EC200 EC250 EC251 Installation 1018434 - RF - 0306 - CD

INCORPORA TED INCORPORATED
TWIN DISC
Installa tion Installation

Marine Contr ol System Control
Manual
Model: EC200/250/251
Document Number: 1018434
NOTICE Twin Disc, Incorporated makes no warranty or guaranty of any kind, expressed, implied or otherwise, with regard to the information contained within this manual. Twin Disc, Incorporated has developed this manual through research and testing of the information contained therein. Twin Disc, Incorporated assumes no responsibility for any errors that may appear in this manual and shall not be liable under any circumstances for incidental, consequential or punitive damages in connection with, or arising out of, the use of this manual. The information contained within this manual is subject to change without notice.
Document Number 1018434 Revision F
March, 2006
Model EC200/250/251 Marine Control System Installation Manual
Note: Revision E is the same as Revision D except page 106 was replaced with a properly scaled drawing. Added table on page 132. Revision F corrected some errors in a table on page 131. Reference ECN 13959.
TWIN DISC, INCORPORATED EXCLUSIVE LIMITED WARRANTY Marine Electronic Control Systems
A. Twin Disc, Incorporated warrants the aforementioned assembled products and parts (except component products or parts on which written warranties are issued by the respective manufacturers thereof and are furnished to the original customer, as to which Twin Disc, Incorporated makes no warranty and assumes no liability) against defective materials or workmanship for a period of
forty-eight (48) months from the date of original shipment by Twin Disc, Incorporated to the original customer, but not to exceed thirty-six (36) months of service, whichever occurs first . This is the only warranty made by Twin Disc, Incorporated and is in lieu of any and all
other warranties, express or implied, including the warranties of merchantability and fitness for a particular purpose and no other warranties are implied or intended to be given by Twin Disc, Incorporated. The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc, Incorporateds application engineering. B. In consideration of the Limited Twin Disc General Warranty (hereafter called warranty) and price Twin Disc, Incorporated charges (which reflects Twin Disc, Incorporateds limited liability), the exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin Disc, Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found by Twin Disc, Incorporated to be defective (or equivalent credit). Under no circumstances, including a failure of the exclusive remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, punitive or incidental damages. The above warranty and remedy are subject to the following terms and conditions: 1. 2. 3. 4. 5. 6. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin Disc, Incorporated within sixty (60) days after completion of the in-warranty repair. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse, neglect, improper maintenance or accident. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc, Incorporated. The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to the date placed in service. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product or part with installations properly engineered and in accordance with the practices, methods and instructions approved or provided by Twin Disc, Incorporated. The warranty is void unless all required replacement parts or products are of Twin Disc origin or are Twin Disc authorized replacement parts, and otherwise identical with components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin Disc, Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc, Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or property, including without limitation, the original customers and subsequent purchasers employees and property, due to their acts or omissions or the acts or omissions of their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment. D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service, repair or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance in writing by Twin Disc, Incorporated. E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated to incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such changes as evidence of insufficiency or inadequacy of prior designs or materials. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a no-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete unit.
June 24, 2003 TDWP3100
F.
Twin Disc, Incorporated
Table of Contents
Table of Contents
GENERAL INFORMATION .................................. 11
GENERAL ............................................................................................. 11 SAFETY ................................................................................................ 11 WARRANTY.......................................................................................... 11 SERVICE INFORMATION ..................................................................... 11
Section 1 - GENERAL ......................................... 13

REQUIRED TOOLS .............................................................................15 REQUIRED SUPPLIES .........................................................................15 OTHER ITEMS WHICH MAY BE REQUIRED (DEPENDING ON .......... INSTALLATION)..................................................................................16 MAXIMUM STANDARD LENGTH NOTICE:.......................................20
Section 2 - CONTROL AND TROLL ACTUATOR INSTALLATION ................................................. 21

IMPORTANT GENERAL NOTE ...........................................................21 Installation .........................................................................................23
SECTION 3 - ENGINE SPEED SIGNAL ................. GENERATOR INSTALLATION (Twin Engine Installations With Sync) .................................. 27
MAGNETIC PICKUP ............................................................................27 Magnetic Pickup Installation ...........................................................28 Sensor Doubler ..................................................................................29 Tach Signal Generators .....................................................................30 IGNITION MODULE (SPARK IGNITION ENGINES ONLY) p/n 1015172.................................................................................................30 Ignition Module Installation Wiring .................................................31
EC200 Series Marine Control System Manual # 1018434
Table of Contents
Section 4 - LEVER, STATION, 1-TO-2 DOUBLER, AND COMMUNICATION HARNESS.................... INSTALLATION ................................................. 33
Lever Installation.................................................................................33 Station Harness Installation ..............................................................36 Final Installation For Stations ...........................................................38 Communication and Sensor Harnesses .........................................39
SECTION 5 - J6 CONTROL CONNECTIONS ... 41

