785CE Operation - Atlantis Marine Power

CruiseCommand
Operation & Troubleshooting

Manual
MM14330 Rev.F 11/03
CruiseCommand
Operation & Troubleshooting
Manual
MM14330 Rev.F 11/03
SW13867.1A
Table of Contents
Table of Contents ........................................................................................................................................................ 1
Revision List ................................................................................................................................................................ 5
1.0 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
1.1 This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 CruiseCommand System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.0 OPERATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3
2.1 DC Power On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Take Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.3 Basic Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 1: Control Head Detents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.4 Engine Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.5 Station Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 2: Remote Stations Before Transfer of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 3: Remote Station Transfer after Transfer of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.6 Warm-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 4: Control Head Warm-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 5: Control Head Normal Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.7 High / Low Idle Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.7.1 Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.7.2 High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 6: High/Low Idle Mode Selections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.7.3 Selecting Between High / Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.8 Engine Synchronization (Twin Screw) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.8.1 Synchronization Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.8.1.1 EQUAL THROTTLE SYNCHRONIZATION (TWIN SCREW) ( DEFAULT)............................................................................. 7
2.8.1.2 ACTIVE SYNCHRONIZATION (TWIN SCREW)(DEFAULT DISABLED ) ............................................................................. 7
2.8.2 Synchronization Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.8.3 Synchronization Indications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.8.4 Turning Synchronization OFF: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.8.5 Turning Synchronization ON: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.9 One Lever Operation Mode (Twin Screw) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 7: Step A One Lever Operation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 8: Step B One Lever Operation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.9.1 To turn ON One Lever Operation:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.9.2 To turn OFF One Lever Operation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.10 Trolling Valve Operation (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.10.1 Trolling Valve Command Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.10.1.1 OPERATION IN NON-TROLL MODE .......................................................................................................................... 10
2.10.1.2 OPERATION IN TROLL MODE (ON/OFF).................................................................................................................. 10
2.10.2 Types of Trolling Valve Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 9: Control Head 20 Degree Troll Range - Type 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 10: Control Head 35 Degree Troll Range - Type 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 11: Control Head 45 Degree Troll Range - Type 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Page 1
3.0 MAINTENANCE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12
3.1 Control Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Appendix A
MMC-172 Rev.Z-O 11/03 ............................................................................................................................................ 1
Factory Authorized Sales & Service Centers - International
MMC-165 Rev.D 3/02 .................................................................................................................................................. 5
Electronic Propulsion Control Systems Three Year Limited Warranty
Appendix B
TRAIN-156 Rev G 5/03 ............................................................................................................................................... 1
1.0 TROUBLESHOOTING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Figure 1: Basic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.1 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.2 Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.3 Electrical Wiring (Harnesses) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.4 Power Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Troubleshooting Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Problem Resolutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 2: Control Head Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.4 Diagnostic Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4: Display Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 5: Display Function A0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 3: Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 6: Display Function H0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 7: Display Applied Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 8: Display Tachometer Sender Frequency in Hz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 9: Display Stations Current Control Head Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 10: Display Stations Control Head Transfer Button Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 11: Display Software Revision Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.5 Audible Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5.1 Slow Repetitive Tone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 12: Slow Repetitive Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5.2 One Long - Three Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 13: One Long - Three Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 14: Display Stations Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 15: Display Stations A/D Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.5.3 Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 16: Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.5.4 One Long - One Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 17: One Long - One Short Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.5.5 Three Second Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 18: Three Second Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.6 Station Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.6.1 Command Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.6.2 Remote Station Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 19: Display Station A/D’s no decimal points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 20: Display with Station Transfer Button pushed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.6.3 Stuck Transfer Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Page 2
1.7 Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Table 1: Error Messages..................................................................................................................................................17
1.8 Problem Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Table 2: Problem Scenarios ............................................................................................................................................19
1.9 Cable Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
1.9.1 Power, Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Figure 21: Power, Start Interlock Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
1.9.2 Power, Start Interlock & Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 22: Power, Start Interlock, Clutch Oil Pressure Switch Harness Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.9.3 Power, Start Interlock, Pressure Switch & Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 23: Power, Start Interlock, Clutch Oil Pressure Switch, and Alarm Harness Pin Out . . . . . . . . . . . . . . . . . . . 25
1.9.4 Throttle, PWM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 24: PWM Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.9.5 Throttle, Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Figure 25: Voltage Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.9.6 Throttle, Current, MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Figure 26: Current Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.9.7 Throttle, Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Figure 27: Frequency Throttle Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.9.8 Clutch Power, Ahead & Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Figure 28: Clutch Power, Ahead, and Astern Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.9.9 Clutch Power, Ahead, Neutral & Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 29: Clutch, Ahead, Astern, and Neutral Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1.9.10 Clutch Power, Ahead, Astern, Troll On/Off & Troll Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 30: Clutch and Clutch/Troll Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1.9.11 Serial Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 31: Serial Communication Harness Pin Outs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
1.9.12 Tachometer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 32: Tachometer Sensor Harness Processor End Pin Outs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
1.9.13 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 33: Control Head Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.0 ERASE EEPROM (H1) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 29

Service Field Test Unit
Reference Manual
MM13927 Table of Contents ...................................................................................................................................... 1

Revision List ............................................................................................................................................................... 2
1 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
Figure 1-1: Service Field Test Unit (Break-out Box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Figure 1-2: CruiseCommand Connector Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Figure 1-3: Example of ClearCommand Pigtail Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Table 1-1: Connector/Pigtail Descriptions........................................................................................................................2
2 PROCEDURE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
2-1 Throttle Signal Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2-1.1 DC Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Figure 2-4: Throttle Connection (DC Voltage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2-1.2 Current (mA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Figure 2-5: Throttle Connection (Current mA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-1.3 PWM (Pulse Width Modulation) with DC Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2-6: Throttle Connection (PWM with DC Voltmeter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-1.4 PWM (Pulse Width Modulation) with Duty Cycle Meter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 2-7: Throttle Connection (PWM with Duty Cycle Meter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Page 3
2-1.5 Frequency (Hz.). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 2-8: Throttle Connection (Frequency Hz) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2-2 CLUTCH TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2-2.1 Neutral Solenoid Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 2-9: Clutch Connection (Neutral Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2-2.2 Ahead Solenoid Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 2-10: Clutch Connection (Ahead Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2-2.3 Astern Solenoid Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 2-11: Clutch Connection (Astern Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2-3 TROLL TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2-3.1 Troll On/Off Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 2-12: Troll Connection (ON/OFF Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2-3.2 Troll Command (Proportional Solenoid) Testing with Amp Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 2-13: Troll Connection (Proportional Solenoid with Amp Meter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2-4 2-SPEED TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2-4.1 2nd Gear Disengaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 2-14: 2-Speed Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2-4.2 2nd Gear Enaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3 Parts List - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
Table 3-2: Parts List ..........................................................................................................................................................1
Appendix C
Drawing 11748, Single Screw, Two Stations ............................................................................................................. 1

Drawing 11746, Single Screw, Two Pluggable Stations ........................................................................................... 3
Drawing 11747, Twin Screw, Two Stations .............................................................................................................. 5
Drawing 11745, Twin Screw, Two Pluggable Stations ............................................................................................ 7
Page 4
REVISIONS LIST
Revision List
Rev Date Revision Description
F 11/03 Created this Operation and Troubleshooting manual from MM14330-I CruiseCommand Installation
and Troubleshooting manual.
Page 5
REVISIONS LIST
Page 6
INTRODUCTION
1.0 INTRODUCTION
1.1 THIS MANUAL
This Manual is written for Single and Twin Screw applications with
up to four (4) Remote Stations only.
The CruiseCommand System has the ability to operate applications
of up to five (5) screws and eight (8) Remote Stations. If you have
an application for a Triple or more Screw and/or five (5) or more
Remote Stations, please contact your local ZF Mathers representa-
tive for further information.
The purpose of this Manual is:
• Operation (Section 2.0)
• Maintenance (Section 3.0)
• ZF Mathers Service Sheets (Appendix A)
• Troubleshooting (Appendix B)
• General System Drawings (Appendix C)
Keep this Manual for future reference.
Throughout the manual special attention should be paid to the fol-
lowing boxes:
NOTE: CONTAINS HELPFUL INFORMATION
CAUTION: Damage to equipment may occur if this message is disregarded.
WARNING: PERSONAL INJURY MAY RESULT IF THIS MESSAGE IS DISREGARDED.

Appendix A contains the ZF Mathers Contact list, warranty and reg-
istration service sheets created by ZF Mathers.
Appendix B contains troubleshooting explanations. If you cannot
find a solution within the Troubleshooting, contact one of
the companies listed on SER-165 ZF Mathers Contact list
located at the beginning of Appendix A.
Appendix C contains basic System Drawings.
Not all available options may be incorporated in your system. Read
ONLY the Sections that relate to the application being used on this
vessel.
Page 1
INTRODUCTION
1.2 CRUISECOMMAND SYSTEM

The CruiseCommand System is designed for:
• Engines that require either voltage, current (mA), frequency, or
Pulse Witdth Modulation (PWM) speed command signal
• Transmissions equipped with solenoid clutch or solenoid clutch/
troll
1.3 FEATURES
• Sequencing of Clutch and Engine Speed (Section 2.1)
• Start Interlock (Section 2.4)
• Station-in-Command Indication (Section 2.5)
• Warm-up Mode (Section 2.6)
• High/Low Idle (Section 2.7)
• Engine Synchronization (Twin Screw) (Section 2.8)
• One Lever Operation (Twin Screw) (Section 2.9)
• Electric Trolling Valve Control (Section 2.10)
• Plug-in Cable Connections (MM14330-I Manual)
• Key-Pad Set Up (MM14330-I Manual)
• Emergency Reversal Protection (MM14330-I Manual)
• CruiseCommand Failure Alarm Contact (optional) (MM14330-I
Manual)
• Clutch Oil Pressure Interlock (optional) (MM14330-I Manual)
• Built-in Diagnostics (Appendix B)
• Audible and Visual Indicators (Appendix B)
• One to Four Remote Stations (Appendix C)
Page 2
OPERATION
2.0 OPERATION
2.1 DC POWER ON
When the control system Direct Current (DC) power is turned ON:
• Processor will command Neutral/Idle.
• Slow Repetitive Tone will sound at all Stations indicating that
no Station has command.
2.2 TAKE COMMAND
To take command at a Station:
• Control Head lever(s) must be in the Neutral detent.
• Operator must depress the transfer button for 1/2 second.
The tone will stop at all Stations and the red LED indicator light on
the Control Head will light, indicating the Station is in Command.
NOTE: ONLY ONE STATION HAS COMMAND AT A TIME.
2.3 BASIC OPERATION

The Control Head has three detents; Astern, Neutral, and Ahead.
(Refer to Figure 1:) With the Control Head lever(s) positioned in the
Neutral (vertical) detent, the System will command Neutral and Idle
Revolutions per Minute (RPM). Control Head lever movement of 15
degrees to the Ahead or Astern detent will command Ahead or
Astern clutch engagement while the engine remains at Idle RPM.
Further movement of the Control Head lever will increase the engine
RPM in proportion to the Control Head lever position.
Figure 1: Control Head Detents
Page 3
OPERATION
2.4 ENGINE START INTERLOCK

The engine start signal is blocked unless the following are true:
• DC power has been turned ON to the Control System.
• A Station has command.
• The Control System is commanding Neutral.
2.5 STATION TRANSFER
WARNING: PERSONAL INJURY COULD OCCUR IF THE FOLLOWING STEPS ARE NOT
FOLLOWED EXACTLY.
When transferring command from one Station to another:

A) Leave the Control Head
lever(s) of the Station-in-
Command in any position.
B) Place the Control Head
lever(s) of the receiving
Station in the Neutral
detent position. (refer to
Figure 2:)
Figure 2: Remote Stations Before Transfer of Command
C) At the Station taking
command depress and
hold the transfer button
for 1/2 second. (Refer to
Figure 3:)
• The red LED indicator
will light at the receiv-
ing Station’s Control
Head, indicating the Sta-
tion has taken command.
• The red LED indicator
light will go Off at the
transferring Station’s
Control Head, indicating
Figure 3: Remote Station Transfer after Transfer of Command the Station no longer has
command.
D) The commanded positions of the Throttle and Clutch will
remain unchanged for one second after the red indicator
lights. This allows the operator time to move the Control
Head lever(s) to a position approximately matching the last
Station’s, which will allow the vessel to maintain the current
speed and direction.
Page 4
OPERATION
2.6 WARM-UP MODE

