (See References, Appendix A.) Engine STOP Switch An engine STOP switch MUST be located at each remote station. Refer to CFR 46, Sec and ABYC P Page 15

18 INSTALLATION 3.0 INSTALLATION NOTE: Before starting the actual installation of MicroCommander, make sure you have the correct parts and tools on hand. See Section 2.0. Read ALL the instructions pertinent to each part before beginning the installation of that part. CAUTION: Static electricity can destroy electronic components. Connect the wrist strap provided to the Actuator frame whenever working on the Actuator. This will drain any static charge you may have on your person. 3.1 EIGHT-CONDUCTOR CABLE Install the eight-conductor electric cable between each Control Head location and the appropriate Actuator location. Support the cables using clamps or straps not more than 18 inches (0,5m) apart if not contained in a conduit. Verify cable location protects the cable from physical damage. Label each eight-conductor cable at both ends with the station it connects, and Port or Starboard. 3.2 ACTUATOR A) Secure the Actuator using 1/4 inch or M6 fasteners. B) Remove the Actuator cover. When not working on the Actuator, keep the cover in place to prevent damage to circuits. C) Connect the wrist strap to your person, and the ground connector to the Actuator frame. D) Bond each Actuator to the hull or bonding bus. (Refer to Bonding in Appendix.1). E) Remove only the Hole Plugs needed for remote station cable entry as shown in Figure 16:. F) Install the watertight cable grips into the open entry holes of the Actuator. Refer to Figure 16: for cable grip installation. Figure 16: Plug Removal and Cable Grip Installation NOTE: Two-Conductor Power Cable Connection When connecting the DC power cable to the Actuator be sure the power is Off. A) Run the length of two-conductor power cable between the DC Power Source and the Actuator. Page 16

19 INSTALLATION B) Make the connections at the vessel s DC Power Source. C) Install a watertight cable grip into the DC POWER entry hole. Refer to Figure 16: for cable grip installation. D) Run the two-conductor power cable through the watertight cable grip. E) Strip each wire 3/8-inch (9,5mm), then install crimp terminals. F) Connect the two-conductor cable as indicated on the Drawing - Appendix C. G) Feed through a little slack cable and tighten the cable grip. H) Tie wrap the power cable to the Actuator frame Two-Conductor Start Interlock Cable Connection CAUTION: The design of the circuit board is for a maximum of 30 amperes start signal current. Greater current will damage the interlock circuit. Run the length of two-conductor start interlock cable between the Starter Solenoid and the Actuator CONNECTIONS AT STARTER SOLENOID A) Remove the remote start switch lead from the Starter Solenoid. B) Strip and connect one start interlock cable wire to this lead. C) Strip and connect the second start interlock cable wire to the Starter Solenoid CONNECTIONS AT ACTUATOR A) Install a watertight cable grip into the START INTERLOCK entry hole. Refer to Figure 16: for cable grip installation. B) Run the two-conductor start interlock cable through the watertight cable grip. C) Strip each wire 3/8-inch (9,5mm), then install crimp terminals. D) Connect the two-conductor cable as indicated on the Drawing - Appendix C. E) Feed through a little slack cable and tighten the cable grip. F) Tie wrap the start interlock cable to the Actuator frame Eight-Conductor Cable Connection A) Run the eight-conductor cable for each remote station through the corresponding watertight cable grip on the Actuator. Do not tighten cable grip at this time. B) Strip the PVC jacket and shielding back approximately 2 inches (50,8mm) on the STATION 1 eight-conductor cable. C) Bend the Violet wire out of the wire bundle and wrap, or otherwise compact it at the cover; secure with tape for possible use in optional wiring. Page 17

20 INSTALLATION D) Stagger the remaining wire lead lengths to match the STA 1 terminal strip. Wire leads must not touch frame. E) Strip the wire 3/8 inch (9,5mm) on each lead. NOTE: On the Actuator circuit board, all station terminal strips have a jumper between terminals 5 and 6. Remove the jumper only on used terminal strips. Do not remove the jumper on unused terminal strips. F) A WAGO Tool is taped to the relay on the circuit board in each Actuator. Use this tool to depress the spring lock for the individual wire connection to the terminal strip. (See Figure 17:) Connect the wire colors to the terminal strip as shown on the Drawing in Appendix C. G) Connect the bare shielding drain wire to Terminal 8 on the terminal strip. The shielding drain wire MUST NOT touch any other components. H) Feed through a little slack cable, and tighten the cable grip on Figure 17: Terminal Connections the eight-conductor cable. I) Connect the other station's eight-conductor cables to the appropriate station terminal strips in the same way. NOTE: Verify all unused station terminal strips have a jumper between terminals 5 and 6. J) Secure the eight-conductor cables to each other and the Actuator frame, using the tie wraps provided Control Head A) Refer to Appendix A - Control Head Dimensions and Variations for the cutout and mounting hole information. B) Drill the screw holes and the corner cutout holes at the chosen location. Using a Saw, complete the rectangular opening for the Control Head terminal block. C) The Number 8-32 x 1-inch mounting screws are for a 3/4 inch (19,1mm) maximum thick mounting surface. Verify that the four mounting screws will penetrate the mounting surface and start into the Control Head. D) Strip the cover from the adhesive side of the Control Head gasket. Apply the adhesive side to the console Eight-Conductor Cable Connection A) Run the eight-conductor cable through the Control Head opening of the console to the Control Head. B) Strip back the PVC cover on the eight-conductor cable approximately 2-1/2 inches (63,5mm). C) Cut off the shielding and drain wire flush with the end of the PVC cover. Do not connect the drain wire at the Control Head to ground. Page 18

21 INSTALLATION D) Bend the Violet wire out of the wire bundle and wrap at the cover. Secure with tape for possible use as a spare or in optional wiring. E) Strip 3/8 inch (9,5mm) insulation off each wire, and install crimp connectors. F) Make the connections to the Control Head terminal block(s) as indicated on the Drawing in Appendix C. G) Connections 5 and 7 at the terminal block are direction sensitive. The connections must be as follows: Port Lever: Starboard Lever: Terminal 5 Blue Terminal 5 Yellow Terminal 7 Yellow Terminal 7 Blue Figure 18: depicts a twin-screw remote station with the Control Head lever for the Port engine on the user s left and the Control Head lever for the Starboard engine on the user s right. Figure 18: also depicts a single-screw remote station with the Control Head lever on the user s left. Figure 18: Control Head Connections Refer to Figure 19:. For dual lever Control Head remote stations that have the user facing aft: Reverse connections 5 and 7. If the synchronization option is being used, ensure the violet wire is connected on the Control Head side that is commanding the Starboard Processor. For single lever Control Head remote stations that have the user facing aft and the single Control Head lever on the user s right, reverse connections 5 and 7. Page 19

22 INSTALLATION Figure 19: Control Head Connections for Stations Facing Aft Engine STOP Switches Required at all Control Head stations are engine STOP switches. Refer to the installation instructions supplied with the switches for manufacturer recommended installation. 3.3 PUSH-PULL CABLE CONNECTIONS Actuator Refer to Figure 20:. Figure 20: Actuator Push-Pull Cable Connections A) Remove the #10-32 jam nut and the two rubber seals from the end of each push-pull cable that is to connect to the Actuator(s) only; discard the seals B) Remove one screw from each Cable Anchor Clip and loosen the other screw. Swing the two Clips clear. C) Insert the SHIFT push-pull cable and THROTTLE push-pull cable according to the labels on the Actuator. Page 20

23 INSTALLATION D) When the push-pull cable end is visible within the Actuator interior, reinstall the #10-32 jam nut. E) Connect the push-pull cables to the hex nuts (See Figure 20:, Detail I). Use a 7/16 inch socket to turn the hex nut onto the cable rod end until there is approximately 5/16 inch (7,9mm) of thread showing beyond the jam nut. F) Use a 7/16-inch socket wrench and a 5/16-inch open end wrench to tighten the jam nuts. G) Position the Cable Anchor Clips to secure the cables to the Actuator housing. H) Install the screws removed in step B). Tighten all Cable Anchor Clip screws Engine and Transmission A) Check on the engine and transmission if push-pull cable anchor brackets installed. If the brackets are not on the engine or the transmission, select from Morse Standard Kits (Appendix A) or fabricate brackets as shown in Universal Mounting Kit (Appendix A). B) Use the jam nuts supplied with the cables to secure the cable rod ends in the ball joints. C) Do not remove the two rubber seals from this end of the cable. CAUTION: Do NOT connect push-pull cables to the engine or transmission at this time. Page 21

24 ADJUSTMENTS AND TESTS 4.0 ADJUSTMENTS AND TESTS 4.1 INITIALIZATION TEST (ENGINES STOPPED) A) Apply DC power to the MicroCommander Propulsion Control System. B) The Control Head at each remote station will produce an intermittent tone. C) Verify that Control Head lever(s) is at Neutral. D) Depress the Station Transfer Button. The red indicator light on the Control Head should light, showing this station has command. (Note that both red indicator lights must be lighted on dual Control Heads.) E) Move the Control Head lever(s) full-ahead and full-astern. This will check that the controls are operating. NOTE: On remote stations that have the user facing aft, ensure Control Head lever direction is correct. WARNING: Keep hands and tools clear of the Actuator when power is On. Turn Off the control system power before disconnecting from the batteries. Do not disconnect battery terminals when engine is operating. 4.2 CONTROL HEAD AND STATION TRANSFER (ENGINES STOPPED) At each remote station, move the Control Head lever(s) to the Neutral detent position, then press the Station Transfer Button. The indicator light on the Control Head will confirm that station transfer has taken place. Control Head levers are direction-sensitive; to prove that the Control Head wiring connections are correct: A) Move the Control Head lever(s) to the Neutral detent position. B) Depress and hold the Station Transfer Button, then move the Control Head lever(s) to Ahead detent position. This will put the System in Neutral Warm-up Mode with the red indicator light on the Control Head blinking. The blinking red light indicates that the clutch is in Neutral and that the Control Head lever(s) will position the throttle only. C) Depress and hold the Station Transfer Button, then move the Control Head lever(s) to Astern detent position. The red indicator light on the Control Head should now remain steadily On. Neutral Warm-up Mode must operate only in the Ahead direction. If the red indicator light is On in Ahead and blinks in Astern, see Section and reverse connections 5 and 7 on the Control Head terminal block. 4.3 ENGINE AND TRANSMISSION PUSH-PULL CABLE Verify push-pull cable anchor brackets installed on the engine and transmission, and that cable ball joints are disconnected. CAUTION: Misadjusted shift and throttle cables cause Actuator servo motor failure. Ensure adjustments are made correctly and completely. Page 22

25 ADJUSTMENTS AND TESTS Direction Shunt Configuration (Engines Stopped) A) Refer to Typical Actuator Connections in Appendix C. B) As shipped from the factory, Clutch Direction - JMPR 4 is at OFF position and, therefore, the push-pull cable will pull on the transmission shift lever for Ahead. If this is wrong, move the Clutch Direction JMPR 4 to ON, and the push-pull cable will push the transmission shift lever for Ahead. C) As shipped from the factory, Throttle Direction - JMPR 3 is at OFF position and, therefore, the push-pull cable will push the throttle lever for full-speed. If this is wrong, move the Throttle Direction JMPR 3 to ON, and the push-pull cable will pull on the throttle lever for fullspeed SHIFT Cable Adjustment (Engines Stopped) A) Position the Control Head lever(s) to the Neutral detent and turn the System On. B) With the SHIFT cable disconnected, adjust the SHIFT cable ball joint at the transmission to align with the clutch selector lever in Neutral. The push-pull cable should form a right angle (90 degrees) to the clutch selector lever with the Control Head lever in the Neutral position. C) Leave the SHIFT Cable disconnected. D) Move the Control Head lever to the Ahead detent. The Actuator can be adjusted for a total clutch movement of 2-inches (51mm) to 3-inches (76mm). Actuators are shipped with switches set for minimum movement E) Measure the clutch selector lever movement from Ahead detent to Astern detent. The lever movement must be within the adjustment range of 2-inches (51mm) to 3-inches (76mm). F) DIP Switch SW1 (refer to Typical Actuator Connections in Appendix C) will increase the SHIFT cable movement in each direction from Neutral by moving the switches from ON to OFF. Switch 1: 1/4-inch (6,4mm) Switch 2: 1/8-inch (3,2mm) Approximate Dimensions Switch 3: 1/16-inch (1,6mm) G) Select the combination of switches to obtain the required additional movement, then check the Astern direction. H) Recheck with the SHIFT cable disconnected: Ahead; Neutral; and Astern. Verify that the Actuator will not jam the clutch selector lever against its stops and that Neutral is correct. Page 23