Neutral Start Wiring .............................................................................42 FOR INSTALLATIONS NOT REQUIRING AN ISOLATION RELAY .....42 FOR INSTALLATIONS REQUIRING A RELAY......................................44 Stand Alone Troll Actuator Wiring (Installations with Troll Only) 45 Ignition Switch Wiring ........................................................................46 Power Wiring .......................................................................................47 Electronic Options Wiring .................................................................49 THROTTLE: ...........................................................................................49 GEAR SHIFTER ......................................................................................59 TROLLING VALVE CONTROL .............................................................60
SECTION 6 - PRELIMINARY TESTS ................. 63

Troll Actuator Tests (Installations with Mechanical Troll Actuators) .............................................................................................66 Speed Signal Generator Test (Twin Engine Installations w/Sync) . ................................................................................................................67 Troubleshooting Magnetic Pickup Installations ............................68 Troubleshooting Tachometer Generator Installations .................69 Troubleshooting Ignition Module Installations ..............................70
SECTION 7 - PUSH-PULL CABLE INSTALLATION ................................................................... 71

Throttle Push-Pull Cable Installation ...............................................72 GEAR SELECT PUSH-PULL CABLE INSTALLATION .......................77
Table of Contents
SECTION 8 - FINAL TESTS & ADJUSTMENTS 81

Cable Tests ..........................................................................................81 Engine Running Test ..........................................................................82 Fast Idle with Direction Disable Test ..............................................83 Engine Synchronization (sync) Test ...............................................84 Idle Set Speed Adjustments .............................................................87 Throttle Clamp Selection ...................................................................90 Hold in Gear Time Adjustment ............................................................91 Final Installation ..................................................................................93
SECTION 9 - OPERATION .................................. 95

Basic System Features ......................................................................95 System Operation ...............................................................................96 Engine Start .........................................................................................96 Engine Warm-up ..................................................................................97 Operation .............................................................................................97
APPENDIX .......................................................... 103

MORSE 33 SERIES CABLE MOUNTING DIMENSIONS ................. 103 CONTROL MOUNTING DIMENSIONS .............................................. 104 TROLL ACTUATOR MOUNTING DIMENSIONS .............................. 105 CONTROL HEAD MOUNTING TEMPLATE ..................................... 106 Push-Pull Cable Mounting .............................................................. 107 Push-Pull Cable Alignment/Check Procedure ............................ 108 Cable Alignment/Check Procedure ............................................... 109 Shaft Brake Control Option Details ................................................117 Pressure Switch Based Throttle Clamp ........................................119
Table of Contents
EC250 INSTALLATION/OPERATION MANUAL ADDENDUM .................................................... 121

GENERAL: .......................................................................................... 121 ACCESS PANEL ................................................................................ 124 GEAR AND TROLL VALVE CONNECTIONS ................................... 125 EC250 TROLL SWITCH SETTING ................................................... 126 Configuration Steps: ...................................................................... 126 Troll Current Ranges for New EC200/250 PIC Software .............. .. 1021410............................................................................................. 131
EC251 EXPRESS INSTALLATION/OPERATION ADDENDUM .................................................... 133