FOLLOWED EXACTLY.
This feature allows the operator to increase the engine’s RPM while
the Clutch remains in Neutral. Warm-up Mode is operational only in
Ahead. The system is placed into Warm-up Mode as follows:
Figure 4: Control Head Warm-up Mode

A) At the Station-in-Command, ensure that the Control Head
lever is in the Neutral detent position (refer to Figure 4:):
B) Depress and hold the transfer button.
C) After one second move the Control Head lever to the Ahead
detent position, while the transfer button continues to be
depressed.
D) Now release the transfer button.
• The red indicator light will blink slowly indicating Warm-up
Mode and the clutch has stayed in Neutral.
E) The operator can now start and warm-up the engine while
moving the Control Head lever through the Ahead throttle
ranges.
F) When the Control Head lever is returned to the Neutral
detent, the red LED will discontinue blinking, Warm-up
Mode will be turned off, and the CruiseCommand will auto-
matically reset to Normal Operating Mode after one second.
Figure 5: Control Head Normal Operating Mode

G) The next Control Head lever movement will shift the trans-
mission.
Page 5
OPERATION
2.7 HIGH / LOW IDLE MODES

The Control System offers two options of engine IDLE RPM set-
tings.
• Low Idle Mode (default setting)
• High Idle Mode (an adjustable elevated Idle RPM)
2.7.1 Low Idle
Low Idle is the normal engine Idle RPM.
When the System is initially powered up, it will always command
Low Idle.
2.7.2 High Idle
A High Idle RPM may be programmed during Set Up. The High
Idle maximum setting is 20% of full throttle.
Figure 6: High/Low Idle Mode Selections
2.7.3 Selecting Between High / Low Idle

FOLLOWED EXACTLY.
To select between Low and High Idle (or vice versa) at the Sta-
tion-in-Command: (refer to Figure 6:)
A) The Control Head levers may be in the Neutral, Ahead, or
Astern Detent.
B) Depress and hold the transfer button for 1/2 second and then
release.
• If the System was in Low Idle it will toggle to High Idle and
vice versa.
C) To return to the previous Idle setting, depress and hold the
transfer button again for 1/2 second and then release.
Page 6
OPERATION
2.8 ENGINE SYNCHRONIZATION (TWIN SCREW)

Synchronization is automatic and only operates when the Ahead
clutch is engaged, consequently it can be left ON full time. The
Control System will always power-up with synchronization ON.
In order for synchronization to become active and work toward syn-
chronizing the engines' RPM's, the Synchronization Criteria must be
met.
2.8.1 Synchronization Types
2.8.1.1 Equal Throttle Synchronization (Twin Screw) (default)
This type of synchronization uses the criteria, indications, and is
turned 'ON' and 'OFF' as described in Sections 2.8.2, 2.8.3,
2.8.4, and 2.8.5.
Equal Throttle synchronization simply has the Processors send
the same or an equal Throttle Command Signals to the engines
when the criteria has been met. With Equal Throttle Synchroni-
zation the Processors do not receive Tachometer signals repre-
sentative of the engines RPM's.
CAUTION: The Control System will remain synchronized as long as the Control Head's
levers are in close proximity to one another. If a lever is moved to a point
where the 10% throttle window is exceeded, a 10% increase in engine RPM
would occur with one engine, resulting in a sudden change in the vessel's direc-
tion.
2.8.1.2 Active Synchronization (Twin Screw)(default Disabled)

Active Synchronization must be Enabled during Set Up and a
Tachometer Sensor Wire Harness must be used.
This type of synchronization uses the criteria, indications, and is
turned 'ON' and 'OFF' as described in Sections 2.8.2, 2.8.3,
2.8.4, and 2.8.5.
The Processors each receive a tachometer signal representing
engine RPM from their respective engines. These signals are
compared with one another over a serial communication line. If
the Synchronization Criteria (described in Section 2.8.2) is met,
the throttle command signal of the engine running at the higher
RPM is lowered, until the RPM's of both engines match.
2.8.2 Synchronization Criteria
Synchronization Criteria is met when all of the following are true:
• Both Control Head levers are commanding Ahead clutch engage-
ment.
• Both Control Head levers are commanding at least 5% of the
throttle range.
• The commanded throttles are within a 10% window of one
another.
Page 7
OPERATION
2.8.3 Synchronization Indications:
• The green LED located on the Control Head, indicates the status
of synchronization.
• When the Station-in-Command's green LED blinks, the Control
System is working toward synchronization.
• When the Station-in-Command's green LED is lit steady, the
engines are synchronized.
• When the Station-in-Command's green LED is not lit, the engines
are not synchronized and the Control System is not attempting to
do so.
2.8.4 Turning Synchronization OFF:
A) Ensure that the Control Head's levers are positioned to a point
where synchronization criteria are met.
B) Press and hold the transfer button until the green LED blinks
and then goes out (approximately 2 seconds). Synchronization
is now OFF.
2.8.5 Turning Synchronization ON:
A) Ensure that the Control Head's levers are positioned to a point
where synchronization criteria are met.
B) Press and hold the transfer button until the green LED lights
(approximately 2 seconds).
• The green LED will blink as the system is working toward
synchronization.
• The green LED will become solid when the engines are syn-
chronized.
Page 8
OPERATION
2.9 ONE LEVER OPERATION MODE (TWIN SCREW)

This System utilizes One Lever Operation Mode to allow one Con-
trol Head lever (Master) to command all engines and gears. The
"Master" lever can be any lever. The advantage of this is that only
one Control Head lever operates all engines and gears. Normal con-
trol sequencing and timing applies to all engines.
NOTE: ONE LEVER OPERATION MAY BE USED IN TROLL MODE OR IN NON-TROLL MODE.
NOTE: THE GREEN LED WILL ALWAYS BE LIT WHILE IN ONE LEVER OPERATION, NO MATTER WHAT
POSITION THE MASTER CONTROL HEAD LEVER IS IN.
FOLLOWED EXACTLY.
One Lever Operation Mode must be

enabled.
2.9.1 To turn ON One Lever
Operation:
A)At the Station-in-Command,
move all of the Control Head
Figure 7: Step A One Lever Operation Mode
levers to the Ahead Detent
B)Push and Hold the transfer button
while moving the Master Control
Head lever out of the Ahead
detent. DO NOT RELEASE
TRANSFER BUTTON until the
green light turns On, indicating
One Lever Operation Mode is
now Active.
Figure 8: Step B One Lever Operation Mode
NOTE: THE CONTROL HEAD LEVER THAT IS IN-ACTIVE CAN BE PLACED OUT OF THE WAY IN ANY POSI-
TION FORWARD OF THE AHEAD DETENT.
2.9.2 To turn OFF One Lever Operation:

A) Place the Master Control Head lever into the Neutral Detent.
B) Place the in-active Control Head lever into the Neutral Detent.
C) The green LED will turn Off, indicating control system is now
in Normal Operating Mode.
WARNING: IT IS STRONGLY RECOMMENDED THAT THE MASTER LEVER IS RETURNED
TO THE NEUTRAL/IDLE POSITION PRIOR TO DISABLING ONE LEVER
OPERATION. FAILURE TO DO SO MAY RESULT IN A SUDDEN CHANGE IN
VESSEL DIRECTION.
Page 9
OPERATION
2.10 TROLLING VALVE OPERATION (OPTIONAL)

This Control System is able to control electric Trolling Valves that
utilize single or dual solenoids.
The Troll Mode option is selected during Set Up.
2.10.1 Trolling Valve Command Operating Modes
This System has two Modes of Operation when a Troll Valve Type
of command has been set up: Troll and Non-Troll. When the
Control System is initially powered up, the default mode of opera-
tion is the Non-Troll Mode.
2.10.1.1 Operation in Non-Troll Mode
During Non-Troll Mode the Trolling Valve will remain locked
up or at maximum oil pressure position and System will work in
Normal Operating Mode.
2.10.1.2 Operation in Troll Mode (On/Off)
FOLLOWED EXACTLY.
Troll Mode is a feature that must be turned On and Off at the

Control Head.
A) To turn ON Troll Mode, place the Control Head lever in
the Neutral, Ahead, or Astern Detent.
B) Depress and hold the transfer button for two (2) seconds.
• The solid red indicator light on the Control Head will begin
blinking rapidly, indicating the system is now in Troll
Mode.
NOTE: IF SYSTEM IS SET FOR TWIN SCREW OPERATION, ENSURE ALL CONTROL HEAD LEVERS ARE IN THE
NEUTRAL/IDLE (VERTICAL) OR AHEAD/ASTERN DETENT.
C) Once the system has been placed in Troll Mode and in the
Ahead or Astern detent, the propeller will begin to rotate
at approximately 30% of Idle lock-up RPM.
• The throttle remains at Idle;
• The transmission commands Ahead or Astern;
• Control Head red LED flashing.
D) Continued Control Head lever movement through the
Troll Range:
• Will increase the propeller RPM from 30% shaft RPM to
approximately 70% shaft RPM;
• The throttle remains at Idle or can be adjusted to increase
up to 20% of maximum throttle within this Troll Range.
• The Control Head red LED will become a steady light when
the Control Head lever reaches the end of the Troll Range.
Page 10
OPERATION
E) The remaining movement of the Control Head lever
beyond the Troll Range:
• Clutch locks up.
• Will increase engine speed up to maximum throttle.
F) To turn Troll Mode OFF, place the Station-in-Command
Control Head lever in the Neutral, Ahead, or Astern
detent.
G) Depress and hold the Transfer Button until the red indica-
tor light on the Control Head changes (approximately 2
seconds) then release the button:
• When the red indicator light is a steady red, the control sys-
tem has Troll Mode OFF. The clutch is locked-up.
2.10.2 Types of Trolling Valve Command

• 00 = No Trolling Valve (Refer to Section 2.10.1.1 for operation)
• 01 = Type 1 20 degrees Troll Range (Refer to Section 2.10.1.2 for operation)
NOTE: WHEN TROLL TYPE 3 IS BEING USED, MAXIMUM THROTTLE IS LIMITED TO 75%.
Troll Mode ON/OFF is the same for all three (3) Types of Troll
Range (01, 02, 03). The Troll Mode Type is selected during Set
Up, MM14330-I Manual Section 5.3.16.
Figure 9: Control Head 20 Degree Figure 10: Control Head 35 Degree Troll Figure 11: Control Head 45 Degree Troll
Troll Range - Type 1 Range - Type 2 Range - Type 3
Page 11
MAINTENANCE
3.0 MAINTENANCE
3.1 CONTROL PROCESSOR
Check all terminal connections for signs of corrosion or loose con-
nections.
3.2 CONTROL HEAD
Verify once a year that Control Head terminals are secure and free of
corrosion.
Page 12
APPENDIX A
MMC-1 72 Rev.Z-O 11/0 3
ZF Mathers, LLC
12125 Harbour Reach Drive
Mukilteo, WA 98275 USA
800-546-5455 / 425-583-1900
Fax: 425-493-1569
MMC-172, Rev. Z-O 11-03
BRAZIL FRANCE
7000 Antonio Tucunduva 3590 David Elderkin
ZF do Brazil S.A. T: 5515 235 2301 Vidal Diffusion Marine T: 33 494 08 68 20
Avenida Conda Zepplin, 1935 Z.I. Toulon -Est
Sorocaba-sp, CEP 18103-000 F: 5515 235 2233 Toulon Cedex 9, F: 33 494 08 26 59
BRAZIL FRANCE
d.elderkin@vidalmarine.com
CHINA GERMANY
6953 Tang Zhou Qing 7252 Jan Hogenkamp
ZF Representative Office, Shanghai T: 0086-21-6445 9745 ADS Van Stigt T: +31 (0) 183 650000
Room 6E, Yi-Dian Building Avelingen - West 30
No. 746 Zhaojiabang Road F: 0086-21-6445 9748 NL-4202 MS Gorinchem, F: +31 (0) 183 650001
Xuhui District, Shanghai 200030 M: 13901655780 NETHERLANDS
zftang@shanghai.cngb.com vs@vanstigt.nl
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ZF Mathers, LLC
12125 Harbour Reach Drive, Suite B
Mukilteo, WA 98275 U.S.A.
800-546-5455 / 425-583-1900
Fax: 425-493-1569
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 prop-
erly 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 trou-
bleshooting 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.Travel to and from the job site.
1. Adjustment or calibration of any ZF Mathers equipment.
2. 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.
3. Damage due to accidents, improper installation or handling and or improper storage.
4. Damage due to faulty repairs performed by an unauthorized service representative.
5. Damage due to conditions, modifications or installation contrary to published specifications or
recommendations.
6. Original installation charges or start-up costs.
7. Battery service including labor charges related to battery service.
8. Rental of equipment during performance of warranty repairs.
9. Unauthorized repair shop labor, without prior approval from ZF Mathers Service Department.
10. Shop supplies such as connectors, wire, cable, etc.
C) Warranty Service
Call 1-800-546-5455 or 1-425-583-1900 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.
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 col-
lect.
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 CONSE-
QUENTIAL 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 A-5
Page A-6
APPENDIX B
TROUBLESHOOTING
TRAIN-156 Rev G 5/03
1.0 TROUBLESHOOTING
1.1 GENERAL
The CruiseCommand Control System consists of one Processor per
engine, typically mounted in the engine room, and one to four Con-
trol Heads located at the vessel’s remote stations. The Processors are
designed to precisely control electronic throttles and transmissions
equipped with solenoid clutch or clutch/troll selection.
Figure 1: Basic Control System