26 ADJUSTMENTS AND TESTS I) Connect SHIFT cable to the clutch selector lever. Ensure that the pushpull cable and clutch selector lever connection point form a 90 degree angle. If the connection is not a 90 degree angle, there will be unequal Ahead and Astern travel THROTTLE Cable Adjustment (Engines Running) A) Refer to Typical Actuator Connections in Appendix C. B) Check that potentiometers R7 and R8 are in the fully counterclockwise position, as shipped from the factory. CAUTION: Potentiometers can be damaged by turning too hard against the stop. C) Leave the THROTTLE cable disconnected at this time. D) Measure the throttle movement at the engine from Idle to Full. It must be within the Actuator range of 1-inch (25,4mm) to 2-7/8-inches (73mm). If the throttle movement is less than 1-inch (25,4mm) or greater than 2-7/8- inches (73mm), change the lever radius to be within range. If possible, throttle movement should be 2-1/2-inches (64mm) Idle to Full. E) Place Control Head lever(s) in Neutral, start the engine and run at Idle. F) Adjust the ball joint on the THROTTLE cable to match the throttle lever at Idle position. G) Stop the engine. H) Move the Control Head lever to the Full Ahead position. Manually move the engine throttle lever to the full-speed stop. I) Gradually turn potentiometer R7 on the circuit board clockwise until the push-pull cable ball joint, when connected, will exert a slight amount of pressure against the full-speed throttle stop. J) Recheck Idle and Full. K) Connect ball joint to throttle lever. L) Throttle adjustment is complete. 4.4 THROTTLE PAUSE Refer to Typical Actuator Connections in Appendix C. Hydraulic-actuated clutches typically require 1/2 second or longer following clutch selector lever movement before there is clutch plate contact. Accordingly, Dip Switch SW1-7 in the OFF position allows 1/2 second Idle throttle pause after the Actuator has completed clutch selector movement. Page 24

27 ADJUSTMENTS AND TESTS Dog and cone clutches used on some inboard/outboard and outboard drives typically do not require a throttle pause following clutch shift. Accordingly, SW1-7 should be in ON position. Some clutches may build clutch pressure more slowly; this could mean high engine RPM before clutch engagement. Clutch Oil Pressure Interlock minimizes this possibility. Refer to Section HIGH IDLE JMPR Set Up Refer to Typical Actuator Connections in Appendix C. Make the following circuit board adjustments, to select the High Idle feature: Move JMPR 1 from pins 2 and 3 to pins 1 and 2. Move JMPR 2 from one pin to both pins Setting (Engines Running) Refer to Typical Actuator Connections in Appendix C. Set High Idle with potentiometer R8; when turned fully counterclockwise High Idle is minimum, and is the same as Low Idle. R8 is set this way at the factory. To adjust High Idle: A) Turn power On to MicroCommander. B) Accept command at any remote station by positioning the Control Head lever(s) into the Neutral position and depressing the station transfer button. NOTE: Through the entire High Idle adjustment procedure the Control Head lever(s) remains in the Neutral Idle position. C) At the Actuator, rotate potentiometer R8 clockwise 1/4 turn. The servo should not move as MicroCommander is in Low Idle Mode at initial power up. D) Turn on Engine. E) To change to High Idle Mode, depress the station transfer button. The servo should move slightly and the Idle should increase, indicating MicroCommander is in High Idle Mode. F) Rotate potentiometer R8 clockwise until desired High Idle RPM is achieved. G) Depress station transfer button to change to Low Idle Mode. The servo should move to the Low Idle position. Test High and Low Idle by alter- Page 25

28 ADJUSTMENTS AND TESTS nately depressing the station transfer button and observing the Actuator servo movement. NOTE: On a twin screw vessel, if High and Low Idle are out of phase, place both engines in the Neutral Warm-up Mode. Return the Control Head levers into the Neutral Idle position. The system has just reset to Low Idle Mode. 4.6 ADJUSTMENTS TO CHECK AT THE DOCK WARNING: Do not attempt to operate the controls away from the dock with any system abnormality. Perform the following tests with the vessel moored to the dock. Do all the tests ensuring operation is correct. Only then is the vessel ready to leave the dock Start Interlock Verify proper operation of Start Interlock: A) Turn DC power to MicroCommander Off; verify that engine(s) can NOT be started. B) Turn DC power to MicroCommander On and acknowledge command. Position the Control Head lever(s) to the Ahead detent and verify that engine(s) can NOT be started. C) Position the Control Head lever(s) in the Neutral detent and verify that engine(s) CAN now be started Stop Switches Start engine(s) and verify that engine Stop switches (normally, push buttons) function correctly at all remote stations. Refer to Sect if any problems occur Push-Pull Cables A) Check that all push-pull cable connecting fasteners are tightened securely. B) Refer to Figure 20:, Detail I. In the Actuator(s) check that the pushpull cable Hex Nuts are securely tightened to the Jam Nuts. A loose Hex Nut can back off the push-pull cable threaded end and effectively change the cable length Control Head A) Idle the engine(s) and place one Control Head lever at a time in the Ahead detent and then the Astern detent. Do this at each station to confirm direction command. B) Operate Control Head lever(s) to Ahead and Astern detents and verify that push-pull cable direction is correct. Page 26

29 ADJUSTMENTS AND TESTS C) Operate Control Head lever(s) from Idle to Full-Ahead and check push-pull cable movement is correct. D) Use Neutral Warm-up Mode on each engine at each station, one engine at a time, to confirm speed control. 4.7 ADJUSTMENTS TO CHECK UNDERWAY Full-Speed Setting Warm-up the engine and in open water gradually move the Control Head lever to full-speed. If the engine RPM is low, check whether the engine throttle lever is against the fullspeed stop. Other possibilities are incorrectly set full-speed stops or too great of a propeller load. If the engine RPM is high, refer to Sect and turn potentiometer R7 counterclockwise to obtain desired full speed. For twin screw applications, check that matching Idle, Mid-range, and Full-speed Control Head lever positions cause equal RPM in both engines Proportional Pause Upon Direction Change The Proportional Pause feature provides engine deceleration when making a direction change. throttle position drops to Idle; transmission remains engaged Ahead; the pause that follows is in proportion to: 1. The Control Head lever position prior to the reversal. 2. How long the Control Head lever had been in that position prior to the reversal. Refer to Timing Chart, Table 1:; to configure the Proportional Pause to meet the vessel s requirements. Factory settings at the time of shipment are 4 seconds from full speed. NOTE: The pause in gear on a through-shift is proportional to the speed commanded and time at that speed. The times listed in Table 1: are maximum. Shifting from Idle Ahead to Idle Astern, the pause is ZERO. The time required to build to the maximum pause is 6 times the pause listed in Table 1:. The pause from full-astern to Ahead is half that listed in Table 1: for full-ahead to Astern. Table 1: SW1 Switch: Full-Speed Pause Timing Chart Switch SW1-4 OFF OFF OFF OFF ON ON ON ON Switch SW1-5 OFF OFF ON ON OFF OFF ON ON Switch SW1-6 OFF ON OFF ON OFF ON OFF ON Seconds: After pause has expired, the clutch is positioned to Neutral (or Ahead or Astern) depending on the final Control Head position. Page 27

30 CONTROL OPTIONS 5.0 CONTROL OPTIONS 5.1 ALARM CAPABILITY MicroCommander offers a single alarm connection that OPENS with a system power failure or circuit malfunction. The Actuator s alarm connection point is a single connection block on each Actuator Circuit Board. The alarm circuit in the Actuator operates an alarm system supplied by others. The control failure alarm is rated for a maximum of 200 ma. Do not exceed this rating. Normal operation is 21 ohms to DC return, high impedance indicates Alarm Condition. It is the Shipyard s responsibility to utilize the alarm connection in an appropriate alarm circuit that has the same common mode voltage. 5.2 CLUTCH OIL PRESSURE INTERLOCK SWITCH NOTE: A Jumper is installed in place of the Pressure Switch connections. If Clutch Oil Pressure Switch is used, remove this Jumper. Refer to Appendix C Drawing Notes for details on Jumper. 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 pressure switch is Installer supplied. The requirement is a N.O. (Normally Open) pressure switch with a trip point adjustable to match the transmission manufacturers recommended setting. The hydraulic clutch pressure of either the Ahead or Astern clutch must operate the pressure switch. When contacts close, this indicates to the Actuator 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. The Factory places a jumper between the two clutch oil pressure switch connections on the Actuator before shipment. Remove this jumper when connecting the clutch oil pressure switch. Refer to Appendix C Drawing for specific details. Page 28

31 CONTROL OPTIONS Interlock Switch Used Refer to the information supplied by the switch manufacturer for switch installation. The pressure switch must be installed so the hydraulic clutch pressure of both the Ahead or Astern clutch will operate the pressure switch. A) Run a two-conductor cable from the Clutch Oil Pressure Interlock Switch to the Actuator. B) Connect at the pressure switch as recommended by the manufacturer. C) Remove a Hole Plug from an unused entry hole on the START INTER- LOCK side of the Actuator. Refer to Figure 16: for Hole Plug removal. D) Install a watertight cable grip into the entry hole. Refer to Figure 16: for cable grip installation. E) Run the two-conductor cable through the watertight cable grip. F) Strip each wire 3/8-inch (9,5mm), then install crimp terminals. G) Connect the two-conductor cable as indicated on the Single Engine Drawing in Appendix C. H) Feed through a little slack cable and tighten the cable grip. I) Tie wrap the two-conductor cable to the Actuator frame. The pressure switch set point must be set at the value recommended by the transmission manufacturer that ensures clutch engagement. The hydraulic clutch pressure of both the Ahead or Astern clutch must operate the pressure switch. The clutch pressure may rise to pressure switch set point slowly, and therefore, limit throttle response immediately after clutch engagement. When Dip Switch SW1-7 is in the Off position, there is a 5 second delay before the Clutch Oil Pressure Interlock becomes active. When Dip Switch SW1-7 is in the On position, clutch oil pressure must be greater than switch set point before throttle will increase above Idle Switch Not Used To disable this feature for outboard engines and engines with mechanical clutches, a single insulated wire must be connected to the two clutch oil pressure interlock switch connection points within the Actuator. Refer to Appendix C for reference to these two connection points. Page 29

32 MAINTENANCE 6.0 MAINTENANCE 6.1 ACTUATOR The MicroCommander Actuator requires the following annual checks: 6.2 CONTROL HEADS Check all terminal connections for signs of corrosion or loose connections. Check mechanical connections within the Actuator, and at the throttle and transmission selector lever. Check mechanical movement of the throttle lever from Idle to Full. Ensure that the cable does not jam while positioning the throttle at Idle or Full speed. Check mechanical movement of the transmission selector lever from Neutral to Ahead, and Neutral to Astern. Ensure that the cable does not jam while positioning the transmission selector lever at the Ahead or Astern stops. Cycle the Actuator and if lead screws are noisy, apply a light coating of silicone grease to the stainless steel lead screw. Check the Control Heads annually to insure that the terminals are secure and free of corrosion. Page 30

33 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-165 Rev.D 3/02 Electronic Propulsion Control Systems Three Year Limited Warranty Your ZF Mathers product has been designed and manufactured by experienced engineers and craftsmen. ZF Mathers LLC., warrants for the period indicated below, each product to be free from defect in material and workmanship. Repair or replacement, at ZF Mathers option, will be provided if the product, upon ZF Mathers inspection, is found to be properly installed and operated in accordance with ZF Mathers Manual. This warranty does not apply to malfunction caused by damage, unreasonable use, misuse, repair or service by unauthorized persons or normal wear and tear. A)Coverage Under Warranty Three years from the date of purchase by the original end user. Year One No charge for equipment repair, parts and labor. Up to three hours labor toward troubleshooting and replacement of defective equipment. Year Two and Three There is no charge for equipment repairs performed at the factory that are covered under warranty. No labor allowance for troubleshooting and replacement of defective equipment. B)No Coverage Under Warranty The following will not be covered under warranty. 1. Travel to and from the job site. 2. Adjustment or calibration of any ZF Mathers equipment. 3. Adjustment or calibration of any associated equipment which may include but not limited to push-pull cables, engine governor or carburetor, transmission or trolling valve. 4. Damage due to accidents, improper installation or handling and or improper storage. 5. Damage due to faulty repairs performed by an unauthorized service representative. 6. Damage due to conditions, modifications or installation contrary to published specifications or recommendations. 7. Original installation charges or start-up costs. 8. Battery service including labor charges related to battery service. 9. Rental of equipment during performance of warranty repairs. 10.Unauthorized repair shop labor, without prior approval from ZF Mathers Service Department. 11. Shop supplies such as connectors, wire, cable, etc. C)Warranty Service Call or for your nearest ZF Mathers Factory Authorized Dealer. 1. Prior to returning any product to the factory, you must contact ZF Mathers Service Department for a Material Return Authorization (MRA) number. Return the product freight prepaid, marked clearly with the MRA number and a description of the malfunction. Page 31