Before you begin troubleshooting, review the CruiseCommand Sys-
tem Diagram above. Become familiar with the various components
and their function within the control system. All CruiseCommand
systems consist of at least four main components. These compo-
nents are the Control Head(s), Processor(s), Electrical Wiring (Har-
nesses) and a Power Source.
Appendix B-1
TROUBLESHOOTING
The following is a brief description of these components. As you

read through this manual there are more detailed explanations of
these components, their function and how this function is accom-
plished.
1.1.1 Control Head
The primary function of the Control Head is to send out a variable
DC voltage to the Processor. This DC voltage is representative of
the Control Head’s current lever position. In addition to the pri-
mary function, the Control Head also has audible (Sound Trans-
ducer) and visual (LED) status indications, along with a Transfer
Button for taking command and performing other functions.
1.1.2 Processor
The Processor receives the variable DC voltage from the Control
Head(s) and converts these inputs to the appropriate electronic or
electric outputs at the correct time and sequence to the Governor
and Gear Box. The information regarding throttle type, throttle/
gear sequencing, etc., are all stored on memory within the Proces-
sor.
1.1.3 Electrical Wiring (Harnesses)
The function of the Electrical Wiring is to move electrical infor-
mation from one point to another. The electrical wiring used in
the CruiseCommand systems come in the form of pluggable Har-
nesses. These Harnesses may have plugs on one end or both,
depending on its purpose. All systems will have a Harness for
Control Head Interface, Engine Interface, Gearbox Interface and
DC Power. In addition to these, there may be a Serial Communi-
cation Harness and/or Tachometer Signal Harness. The Power
and Gearbox Harnesses come in different forms to accommodate
such items as Start Interlock and Troll.
1.1.4 Power Source
All electronic equipment must have power in order to operate.
Ensuring a well charged reliable power source is available is cru-
cial.
1.2 TROUBLESHOOTING QUESTIONS
Prior to ever lifting a tool or stepping on board the vessel, a lot of
problems can be resolved by asking the customer the following basic
questions:
A) Is the system installed on a Single or Twin Screw vessel?
• If the system is installed on a Single Screw vessel, this question
does not have much value in narrowing down the possible
Appendix B-2
TROUBLESHOOTING
causes of the fault. On the other hand, if the vessel has twin
screw this question is very helpful.
1. Does the problem or symptoms occur on the Port,
Starboard or both sides?
• If the problem or symptom only occurs on one side, you
have effectively eliminated 50% of the possible causes. For
example, if the symptom only occurs on the Port side, the
Starboard Power Source, Harnesses, Processor and Control
Heads have been eliminated as potential causes.
• If the problem occurs on both the Port and Starboard in
Twin Screw vessels or two or more in Multiple Screw
applications, you must ask yourself; what do both sides
have in common? The most likely answer to your question
would be the DC Power Source.
B) How many Remote Stations are there?
• If only one Remote Station is present, not much will be gained
by asking this question. However, if more than one Remote
Station is being used, command should be taken from one of
the other Stations to see if the problem occurs from another
Station.
• If the problem occurs from more than one Remote Station, the
odds are that the Control Heads are not the cause of the trouble.
• If the problem only occurs at one Remote Station, there is a
greater chance of the Control Head or the Control Head Har-
ness of being the cause.
C) Are any tones generated when the problem occurs?
• The CruiseCommand system is capable of producing five dif-
ferent tones in order to alert the operator of a potential prob-
lem. Identifying these tones will dramatically narrow down the
possible cause of the problem.
1. Slow Repetitive Rate Tone, also referred to as the "Ini-
tialization Tone" is normal when DC power is first applied
to the CruiseCommand System. This tone indicates:
• Power has just been applied to the System
• The Software Program is running normally
• The Processor is commanding the throttle to Idle and the
clutch to Neutral.
2. Repetitive Signal: One Long - Three Short is used to
indicate an invalid command signal at the Station-in-
Command Control Head.
3. Steady Tone is an indication that something has gone
wrong within the Control System. Typically this tone will
be accompanied by an Error Message on the Processor’s
Display.
Appendix B-3
TROUBLESHOOTING
4. Repetitive Signal: One Long - One Short is used to
indicate some type of malfunction with one or more of the
Clutch or Neutral Solenoid Circuits. This tone will be
accompanied by an Error Message on the Processor’s Dis-
play. This tone is only available if the High Side Driver
Fault is Enabled.
5. Three Second Steady Tone is generated when a fault is
detected with the Troll ON/OFF Solenoid or the Troll Pro-
portional Solenoid. Typically this tone will be accompa-
nied by an Error Message on the Processor’s Display.
This tone is only available if the High Side Driver Fault is
Enabled.
• Are any Error Messages shown on the Processor’s Dis-
play? In addition to generating a tone, if at any time the sys-
tem malfunctions or detects a fault, an error message will be
displayed. Write down the Error Message Number and have
available for the ZF Mathers Representative.
D) Are the Control Head(s) LED’s lit or not?
• The LED(s) will be in one of four states
1. Lit Steady
2. Not Lit
3. Blinking Slowly
4. Blinking Rapidly
• When the LED is Lit Steady, this indicates that the Station is in
command and in the normal operative mode.
• When the LED in Not Lit, that Station is not in command or is
experiencing an error.
• A Slow Blinking LED indicates that the Control Head is in the
“Warm-up Mode”.
• A LED that is Blinking Rapidly or strobing indicates that the
system is in “Troll Mode”.
E) Has anything changed on board the vessel?
• This is a question which is often overlooked but should always
be considered. Items like adding additional electronic equip-
ment to the vessel can obviously affect the load on the power
supply and in turn effect the Control System.
• There are also changes which may have occurred, that seem
obvious to you as having an effect on the system, that an opera-
tor doesn’t think to tell you. An example would be re-power-
ing of the vessel. Changing from, lets say, a Caterpillar to a
Cummins Electronic Engine would have a serious impact on
delivering the correct signal from the Processor to the Gover-
nor.
Appendix B-4
TROUBLESHOOTING
• Also ask about any changes, that when initially considered,
appear to have nothing to do with the Control System. An
example where this occurred was a vessel which had just been
repainted. For some unknown reason, the painter took it upon
himself to disconnect a Control Head and then reconnected it
incorrectly.
In a lot of cases, these simple questions can resolve a problem with
no further actions from you. Take the time to consider these ques-
tions. In the long run you will save yourself and the customer a lot
of time and money.
1.3 PROBLEM RESOLUTIONS
If a problem could not be resolved by asking the previous questions,
a careful inspection of the Control System may be the next step.
Verify that the system is in compliance with the Installation Manual
by carefully inspecting the following:
A) DC Power Source
1. Ensure that the Processor(s) and Clutch power is con-
nected to a properly charged 12 or 24VDC battery through
a 10 Ampere circuit breaker.
2. To ensure reliable power to the Processor(s) even with a
failure of single battery, the APS (Automatic Power
Selector) may be used demonstrated in Appendix C
Power Option Drawings.
B) Component Locations
1. Control Heads - There are virtually no restrictions
regarding the location of the 400 Series & MC2000 Series
Style Control Heads, as long as the bottom is protected
from the environment. In the case of the 700 Series Con-
trol Heads, this concern doesn’t even exist.
2. Processors - The Processors are typically mounted any-
where in the Engine Room, while maintaining a minimum
distance of 4 feet (1,22m) from sources of high heat and
EMI or RFI energy.
C) Component Condition
1. Control Heads - Inspect for any signs of corrosion due to
water incursion. Ensure that all fork connectors are prop-
erly secured to the terminal strip.
2. Processors - Inspect the Processors for any signs of phys-
ical damage.
Appendix B-5
TROUBLESHOOTING
D) Interconnecting Wiring
1. Inspect the Harness’s Pins and Sockets for bent pins or
any signs of corrosion.
The key to troubleshooting the CruiseCommand Control System is
identifying which of the categories listed below is the cause of the
problem:
• DC Power Source
• Interconnecting Wiring (Harnesses)
• Engine or Transmission
• Component Calibration
• Control Head Failure
• Processor Failure
The following pages should give you a good guideline for making
this determination. There is no need to troubleshoot the system to
any point further than one of the main components listed above. If
the fault is found to be with a Control System component, that com-
ponent is simply replaced.
In the event of a system malfunction, the first thing which typically
comes to the attention of the operator is the vessel’s current situation.
Are there other vessels in the area, is the vessel pulling to the Port or
Starboard, etc.? The second item which will draw the attention of
the operator is the Control Head and it’s levers. For this reason, and
the fact that the Control Head is located where the operator is, the
Control Head is utilized as the starting point for troubleshooting sys-
tem malfunctions. The Control Head produces 5 different tones to
warn the operator of a potential problem. These tones are explained
in full detail in Section 1.5. Additionally, the Red LED’s status; for
instance, are they On, Off, Blinking, etc.? Knowing the status of
these items is quite beneficial in the troubleshooting process.
Port The Control Heads, located at all

Starboard remote stations, have LED’s (Light
Red LED
Red LED
Port
Emitting Diodes) and Sound Trans-
Starboard ducers installed. These devices pro-
Sound Sound
Transducer Transducer vide visual and audible system status
indication, which assists in system
11580-
troubleshooting.
Figure 2: Control Head Indicators
Appendix B-6
TROUBLESHOOTING
In addition to the audible and visual indications

provided by the Control Heads, the Processor has
four 7-segment pad’s (Display), which display
Error Codes in addition to Set-up information
described previously in the Installation manual.
These Error Codes let you know if the system is
incorrectly installed, if a malfunction has
occurred, and if so, the type of malfunction.
Additionally, the four 7-segment pad’s can be
used together with the arrow push-buttons to dis-
play diagnostic information.
Figure 3: Processor
1.4 DIAGNOSTIC MENU

In order to access the diagnostic information provided by the Proces-
sor, follow the steps below. The diagnostics provide the following
information:
• Applied Battery Voltage
• Tachometer Sender Frequency
• Stations 1- 4 A/D’s
• Stations 1- 4 Transfer Button Status
• Software Revision Level
A) Locate the Display on the Port or Starboard Processor. The Dis-

play will have a pattern moving from left to right which looks
like Figure 4: while the program is running:
Figure 4: Display Pattern
B) Depress the Up or Down Arrow Push-button. The characters

“A0 01” will be shown on the Display.
Figure 5: Display Function A0

Appendix B-7
TROUBLESHOOTING
C) Depress the Up or Down Arrow Push-button repeatedly until

“H0 00” is displayed.
Figure 6: Display Function H0
D) Depress and hold the Left and Right Arrow Push-buttons simul-
taneously until the “H0” begins to blink. Release the Push-but-
tons; the applied battery voltage will now be displayed:
• The displayed value is in “real time” and provides a rough esti-
mate of the DC voltage applied to the Processor. The reading
is accurate to within 0.50 DC.
Figure 7: Display Applied Battery Voltage
E) In addition to the applied battery voltage, scrolling through the

Diagnostics Menu by pressing the Up or Down Arrow Push-but-
ton can also show the Tachometer Sender Frequency:
• The information shown is the actual frequency outputted by the
Tachometer Sender. This signal is utilized in “Closed Loop”
Synchronization or “Closed Loop” Troll (future) systems.
.
Figure 8: Display Tachometer Sender Frequency in Hz

• The Control Head’s lever position, and the resulting outputs of
Stations # 1, 2, 3 & 4’s Control Heads can always be moni-
tored. This is regardless of whether that Station is in command
or not. Note the placement of the decimal points in the exam-
ples below, which show all four Stations with the lever posi-
tioned at the Neutral/Idle position. This will be covered in
further detail later.
Figure 9: Display Stations Current Control Head Lever Positions

Appendix B-8
TROUBLESHOOTING
• The current status of all the Control Head’s Transfer Buttons
can be monitored within the Diagnostic Menu. A “1” indicates
a closure (depressed Transfer Button) of the switch, while a “0”
indicates an open switch. This will also be covered in more
detail later.
Figure 10: Display Stations Control Head Transfer Button Status
F) Depressing the Up or Down Arrow one more time will show the
current revision level of the software. This feature will provide
invaluable information in the years to come. Determining the
characteristics or capabilities of a certain CruiseCommand will
be as simple as selecting this feature.
Figure 11: Display Software Revision Level
G) Pressing the Up or Down Arrow (Scroll) Push-button once more,

returns you to the Applied Battery Voltage.
H) The Diagnostic Menu can be exited two ways:

• Do not touch any Push-buttons for 5 minutes. The system will
automatically exit.
• Depress the Left Arrow Push-button until “H0 00” appears.
You may now scroll through the Set-up Menu.
Appendix B-9
TROUBLESHOOTING
1.5 AUDIBLE TONES

As mentioned previously, there are various tones emitted from the
Control Head if an error were to occur. These tones are as follows:
1.5.1 Slow Repetitive Tone
Figure 12: Slow Repetitive Tone

The Slow Repetitive Tone, also referred to as the “Initialization
Tone” is the tone you hear at all Remote Stations when power is
initially applied to the control system. When this tone is heard,
you know for a fact that the following are true:
• Power has just been applied to the system
• The Software Program is running normally
• The Processor is commanding the throttle to Idle
• The Processor is commanding the clutch to Neutral
This is a totally normal tone when power has first been applied to
the Processor and no Control Head has taken command. How-
ever, the tone may also be an indication of a problem, if during
normal operation the engine’s throttle drops to Idle, followed by
the clutch to Neutral, the Control Head’s Red LED goes out and a
slow repetitive tone is heard at all remote stations. This indicates
that the voltage at the Processor has momentarily dropped below 8
VDC and then returned to a normal operational level. This could
be due to:
• Loose battery power cable connection
• Under-charged or defective battery
• Voltage drop due to current flow
In order to pinpoint the exact cause of the low voltage at the Pro-
cessor, perform the following checks:
A) Check the Display on the Processor for Error Messages.
Error Message 55 may appear indicating Under Voltage.
One or more of Error Messages 37 through 53 may also be
displayed. This is due to the momentary loss of serial com-
munication between the two Processors. Take note that the
Under Voltage error is not only dependent on low voltage, it
is also dependent on the duration of the low voltage. The
possibility exists that an error message would not be dis-
played if the duration of the low voltage was short enough.
However, the other symptoms mentioned above still occur.
B) In either case, follow the procedure listed under Diagnostic
Menu (Section 1.4) until the Applied Battery Voltage is dis-
played. Take note of the applied voltage.
Appendix B-10
TROUBLESHOOTING
C) Go to the battery or Main Distribution Panel which is feed-
ing power to the Processor. With a DC Voltmeter, measure
the voltage at this power source. The battery voltage should
be greater than 12.4 Volts in 12 VDC systems and 24.8 Volts
in 24 VDC systems. If not, the battery or it’s charging sys-
tem needs servicing.
D) The voltage differential between the power source and the
Processor should not exceed 1.2 Volts in 12 VDC systems
and 2.4 Volts in 24 VDC systems. If so, there is high resis-
tance somewhere between the battery and Processor.
NOTE: IF AN APS IS BEING UTILIZED IN THE POWER CIRCUIT, TAKE INTO ACCOUNT THE 0.7 VDC FOR-
WARD VOLTAGE DROP OF THE DIODES, WHICH WOULD INCREASE THE PERMISSIBLE DIFFERENTIAL
TO 1.9 OR 3.1 VDC DEPENDING ON WHETHER THE SYSTEM IS 12 OR 24 VDC.
E) The high resistance, resulting in a differential voltage of 1.2

Volts (12 VDC Systems) or 2.4 Volts (24 VDC Systems) or
greater, may be the result of corroded or tarnished connec-
tions, dirty or pitted relay contacts or an improperly sized
power cable.
F) If the voltage differential is less than 1.2 Volts (12 VDC
Systems) or 2.4 Volts (24 VDC Systems), which is what you
would typically expect, a loose connection may exist
between the power source and the Processor. The vibration
experienced while the vessel is underway may intermit-
tently cause the circuit to open. Check all the connections
between the power source and the Processor for a loose
bolts, nuts, etc.
1.5.2 One Long - Three Short Tones
Figure 13: One Long - Three Short Tones

This tone indicates that there is an invalid command signal at the
Station-in-Command. The Processor expects a DC voltage, repre-
sentative of the Control Head’s lever position, between approxi-
mately 0.5 and 4.40 VDC. This DC voltage is then interpreted as
an A/D Count by the Processor. More on A/D Counts later. If the
voltage drops below or exceeds this range, the tone will be gener-
ated. At the same time the throttle command will drop to Idle and
the clutch will be commanded to Neutral. The cause of the fault
may be due to:
• An open or high resistance connection between the Control
Head and Processor.
• Out of calibration Control Head
• A defective Control Head
Appendix B-11
TROUBLESHOOTING
The exact cause of the malfunction can be found as follows:
A) Check the Processor’s Display for error messages. Most
likely, one of error messages 13 thru 28 will be shown. The
exact number shown depends on which remote station is
experiencing the problem and whether the Command Volt-
age was too high or too low.
B) To further isolate the cause, enter the Diagnostic Menu as
outlined in Section 1.4.
C) Depress the Up or Down (Scroll) Arrow Push-button until
the appropriate remote station is shown. The appropriate
remote station can be identified by the position of the deci-
mal points. Station 1 has no decimal point after the first
digit to the far right. The remaining three digits all have
decimal points. If the digit to the far left had no decimal
point following it, but the remaining three did, this would
represent Station 4.
Figure 14: Display Stations Example
D) The examples above are shown with no Control Heads con-

nected to any remote stations. When a Control Head is con-
nected, the appropriate A/D (Analog/Digital) value for the
current position of the Control Head’s lever will be shown,
as in the examples below:
Figure 15: Display Stations A/D Value
E) If the A/D value is 900 or greater, one of Error Codes 13- 20

will be shown.
Appendix B-12
TROUBLESHOOTING
F) If the A/D value is greater than 900, but less than 990 the
following may be the cause:
• The Control Head’s potentiometer is out of calibration.
• The potentiometer is defective.
G) In either case, it is recommended that the Control Head is
replaced.
H) If the A/D value is 995 or higher, most likely the JUMPER
between the Control Head’s pins 3 & 5 (Right Hand) or 3 &
7 (Left Hand) is disconnected. If in addition to the A/D
value being 995 or higher, the LED is not lit and no audible
tone is heard, the red wire connected between pin 3 of the
Control Head and pin 5 of the Processor is open.
I) If the A/D value is 100 or less, one of Error Codes 21- 28
will be shown.
J) If the A/D value is less than 100, but greater than 75, the fol-
lowing may be the cause:
• The Control Head’s potentiometer is out of calibration.
• The potentiometer is defective.
• A high resistance connection exists on the green wire between
the Control Head and Processor.
K) If the A/D value is less than 75, there is an open circuit on
the green or blue wires.
1.5.3 Steady Tone
Figure 16: Steady Tone

The Steady Tone is an indication to the operator that something
has gone wrong within the Control System. The Steady Tone will
typically be accompanied by an Error Message on the Processor’s
Display. If the tone is heard, the Processor’s Display must be
referred to in order to further diagnosis the problem.
1.5.4 One Long - One Short
Figure 17: One Long - One Short Tone

This tone indicates that there is some type of malfunction with one
or more of the Clutch or Neutral Solenoid Circuits. The exact
nature of the malfunction can be further isolated as indicated by
the Error Message on the Display. There are six different Error
Messages, of which one or more will be displayed in conjunction
with this tone. Depending on which Solenoid and whether an
Open or a short is detected. Error Message 1, 2, 3, 4, 5, or 6 will
be shown. The System’s program/memory must be told of the
existence of these solenoids in order to activate this feature.
Appendix B-13
TROUBLESHOOTING
1.5.5 Three Second Steady Tone
Figure 18: Three Second Steady Tone

This tone is generated when a fault is detected with the Troll ON/
OFF Solenoid or Troll Proportional Solenoid. The tone will also
be accompanied with one or more of Error Messages 7, 8, 9, and
10. The System’s program/memory must be told of the existence
of these solenoids in order to activate this feature.
This tone is also generated with a stuck Control Head transfer but-
ton. Refer to Section 1.6.3 for further information.
1.6 STATION TRANSFER
In order to transfer command from one remote station to another the
following must occur:
• There must be a valid “Command Signal” from the Control
Head to the Processor.
• The “Command Signal” must indicate that the Control Head’s
lever(s) is at the Neutral/Idle position.
• The Transfer Button must be depressed which takes the “Sta-
tion Select” signal from 5.00 VDC to 0.00 VDC.
These items can be tested as follows:
1.6.1 Command Signal
As mentioned previously, the Command Signal is a DC voltage
which varies in relationship to the Control Head’s lever position.
The Processor provides each Control Head 5.00 VDC, which is
referred to as the “Reference Voltage”. The Reference Voltage is
applied to a 5K Potentiometer in the Control Head. The potenti-
ometer’s “Wiper” taps off a portion of the Reference Voltage and
sends it back to the Processor. The amount of DC voltage which
is tapped off, is dependant on the position of the Control Head’s
lever. When the lever is fully Astern, a small portion of the Refer-
ence Voltage is tapped off by the wiper, and therefore, the voltage
is at its lowest point (approx. 0.60 VDC). When the lever is posi-
tioned fully Ahead, a larger portion is tapped off and the voltage is
at its highest point (approx. 4.40 VDC).
Since all the calculations within the CruiseCommand system are
performed digitally, these DC voltages are expressed as and con-
verted to a digital representation. The “Reference Voltage”
(approx. 5.00 VDC) by which all analog inputs are based, is repre-
sented as 1023 A/D (Analog to Digital) Counts. This allows for
the possibility of a 1024 possible positions when 0 is included in
the count. The value of the Command Voltage, with the lever at
the Neutral/Idle position is 48- 50% of the Reference Voltage or
491- 511 A/D’s (2.40- 2.50 VDC). The Command Voltage at Full
Appendix B-14
TROUBLESHOOTING
Ahead is 83- 85% or 849- 869 A/D’s (4.15- 4.25 VDC) and Full
Astern is 12- 14% or 123- 143 A/D’s (0.60- 0.70 VDC).
Since the Commanded Signal is based on a percentage of the Ref-
erence Voltage, the distance of the Control Head from the Proces-
sor has no impact on the performance of the system. The amount
of voltage drop, due to current flow, is the same for both the Ref-
erence and Command Voltages. The relationship between the
Reference and Command Voltages when thought of as a percent-
age, will remain the same regardless of distance. For instance,
here are two examples.
Example # 1 Example # 2
Reference Voltage 5.00 VDC 1023 A/D Counts Reference Voltage 4.80 VDC 1023 A/D Counts
Command Voltage 2.45 VDC 501 A/D Counts Command Voltage 2.35 VDC 501 A/D Counts
As you can see by the examples, even though the Command Volt-
ages are different between Examples # 1 & 2, the resulting A/D
counts, are the same because of the different Reference Voltages.
This would result in the Processor commanding the identical out-
puts (Clutch & Throttle) in both cases.
A) The A/D count for a specific Control Head’s lever can be
seen on the Processor’s Display by following the steps out-
lined in Section 1.4.
B) Once the appropriate remote station is reached, ensure that
the displayed A/D Count represents the Neutral/Idle posi-
tion (491- 511 A/D counts). Command will not be accepted
unless the Control Head’s lever is at the Neutral/Idle posi-
tion.
1.6.2 Remote Station Select
The second required item for taking command is “Station Select”
or depressing of the Transfer Button. The functionality of the
Transfer Button can be tested by depressing the Up or Down
Arrow (scroll) Push-button one more time after showing the four
remote stations’ A/D’s. At this time the Display will look like the
Station A/D’s without the decimal points as shown in Figure 19:
Figure 19: Display Station A/D’s no decimal points
Appendix B-15
TROUBLESHOOTING
When the Transfer Button is depressed, the 0 which represents
that remote station, will change to a 1 as shown in Figure 20:
Figure 20: Display with Station Transfer Button pushed