34 2. If there is a defect covered by warranty, ZF Mathers will, at its option, either repair or replace the defective part or product. If after inspection, ZF Mathers determines that the product is not defective, ZF Mathers will charge a testing fee and return the product to the sender, freight collect. 3. Repair or replacement during the warranty period will not extend the warranty period. 4. All claims must be submitted within 30 days from date of service. 5. Claims for over 3 hours must be pre-approved by the ZF Mathers Service Department. This Warranty is expressly in lieu of all other Warranties, express or implied. Except to the extent prohibited by applicable law, ZF Mathers hereby disclaims all other implied or express warranties of any kind, including warranties of merchantability and fitness for a particular purpose. Under no circumstances shall ZF Mathers be liable for any consequential damages sustained in connection with the product or its use, including any costs or damages which result from loss of use of the product or any engine or boat with which it is used. ZF Mathers does not authorize any representative or agent to assume for it any obligation or liability other than those expressly set forth above. Some states do not allow limitations on how long an implied warranty lasts or the exclusion or limitation of incidental or consequential damages, so the above limitation may not apply to you. All implied warranties, if any, are limited to the duration of this express warranty. This warranty gives you legal rights, and you may have other rights which may vary from State to State. Page 32

35 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: F-226 Rev.A 11/00 Sea Trial Report Vessel Name: Trial Date: SSN: Owners Name: Address: Tel/Fax/ Contact Name: APPLICATION: A:Boat Builder Model Size Year Original Equipment Retrofit Type of Controls Replaced B:Single or Twin Screw Engine Make Model Horsepower RPM Engine Hours Reduction Gear/Drive Model/Ratio Trolling? Yes No Type of Service (Pleasure, Fishing, Rental, Etc.) C:Number of Remote Stations Actuator/Control Processor: Port Model Starboard Model Port SN: Starboard SN: Before Running Engine: Port Stbd 1. Voltage at the Battery Terminals. VDC VDC 2. Voltage at the Actuator/Control Processor. VDC VDC 3. Warm-up Indicator Light blinks in Ahead. All Stations. Yes No Yes No 4. Electric Cables are supported every 18 inches (45,72cm) Yes No Yes No 5. Cable connections are tight at the Actuator/Control Processor and Control Heads. Yes No Yes No 6. Engine Stop Switches at EACH Remote Station are operational. Yes No Yes No 7. Check push-pull cable match. Disconnect push-pull cables at the clutch and throttle. Check that cables travel in the correct direction. Check the cable movement, insure that it matches clutch and throttle. Yes No Yes No Dock Side Tests (Running): 1. Voltage at the Battery Terminals. VDC VDC 2. Does Engine Start when Controls are OFF? Yes No Yes No 3. Low Idle RPM. RPM RPM 4. High Idle RPM (optional). RPM RPM 5. Check Warm-Up Mode. Yes No Yes No 6. Check shift in both directions. Yes No Yes No Page 33

36 Sea Trials: Port Stbd 1. Check that Twin Screw Control Head levers match position and RPM through speed range. Yes No Yes No 2. Set maximum engine RPM as required. RPM RPM 3. Adjust Full Speed Reversal Delay SEC SEC 4. Is Synchronization operational? Yes No Yes No 5. Is Trolling Valve operational? Yes No Yes No SW1 Switch Settings: PORT STBD ON OFF ON OFF PORT JMPR 3 STBD JMPR 3 PUSH PULL PUSH PULL JMPR 4 JMPR 4 PUSH PULL PUSH PULL Comments (Please use additional paper as necessary): General Installation Condition: Any Irregularities: ARE THE MANUALS ON BOARD? Yes No IS THE OPERATOR CARD ON BOARD? Yes No INSPECTOR DATE MAIL COMPLETED COPY TO: ZF Mathers, LLC 1415 Pacific Drive Burlington, WA OR FAX TO: Page 34

37 Synchronization Manual MM14410 Rev.D 8/03 Synchronization Table of Contents Synchronization Table of Contents... 1 Revisions List GENERAL INFORMATION Operating Principles Parts Required INSTALLATION Replacing Control Heads with no Synchronization LED with Control Heads with Synchronization LED (optional) Port Auxiliary Board (Lead) Choosing The Proper Follow Auxiliary Board Figure 1: Magnetic Flywheel Pickup Engine Signal Input Figure 2: Tach Sender Engine Signal Input Figure 3: Alternator, Ignition Coil, or Electronic Ignition Control Module Engine Signal Input Starboard Auxiliary Board (Follow) Figure 4: Plug Removal Follow Actuator s Violet Wire Connections Signal Connections at the Engines Port and Starboard Actuators Interconnecting Eight-Conductor Cable OPERATION CHECKS CHECKS Twin Screw with Synchronization Page 1

38 Revisions List Rev Date Revision Description - 10/01 Placed MM12793 Synchronization Section into this manual. A 10/01 Revised for current Standards. Please review entire manual. B 5/02 1. Cover Revised. 2. ELR 769 changed Figures 1, 2, 3 to reflect actual circuit boards. 3. Twin Screw Dwg A was revised to C. C 6/02 1. Added MM14410 Synchronization Manual as a Section in the MM12793 MicroCommander Manual. D 8/03 Per Bulletin # August 2003 Figure 2 & 3 were corrected. Page 2

39 Synchronization MM14410 Rev.D 8/03 Effective only for 585CE Actuators with Serial Numbers B01001 and up. 1.0 GENERAL INFORMATION NOTE: (1) The MicroCommander Control System must be completely installed and thoroughly tested as a system before installing the Synchronization Option. (2) The Synchronization option is not compatible with diesel engines using Speed-limiting Governors. 1.1 OPERATING PRINCIPLES Mathers engine synchronization requires a minimum of a twin-screw installation. One of these engines is designated as the Lead and one to three engines is designated as the Follow. Synchronization may be installed on twin, triple, and quad screw vessels. For the purpose of this manual, we have elected to use a twin-screw installation and make the Port engine the Lead and the Starboard engine the Follow. The drawings, diagrams and instructions reflect this concept. The remote stations controlling the Follow engine may have a green LED (Light Emitting Diode), located by the Starboard lever, which indicate the status of synchronization. If you are adding synchronization to an existing system, you may have a Control Head lacking this green LED. The system will synchronize without the green LED, but you will not have the visual indication. (Reference Parts List in Appendix A.1) Initial power-up of the MicroCommander system enables Synchronization Mode. Synchronization of the engines will automatically start when both the Port and Starboard Control Head levers are: Commanding Ahead, Commanding at least 5% of the speed range, Within a 10% Window of each other. The Follow Actuator receives an AC signal, which is representative of engine RPM, from both the Port and Starboard engines. These signals are shaped and compared within the Processor. The Follow Actuator then makes the needed adjustments to its Throttle Push-pull cable until the RPM s of the Port and Starboard engines are synchronized. A green LED, mounted on the Control Head, will blink slowly while the system is working toward synchronizing the engines. Once the green LED becomes lit steady, the engines are synchronized. Synchronization automatically deactivates when one Control Head lever moves beyond the 10% window or drops below 5% of the speed range. When this occurs, the green LED turns Off, indicating that the engines are not synchronized. The operator has the option of disabling synchronization from any remote station by depressing the Transfer Button at the Station currently in command for one second. The green LED will extinguish, indicating that synchronization mode is no longer active. To disable Synchronization Mode, depress and hold the Station Transfer Button for one second when the Control Head levers are above 10% Throttle in Ahead. The green LED will turn Off, indicating that Synchronization has been disabled. To re-enable Synchronization Mode, match the Control Head levers above 10 percent throttle in Ahead. Depress and hold the Station Transfer Button for one second. The green LED will light indicating that Synchronization Mode is again active Page 3

40 . Synchronization MM14410 Rev.D 8/03 WARNING: A sudden change of RPM may occur on the starboard engine when synchronization is first disabled. This change may be an increase or decrease in RPM, and can be up to 10%. The resulting change in RPM may result in a sudden pull to either the Port or Starboard side. 1.2 PARTS REQUIRED The following parts, above and beyond the basic installation, are required for synchronization. Refer to the Parts List located in Appendix A.1 Follow Auxiliary Circuit: (Part No.1135 or See Section 2.3) Lead Auxiliary Circuit: Eight-conductor Shielded Cable: (Part No.1133) (Part No.180) Engine RPM Pulse Signal: (Part No or See Section 2.3.3) 3-Conductor Shielded Cable: (Part No. 2241) Dual Control Head w/ Green LED: (Various Options. Refer to the Parts List in Appendix A INSTALLATION The Synchronization option requires the installation of the following: Install either a Dual Control Head with a green LED or utilize the existing Dual Control Heads. The green LED is purely an indication of synchronization and has no impact on the actual operation. NOTE: 1) If installing synchronization on a new or existing system having Control Heads with a green synchronization LED, connect the violet wire at each Control Head starboard terminal block to pin 8. Proceed to. Section ) If installing synchronization on an existing system having Control Heads with no green synchronization LED, proceed to Section 2.1 Install a Lead Auxiliary Circuit Board (Part No. 1133) in the Lead (Port) Actuator. Install a Follow Auxiliary Circuit Board (Part No or ) in the Follow (Starboard) Actuator. Provide pulse signals, representing the engines RPMs, to the Follow (Starboard) Actuator. 2.1 REPLACING CONTROL HEADS WITH NO SYNCHRONIZATION LED WITH CONTROL HEADS WITH SYNCHRONIZATION LED (OPTIONAL) NOTE: Refer to the drawing Twin Screw with Synchronization on page 13 for specific connection information. A) Remove the existing Control Head(s) from the Console. B) Disconnect all eight-conductors from both the Port and Starboard sides. C) Connect the Starboard eight-conductor cable Violet wire to Terminal 8 on the Starboard terminal block of the new Control Head. Connect the remaining wires per the drawing Twin Screw with Synchronization on page 13. D) Mount the Control Head to the Console. E) Repeat steps A) through D) at all the desired Remote Stations. 2.2 PORT AUXILIARY BOARD (LEAD) WARNING: Static electricity can destroy electronic components. Always connect the wrist strap provided to the Actuator s frame when working inside the Actuator. This will drain any static electricity you may have on your person. Page 4

41 Synchronization MM14410 Rev.D 8/03 The Lead Auxiliary Board (P/N 1133) will install in the Port Actuator. A) Remove the Port Actuator s cover. When not working on the Actuator, keep the cover in place to prevent damage to the circuits. B) Connect the anti-static wrist strap to your person, and the alligator clip to the Actuator s aluminum frame. C) Plug the Lead Auxiliary Board into the Actuator s 25-pin connector. Refer to the drawing Twin Screw with Synchronization on page 13 for the location. D) Secure the Lead Auxiliary Board to the Actuator s frame with the three 4-40 x 1/4 inch screws provided. 2.3 CHOOSING THE PROPER FOLLOW AUXILIARY BOARD 1135 Auxiliary Board (Refer to Figure 1:) The 1135 Follow Auxiliary Board requires an electric pulse input in proportion to RPM from each engine. This Auxiliary Board s circuit contains a filter that allows higher frequencies to pass than the Auxiliary Board permits. Therefore, it is typically used with Magnetic Flywheel Pickups (8912) that count the number of teeth on the flywheel and generally reach higher frequencies Auxiliary Board (Refer to Figure 2: and Figure 3:) Figure 1: Magnetic Flywheel Pickup Engine Signal Input The Follow Auxiliary Board requires electric pulse input in proportion to the RPM of each engine. This Auxiliary Board contains a Low Pass filter that rejects any frequencies over a certain level. This filter prevents unwanted electrical noise from being introduced to the Actuator. The Auxiliary Board is generally used when the source of the signal is a Mechanical Tachometer Sender (8902), an Alternator s Stator AC terminal, the point side or negative side of the coil or from an electronic ignition control module. Figure 2: Tach Sender Engine Signal Input Figure 3: Alternator, Ignition Coil, or Electronic Ignition Control Module Engine Signal Input Page 5