Whenever command cannot be gained at a particular remote sta-
tion, the Station Select and Command Signals are the first to be
investigated. If either the Command Signal is out of range or the
Station Select is inoperable, command will not be accepted at that
remote station.
1.6.3 Stuck Transfer Button
The Transfer Button is a normally open, momentary switch. The
only time the switch should close is when it is depressed to take
command or when entering or departing various other functions.
In the event that the Transfer Button became stuck in the closed
position, the following will occur:
• The Transfer Button would have to be closed for 15 seconds or
more.
• The throttle and clutch are not affected.
• A solid tone is heard from all remote stations until the button is
unstuck or transfer to another remote station has taken place.
• If a Control Head that is not in command has a stuck transfer but-
ton, the following will happen:
If Control Head levers are positioned at Neutral/Idle, a solid
tone is heard from all remote stations.
If Control Head levers are positioned other than Neutral/Idle, a
three (3) second tone is heard from all remote stations.
• Error Code 29 - 32, depending on which remote station, will be
shown on the Processor Display.
• Command can be taken at any other operational remote station.
• After one (1) second command can be regained at the remote sta-
tion with the stuck button as long as the problem has been cor-
rected by depressing the transfer button.
A) If a stuck Transfer Button is suspected, this can be verified by
looking at the Station Select status (1 or 0) as outlined in Sec-
tion 1.6.2.
Appendix B-16
TROUBLESHOOTING
B) An Error Code 29 - 32 will be shown on the Display. The Error
Code’s number depends on which Station is experiencing the
problem.
1.7 ERROR MESSAGES
As stated previously, in the event of a problem with the Control Sys-
tem, the CruiseCommand System is capable of producing numerous
Error Messages to aid in the isolation of the cause. Table 1: lists
these Error Messages, along with a brief description. Some of the
Error Messages are installed into the software for future consider-
ations, while others are surely to be added in the future.
Table 1: Error Messages
Err Title Description
1 Clutch Astern Shorted The Astern Clutch Solenoid appears to be shorted or is requiring more current than can be supplied.
3 Clutch Neutral Shorted The Neutral Solenoid appears to be shorted or is requiring more current than can be supplied.
5 Clutch Ahead Shorted The Ahead Clutch Solenoid appears to be shorted or is requiring more current than can be supplied.
7 Troll On/ Off Shorted The Troll Solenoid appears to be shorted or is requiring more current than can be supplied.
9 Troll Command Shorted The Troll Command Solenoid appears to be shorted or is requiring more current than can be supplied.
10 Troll Command Open The Troll Command Solenoid appears to be open. The Solenoid is probably not connected.
13 Remote Station # 1 Faulted High Station # 1 Control Head’s lever position is out of range. The input appears to be too high.
21 Remote Station # 1 Faulted Low Station # 1 Control Head’s lever position is out of range. The input appears to be too low.
29 Remote Station # 1 Button Stuck Station # 1 Control Head’s Transfer Button has either been closed too long or has been closed since
Closed power-up.
Closed power-up.
Closed power-up.
Appendix B-17
TROUBLESHOOTING
Closed power-up.
Closed power-up.
Closed power-up.
Closed power-up.
Closed power-up.
37 CAN Communication Stuffing The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a stuffing type error.
38 CAN Communication Form The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a form type error.
39 CAN Communication Acknowl- The Control-Area-Network protocol has detected an error in communication with other devices in
edge Error the network. The error type is a acknowledge type error.
40 CAN Communication Bit 1 The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a Bit 1 type error.
41 CAN Communication Bit 0 The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a Bit 0 type error.
42 CAN Communication CRC The Control-Area-Network protocol has detected an error in communication with other devices in
Error the network. The error type is a CRC type error.
43 CAN Communication Bus The Control-Area-Network protocol has detected an error in communication with other devices in
Failed the network. The error type is a Bus Failure type error. This error cannot be recovered from without
recycling power to the Processor.
44 Communication Error Time-out Communication with the system has been too long without a Refresh message.
System 1
System 2
System 3
System 4
System 5
49 Station Expander Communica- Communication with the Station Expander has been too long without a Refresh message.
tion Error Time-out System 6
54 Over Voltage Fault The applied battery voltage is above the expected limits for greater than 2 seconds.
55 Under Voltage Fault The applied battery voltage is below the expected limits for greater than 2 seconds.
56 Reset Due to Software Watch- The system has had an unexpected Reset, due to a software/ hardware problem.
dog
57 Reset Due to Software Fault The system has had an unexpected Reset, due to a software problem.
Appendix B-18
TROUBLESHOOTING
58 Reset Due to Hardware Watch- The system has had an unexpected Reset, due to a software/ hardware problem.
dog
59 Oscillator Watchdog The system internal PLL (Phase Locked Loop) has experienced a malfunction.
1.8 PROBLEM SCENARIOS

Table 2: lists the various Error Codes followed by possible causes
and solutions. The Error Message will appear on the appropriate
Port or Starboard side only. These are not the only possible causes
for the Errors Messages listed, just possibilities.
Table 2: Problem Scenarios
Err Cause Solution
1 a) The Astern Clutch Solenoid is defective. a) Replace the Astern Clutch Solenoid.
b) The Clutch Harness is incorrectly wired at the Gear Box. b) Properly connect the Clutch Harness to the Astern Solenoid.
2 a) The Astern Clutch Solenoid circuit is Open. a) Properly connect the Astern Clutch Solenoid.
b) The Astern Clutch Solenoid is defective. b) Replace the Astern Clutch Solenoid.
3 a) The Neutral Solenoid is defective. a) Replace the Neutral Solenoid.
b) The Neutral Solenoid is incorrectly wired at the Gear Box. b) Properly connect the Neutral Solenoid.
4 a) The Neutral Solenoid circuit is Open. a) Properly connect the Neutral Solenoid.
b) The Neutral Solenoid is defective. b) Replace the Neutral Solenoid.
5 a) The Ahead Clutch Solenoid Circuit is incorrectly wired at the a) Properly connect the Ahead Clutch Solenoid.
Gear Box.
b) The Ahead Clutch Solenoid is defective. b) Replace the Ahead Clutch Solenoid.
6 a) The Ahead Clutch Solenoid Circuit is Open. a) Properly connect the Ahead Clutch Solenoid.
b) The Ahead Clutch Solenoid is defective. b) Replace the Ahead Clutch Solenoid.
7 a) The Troll On/ Off Solenoid is incorrectly wired at the Gear a) Properly connect the Troll On/ Off Solenoid.
Box.
b) The Troll On/ Off Solenoid is defective. b) Replace the Troll On/ Off Solenoid.
8 a) The Troll On/ Off Solenoid circuit is Open. a) Properly connect the Troll On/ Off Solenoid.
9 a) The Troll Command Solenoid is incorrectly wired at the Gear a) Properly connect the Troll Command Solenoid.
Box.
b) The Troll Command Solenoid is defective. b) Replace the Troll Command Solenoid.
10 a) The Troll On/ Off Solenoid is Open. a) Properly connect the Troll On/ Off Solenoid.
13 The Station #1 Control Head is defective. Replace Station #1 Control Head.
21 a) The Station #1 Control Head is not properly connected. a) Properly connect the Station #1 Control Head.
b) The Station #1 Control Head is defective. b) Replace the Station #1 Control Head.
Appendix B-19
TROUBLESHOOTING
Err Cause Solution
29 a) The Station #1 Control Head’s Transfer Button is defective. a) Replace the Control Head.
b) The Station #1 Control Head is improperly wired. b) Properly connect Station #1 Control Head.
37 a) The Serial Harness is in excess of 130 ft. (40m). a) Reposition the Processor so that the Serial Harness is less than
120 ft. (37m).
b) The Processor’s Circuit Board is faulty. b) Replace the faulty Processor.
c) The Serial Harness’s shield is not properly terminated. c) Ensure that the shield is terminated, and the termination is at
one side only.
120 feet.(37m)
b) Processor Circuit Board fault. b) Replace the faulty Processor.
one side only.
39 a) The Serial Harness is not connected at one or more Proces- a) Connect a Serial Harness at all Processors.
sors.
b) The Serial Harness is incorrectly wired. b) Replace or correct the Serial Harness’s wiring.
c) Loss of power to one of the Processors. c) Restore power to the Processor.
120 feet (37m).
one side only.
120 feet (37m).
one side only.
Appendix B-20
TROUBLESHOOTING
Err Cause Solution
120 feet (37m).
one side only.
120 feet (37m).
one side only.
44 a) The Serial Harness is not connected at Processors #1. a) Connect the Serial Harness into Processor ID #1.
b) No Processors have ID #1 selected. b) Identify one of the Processors as ID #1 with the “A0” function.
c) Loss of power to Processors ID #1. c) Restore Power to Processor ID #1.
45 a) Neither Processor has ID # 2 selected in a Twin Screw appli- a) Identify one of the Processors as ID # 2 with the “A0” function.
cation.
b) One Processor has Twin Screw selected while the other has b) Select Twin Screw operation on both Processors with the “A1”
selected single screw. function.
c) The Serial Harness is not connected at Processor #2. c) Connect the Serial Harness into Processor ID #2.
d) Loss of power to Processor ID # 2. d) Restore Power to Processor ID #2.
46 a) The Serial Harness is not connected to ID #3 although it has a) Connect the Serial Harness into ID #3.
been selected.
b) If (3) items had been selected, ID #3 has not been identified. b) Identify one item as ID #3 with the “A0” function.
c) Loss of power to ID # 3. c) Restore Power to ID #3.
been selected.
c) Loss of power to ID # 4. c) Restore Power to ID #4.
been selected.
c) Loss of power to ID #5. c) Restore Power to ID #5.
49 a) The Station Expander Serial Harness is not connected to ID a) Connect the Station Expander Serial Harness into ID #6.
#6 although it has been selected.
b) If (10) items had been selected, ID #10 has not been identi- b) Identify one item as ID #10 with the “A0” function.
fied.
54 a) The battery is being over-charged. a) Repair or replace the charging system.
b) There’s a high resistance connection at the battery while b) Clean and or tighten the connections at the battery.
being charged.
Appendix B-21
TROUBLESHOOTING
Err Cause Solution
55 a) Defective battery. a) Replace the battery.
b) The battery is not being properly charged. b) Repair or replace the charging system.
c) There’s a high resistance connection between the Processor c) Repair the high resistance connection as needed.
and it’s power source.
56 An unexpected software or hardware reset has occurred. Replace the Processor.
57 An unexpected software reset has occurred. Replace the Processor.
58 An unexpected software or hardware reset has occurred. Replace the Processor.
59 Strong external interference, such as lightening strike. If the error occurs on one occasion, clear and disregard.
If error is constant, replace Processor.
In addition to the Error Codes listed above, some problems may not
necessarily generate Error Codes. The following give some exam-
ples where isolating the cause of a problem may not be as easy as
reading off an Error Code.
A) SYMPTOM The engine’s RPM varies, without moving the