42 Synchronization MM14410 Rev.D 8/ Starboard Auxiliary Board (Follow) The Follow Auxiliary Board (P/N 1135 or ) will install in the Starboard Actuator. A) Remove the Starboard Actuator s cover. When not working on the Actuator, keep the cover in place to prevent damage to the circuit. B) Connect the anti-static wrist strap to your person and the alligator clip to the Actuator aluminum frame. C) Plug the Follow Auxiliary Board into the plug connector of the Actuator. Refer to the drawing Twin Screw with Synchronization on page 13 for the location. D) Secure the Follow Auxiliary Board to the Actuator s frame with the three 4-40 x 1/4 inch screws provided. E) Locate the two 1/2 inch (12,7mm) central entry holes and remove the plastic plugs. Refer to Figure 4: for the location of the holes. Actuator ½ inch Central Entry Holes Nut (12,7mm) Watertight Cable Grip Cable Seal Body Cable Grip Body Watertight Cable Grip Figure 4: Plug Removal Cable Hole Plug Entrance F) Install two 1/2 inch Liquid Tight Connectors provided, into the two 1/2 inch central entry holes G) Run the Tachometer Signal Cables through the Liquid Tight Connectors and tighten the nuts. H) Strip the Insulating jacket off the cable just past the point where it enters the inside of the Enclosure. I) Strip 3/8 inch (9,5 mm) of insulation off of the Black and Red conductors. J) Connect the Black conductors to TB2-3 & TB3-3 and the Red conductors to TB2-2 & TB3-2 as shown in Figure 2: and Figure 3: or the Red conductors only, as shown in Figure 1:. K) Terminate the Drain (Shield) wire under the Auxiliary Board s mounting screw as shown in Figure 1:, Figure 2:, or Figure 3:. Push Page 6

43 Synchronization MM14410 Rev.D 8/ Follow Actuator s Violet Wire Connections NOTE: If the violet wire does not have sufficient length to reach Terminal Block TB4 or TB1 on the Follow Auxiliary Board, you may butt-splice an additional length of wire. A) Unwrap the Violet wire from the Starboard Actuator s eight-conductor cable at Station 1. B) Strip 3/8 inch (9,5 mm) off of the Violet conductor. C) Use the WAGO tool provided and connect the Violet conductor to the appropriate Terminal on the Follow Auxiliary Circuit Board. D) Connect all of the Starboard Actuator s eight-conductor cable s Violet wires as follows: Station 1- Terminal 1 of TB4 Station 2- Terminal 8 of TB1 Station 3- Terminal 2 of TB4 Station 4- Terminal 7 of TB1 Station 5- Terminal 3 of TB Signal Connections at the Engines 1135 with Flywheel Magnetic Pickups (Refer to Figure 1:.) A) Screw down the Dual Magnetic Pickup (Part No. 8912) into the Flywheel Bell Housing until light contact is made with one of the teeth. B) Back off on the Pickup 1/2 of a turn and then tighten down the locking nut. C) Butt splice the Red and Yellow wires on the Dual Mechanical Tach Senders to the tachometer cable; Red to Red and Yellow to Black. D) Verify the Tachometer signal at the Follow Actuator with a Voltmeter. Check across terminals 2 and 3 of TB2 for the Port engine, and terminal 2 and 3 of TB3 for the Starboard engine. The output voltage, with the engines running at idle, should be 3 VAC or higher, increasing with RPM with Mechanical Senders (Refer to Figure 2:.) A) Screw down the Dual Mechanical Sender (Part No. 8902) into the Engines Mechanical Tachometer Drive. Ensure the Drive key is in place. B) Butt-splice the cable to the Red and Yellow wires on the Dual Magnetic Pickup. C) Verify the Tachometer signal at the Follow Actuator with a Voltmeter. Check across terminals 2 and 3 of TB2 for the Port engine, and terminals 2 and 3 of TB3 for the Starboard engine. The output voltage, with the engines running at idle, should be 3 VAC or higher, increasing with RPM with Electronic Ignition, Ignition Coils, or Alternator AC Terminal (Refer to Figure 3:.) A) The cable connects to the electronic ignition module, negative or point side of the engine coil or the alternator s stator AC terminal. Refer to the engine manufacturer s data for specific connection information. Page 7

44 Synchronization MM14410 Rev.D 8/03 B) When the cable connection is complete, verify that a pulsating 12 or 24 VDC is present at terminal 2 and 3 of TB2, and terminals 2 and 3 of TB3 of the Auxiliary Board Port and Starboard Actuators Interconnecting Eight-Conductor Cable A) Locate an unused hole on the right side in both the Port and Starboard Actuators and remove the plastic plugs. B) Install a 3/4 inch Liquid Tight Connector into both of the holes. C) Run a length of eight-conductor cable between the Actuators through the Liquid Tight Connectors. D) Strip back the PVC cover to the point just inside the Actuator s Enclosure. E) Strip 2/3 inch (9,5 mm) off each end of the green wire only. F) Connect the green wire using the WAGO Tool to Terminal 6 of TB1 on both the Lead and Follow Auxiliary Boards. G) Connect the Drain (Shield) wire to the Starboard Actuator s mounting screw only. Do Not connect the shield on the Port side. H) Wrap the remaining conductors out of the way and secure with tape for possible use later. 3.0 OPERATION CHECKS Verify that Synchronization occurs automatically when both Control Head levers are Ahead, above 5% of throttle range, and within 10% of equal RPM. NOTE: Synchronization checks must be done underway with gasoline engines A) Disconnect the Shift Push-pull Cables at the transmission. Ensure that the Control Head Shift levers are in the Neutral position. CAUTION:Make sure the Shift lever at the gear, outdrive, or outboard, will not be moved from the Neutral position while checking synchronization operation! B) Start the engines. C) Move the Station-in-Commend Control Head levers Ahead to approximately 1500 RPM. The Control Head s green LED should blink and then light steadily. The engines should now be synchronized; if they are not, perform the steps below: 3.1 CHECKS A) Check the wiring connections; refer to Figure 1:, Figure 2:, Figure 3:, and the drawing Twin Screw with Synchronization on page 13. B) Check that the connections for the electric pulse at the Follow Actuator are: Port engine (Lead) at Terminal Block TB2 and Starboard engine (Follow) at Terminal Block TB3. C) In Diesel applications with Magnetic Flywheel Pickups, check the 1135 Auxiliary Board for 3.0 VAC or greater at idle between Terminals 2 and 3 on Terminal Blocks TB2 and TB3. Or Page 8

45 Synchronization MM14410 Rev.D 8/03 In Diesel applications with Mechanical Senders, check the Auxiliary Board for 3.0 VAC or greater at idle between Terminals 2 and 3 on Terminal Blocks TB2 and TB3. Or In applications where the Alternator s AC Stator or the Negative or Point side of the Coil is the Signal Source, check Terminals 2 and 3 of Terminal Blocks TB2 and TB3 for pulsating 12 or 24 VDC. Or In Gasoline Engine applications with Electronic Ignition, check Terminals 2 and 3 at Terminal Blocks TB2 and TB3 for 3.0 VAC at Idle, increasing with RPM. D) With a DC Voltmeter, check the voltage at Terminal 6 of TB1 on the Follow Auxiliary Board. The measurement should be 10-14VDC when both Control Head levers are commanding Ahead at 1500 RPM s. NOTE: Refer to MM12793 Installation Manual for further Control Head requirements, operation principles, and checks. Page 9

46 Synchronization MM14410 Rev.D 8/03 Page 10

47 Twin Screw with Synchronization Page 13

48 Page 14

49 813CE Troll Actuator Installation Manual MM14411 Rev. B 6/02 813CE Table of Contents 813CE Table of Contents... 1 Revisions List INTRODUCTION Purpose of an 813CE Trolling Valve System Trolling Valve System Requirements OPERATION DC Power On Figure 1: Trolling Valve Selector Lever Control Head Tones Tone-Over-Tone Figure 2: Tone - Over - Tone Troll Mode ON Figure 3: Control Head Troll Range Troll Mode OFF PLAN THE INSTALLATION Required Parts from your Dealer CE Actuator Figure 4: 813CE Actuator Dimensions MicroCommander 585CE Single Screw System MicroCommander 585CE Twin Screw System without Synchronization Option MicroCommander 585CE Twin Screw System with Synchronization Option Electric Cable Required Parts from Installer Push-Pull Cables and Cable Connection Kits DC Power Source Figure 5: Twin Screw with Troll DC Power Only Figure 6: Alternate Power Supply INSTALLATION Eight-Conductor Cable CE Actuator Figure 7: 813CE Actuator Entry Electric Cable Two-Conductor Power Cable Connection Eight-Conductor Cable Push-Pull Cable Connections Figure 8: 813CE Push-Pull Cable Connections CE Auxiliary Boards Installation Auxiliary Board P/N Auxiliary Board P/N 1135 or P/N Auxiliary Board Eight-Conductor Connections MicroCommander 585CE Single Screw System MicroCommander 585CE Twin Screw System without Synchronization Option MicroCommander 585CE Twin Screw System with Synchronization Option ADJUSTMENTS AND TESTS CE Auxiliary Board DIP (Dual Inline Package) Switch Settings Table 1: 585CE Auxiliary Board DIP Switch Settings CE Push-Pull Cable Direction Table 2: Troll Push-Pull Cable Directions Trolling Valve Push-Pull Cable Brackets CE Trolling Pressure Adjustments (Engines Stopped) Push-Pull Cable Direction Control Head Troll Indication Page 1

50 5.5 Control Head Operation Test (Engines Running) Range and Offset Adjustments (Engines Running) Table 3: Propeller Shaft RPM Minimum Pressure (Range) Adjustment Table 4: Minimum Trolling Pressure RPM Maximum Pressure (Offset) Adjustment Table 5: Maximum Trolling Pressure RPM OPTIONS Troll Mode Switch Installation MAINTENANCE TROUBLESHOOTING SYMPTOM - Tone-over-Tone from all Control Head Stations MicroCommander Twin Engine with 813CE Troll Page 2

51 Revisions List Rev Date Revision Description - 10/01 Placed 813CE Troll Sections from MM12793 Rev.- into current format. A 10/01 Revised Manual to Current Standards. Read entire manual carefully. B 06/02 Inserted MM CE Trolling Actuator manual into MM12793 MicroCommander Manual as a Section. Page 3

52 .. Page 4

53 813CE Trolling Actuator MM14411 Rev.B 6/ INTRODUCTION NOTE: The MicroCommander 585CE System must be completely installed and thoroughly tested as a system before installing the 813CE Troll System. Keep the 585CE Manual for reference during the 813CE Troll System installation. Throughout the manual special attention should be paid to the following 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. The 813CE is dependent on the Control System it is connected to for requirements, options, and operation. Always refer to the MicroCommander Manual to verify requirements or options of the 813CE Troll System. For ease of explanation, the following reflects 585CE Software Version SW , unless otherwise indicated. For the most part, the drawings, diagrams, and instructions reflect this concept. 1.1 PURPOSE OF AN 813CE TROLLING VALVE SYSTEM The Trolling Valve System consists of a single Model 813CE Actuator (hereafter referred to as the 813CE) for single or twin screw applications. The 813CE works together with the Port and Starboard Actuators, allowing integration of the functions of Ahead/Astern clutch selection and main engine speed with trolling valve modulation. The movement of a single lever on a Control Head accomplishes this. Movement of this single Control Head lever sends an electrical signal to the Actuator, which in turn sends an electrical signal to the 813CE. The 813CE is linked by push-pull cable with the trolling valve selector lever on the transmission. CAUTION: Consult the transmission dealer or manufacturer for specific engine RPM limitations. 1.2 TROLLING VALVE SYSTEM REQUIREMENTS Refer to Section 3.0 for specific information. NOTE: Trolling valve lever load should not exceed 40 pounds (18kg). NOTE: A propeller shaft tachometer is strongly recommended in order to properly and accurately adjust the Trolling Valve in Section 5.6. One 813CE Actuator for single or twin screw applications A new or existing MicroCommander System One Two-conductor electric cable for power connection, Part No. 212 One Circuit Breaker, Part No. 810 One Eight-conductor electric cable for interconnection of the 813CE and the Actuators, Part No. 180 (two cables for Twin Screw) One 33C Push-Pull cable for Troll connection (two for Twin Screw) A battery source of 12 to 32 volts DC for the 813CE MicroCommander 585CE Manual One Troll Mode Switch at Primary Station (Optional, refer to the following NOTE ) Page 5

54 813CE Trolling Actuator MM14411 Rev.B 6/02 NOTE: When the 813CE is used in conjunction with an Actuator that has the current software revision (SW ), each Remote Station has the ability to Enable/Disable Troll Mode by depressing the Transfer Button on the Control Head. In this situation, the Troll Mode Switch is not required. However, the Jumper installed at TB5-3 & 4 on the 813CE MUST be left in place. Details of the switch s installation can be found in Section 6.1, page 19. CAUTION: The 813CE is dependent on the Control System it is connected to for the requirement or option of a Troll Mode Switch. 585CE Actuators with Software Versions.0 through.3: Troll Mode Switch required. Refer to the MicroCommander Manual Trolling Section and Appendix C.1 Twin Engine with Troll Drawing for explanation of Troll Mode Switch. 585CE Actuators with Software Version.5: Troll Mode Switch optional. Refer to Section 6.1 of this manual. Always refer to the MicroCommander System Manual to verify requirements or options of the 813CE Troll System. For ease of explanation, the following reflects 585CE Software Version.5 only. The drawings, diagrams, and instructions reflect this concept. 2.0 OPERATION 2.1 DC POWER ON This system has two Modes of Operation: Troll and Non-Troll. When the system is initially powered up, the Mode in which it starts is selectable. (Refer to Section 5.1.) During Non-Troll Mode: All stations will operate as a standard single lever control of vessel speed and direction Trolling valve lever will be at the maximum oil pressure position. (refer to Figure 1:) Figure 1: Trolling Valve Selector Lever 2.2 CONTROL HEAD TONES Tone-Over-Tone Figure 2: Tone - Over - Tone This tone at all Remote Stations, warns of a problem with the 813CE. This tone would sound for any of the following reasons: 813CE power has not been turned On. The 813CE was turned On after the Actuator. 813CE component failure. 813CE cannot drive the push-pull cable to the desired position. Low voltage. Incorrect wiring between the 813CE and the Actuator. To isolate the cause, refer to Troubleshooting Section 8.0, page 21. Page 6

55 2.3 TROLL MODE ON 813CE Trolling Actuator MM14411 Rev.B 6/02 CAUTION:The 813CE is dependent on the Control System it is connected to for the selectable degrees of Troll Range. 585CE Actuators with Software Versions SW through.4: Set to the standard Troll Range of 20 degrees (not selectable). Refer to the appropriate 585CE Installation Manual Troll Section for Troll operation. 585CE Actuators with Software Version SW : A Troll Range of 20 or 35 degrees can be selected. Refer to this Manual for the proper Troll Valve operation. Always refer to the MicroCommander System Manual to verify 813CE Troll System options. For ease of explanation, the following reflects 585CE Software Version SW only. The drawings, diagrams, and instructions reflect this concept. During Troll Mode: Control of the trolling valve is integrated with the clutch and throttle control. The degree of Control Head lever movement dedicated to Troll Range command, is selectable for either 20 or 35 degrees (refer to Figure 3:) (585CE Software Versions SW &.5) Allows the installer the ability to select whether Troll is ON or OFF when power is first applied. For the purpose of this explanation, Troll OFF has been selected. A) Place the Station-in-Command Control Head lever in the Ahead or Astern Detent.(Troll functions the same in Ahead or Astern) B) Depress and hold the transfer button for one second. The solid red indicator light will begin blinking rapidly, indicating the system is now in Troll Mode. (MicroCommander Software SW &.5 only) C) When the system is placed into Troll Mode, the following occurs: The Troll push-pull cable moves the trolling valve Figure 3: Control Head Troll Range selector lever to the Minimum Pressure position. The Clutch selector will remain in the Ahead or Astern position. The Engine will remain at Idle. D) Moving the Control Head lever through the next 20 or 35 degrees will: Move the Trolling Valve selector lever from the Minimum Pressure position to the Maximum Pressor position. The Clutch selector will remain in the Ahead or Astern position. The Engine will remain at Idle. E) Moving the Control Head lever beyond the Troll Range: The red indicator light will stop blinking and become a solid Red. The Trolling Valve selector lever will be positioned to the Full Pressure (Lock-up) position. The Clutch selector will remain in the Ahead or Astern position. The Engine speed signal will increase from Idle to Full Speed. 2.4 TROLL MODE OFF A) Place the Control Head lever in the Ahead or Astern Detent. Page 7 Astern Detent Ahead Detent Troll Range Neutral Troll Range Speed 20 or or 35 Speed

56 813CE Trolling Actuator MM14411 Rev.B 6/02 B) Depress and hold the transfer button for one second. The rapidly blinking red indicator light will become a solid red, indicating the system is now in Non-Troll Mode. (MicroCommander software and.5 only) The Trolling Valve selector lever is positioned to the Full Pressure (Lock-up) position. The system functions in the normal fashion as if there were no Trolling Valve/813CE present. 3.0 PLAN THE INSTALLATION 3.1 REQUIRED PARTS FROM YOUR DEALER CE Actuator The 813CE is spray proof but cannot be immersed Figure 4: 813CE Actuator Dimensions The 813CE uses electronic circuits that can be influenced by static charges. Do not mount close to gas engine ignition systems, alternators, or electric motors. Allow 4 feet (1,2m) of clearance or more between the 813CE and such devices. Locate the Actuator away from heat sources, such as engine exhaust manifolds. Allow 4 feet (1,2m) of clearance, or more, between the Actuator and such heat sources. Bulkhead mount preferred for ease of access for wiring and adjustments, but the 813CE can be mounted in any attitude. Mount the 813CE in any attitude that allows easy connection of push-pull cables to trolling valve. CAUTION: Do not mount to the engine, or transmission, or any location that will allow excessive vibration. Locate the Actuator such that the push-pull cable(s) from it to the trolling valve(s) have large radius bends, with the least total degrees of bend and moderate length. NOTE:Example: Minimum bend radius 10-inches (254mm); total degrees of bends less than 270 degrees; total length not to exceed 20 feet (6m). 813CE power source must be bonded to the hull in metal-hulled vessels, or to the bonding bus in non-metal vessels. Refer to Appendix A.1 Bonding for specific information MicroCommander 585CE Single Screw System One Auxiliary Board P/N 1133 Provides trolling valve control and is needed for installation in the Single Screw 585CE Actuator MicroCommander 585CE Twin Screw System without Synchronization Option One Lead Auxiliary Board (P/N 1133) for the Port Actuator One Follow Auxiliary Board (P/N 1135 or ) for the Starboard Actuator The Auxiliary Boards provide for trolling valve control and the option of the addition of Synchronization. Page 8

57 813CE Trolling Actuator MM14411 Rev.B 6/ MicroCommander 585CE Twin Screw System with Synchronization Option Auxiliary Boards were previously installed during the Synchronization Installation. One Lead Auxiliary Board (P/N 1133) and One Follow Auxiliary Board (P/N 1135 or ) The Auxiliary Boards provide for synchronization and trolling valve control Electric Cable NOTE:If synchronization was previously installed and operational, and the decision was made to add Troll, the following applies: Remove the existing cable that connects to Terminal Block TB1, Pin 6 of the 1133 Auxiliary Board to Terminal Block TB1, Pin 6 of the 1135 Auxiliary Board. Eight-Conductor cable will connect the 813CE with the existing Actuator(s), Part No. 180 One eight-conductor cable required for each Actuator. Two-Conductor power cable will connect the 813CE with the vessel s power distribution panel, Part No It is important to keep the length of power cable short to reduce voltage drop. The 14 gauge twisted pair power cable should not exceed 20 feet (6m). Reference ABYC E-9. CAUTION: All Actuators (813CE, 585CE) must connect to power sources that have a common DC return (-). 3.2 REQUIRED PARTS FROM INSTALLER Push-Pull Cables and Cable Connection Kits One 33C push-pull cable per trolling valve lever is required. The cable length is measured from end of thread to end of thread. Cables are usually stocked in one foot (0,3m) increments. Verify installation of push-pull cable brackets on the trolling valve. If the brackets are missing, contact the trolling valve manufacturer or fabricate brackets as shown in Universal Mounting Appendix A DC Power Source NOTE: Power MUST be applied to the 813CE whenever the Control System is in use. This is irregardless of whether the Trolling Valve(s) are in use or not. If power is not applied to the 813CE prior to, or at the same time, as the 585CE, throttle will be limited to 10% of full and a persistent Tone-over-Tone will be sounded at all Remote Stations. To clear this situation, power down all Actuator(s) and reapply power to the 813CE first, followed by the 585CE(s). Refer to Figure 6: Alternate Power Supply drawing for accomplishing this automatically. The 813CE requires a reliable battery source (12, 24, or 32 Volts DC) protected by a 10 ampere Circuit Breaker. (refer to Figure 5:) If the Alternate Power Supply method is being used, the Circuit Breaker requirement changes to 20 ampere (refer to Figure 6:) The use of the engine starting battery is not recommended on 12 VDC systems, unless the alternate method of supplying DC power is utilized. This is due to the voltage drop that may be experienced while cranking the engine. Page 9

58 813CE Trolling Actuator MM14411 Rev.B 6/02 One option for supplying power to the 813CE is through a dedicated ON-OFF Switch/Circuit Breaker. Refer to Figure 5: Twin Screw with Troll DC Power Only for more information on this option. Figure 5: Twin Screw with Troll DC Power Only Figure 6: Alternate Power Supply An alternate method of supplying DC power to the 813CE is with the use of an APS (Automatic Power Selector). Refer to Figure 6:. The use of this circuit benefits the installation in two ways: 1.The APS is connected to two different power sources and automatically switches the better of the two to the 813CE. This ensures the availability of good power to the 813CE at all times, even when cranking over an engine. 2.Power must be applied to the 813CE prior to, or at the same time, power is turned ON to the Main Propulsion Control System. To ensure this occurs, power can be connected as shown in Figure 6:, page 10. As long as the 813CE Circuit Breaker is left ON, turning either the Port or Starboard Actuator power ON will automatically energize the 813CE Troll Actuator. Page 10

59 4.0 INSTALLATION 4.1 EIGHT-CONDUCTOR CABLE 813CE Trolling Actuator MM14411 Rev.B 6/02 NOTE: Before starting the actual installation of the 813CE Troll System, make sure you have the correct parts on hand. Refer to Section 3.0. Read ALL the instructions pertinent to each part before beginning the installation of that part. CAUTION: Static electricity can destroy electronic components. Connect the wrist strap provided to the Actuator frame whenever working on the Actuator. This will drain any static charge you may have on your person. A) Install the eight-conductor electric cable between each Actuator and the chosen 813CE location. CAUTION: Support the cable(s) using clamps or straps not more than 18 inches (0,5m) apart if not contained in a conduit. Verify cable location protects the cable from physical damage. B) Label each eight-conductor cable at the 813CE with the Actuator it will connect to (Port or Starboard) CE ACTUATOR CAUTION: When not working on the Actuator, keep the cover in place to prevent damage to circuits. A) Secure the 813CE using 1/4 inch or M6 fasteners. B) Remove the 813CE cover. C) Connect the wrist strap to your person, and the ground connector to the 813CE frame. D) Bond the 813CE to the hull or bonding bus. (Refer to Bonding in Appendix A.1). E) Remove only the Hole Plugs needed for the eight-conductor cable and the two-conductor Figure 7: 813CE Actuator Entry power cable as shown in Figure 7: F) Install the watertight cable grips into the open entry holes of the 813CE. Refer to the 585CE Manual for Watertight Cable Grip installation. 4.3 ELECTRIC CABLE Two-Conductor Power Cable Connection NOTE: When connecting the DC power cable to the 813CE be sure the power is Off. A) Run the length of two-conductor power cable between the DC Power Source and the 813CE. Use a Circuit Breaker (P/N 820) on the positive lead. B) Run the two-conductor power cable through the watertight cable grip at the 813CE. C) Strip each wire 3/8-inch (9,5mm), and install crimp terminals. D) Connect the two-conductor cable as indicated on the Twin Engine with Troll Drawing in Appendix C.1. Page 11