Control Head lever (synchronization disabled).
CAUSE REMEDY
A. P ROBLEM WITH THE GOVERNOR A. CONNECT THE BREAK-OUT BOX (PART # 13927) AS SHOWN IN MM13927 BREAK-
OR CARBURETOR. OUT BOX M ANUAL. IF VARIATIONS ARE SEEN, GO TO STEP B. IF, NO VARIATIONS
ARE SEEN, CONTACT A CERTIFIED MECHANIC.
B. ERRATIC COMMAND SIGNAL. B. REFER TO COMMAND SIGNAL SECTION 1.6.1. IF VARIATIONS OF THE A/D COUNTS
OCCUR, CONNECT THAT CONTROL HEAD TO ANOTHER STATION AT THE PROCESSOR.
IF VARIATIONS PERSIST, REPLACE THE CONTROL H EAD.
B) SYMPTOM No audible tone at a one Control Head when power

is first turned ‘On’ to the Control System. Everything works fine
otherwise.
CAUSE REMEDY
A. INCORRECTLY WIRED EIGHT- A. VERIFY THAT THE BLACK WIRE IS PROPERLY CONNECTED TO PIN 1 AT THE CONTROL
CONDUCTOR CABLE. HEAD AND PIN 8 AT THE PROCESSOR
B. D EFECTIVE CONTROL H EAD B. MEASURE THE AC VOLTAGE AT PINS 1 & 3 OF THE CONTROL HEAD. IF 20 - 25VAC
SOUND TRANSDUCER. IS PRESENT, REPLACE THE CONTROL H EAD.
C) SYMPTOM The Control Head’s red LED doesn’t light when in

command, but everything else works perfectly.
CAUSE REMEDY
A. INCORRECTLY WIRED EIGHT- A. VERIFY THAT THE BROWN WIRE IS PROPERLY CONNECTED TO PIN 2 AT THE CONTROL
CONDUCTOR CABLE. H EAD AND PIN 2 AT THE PROCESSOR
B. O PEN CONTROL HEAD LED. B. MEASURE THE DC VOLTAGE AT PINS 2 & 3 AT THE CONTROL HEAD. THE MEASURE-
MENT WILL BE APPROXIMATELY 2.20 VDC IN NORMAL OPERATION. IF THE 4.00
VDC IS MEASURED, THE LED IS OPEN. REPLACE THE CONTROL HEAD.
Appendix B-22
TROUBLESHOOTING
D) SYMPTOM Cannot obtain Warm-up Mode while moving the

Control Head lever in the Ahead direction, only in the Astern
direction.
CAUSE REMEDY
THE PROCESSOR IS SENSING CON- D EPRESS THE TRANSFER BUTTON WHILE MOVING THE CONTROL H EAD LEVER IN THE
TROL HEAD LEVER MOVEMENT ASTERN DIRECTION. IF THE LED NOW BLINKS, THE CONTROL H EAD IS INCOR-
IN THE ASTERN DIRECTION. RECTLY WIRED.
CHECK THE COLORS OF THE WIRES AT PINS 5 & 7.
A RIGHT HAND CONTROL HEAD SHOULD BE YELLOW AT 5 AND BLUE AT 7.
A LEFT HAND CONTROL HEAD SHOULD BE BLUE AT 5 AND YELLOW AT 7.
A HEAD & ASTERN SOLENOID SIGNALS MAY NEED TO BE REVERSED AFTER CORRECTING.
E) SYMPTOM No tone, light, or command and the Display is not

lit.
CAUSE REMEDY
A. NO POWER TO THE PROCESSOR. A. DISCONNECT THE POWER HARNESS FROM THE PROCESSOR. M EASURE THE DC
VOLTAGE AT PINS 10 (+) AND 11 (-) OF THE HARNESS PLUG. IF 24VDC IS NOT
PRESENT, CHECK CIRCUIT BREAKERS, SWITCHES FEEDING THE PROCESSOR. CORRECT
THE POWER SOURCE AS NECESSARY.
B. REVERSED BATTERY POLARITY B. DISCONNECT THE POWER HARNESS FROM THE PROCESSOR. CONNECT A DC VOLT-
AT THE P ROCESSOR. METER ’S RED LEAD TO PIN 10 OF THE HARNESS PLUG AND THE BLACK LEAD TO PIN
11. IF NEGATIVE VOLTAGE IS MEASURED, REVERSE THE WIRES.
C. D EFECTIVE PROCESSOR C. IF CAUSES A. & B. WERE NOT AT FAULT, REPLACE THE PROCESSOR.
F) SYMPTOM The engine begins to turn over while starting and

then stops. A slow repetitive tone is heard from all Stations.
CAUSE REMEDY
A. THE VOLTAGE AVAILABLE AT A. SUPPLY POWER TO THE PROCESSOR FROM A BATTERY OTHER THAN THE STARTING
THE PROCESSOR HAD DROPPED BATTERY OR SUPPLY POWER FROM TWO SOURCES THROUGH AN APS (AUTOMATIC
TOO LOW, DUE TO THE POWER SELECTOR).
STARTER’S CURRENT REQUIRE-
MENT.
B. BATTERY CHARGE IS LOW. B. RECHARGE/REPLACE THE BATTERY OR SUPPLY BATTERY POWER FROM TWO SOURCES
THROUGH AN APS.
G) SYMPTOM Active Synchronization is inoperable.

CAUSE REMEDY
A. NO TACHOMETER SENDER SIG- A. THE PRESENCE OF THE TACHOMETER SIGNAL CAN BE SEEN ON THE DISPLAY READ-
NAL. OUT. IN ORDER TO SEE THE FREQUENCY OF THE SIGNAL, FOLLOW THE INSTRUCTIONS
IN THE DIAGNOSTIC MENU. THE SYSTEM WILL DEFAULT TO EQUAL THROTTLE
SYNCH.
B. LOST SERIAL COMMUNICATION. B. IN THE EVENT OF A LOSS OF SERIAL COMMUNICATIONS, ONE OR MORE OF THE FOL-
LOWING ERROR CODES WILL BE DISPLAYED: 31 THRU 35.
C. PROCESSOR I DENTIFICATION HAS C. ALL PROCESSORS MUST HAVE A UNIQUE IDENTIFICATION NUMBER AS SET IN FUNC-
BEEN IMPROPERLY SET. TION CODE (A1). REFER TO THE MM14330-I MANUAL SET-UP AND ADJUSTMENTS
SECTION 5.0.
D. THE CORRECT NUMBER OF D. SET THE CORRECT NUMBER OF ENGINES. REFER TO THE MM14330-I M ANUAL
ENGINES HAS NOT BEEN SET. SET-UP AND ADJUSTMENTS SECTION 5.0.
Appendix B-23
TROUBLESHOOTING
H) SYMPTOM The Engine’s Idle and Full Throttle RPM’s are too
high or too low.
CAUSE REMEDY
A. THE INCORRECT THROTTLE P ROFILE A. SET THE CORRECT THROTTLE PROFILE WITH FUNCTION CODE (E0). REFER
HAS BEEN SET. TO THE S ET-UP AND ADJUSTMENTS SECTION 5.0.
B. THE IDLE AND F ULL THROTTLE SET- B. ADJUST THE THROTTLE M INIMUM WITH FUNCTION CODE (E2) AND THE
TINGS NEED TO BE FINE TUNED . THROTTLE MAXIMUM WITH FUNCTION CODE (E3) AS REQUIRED.
I) SYMPTOM When transferring command from one Station to

another, command transfers to one side only. No Error Messages
are displayed.
CAUSE REMEDY
A.THE CONTROL HEAD HARNESSES ARE A.
PLUG THE CONTROL HEAD HARNESSES INTO THE SAME STATIONS ON THE
PLUGGED INTO TWO DIFFERENT STA- PORT AND STARBOARD PROCESSORS. (EXAMPLE: STATION 1 AND STATION
TIONS ON A PROCESSOR WITH THE 1; STATION 2 AND STATION 2).
SOFTWARE REVISION.0.
J) SYMPTOM When transferring command from one Station to

another, the transfer does not take place. The red LED does not
light, even temporarily, and no Error Messages are displayed.
CAUSE REMEDY
A. THE CONTROL H EAD H ARNESSES ARE A. PLUG THE CONTROL H EAD H ARNESSES INTO THE SAME STATIONS ON THE
PLUGGED INTO TWO DIFFERENT STA- PORT AND STARBOARD PROCESSORS. (EXAMPLE: STATION 1 AND STATION
TIONS ON A PROCESSOR WITH SOFT- 1; STATION 2 AND STATION 2)
WARE REVISION .1.
B. THE TRANSFER BUTTON IS DEFECTIVE. B. VERIFY A DEFECTIVE TRANSFER BUTTON BY ACCESSING THE H0 "DIAGNOS-
TIC M ENU". IF THE 0 DOES NOT CHANGE TO A 1 WHILE THE TRANSFER BUT-
TON IS DEPRESSED, REPLACE THE CONTROL HEAD.
1.9 CABLE HARNESSES

The following tables provide the wiring information for cable Har-
nesses:
1.9.1 Power, Start Interlock

PROCESSOR ENGINE & BATTERY
Termination A Conductor Color Termination B Description
J11-1 Yellow w/ Starter Closed contact when

Red Trace Solenoid In-Command and at
Neutral.
J11-10 Red Battery (+) + 24VDC
J11-11 Black Battery (-) - DC Return
Red Trace Solenoid In-Command and at Figure 21: Power, Start Interlock Harness Pin Out
Neutral.
Appendix B-24
TROUBLESHOOTING
1.9.2 Power, Start Interlock & Pressure Switch
PROCESSOR ENGINE, GEAR BOX & BATTERY
J11-1 Yellow w/ Starter Closed contact when In-Command and at Neutral.

Red Trace Solenoid
J11-6 Light Blue Clutch Oil N.O. Switch which closes when Gear manufactures minimum safe
Press Sw operating pressure is reached.
J11-7 Light Blue Clutch Oil N.O. Switch which
Press Sw closes when Gear
manufactures minimum
safe operating pressure
is reached.
Red Trace Solenoid In-Command and at Figure 22: Power, Start Interlock, Clutch Oil
Neutral. Pressure Switch Harness Pin
1.9.3 Power, Start Interlock, Pressure Switch & Alarm

PROCESSOR ENGINE, GEAR BOX & BATTERY

Red Trace Solenoid In-Command and at
Neutral.
J11-2 Red External Maximum 20 mA.
Alarm
Circuit (+)
J11-3 Black External Maximum 20 mA.
Alarm Figure 23: Power, Start Interlock, Clutch Oil
External (-) Pressure Switch, and Alarm Harness Pin Out
J11-6 Light Blue Clutch Oil N.O. Switch which closes when Gear manufactures minimum safe operating
Press Sw pressure is reached.
J11-7 Light Blue Clutch Oil N.O. Switch which closes when Gear manufactures minimum safe operating
Press Sw pressure is reached.
J11-12 Yellow w/ Starter Closed contact when In-Command and at Neutral.
Red Trace Solenoid
1.9.4 Throttle, PWM

PROCESSOR ENGINE
J9-1 Black Engine DC- Throttle Signal Return

Bus
J9-2 Red ECM PWM Throttle Signal-
0- 100% Duty Cycle @
500Hz.
J9-8 Green/ N/C N/A
Yellow Figure 24: PWM Throttle Harness Pin Out
Appendix B-25
TROUBLESHOOTING
1.9.5 Throttle, Voltage
PROCESSOR ENGINE

Bus
J9-4 Red ECM 0.00- 5.00 VDC
Throttle Signal
J9-8 Green/ N/C N/A
Yellow
Figure 25: Voltage Throttle Harness Pin Out
1.9.6 Throttle, Current, MAN

PROCESSOR ENGINE

Bus
J9-3 Red ECM 0.00- 21.0 mA. Throttle
Signal
J9-8 Green/ N/C N/A
Yellow Figure 26: Current Throttle Harness Pin Out
1.9.7 Throttle, Frequency

PROCESSOR ENGINE

Bus
J9-7 Red ECM 120.64- 463.50 Hz.
Throttle Signal
J9-8 Green/ N/C N/A
Yellow Figure 27: Frequency Throttle Harness Pin Out
1.9.8 Clutch Power, Ahead & Astern