60 813CE Trolling Actuator MM14411 Rev.B 6/02 E) Feed through a little slack cable and tighten the cable grip. F) Tie wrap the power cable to the 813CE frame. G) Make the connections at the vessel s DC Power Source. Review the information supplied with the DC Power Source for connections Eight-Conductor Cable CAUTION: On a Twin Screw Systems, ensure the Port eight-conductor cable enters the Port watertight cable grip on the 813CE, and the Starboard in the Starboard entry. A) Run the eight-conductor cable(s) through the watertight cable grip on the 813CE. B) Strip back the PVC cover on the eight-conductor cable(s) approximately 2-1/2- inches (63,5mm). C) Strip and cut off the shielding flush with the end of the PVC cover. D) Strip 3/8-inch (9,5mm) insulation off the end of each wire. E) Use the WAGO tool that was supplied with the Actuator(s) to install each wire. Refer to the 585CE Manual for reference on use of the WAGO Tool. Install each wire by color code as shown on the Twin Engine with Troll Drawing in Appendix C.1 of this manual. F) Connect the drain wire(s) to Terminal 8 on the terminal block. CAUTION: Do not connect the other ends of the Drain wire(s) at the MicroCommander Actuator(s). G) Feed through a little slack cable and tighten the cable grip. H) Tie wrap the eight-conductor cable to the 813CE frame. 4.4 PUSH-PULL CABLE CONNECTIONS A) Refer to Figure 8:. 813CE Actuator Housing See Detail I Actuator Cross-Bar 7/16" Socket Jam Nut Tighten Hex Nut Push-Pull Cable (not Supplied) 1/4" Mounting Hardware (not Supplied) Figure 8: 813CE Push-Pull Cable Connections 5/16" (8mm) B) Remove the #10-32 Jam Nut and the two Rubber Seals from the end of each push-pull cable that is to connect to the 813CE and discard the seals. C) On the 813CE remove one screw from the Cable Anchor Clip and loosen the other. Swing the Cable Anchor Clip clear Detail I Page 12

61 D) Insert the push-pull cable. 813CE Trolling Actuator MM14411 Rev.B 6/02 NOTE:On Twin Screw applications ensure insertions of push-pull cables are into the correct pushpull cable entry. Port cable and Starboard cable should enter according to the labels on the 813CE. See Figure 7:. E) When the push-pull cable end is visible within the 813CE interior, reinstall the #10-32 jam nut such that there is approximately 5/16 inch (7,9mm) of thread showing beyond the jam nut. Refer to Figure 8:, Detail I. F) Tighten the jam nut to the hex nut. G) Align the push-pull cable sleeve ferrule such that the Cable Anchor Clip will engage the peripheral grooves. Position the Cable Anchor Clip and reinstall the screw removed in Step C). H) Tighten both screws. NOTE: Do not connect push-pull cables at the trolling valve lever at this time. Connections will be made during trolling cable adjustments CE AUXILIARY BOARDS INSTALLATION This section is for 585CE Actuator(s) without the Synchronization Option. If the Synchronization Option was installed in the existing 585CE System, skip and go on to Section 4.6 for Auxiliary Board eight-conductor cable connections. CAUTION:When not working on the Actuator, keep the cover in place to prevent damage to circuits Auxiliary Board P/N 1133 A) At the Port (Lead) or Single Screw 585CE Actuator, remove the Actuator cover. B) Connect the anti-static wrist strap to your person, and the ground connector to the Actuator frame. C) If not already present, plug the Lead Auxiliary Board into the plug connector of the Actuator. Refer to Appendix C.1 - Twin Engine with Troll Drawing for Auxiliary Board location. D) Remove the Hole Plug from the TROLL entry hole of the Actuator and install the 3/4-inch watertight cable grip for the eight-conductor cable from the 813CE. Refer to the 585CE Manual for Watertight Cable Grip installation Auxiliary Board P/N 1135 or P/N A) At the Starboard (Follow) 585CE Actuator, remove the Actuator cover. B) Connect the anti-static wrist strap to your person, and the ground connector to the Actuator frame. C) If not already present, plug the Follow Auxiliary Board into the plug connector of the Actuator. Refer to Appendix C.1 - Twin Engines with Troll Drawing for Auxiliary Board location. D) Remove the Hole Plug from the TROLL entry hole of the Actuator and install the 3/4-inch watertight cable grip for the eight-conductor cable from the 813CE. Refer to the 585CE Manual for Watertight Cable Grip installation. Page 13

62 813CE Trolling Actuator MM14411 Rev.B 6/ AUXILIARY BOARD EIGHT-CONDUCTOR CONNECTIONS MicroCommander 585CE Single Screw System A) At the 585CE Actuator remove the Actuator cover. B) Connect the anti-static wrist strap to your person, and the ground connector to the Actuator frame. C) Run the eight-conductor cable through the watertight cable grip on the 585CE. D) Strip back the PVC cover on the eight-conductor cable(s) approximately 2-1/2- inches (63,5mm). E) Strip and cut off the shielding flush with the end of the PVC cover. F) Strip 2/3-inch (9,5mm) insulation off the end of each wire. G) Bend the green wire out of the wire bundle and wrap, or otherwise compact it at the cover, for possible use in optional wiring. H) Cut back the Drain wire to the PVC jacket. I) Use the supplied WAGO Tool to install each wire. Refer to the 585CE Manual for reference on use of the WAGO Tool. Install each wire by color code as shown on Twin Engine with Troll Drawing in Appendix C.1. J) Feed through a little slack cable and tighten the cable grip. K) Tie wrap the eight-conductor cable to the Actuator frame MicroCommander 585CE Twin Screw System without Synchronization Option Complete all steps in Section for each 585CE Actuator MicroCommander 585CE Twin Screw System with Synchronization Option 1. Complete steps A) through H) in Section for each 585CE Actuator. Then continue with Step 2) of this Section. 2. Connect green wire to Terminal 6 of TB1 in both Port and Starboard 585CE Actuators. 3. Complete steps J) through K) in Section for each 585CE Actuator. 5.0 ADJUSTMENTS AND TESTS CE AUXILIARY BOARD DIP (DUAL INLINE PACKAGE) SWITCH SETTINGS The following settings apply to installations where the 813CE is used with 585CE Actuator(s) with current software (SW ). The Switch is located on the 585CE Actuators Main Control Circuit. Always refer to the MicroCommander Installation Manual to verify the switch functions. Table 1: 585CE Auxiliary Board DIP Switch Settings SW1-1: ON = Allows the operator the ability to toggle Troll Mode Off/ On at the Control Head by depressing the station Transfer Button while the Control Head lever(s) is in the Ahead or Astern Detent. OFF = The operator is unable to toggle Troll Mode Off/ On at the Control Head. Page 14

63 813CE Trolling Actuator MM14411 Rev.B 6/02 Table 1: 585CE Auxiliary Board DIP Switch Settings SW1-2: ON = 35 degrees of Control Head lever range dedicated to Troll. OFF = 20 degrees of Control Head lever range dedicated to Troll. SW1-3: ON = The red LED will blink rapidly On and Off while in Troll Mode. OFF = The red LED will stay lit solid while in Troll Mode. SW1-4: ON = The system is in Non-Troll Mode at power up. OFF = The system is in Troll Mode at power up. SW1-5: Not Used SW1-6: ON = Enables the use of Troll Mode. OFF = Disables the use of Troll Mode. NOTE:Switch SW1-6 MUST be set to the ON position to enable the use of Troll Mode. Reference Appendix C.1 Two Engines with Troll drawing for the location of the switch CE PUSH-PULL CABLE DIRECTION A) Verify the trolling valve lever at the transmission is in the maximum oil pressure position. (refer to Figure 1:, page 6) B) Apply DC power to the MicroCommander and 813CE Systems. C) Take command at a remote station. D) The 813CE will be at maximum oil pressure position. E) Verify the push-pull cable direction matches the trolling valve lever. If not, change the direction of the push-pull cable(s) movement by repositioning the Shunt onto the other set of pins on the appropriate Jumper. Refer to Appendix C.1 - Twin Engines with Troll drawing for the location of the Jumpers on the 813CE circuit board. Table 2: Troll Push-Pull Cable Directions JMPR4 JMPR3 ON Port Cable Fully Extended for Maximum Pressure (Lockup) ON Starboard Cable Fully Extended for Maximum Pressure (Lockup) OFF Port Cable Fully Retracted for Maximum Pressure (Lockup) OFF Starboard Cable Fully Retracted for Maximum Pressure (Lockup) 5.3 TROLLING VALVE PUSH-PULL CABLE BRACKETS Verify whether push-pull cable anchor brackets are installed on the trolling valve. If brackets are not provided, refer to Appendix A.1 - Morse Standard Kits or Universal Mounting CE TROLLING PRESSURE ADJUSTMENTS (ENGINES STOPPED) Push-Pull Cable Direction A) Manually move the troll selector lever to the maximum oil pressure position. CAUTION: Refer to the transmission manufacturer s data for the position of the trolling valve selector lever at maximum oil pressure. (Refer to Figure 1:) B) Take command at a remote station. C) Verify System is in the Non-Troll Mode. Page 15

64 813CE Trolling Actuator MM14411 Rev.B 6/02 D) Verify troll push-pull cable is disconnected at the trolling valve. E) Verify that the push-pull cable has extended or retracted to the Trolling Valve lever Maximum Oil Pressure position (Lock-up). If the cable movement direction to reach the Trolling Valve s Maximum Oil Pressure position (Lock-up) is not correct, refer to Section 5.2. Otherwise, continue with Step F) F) Adjust the troll cable ball joint to align with the troll selector lever at the maximum oil pressure (lock-up) position. NOTE: Do not connect the Troll push-pull cable to the trolling valve at this time Control Head Troll Indication A) Place the Control Head lever in the Ahead detent. CAUTION: Control Head lever is active during this set-up procedure. Ensure the Control Head lever remains in the Ahead Detent during set-up. B) Turn ON Troll Mode. C) Verify Control Head LED begins blinking rapidly. If LED blinks, continue with the next step. If LED does not blink, verify that Dip Switch SW1-1 & SW1-3 are in the ON position on the Lead and Follow Auxiliary Circuit Boards in the 585CE. 5.5 CONTROL HEAD OPERATION TEST (ENGINES RUNNING) A) Turn power On to the Control System and take command at a remote station. B) Place the Control Head lever in the Ahead or Astern Detent. C) If the red LED is not blinking rapidly, turn Troll Mode On by depressing the Transfer Button and then go on to step D). D) Move the Control Head lever into the Troll Range. Verify that the push-pull cable moves the Trolling Valve lever in the direction that increases oil pressure. Verify that the Clutch selector remains in the Ahead or Astern position. E) Move the Control Head lever past the Troll Range. Verify that the rapidly blinking red LED becomes solid. Verify that the push-pull cable positions the Trolling Valve lever to the Full Pressure (Lockup) position. (Refer to Figure 1, page 6.) Verify that the Clutch selector remains in the Ahead or Astern position. F) Return the Control Head lever into the Troll Range. Verify that the push-pull cable moves the Trolling Valve lever in the direction that decreases Oil Pressure. Verify that the Clutch selector lever remains in the Ahead or Astern position. G) Return the Control Head lever to the Ahead or Astern detent. H) Turn Troll Mode Off. Verify that the red LED is now lit solidly. Page 16

65 813CE Trolling Actuator MM14411 Rev.B 6/02 I) Return the Control Head lever to the Neutral/ Idle position. Verify that the Clutch selector return to the Neutral position. 5.6 RANGE AND OFFSET ADJUSTMENTS (ENGINES RUNNING) Initial adjustments of the Troll push-pull cable s Minimum and Maximum pressures can be adjusted at either the dock or underway. In either case, the final adjustments must be accomplished underway and with the Gear Box at normal operating temperature. WARNING: Prior to attempting any adjustments to the Trolling Valve at the dock, you must ensure that the dock and dock lines will safely restrain the vessel at Idle in-gear. If there is any doubt, perform the adjustments while underway, NOT at the dock. ZF Mathers, LLC recommends that the Minimum Troll Pressure set at the dock be 30 percent of the normal Propeller Shaft RPM at Idle, and 30 to 50 percent while underway. The range of 30 to 50 percent is based on the desired minimum speed for the vessel. If the initial adjustments are being accomplished at the dock, start and adjust one Trolling Valve at a time. If the adjustments are being done underway, adjust both Trolling Valves at the same time. A) Start the engine(s). B) Take command at a Remote Station. C) Place the Control Head lever(s) into the Ahead detent. D) Record the Propeller Shaft RPM in Table 3:. Propeller Shaft RPM at Idle Take measurements only after the Reduction Gear has reached it s normal operating temperature. PORT STARBOARD Table 3: Propeller Shaft RPM Minimum Pressure (Range) Adjustment A) Move DIP Switch SW1-1 on the 813CE Main Control Circuit to the On position. Both the Port and Starboard Troll push-pull cables will drive to the Minimum Pressure (Range) position. B) Minimum Pressure is adjusted by locating the appropriate Trim Pot, rotating it slowly in a counterclockwise direction until the desired Propeller Shaft RPM is reached. Trim Pot R7 is for adjusting the Port minimum pressure (Range) position. Trim Pot R8 is for adjusting the Starboard minimum pressure (Range) position. Page 17

66 813CE Trolling Actuator MM14411 Rev.B 6/02 C) Record the Propeller Shaft RPM in Table 4:. Propeller Shaft RPM At Minimum Trolling Pressure at the Dock Propeller Shaft RPM At Minimum Trolling Pressure Underway Approximately 30% of the Value recorded in Table 3: Approximately 30-50% of the Value recorded in Table 3: Port Starboard Port Starboard D) When the Minimum Trolling Pressure (Range) adjustment is complete, turn DIP Switch SW1-1 on the 813CE Main Control Circuit Board to the Off position Maximum Pressure (Offset) Adjustment A) Turn DIP Switch SW1-2 on the 813CE Main Control Circuit Board to the On position. B) Maximum Pressure is adjusted by locating the appropriate Trim Pot, rotating it slowly in a counterclockwise direction until the desired Propeller Shaft RPM is reached. Trim Pot R10 is for adjusting the Port maximum pressure (Offset) position. Trim Pot R9 is for adjusting the Starboard maximum pressure (Offset) position. C) Record the Propeller Shaft RPM in Table 5: Propeller Shaft RPM At Maximum Trolling Pressure at the Dock Approximately 70% of the Value recorded in Table 3: Table 4: Minimum Trolling Pressure RPM Propeller Shaft RPM At Maximum Trolling Pressure Underway Approximately 70% of the Value recorded in Table 3: Port Starboard Port Starboard Table 5: Maximum Trolling Pressure RPM D) When the maximum trolling pressure (Offset) setting is completed, turn DIP Switch SW1-2 on the 813CE Main Control Circuit Board to the Off position. NOTE: 1. The Troll Minimum and Maximum Pressure adjustments may need to be gone through more than once in order to get the desired results. 2. The actual effect on the Propeller Shafts RPM s may be delayed with respect to the movement of the Trolling Valve lever. Therefore, leave enough time between adjustments for the Propeller Shaft speed to stabilize. CAUTION: For Normal operation, the 813CE DIP Switch s SW1-1 and SW1-2 MUST be in the Off positions. Page 18

67 6.0 OPTIONS 813CE Trolling Actuator MM14411 Rev.B 6/ TROLL MODE SWITCH A Troll Mode Switch is not required in systems where the latest 585CE Actuators are used with SW Software. However, the installer may elect to install one as a master Troll On/ Off Switch. When this switch is ON, (closed Troll Switch) the system operates as if the Troll Switch Jumper were in place. If the Troll On/Off Switch is OFF, (open Troll Switch) the Trolling Valve push-pull cables will always be at the Full Pressure (Lockup) position. Only one switch is used to select Troll. Install this switch at the Primary Remote Station. NOTE: Installation A) Install the Troll On/Off Switch at the Primary Remote Station. This switch is installer supplied. Refer to the manufacturer for installation instructions B) Run a two-conductor cable from the Troll On/Off Switch to the 813CE. C) Locate an unused hole and remove the plug. D) Insert a Liquid Tight Connector into the hole and run the two-conductor cable through the Connector. E) Strip back the PVC jacket just inside of the 813CE Enclosure. F) Strip back 3/8 inch from each of the conductors. G) Using the WAGO Tool supplied with the 813CE Actuator, remove the Jumper connected between Terminals TB5-3 and TB5-4 and connect the two-conductors in its place. 7.0 MAINTENANCE The 813CE Actuator requires the following annual checks: Check all terminal connections for signs of corrosion or loose connections. Check mechanical connections within the Actuator Check mechanical connections at the Trolling Valve. Check mechanical movement of the Trolling Valve selector lever from minimum oil pressure to full oil pressure. Ensure that the cable does not jam while positioning the selector lever. Cycle the Actuator and if lead screws are noisy, apply a light coating of silicone grease to the stainless steel lead screw. Page 19

68 813CE Trolling Actuator MM14411 Rev.B 6/02 Page 20

69 8.0 TROUBLESHOOTING Troubleshooting 10/01 Refer to the Appendix B.1 Troubleshooting Section. Before beginning troubleshooting, review the Drawing on page 23, and become familiar with the component configuration on your vessel. When contacting an authorized ZF Mathers servicing dealer, or the ZF Mathers Service Department, please be ready with the Actuator Part Number and Serial Number. CAUTION:Static electricity can destroy electronic components. Any time the Actuator cover is off, wear the wrist strap provided and connect it to the Actuator frame. This will drain any static charge you may have on your person. NOTE: Always check the other Stations, to see if the symptom can be repeated. 8.1 SYMPTOM - TONE-OVER-TONE FROM ALL CONTROL HEAD STATIONS Cause: Any fault or failure of the 813CE will produce this same symptom. A systematic approach to eliminating potential causes must be performed. Remedy: A) No Power or Low Voltage at the 813CE. Measure the voltage at the BATT+ and BATT- Terminals on the 813CE Circuit Board. If the voltage is less than 8.0 VDC, correct the power problem B) The 813CE power was turned ON after the 585CE Actuator power was applied. Turn power OFF to both the 813CE and the Actuator(s). Apply power to the 813CE only. Apply power to the Actuator(s) If the tone persists, go to the next Step. C) One or both the 813CE s servos is jammed or misadjusted. Disconnect the push-pull cable(s) from the Trolling Valve selector lever. Cycle power to the 813CE only. If the tone is no longer present, check the Trollin Valve selector lever for ease of movement. If the Trolling Valve selector lever s movement is normal, readjust the push-pull cables travel. If tone is still present, replace the 813CE D) Incorrect or bad connection between the 813CE and the Actuator. Disconnect all of the eight-conductor wires at both the 813CE and the Actuator s Auxiliary board. Reconnect the wires per the Wiring Diagram in Appendix C.1 If the tone persists, replace the 813CE. Page 21

70 Page 22 Troubleshooting 10/01

71 MicroCommander Twin Engine with 813CE Troll Software Version SW Page 23

72 Page 24

73 APPENDIX A.1

74

75 Appendix A 10/01 PARTS LIST PART NO. DESCRIPTION ACTUATORS 585CE Actuator (Shift & Speed) Multi-voltage 813CE Actuator (Trolling) Multi-voltage CONTROL HEADS 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 TWIN SCREW (Synchronization Indication) Control Head, 'T' Lever Control Head, Chrome Knob Lever Control Heads, Split, with Single Levers, Chrome Knobs (pair) Control Head, Black Low Profile Lever Control Head, Chrome Low Profile Lever 760 Control Head, Heavy Duty MC MC MC MC MC Black Head, Black Levers Chrome Head, Chrome Levers Gold Head, Gold Levers Black Head, Chrome Levers Black Head, Gold Levers CABLE (Electric) Cond. Shielded Cable Per/ft Cond. Shielded Cable 500' Spool Cond. Shielded Cable 1000 Spool Cond. Power Cable Per/ft Cond. Power Cable 250' Spool Cond. Start Interlock Cable Per/ft Cond. Start Interlock Cable 250' Spool 585CE AUXILIARY CIRCUIT BOARDS FOR OPTIONAL SYNC OR TROLL 1133 Auxiliary Circuit Board Lead Actuator 1135 Auxiliary Circuit Board (Mag. Pickup ONLY) Follow Actuator Auxiliary Circuit Board Follow Actuator 585CE ADDITIONAL PARTS FOR OPTIONAL SYNC 8902 Mechanical Tachometer Sender (Dual) 2241 Tachometer Wire - Shielded 8912 Magnetic Pickup (Dual) 3/4 x 16 Page 1

76 Appendix A 10/01 Page 2

77 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-280 Rev.G 6/ & MC2000 Control Head Variations Page 3

78 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 conductors. Make connections to the Control Head as shown above for MicroCommander, ClearCommand, and CruiseCommand Systems. Handheld Control is a Station option. Contact your ZF Mathers Dealer for further information on Handheld requirements and options. Page 4

79 Page 5

80 . Page 6

81 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-307 Rev.C 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

82 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 conductors. 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

83 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-279 Rev.B 7/ Series Weather Mount Enclosure Single or Dual Control Head Gasket Control Head Mounting Holes.75 inch Diameter Hole Locate where required. (two if Dual Control Head) Watertight Enclosure 3.54 (89,9mm) 6.29 (159,8mm) Watertight Cable Grip (two if Dual Control Head) (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 Page 9

84 . Page 10

85 S-214 Rev.C 7/02 Automatic Power Selector (APS) Model: ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: A) GENERAL INFORMATION The APS (Automatic Power Selector), Model 13505, provides a simple, solid state solution to the need for routing 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 Propulsion Control System. The APS is rated for loads of up to 70 Amps on 12-24V systems. The unit is ruggedly constructed with heavyduty wiring studs and epoxy-potted components in an anodized aluminum case. B) APS SPECIFICATIONS Model: Maximum Load Current: 70 amps Operating Temperature: -40 degrees C to +80 degrees C; derate linearly from 50 degrees C to 80 degrees C Voltage Drop: % load; 0.9 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 Reconnect the negative battery posts. Page 11

86 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 E %) AWG (#3 Metric Equivalent) AWG (#5 Metric Equivalent) AWG (#8 Metric Equivalent) Flag 2: Wire Size (Recommended Twisted Pair) AWG (#2 Metric Equivalent) AWG (#3 Metric Equivalent) Flag 6: Maximum wire size allowed in fuseholder is 12 AWG. If a larger wire size is required for installation, the customer shall provide an appropriate fuse and fuse holder. Figure 1: Flag 7: If this configuration is used with an electronic engine, the circuit breaker must be turned on prior to applying power to the remote switch. Note: 1. APS output is strictly for ZF Mathers Controls 2. Power Sources may be 12 or 24 volts DC A.P.S. (Auto Power Selector) Kits Twin Single Screw Screw Include the following: Quantity Description Part Number 1 1 A.P.S. Unit amp Switch Circuit Breaker Fuse Holder In-Line HFB Amp Fuse AGC-30 Figure 2: Page 12

87 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-287 Rev.B 7-01 Bonding - A.B.Y.C. E-9 46 CFR 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 13

88 Page 14

89 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-288 Rev.C 7/01 References and Parts Source A) REFERENCES 1. American Boat & Yacht Council (ABYC) 3069 Solomons Island Road Edgewater, MD 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 Ignition protection 33 CFR Grounding 33 CFR Conductors: General 33 CFR Conductors in circuit of less than 50 Volts 33 CFR Conductors: Protection 33 CFR Over-current and Protection: General 46 CFR (b) Ambient Temp. Machinery Spaces 50 degrees C 46 CFR System Grounds 3. Society of Automotive Engineers 400 Commonwealth Drive Warrendale, PA J1171 External Ignition Protection J1428 Marine Circuit Breakers J378 Marine Engine Wiring 4. National Marine Manufacturers Association 401 North Michigan Avenue Chicago, IL Underwriters Laboratories Page 15

90 B)PARTS SOURCE Anti-Static Wrist Strap P/N 517 [Thomas & Betts (P/N AWCC)] Automatic Power Selector P/N Circuit Breaker- UL Approved P/N 810 [E-T-A (P/N 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 WAGO Tool P/N 397 [WAGO (P/N )] Page 16

91 MMC-289 Rev.- 6/01 Morse Clutch and Throttle Kit Selection Pre-Engineered Throttle Connection Kits Caterpillar Cummins MAKE ENGINE MODEL KIT NO. General Motors Perkins 3208NA 3208TA 334, 3304, & A11 w/mvsgov AFC Fuel Pump V504M, V555M, V903M, VT903M, VTA903M, NT855M, VT171OM, VTA171OM, KT & KTA 1150M, KT & KTA 2300M, 1975 and later 3, 4, & 6-71 w/var.sp.gov. 6, 8, 12 V-71 & 6, 8 V-92 w/var.sp.gov inclined 2, 3, 4-53 w/left hand gov. Right hand gov. 6V-53 Rear entry 6V-53 Front entry 6, 8V-71 Front entry 12, 16V-149 4, 236M 6, 3544M; T6, 3544M; ST6, 3544M; SST6, 3544M 4, 108 W/shut off Pre-Engineered Clutch Connection Kits Outboard and I/O Cable Connection Kits MAKE TRANSMISSION MODEL KIT NO. Allison M & MH Borg Worner 70, 71, 72 In line w/red gear rear entry Capital , 3, & 4 HD & HE MerCruiser Inboard w/o Warner red gear Paragon HF Twin Disc MG508, 509, 510, 510A, 512, 514C, 514CHP, 518, 521, 527, 530, 540 MG502, 506, 507, W/x9994, xa7022, A7048 Valves Twin Disc Trolling Valve MG509, 510A, 511A, 514C ENGINE MAKE Chrysler 1975 & later Evinrude/Johnson H.P to date Mercury H.P Mercruiser I/O OMC Sterndrive I/O Volvo I/O Engine and out drive brackets are provided by Volvo KIT NO. Page 17