PROCESSOR GEAR BOX
J10-1 Red + DC + 24 VDC

Power
Source
J10-2 Black - DC Power - VDC Return
Source
J10-3 Red Ahead + 24 VDC when Ahead
Solenoid Clutch Selected Figure 28: Clutch Power, Ahead, and Astern Harness
Pin Out
J10-4 Black Ahead - VDC Return for Ahead Clutch
Solenoid
J10-5 Red Astern + 24 VDC when Astern Clutch Selected
Solenoid
J10-6 Black Astern - VDC Return for Astern Clutch
Solenoid
Appendix B-26
TROUBLESHOOTING
1.9.9 Clutch Power, Ahead, Neutral & Astern
PROCESSOR GEAR BOX
J10-1 Red + DC +24 VDC

Power
Source
J10-2 Black - DC Power -VDC Return
Source
J10-3 Red Ahead +24 VDC when Ahead
Solenoid Clutch Selected Figure 29: Clutch, Ahead, Astern, and Neutral
Harness Pin Out
J10-4 Black Ahead -VDC Return for Ahead Clutch
Clutch
Solenoid
J10-5 Red Astern +24 VDC when Astern Clutch Selected
Clutch
Solenoid
J10-6 Black Astern -VDC Return for Astern Clutch
Solenoid
J10-7 Red Neutral +24 VDC at all times
Solenoid
J10-8 Black Neutral -VDC Return for Neutral Solenoid
Solenoid
1.9.10 Clutch Power, Ahead, Astern, Troll On/Off & Troll Command
PROCESSOR GEAR BOX
J10-1 Red + DC +24 VDC

Power
Source
J10-2 Black - DC Power -VDC Return
Source
J10-3 Red Ahead +24 VDC when Ahead
Clutch Clutch Selected
Solenoid Figure 30: Clutch and Clutch/Troll Harness Pin Out
J10-4 Black Ahead -VDC Return for Ahead Clutch
Clutch
Solenoid
J10-5 Red Astern +24 VDC when Astern Clutch Selected
Clutch
Solenoid
J10-6 Black Astern -VDC Return for Astern Clutch
Clutch
Solenoid
J10-9 Red Troll On/ +24 VDC when Troll is selected.
Off
Solenoid
J10-10 Black Troll On/ -VDC Return for Troll On/Off Solenoid
Off
Solenoid
J10-11 Red Troll 0- 100% Duty Cycle @ 500Hz. for Controlling Proportional Solenoid Valve
Command
Solenoid
J10-12 Black Troll -VDC Return for Troll Command Solenoid
Command
Solenoid
Appendix B-27
TROUBLESHOOTING
1.9.11 Serial Communication
PROCESSOR PROCESSOR
J13-1 Black J13-1 CAN Low

J13-2 Red J13-2 CAN High
J13-6 Green/ N/C N/A
Yellow
Figure 31: Serial Communication Harness Pin Outs
1.9.12 Tachometer Sensor

PROCESSOR TACHOMETER SENSOR
J12-2 Red Pin B Tachometer (+)

J12-3 Black Pin C Tachometer (-)
J12-4 Green/ N/C N/A
Yellow
Figure 32: Tachometer Sensor Harness Processor
End Pin Outs
1.9.13 Control Head

PROCESSOR CONTROL HEAD
J5, 6, 7 or Green/ N/C Chassis

8-1 Yellow
J5, 6, 7 or Brown Pin 2 LED Power (2.10- 4.20
8-2 VDC)
J5, 6, 7 or Violet Pin 8 - DC Return for green
8-3 (Starboard LED
side only) Figure 33: Control Head Harness Pin Out
J5, 6, 7 or Orange Pin 4 Station Select/ Transfer Button (5.00 VDC, 0.00 VDC when depressed)
8-4
J5, 6, 7 or Red Pin 5 Analog Ground
8-5 (Right
Hand)
Pin 7 (Left
Hand)
J5, 6, 7 or Green Pin 6 Command Signal (0.60- 4.40 VDC)
8-6
J5, 6, 7 or Blue Pin 7 VREF/ Reference Voltage (4.80- 5.00 VDC)
8-7 (Right
Hand)
Pin 5 (Left
Hand)
J5, 6, 7 or Black Pin 1 Alarm Tone (20- 25 VAC when present, 20- 25 VDC when not present)
8-8
Appendix B-28
TROUBLESHOOTING
2.0 ERASE EEPROM (H1)

NOTE: THIS FUNCTION IS TO BE USED ONLY BY AUTHORIZED PERSONNEL.
This function restores all of the parameters to the factory default val-
ues.
Appendix B-29
TROUBLESHOOTING
Appendix B-30
Service Field Test Unit
Reference Manual
MM13927 Rev.D 10/03

MM13927 Table of Contents
MM13927 Table of Contents ..............................................................................................................TOC-1
Revision List .......................................................................................................................................TOC-2
1 INTRODUCTION - - - - - - - - - - - - - - - - - - - - 1-1
Figure 1-1: Service Field Test Unit (Break-out Box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Figure 1-2: CruiseCommand Connector Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Figure 1-3: Example of ClearCommand Pigtail Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Table 1-1: Connector/Pigtail Descriptions .............................................................................................1-2
2 PROCEDURE - - - - - - - - - - - - - - - - - - - - - 2-1
2-1 Throttle Signal Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-1.1 DC Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Figure 2-4: Throttle Connection (DC Voltage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-1.2 Current (mA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Figure 2-5: Throttle Connection (Current mA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-1.3 PWM (Pulse Width Modulation) with DC Voltmeter . . . . . . . . . . . . . . . . . . 2-3
Figure 2-6: Throttle Connection (PWM with DC Voltmeter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-1.4 PWM (Pulse Width Modulation) with Duty Cycle Meter . . . . . . . . . . . . . . . 2-4
Figure 2-7: Throttle Connection (PWM with Duty Cycle Meter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-1.5 Frequency (Hz.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-8: Throttle Connection (Frequency Hz) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-2 CLUTCH TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-2.1 Neutral Solenoid Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

Figure 2-9: Clutch Connection (Neutral Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-2.2 Ahead Solenoid Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Figure 2-10:Clutch Connection (Ahead Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-2.3 Astern Solenoid Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Figure 2-11:Clutch Connection (Astern Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-3 TROLL TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-3.1 Troll On/Off Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

Figure 2-12:Troll Connection (ON/OFF Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-3.2 Troll Command (Proportional Solenoid) Testing with Amp Meter . . . . . . . 2-10
Figure 2-13:Troll Connection (Proportional Solenoid with Amp Meter) . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-4 2-SPEED TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-4.1 2nd Gear Disengaged. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

Figure 2-14:2-Speed Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-4.2 2nd Gear Enaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
3 Parts List - - - - - - - - - - - - - - - - - - - - - - - 3-1

Table 3-2: Parts List ...............................................................................................................................3-1
TOC-1
REVISIONS LIST
Revision List
Rev Date Revision Description

A 11/02 Revised Section 1.0 Table 1
B 2/03 Revised manual to current ZF Mathers manual standards.
Revised Section 3.0
C 4/03 Deleted Section 2.1.6
D 10/03 Revising to add 9000 Series and 2-Speed information
PageTOC-2
SERVICE FIELD TEST UNIT
1 INTRODUCTION
Refer to Bulletin 02-008 for Service Field Test Unit (Part No. 13927)
recommendations. Refer to Figure 1-1:for an example of the Test
Unit and a Multimeter.
Figure 1-1: Service Field Test Unit (Break-out Box)

The Service Field Test Unit, hereafter referred to as the “Break-out
Box”, is recommended for use with all CruiseCommand Processors
(Part No. 785CE) and with ClearCommand Processors (Part No.
9XXX Series) that have pluggable (Pigtail) Throttle, Clutch or Troll
Connections.
The procedures for testing the various outputs of the ClearCom-
mand and CruiseCommand Processors are similar, with the excep-
tion of where they connect to the respective Processor. Figure 1-2:
indicates the location of the connectors on the CruiseCommand
Processor and Figure 1-3: the typical pigtail plugs on a 9000 Series
ClearCommand Processor.
NOTE: NOT ALL CLEARCOMMAND PROCESSORS HAVE ALL OF THE PIGTAILS SHOWN IN FIGURE 3.
ONLY THE PIGTAILS THAT ARE REQUIRED FOR A SPECIFIC APPLICATION ARE INSTALLED IN A
CLEAR COMMAND PROCESSOR.
MM13927 RvD 10/03 Page 1-1

6
11339-Example
1
3
Figure 1-2: CruiseCommand Connector Locations Figure 1-3: Example of ClearCommand Pigtail Locations
Table 1-1: Connector/Pigtail Descriptions
# Description Harness Type Harness Use
1 Black 8 Pin Throttle Connector/Pigtail The throttle signal is output from this connector/pig-
tail. The signal may be in the form of Pulse Width
Modulation (PWM), Voltage, Current, or Frequency
2 Black 12 Pin Power Connector/Pigtail This connector/pigtail contains the inputs and out-
puts for Main Processor Power, Start Interlock,
Clutch Oil Pressure Interlock, and External Alarm
Circuit.
3 Gray 12 Pin Clutch Connector/Pigtail The external connections for Clutch Power, Ahead,
Astern, and Neutral Solenoids, Troll On/ Off, and
Proportional Solenoids are made at this connector/
pigtail.
4 Gray 8 Pin Control Head Connector All the required connections for the Remote Control
Stations are made at these connectors.
5 Gray 6 Pin Serial Communication Con- The Serial Communication connections between
nector/Pigtail multiple Processors in applications with more than
one Processor at this connector/pigtail
6 Gray 4 Pin Tachometer Sensor Connector/The input signal from a Tachometer or Shaft Speed
Pigtail Sensor connects to this connector/pigtail.
MM13927 RvD 10/03 Page 1-2

2 PROCEDURE
The actual procedures for using the Break-out Box are the same for
CruiseCommand and ClearCommand Processors. However, the
adjustment within the Processor to obtain the correct output may
differ. The appropriate Installation Manual must be referred to
when making the adjustments.
2-1 THROTTLE SIGNAL TESTING
Depending on which Processor is being tested, it may have the

capability of sourcing one or all of the following: DC Voltage, Cur-
rent, PWM (Pulse Width Modulation) or Frequency.
NOTE: T HE FOLLOWING PROCEDURES AND DRAWINGS PERTAIN TO BOTH THE CRUISECOMMAND AND
C LEARCOMMAND PROCESSORS.
2-1.1 DC Voltage
A) Ensure that power is removed from the Engine Electronics

and the Processor.
B) Disconnect the Throttle Harness from the number Processor
1
connector/pigtail.
C) Insert the Break-out Box between the number Processor con-
1
nector/pigtail and the Throttle Harness as shown in Figure 2-
4:.
Figure 2-4: Throttle Connection (DC Voltage)
D) Set up the Multimeter to measure DC Volts and plug the black

lead into the Break-out Box black socket labeled “-” and the
red lead into the socket labeled “VDC”.
MM13927 RvD 10/03 Page 2-1
E) Turn power ‘On’ to the Processor and take command at any

Remote Station.
F) The appropriate Idle Voltage for the application should be
measured at this time.
G) Move the Control Head lever to the Full Throttle position
while depressing the Transfer Button (Throttle Only Mode).
H) The appropriate Full Throttle Voltage for the application
should be measured at this time.
2-1.2 Current (mA)
A) Ensure power is removed from both the Engine Electronics
and the Processor.
B) Disconnect the Throttle Harness from the number Processor
1
connector/pigtail.
1
5:.
Figure 2-5: Throttle Connection (Current mA)

D) Set up the Multimeter to measure current (mA.) and plug the
black lead into the Break-out Box black socket labeled “-“ and
the red lead into the socket labeled “mA”.
Remote Station.
F) Depress and hold the Push-button Switch labeled “mA.” The
appropriate Current (mA.) for the application should be mea-
sured.
MM13927 RvD 10/03 Page 2-2
H) Depress and hold the “mA.” Push-button. The appropriate

Full Throttle Current (mA.) for the application should be mea-
sured at this time.
2-1.3 PWM (Pulse Width Modulation) with DC Voltmeter
and the Processor.
B) Disconnect the Throttle Harness from the number Processor 1
connector/pigtail.
C) Insert the Break-out Box between the number Processor con-1
6:.
Figure 2-6: Throttle Connection (PWM with DC Voltmeter)

D) Set up the Multimeter to DC Volts and plug the black lead into
the Break-out Box black socket labeled “-“ and the red lead
into the socket labeled “PWM”.
E) Turn power ‘On’ to the Caterpillar ECM (Electronic Control
Module) Only. Do Not apply power to the Processor at this
time.
F) Depending on the type of Caterpillar ECM (PEEC or ADEMS),
the measurement should be approximately 5.00 or 12.00 VDC.
Record the measurement as shown in Drawing Figure 2-6:.
G) Turn power ‘On’ to the Processor and take command at any
Remote Station.
H) Record the DC Voltage at this time. The measurement should
be 7- 9% of the voltage measured in step f).
I) Move the Control Head lever to the Full Throttle position
MM13927 RvD 10/03 Page 2-3
J) The measurement should be 91- 93% of the voltage measured

in step F) [e.g. Idle = 8% of 12 VDC reference or 0.96 VDC;
Full Throttle = 92% of 12 VDC reference or 11.04 VDC.
2-1.4 PWM (Pulse Width Modulation) with Duty Cycle Meter
A) Ensure power is removed from both the Engine electronics
and the Processor.
connector/pigtail.
C) Insert the Break-out Box between the number Processor con- 1
7:
Figure 2-7: Throttle Connection (PWM with Duty Cycle Meter)

D) Set up the Multimeter to measure Duty Cycle and plug the
the red lead into the socket labeled “PWM”.
E) Turn power ‘On’ to the Caterpillar ECM (Electronic Control
Module) and to the Processor.
F) The measurement should be approximately 8% duty Cycle.
H) The measurement will increase from 8% to 91- 93%.
2-1.5 Frequency (Hz.)
and the Processor.
connector/pigtail.
MM13927 RvD 10/03 Page 2-4

1
8:
Figure 2-8: Throttle Connection (Frequency Hz)

D) Set up the Multimeter to measure Frequency and plug the
the red lead into the socket labeled “FREQ”.
Remote Station.
F) The appropriate Idle Frequency for the application should be
measured at this time.
H) The appropriate Full Throttle Frequency for the application
should be measured at this time.
MM13927 RvD 10/03 Page 2-5

2-2 CLUTCH TESTING
2-2.1 Neutral Solenoid Testing

A) Ensure power is removed from both the Processor and the
Clutch Power Supply.
B) Disconnect the Clutch Harness from the number Processor 3
connector/pigtail.
3
nector/pigtail and the Clutch Harness as shown in Figure 2-9:.
Figure 2-9: Clutch Connection (Neutral Solenoid)

D) Turn power ‘On’ to the Processor and take command at any
Remote Station with the Control Head lever in the Neutral/
Idle position.
E) The measurement on the Neutral Test Point should be 12 or 24
VDC, depending on the Solenoid’s rating and the LED adja-
cent to the socket should be illuminated.
F) Move the Control Head lever to the Ahead Detent position.
The voltage should drop to 0 VDC in CruiseCommand systems
and remain at 12 or 24 VDC in ClearCommand systems. The
adjacent LED should go out in CruiseCommand systems and
stay on in ClearCommand systems.
2-2.2 Ahead Solenoid Testing
connector/pigtail.
MM13927 RvD 10/03 Page 2-6


3
nector/pigtail and the Clutch Harness as shown in Figure 2-
10:.
Figure 2-10: Clutch Connection (Ahead Solenoid)

lead into the Break-out Box socket labeled “CLUTCH -“ and
the red lead into the socket labeled “AHEAD”.
Remote Station with the lever in the Neutral/Idle position.
F) The measurement should be 0 VDC and the adjacent LED
should not be lit.
G) Position the Control Head lever into the Ahead detent. The
measurement should be 12 or 24 VDC depending on the
Ahead Solenoid’s rating. The LED adjacent to the Ahead plug
on the Break-out Box should be lit.
H) Return the Control Head lever to the Neutral/Idle position.
2-2.3 Astern Solenoid Testing
Clutch Supply Power.
connector/pigtail.
3
11:.
MM13927 RvD 10/03 Page 2-7

Figure 2-11: Clutch Connection (Astern Solenoid)

lead into the Break-out Box socket labeled “CLUTCH -“ and
the red lead into the socket labeled “ASTERN”.
Remote Station with the Control Head lever in the Neutral/
Idle position.
F) The measurement should be 0 VDC and the adjacent LED
should not be lit.
G) Position the Control Head lever into the Astern detent. The
measurement should be 12 or 24 VDC depending on the
Astern Solenoid’s rating. The LED adjacent to the Astern plug
on the Break-out Box should be lit.
H) Return the Control Head lever to the Neutral/Idle position.
MM13927 RvD 10/03 Page 2-8

2-3 TROLL TESTING
2-3.1 Troll On/Off Solenoid

connector/pigtail.
3
12:.
Figure 2-12: Troll Connection (ON/OFF Solenoid)

D) Set up the Multimeter to measure DC Volts and connect the
black lead to the socket labeled “CLUTCH –“ and the red lead
to the socket labeled “TROLL ON/OFF” as shown in Figure 2-
12:.
E) Turn power ‘On’ to the Processor and the Clutch Power Sup-
ply and take command at a Remote Station with the Control
Head lever in the Neutral/Idle position.
F) Depress the Transfer Button again for approximately 2 sec-
onds until the red LED begins blinking at a fast rate (Troll
Mode Indication).
G) The measurement should be 0 VDC.
H) Position the Control Head lever to the Ahead detent. The
measurement should now be 12 or 24 VDC, depending on the
Solenoid’s rating.
I) Position the Control Head lever further forward while moni-
toring the DC Voltmeter. The measurement should go from 12
or 24 VDC to 0 VDC at the same time the red LED on the Con-
trol Head becomes lit solid.
MM13927 RvD 10/03 Page 2-9

2-3.2 Troll Command (Proportional Solenoid) Testing with Amp Meter

connector/pigtail.
C) Insert the Break-out Box between the number Processor con- 3
13:.
Figure 2-13: Troll Connection (Proportional Solenoid with Amp Meter)

D) Set up the Multimeter to measure (mA.) and connect the black
lead to black socket and the red lead to the red socket labeled
“TROLL COMMAND” as shown in Figure 2-13:.
E) Turn power ‘On’ to the Processor and the Clutch Power Sup-
ply and take command at a Remote Station with the Control
Head lever in the Neutral/Idle position.
F) Depress the Transfer Button again for approximately 2 sec-
onds until the red LED on the Control Head begins blinking at
a fast rate (Troll Mode Indication).
G) Flip switch away from "Troll Command" to read current
through meter.
H) Move the Control Head lever to the Ahead detent. The cur-
rent measurement should be the correct value for minimum
clutch pressure (shaft rotations). This value varies depending
on the type of Marine Gear. Refer to the Literature provided
with the Trolling Valve and the Processor for specifics.
I) Slowly advance the Control Head lever while monitoring the
current. The current should increase or decrease, depending
on the Gear type, in proportion with the Control Head lever
movement. Once again, refer to the Literature provided with
the Trolling Valve and the Processor for specific values.
J) Continue to move the Control Head lever forward until the
red LED stops blinking (lit steady). The current should drop to
0 mA.
MM13927 RvD 10/03 Page 2-10
2-4 2-SPEED TESTING
2-4.1 2nd Gear Disengaged

A) Ensure power is removed from the Processor.
B) Disconnect the Clutch/2-Speed Harness from the number 3
Processor connector/pigtail.
3
nector/pigtail and the Clutch/2-Speed Harness as shown in
Figure 2-14:.
Figure 2-14: 2-Speed Connection

D) Set up the Multimeter to measure DC Volts and connect the
black lead to the socket labeled "CLUTCH - " and the red lead
to the socket labeled "TROLL ON/OFF" as shown in Figure 2-
14:.
Remote Station.
F) The voltage measurement should be approximate 0 VDC.
2-4.2 2nd Gear Enaged
A) Leave the Break-out Box and Multimeter in the same position
as left in Section 2-4.1.
MM13927 RvD 10/03 Page 2-11
B) Start the engine(s).

C) Depress the Transfer Button while moving the lever(s) into the
Ahead detent (red LED should be blinking, indicating Warm-
up Mode).
D) Continue to move both Control Head lever(s) forward until the
RPM programmed for Function Code has been reached.
U1
E) The voltage measurement at the Multimeter should now be 12

or 24 VDC, depending on the Solenoid’s rating.
F) Return the Control Head levers to the Neutral/Idle position
and shut down the engines.
G) Turn power Off to the Processor(s).
H) Unplug the Break-out Box from the Pigtail and Harness plugs
and reconnect the Harness to the Pigtail.
MM13927 RvD 10/03 Page 2-12

3 PARTS LIST
Table 3-2: Parts List
Part Name ZF Mathers Part No.

Service Field Test Unit 13927
Technical Manual MM13927
Multimeter
Test Control Head - Dual 14000
MM13927 RvD 10/03 Page 3-1

MM13927 RvD 10/03 Page 3-2

APPENDIX C
Drawing 11748, Single Screw, Two Stations
Appendix C-1
.
Appendix C-2
Drawing 11746, Single Screw, Two Pluggable Stations
Appendix C-3
.
Appendix C-4
Drawing 11747, Twin Screw, Two Stations
Appendix C-5
.
Appendix C-6
Drawing 11745, Twin Screw, Two Pluggable Stations
Appendix C-7
.
Appendix C-8

785CE Operation - Atlantis Marine Power

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CruiseCommand

Operation & Troubleshooting

2.0 ERASE EEPROM (H1) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 29

MM13927 Table of Contents ...................................................................................................................................... 1

Drawing 11748, Single Screw, Two Stations ............................................................................................................. 1

Rev Date Revision Description

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

WARNING: PERSONAL INJURY MAY RESULT IF THIS MESSAGE IS DISREGARDED.

1.2 CRUISECOMMAND SYSTEM

2.3 BASIC OPERATION

Figure 1: Control Head Detents

2.4 ENGINE START INTERLOCK

When transferring command from one Station to another:

2.6 WARM-UP MODE

Figure 4: Control Head Warm-up Mode

Figure 5: Control Head Normal Operating Mode

2.7 HIGH / LOW IDLE MODES

Figure 6: High/Low Idle Mode Selections

2.7.3 Selecting Between High / Low Idle

2.8 ENGINE SYNCHRONIZATION (TWIN SCREW)

2.8.1.2 Active Synchronization (Twin Screw)(default Disabled)

2.9 ONE LEVER OPERATION MODE (TWIN SCREW)

One Lever Operation Mode must be

2.9.2 To turn OFF One Lever Operation:

2.10 TROLLING VALVE OPERATION (OPTIONAL)

Troll Mode is a feature that must be turned On and Off at the

2.10.2 Types of Trolling Valve Command

Factory Authorized Sales & Service Centers - International

NEW ZEALAND SOUTH AFRICA

SWEDEN UNITED KINGDOM (England)

TAIWAN 6427 Kelly Friedenberg

6952 Randy Tredinich, Marc Kloor

John Shea, Gil Bashaw

Electronic Propulsion Control Systems Three Year Limited Warranty

Figure 1: Basic Control System

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

Port The Control Heads, located at all

In addition to the audible and visual indications

1.4 DIAGNOSTIC MENU

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

Figure 4: Display Pattern

B) Depress the Up or Down Arrow Push-button. The characters

Figure 5: Display Function A0

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

Figure 6: Display Function H0

Figure 7: Display Applied Battery Voltage

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

Figure 8: Display Tachometer Sender Frequency in Hz

Figure 9: Display Stations Current Control Head Lever Positions

Figure 10: Display Stations Control Head Transfer Button Status

Figure 11: Display Software Revision Level

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

H) The Diagnostic Menu can be exited two ways:

1.5 AUDIBLE TONES

Figure 12: Slow Repetitive Tone

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

Figure 13: One Long - Three Short Tones

Figure 14: Display Stations Example

D) The examples above are shown with no Control Heads con-

Figure 15: Display Stations A/D Value

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

Figure 16: Steady Tone

Figure 17: One Long - One Short Tone

Figure 18: Three Second Steady Tone