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93 ZF Mathers, LLC 1415 Pacific Drive Burlington WA U.S.A / Fax: MMC-290 Rev.- 6/01 Universal Mounting Kit Fabricate Bracket to match dimensions shown 3/16" (4,8mm) Diameter 33C Cable 7-3/8" (187mm) 1/4" (6,4mm) Diameter TYP 7/32" (5,8mm) Diameter Cable Clamp Shim Selector Lever Jam Nut 1" (25,4mm) 1/4"-28 UNF Stud Ball Joint /4" (70mm) Maximum Movement 10246A Universal Mounting Kit Page 19

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97 APPENDIX B.1

98

99 1.0 General Appendix B - TROUBLESHOOTING The MicroCommander Control System consists of one to five Control Heads located at the vessel s remote stations, connected to one or two Actuators located in the engine room area. The Actuator(s) may be configured for main engine speed and transmission direction only, or configured for automatic engine synchronization and trolling valve control. Before beginning troubleshooting, review the Drawings in Appendix C. Become familiar with the component configuration on your vessel. Carefully inspect the following: DC Power Source Component Location Component Condition Interconnecting Wiring Wire Termination s Mechanical Connections at the Throttle and Transmission Pulse Signal (Synchronization Applications) Mechanical Connections at the Trolling Valve A key in troubleshooting the MicroCommander System is identifying the problem as: DC Power Source Interconnection wiring or termination Mechanical Interface Component Calibration Component Failure The MicroCommander System has Station-in-Command indicator lights on each Control Head, as well as audible tone indicators. These indicators will assist in troubleshooting and control system status. When contacting an authorized MicroCommander servicing dealer, or ZF Mathers Service Department, please be ready with the Actuator Part Number and Serial Number. CAUTION: Static electricity can destroy electronic components. Any time the Actuator cover is off, wear the wrist strap provided and connect it to the Actuator frame. This will drain any static charge you may have on your person. NOTE: Always check the other remote stations, to see if the symptom can be repeated Page 1

100 2.0 SYMPTOMS Appendix B - TROUBLESHOOTING 2.1 SYMPTOM - CANNOT ACKNOWLEDGE COMMAND AT ONE REMOTE STATION (BOTH PORT AND STARBOARD FOR TWIN SCREW) WHEN THE SYSTEM IS FIRST TURNED ON. CAUSE A bad electrical connection. Incorrectly wired eight-conductor cable. REMEDY Check the crimps and insure that all the screws are tight at the Control Head. Check the STATION connections at the Actuator. Tighten or recrimp as necessary. Check wire termination s at both the Control Head and the Actuator for correct terminal connections. Refer to Drawings in Appendix C SYMPTOM - ON A TWIN SCREW APPLICATION, ONE CONTROL HEAD LEVER OF A DUAL CONTROL HEAD WILL ACCEPT COMMAND WHILE THE OTHER LEVER WILL NOT. During initial power up, the MicroCommander System has initialized, although you are unable to acknowledge command, the low repetition tone is present and the red indicator light is not lit. CAUSE Incorrect or poor wire connections at the Control Head or Actuator. Faulty Control Head. Port and Starboard power sources do not have a common ground (only the starboard would be unable to acknowledge command). Incorrectly wired eight-conductor cable. REMEDY Check wire termination s at the Control Head and the Actuator. Refer to Drawings in Appendix C. Replace Control Head. The negative terminals of both batteries must be connected to a common point. If not, connect both to a common point. Wire the cable connections as shown in Appendix C. 2.3 SYMPTOM - THE RED LIGHT BLINKS WHEN THE STATION TRANSFER BUTTON IS DEPRESSED, AND CONTINUES TO BLINK AFTER IT IS RELEASED (CONTROL HEAD LEVER IS IN NEUTRAL/IDLE POSITION). CANNOT TRANSFER TO THIS REMOTE STATION IF ANOTHER REMOTE STATION WAS PREVIOUSLY IN COMMAND. CAUSE The Control Head potentiometer is not centered. REMEDY Replace the Control Head. Page 2

101 Appendix B - TROUBLESHOOTING 2.4 SYMPTOM - THE ENGINE RPM VARIES, WITHOUT MOVING THE CONTROL HEAD LEVER (SYNCHRONIZATION DISABLED). CAUSE Problem with the governor or carburetor. Erratic command signal. REMEDY Watch the push-pull cable at the governor or carburetor; if the push-pull cable is moving, go to step B). If not, contact a certified mechanic. At the Actuator, measure the DC voltage at the yellow and green wires (pins 5 and 6) of the Station-in-Command; the reading should be a stable voltage (no variations). If not, check for a loose connection between the Actuator and the Control Head. If the connections are tight, and no corrosion is present, replace the Control Head. 2.5 SYMPTOM - THE ENGINE RPM DROPS TO IDLE, TRANSMISSION TO NEUTRAL, THE CONTROL HEAD RED INDICATOR LIGHT TURNS OFF, AND A SLOW REPETITIVE TONE IS HEARD AT ALL REMOTE STATIONS AFTER REPOSITIONING THE CONTROL HEAD LEVER. CAUSE A drop in battery voltage (12 volt systems only) at the Actuator. Defective Control Head. REMEDY Measure the voltage at the battery without the engine or charger running; the reading should be a minimum of 12.4 volts. If not, the battery needs charging or possibly replacing. Measure the voltage at the Actuator(s) BATT+ and BATT- terminals; this reading should be no less than 0.20 volt below the measured battery voltage. Replace the Control Head if the voltage at the Actuator tested good. 2.6 SYMPTOM - NO TONES OR INDICATOR LIGHTS AT THE CONTROL HEAD, AND NO LEDS LIT ON THE CIRCUIT BOARD. CAUSE No power to the Actuator. Polarity of the battery voltage reversed. REMEDY Check the power source to the Actuator. Connect the red/purple wire to the Actuator terminal labeled BATT+ and the black wire to the terminal labeled BATT-. Fuse (Part No. GDC-1A) on the circuit board blown. Measure the battery voltage at the Actuator. If the voltage exceeds 40 volts, the power source must be corrected. Replace the fuse with the spare, which is taped to the relay on the circuit board. If the fuse again blows, the circuit board needs to be serviced or replaced with a Circuit Board Kit. Page 3

102 Appendix B - TROUBLESHOOTING 2.7 SYMPTOM - NO AUDIBLE TONE AT A CONTROL HEAD WHEN POWER IS FIRST TURNED ON, BUT OTHERWISE WORKS PERFECTLY. CAUSE Incorrectly wired eightconductor cable. Defective sound transducer. REMEDY Verify that the black wire is connected to pin 1 in the Actuator, and to pin 1 at the Control Head. The brown wire must be connected to pin 2 in the Actuator, and to pin 2 at the Control Head. In addition, the LED will not light if the brown wire is loose or connected incorrectly. Check for loose or corroded connections. Measure the voltage at Control Head at pins 1 and 2 (do not depress the Station Transfer Button); the voltage should fluctuate at a steady rate. If an unsteady fluctuating voltage is measured, replace the Control Head. 2.8 SYMPTOM - THE CONTROL HEAD RED INDICATOR LIGHT DOES NOT LIGHT WHEN IN COMMAND, BUT EVERYTHING ELSE WORKS PERFECTLY. CAUSE Incorrectly wired eight-conductor cable. Defective LED REMEDY Verify that the brown wire is connected to pin 2 of the Actuator and to pin 2 of the Control Head. Measure the DC voltage between pins 2 and 3 at the Control Head; the reading will be 1.00 to 2.00 volts in normal operation. If 4.00 volts is measured, the LED is open, replace the Control Head. 2.9 SYMPTOM - THE ENGINE STARTER WILL NOT ENGAGE. CAUSE The MicroCommander System is not turned On. The Control Head lever(s) are not at the Neutral position. Low battery voltage. Faulty start interlock circuit in the Actuator. REMEDY Turn power On to the MicroCommander System. Place the Control Head lever(s) in the Neutral position and depress the Station Transfer Button. Check the battery voltage. If the voltage is low, charge or replace the battery. Temporarily connect the two start interlock wires (yellow with red stripe) at the Actuator to the same START INTERLOCK terminal. If the engine can now be started, the Actuator needs to be serviced. Page 4

103 Appendix B - TROUBLESHOOTING 2.10 SYMPTOM - CANNOT OBTAIN NEUTRAL WARM-UP MODE WHILE MOVING THE CONTROL HEAD LEVER IN THE AHEAD DIRECTION, ONLY IN THE ASTERN DIRECTION. CAUSE The Actuator is sensing Control Head lever movement in the Astern direction. REMEDY Depress the Station Transfer Button while moving the Control Head lever to the Astern detent. If the LED now blinks, the Actuator is incorrectly set up. This will be corrected by performing the following: Check the eight-conductor wiring. For right-hand Control Heads, the yellow wire should go to pin 5 at both the Actuator and Control Head. For right-hand Control Heads, the blue wire should go to pin 7 at both the Actuator and Control Head. For left-hand Control Heads, the yellow wire should go to pin 7 at the Control Head and pin 5 at the Actuator. For left-hand Control Heads, the blue wire should go to pin 5 at the Control Head and pin 7 at the Actuator. If any changes to the wiring are necessary, the shunt at JMPR 4 may need to be changed to the opposite two pins. Check all Stations for Ahead and Astern operation SYMPTOM - RAPID TONE AT ALL REMOTE STATIONS. CAUSE Incorrectly adjusted push-pull cable. Defective push-pull cable. Low battery voltage at the Actuator (12 volt systems). Defective servo unit in the Actuator. REMEDY Disconnect the push-pull cable from the shift lever at the transmission. Disconnect the push-pull cable from the throttle lever at the carburetor or governor. Operate the Control Head(s). If the rapid tone is no longer present, follow the Push-Pull Cable Adjustment and Tests Section. One-by-one, remove the push-pull cables from the Actuator and operate the Control Head(s). If the rapid tone is no longer present, replace the defective push-pull cable. Measure the battery voltage at the Actuator. If the measured voltage is 8 to 12 volts, the power source needs to be checked. If the above 3 remedies tested good, the entire Actuator needs to be repaired or replaced SYMPTOM - STEADY TONE IS HEARD FROM ALL REMOTE STATIONS. CANNOT GAIN COMMAND AT ANY REMOTE STATION. CAUSE Low battery voltage at the Actuator. Component failure on the circuit board. REMEDY Check the battery voltage at the Actuator. If the measurement is less than 8 volts, the battery needs to be replaced or the source of the voltage drop needs to be corrected. If the voltage tested good, the circuit board needs to be repaired or replaced. The Actuator may require service by an authorized ZF Mathers Service Center. Page 5

104 Appendix B - TROUBLESHOOTING 2.13 SYMPTOM - THE ENGINE STARTS TO TURN OVER WHILE STARTING, AND THEN STOPS. A SLOW REPETITIVE TONE IS HEARD FROM ALL REMOTE STATIONS. CAUSE The voltage to the Actuator has dropped too low, due to the starter s current requirements. Battery charge is low. REMEDY Supply power to the Actuator from a battery other then the starting battery. Recharge or replace the battery SYMPTOM - ONE LONG, ONE SHORT TONE FROM ALL REMOTE STATIONS. CAUSE Shift position feedback error. REMEDY Depress the Station Transfer Button twice. The Actuator will need to be serviced at the first opportunity SYMPTOM - ONE LONG, TWO SHORT TONES FROM ALL REMOTE STATIONS CAUSE Throttle position feedback error. REMEDY Depress the Station Transfer Button twice. The Actuator will need to be serviced at the first opportunity SYMPTOM - ONE LONG, THREE SHORT TONES FROM ALL REMOTE STATIONS. CAUSE Defective Control Head. REMEDY Depress the Station Transfer Button twice. Change Stations if possible. Have Control Head serviced at the first opportunity. Page 6

105 APPENDIX C.1

106

107 Typical Actuator Connections Dip Switch SW1 Settings (as shipped) Off (7) Throttle Pause Off (6) Clutch Pause - see On (5) Timing Chart, Sect Off (4) Figure 7 On (3) 1/16 inch (1,6mm) Shift On (2) 1/8 inch (3,2mm) Cable On (1) 1/4 inch (6,4mm) Movement Page 1

108 Page 2

109 Single Engine Page 3

110 Page 4

111 Two Engines with No Synchronization Page 5

112 Page 6