SYSTEM DESCRIPTION ................................................................... 133 INSTALLATION ................................................................................. 133 General ............................................................................................. 133 Access panel .................................................................................... 136 OPERATION........................................................................................ 137 EC251 SWITCH SETTINGS .............................................................. 141 Configuring Cruise, Express and Troll ....................................... 141 Configuration Steps: ...................................................................... 141
10
General
GENERAL INFORMATION
GENERAL
This publication provides the information necessary for the installation, adjustment, and operation of the Twin Disc Model EC200 Marine Control System.
SAFETY
Safe operating practices must be employed by all people installing and operating this unit. Twin Disc is not responsible for any personal injury resulting from unsafe and careless use of hand tools, power tools, lifting equipment or unsafe practices during installation and operation. Because of the possible danger to people or property from accidents which may result from the use of manufactured products, it is important that correct procedures be followed. Products must be used in accordance with the information specified. Proper installation procedures must be used. Proper safety devices such as guards may be required as specified in applicable codes. Safety devices are not provided by Twin Disc nor are they the responsibility of Twin Disc.
WARRANTY
Equipment for which this manual was written has a limited warranty. Contact your dealer for details regarding the limited warranty.
SERVICE INFORMATION
Each series of manuals issued by Twin Disc are current at the time of printing. Changes are made to reflect advances in technology and improvement in state of the art when required. All revisions and design improvements are subject to change without notice. Individual product service bulletins are issued to provide the field with immediate notice of new service information. These service bulletins are distributed to all Twin Disc EC200 distributors throughout the United States and many foreign countries. Contact your nearest Twin Disc distributor for the latest service information.
NOTICE There are several models of Twin Disc Marine Propulsion Control Systems. Use this manual (#1018434) for installation, setup, testing, and operation of the Model EC150, EC200, and EC250 control (actuator) boxes; Use also for EC200 lever (control head). Use manuals # ASM203414 and #ASM203415 for installation, setup, testing, and operation of the EC150 lever (control head). Note: Unless otherwise specified, dimensions are shown in inches (mm).
EC200 Series Marine Control System Installation Manual 1018434 11
General
12
EC200 Series Marine Control System Installation Manual 1018434
Section 1 General
Section 1 - GENERAL
PLEASE READ THESE GENERAL COMMENTS ON INFORMATION TO FOLLOW: The following instructions are intended to cover typical installation of single or twin engine systems with one or two control stations as standard, and up to six control stations with optional accessories and cables. For connecting and cabling, refer to the appropriate system drawing for your boat. The EC200 control system has been provided with connectors to reduce installation time and errors. Except for the power/interface cable, all other cables are available from the factory in certain standard length increments, or custom made to length in two-foot increments. Since the power/interface cable is made up differently for each boat, it is not practical to inventory these cables. Connector kits are available for use in making the power/interface cable assembly during installations. The installer must provide suitable wire crimping tools and cable. The installer must follow the drawing provided for the system, and assemble the connector on the boat. Cables should never be installed in a manner which puts strain on the connector or which results in more than a foot or two of excess length. A service loop, or drip leg, should be provided in each cable at the control box but it should be tied down so that it will not freely move around when the boat is in motion and cause the wiring to fatigue and break apart. The connectors have a resilient seal insert that seals to the insulation of each wire in the connector. Do not attempt to fit two wires into any of the connector positions. Sealing plugs are provided for unused positions of the power/ interface cable to insure the sealed nature of the connected cable assembly, do not discard these white plastic plugs, as they must be inserted into the unused positions. The following information is provided as a guide for your pre-installation parts check to be sure that you have ordered and received all of the components necessary for system installation. Typical system types and major components needed are: Single engine with single station -- One (1) single lever control head, one (1) control box, one (1) station harness, one (1) power connector kit, push-pull cables, installation hardware kits, and troll components if troll option selected. Single engine with two stations -- Two (2) single lever control heads,
EC200 Series Marine Control System Manual #1018434 13
Section 1 General
one (1) control box, two (2) station harnesses, one (1) power connector kit, push-pull cables, installation hardware kits, and troll components if troll option selected. Twin engine with single station -- One (1) dual lever control head, two (2) control boxes, one (1) station harness, one (1) comm harness, two (2) power connector kits, push-pull cables, installation hardware kits, and troll and/or sync components if those options were ordered. Twin engine with two stations -- Two (2) dual lever control heads, two (2) control boxes, two (2) station harnesses, one (1) comm harness, two (2) power connector kits, push-pull cables, installation hardware kits, and troll and/or sync components if those options were ordered. This 1018434 manual is the installation manual for the Twin Disc Model EC200 Marine Control System. This section provides a list of required tools and supplies for installing the system. The list is only representative of requirements for common installations and may not apply in all cases. The installer should perform the work in the order presented in this manual to simplify installation: Section 2 describes where and how to mount the controls and troll actuators (when used). Section 3 details the procedure for installing the speed signal generators used for sync operation (two or more engine installations only). Section 4 details the procedure for installing the lever wiring harnesses, lever assemblies, and 1-to-2 doublers (when used). Section 5 provides information for connecting the power, neutral safety, control lever and speed sensor (when used) wiring to the controls and troll actuators (when used), and electronic engines or transmissions (when present). Section 6 provides procedures for pretesting the system.
Section 7 contains information for installing and adjusting the engine, transmission and troll actuator push-pull cables (when used). Section 8 Section 9 details system final adjustments and checks. covers general operation.
14
Section 1 General
REQUIRED TOOLS
Installation requires the following tools that are not supplied with the base control system: _____ electric or pneumatic drill _____ center punch _____ assorted drill bits _____ small hammer
_____ 3/8 in. drive socket with extensions_____ #1 Phillips screwdriver _____ screwdriver with a 1/8 in. blade _____ tachometer or frequency counter _____ watch with a seconds hand _____ 3/32 in. hex key (allen) wrench _____ 1/8 in. hex key (allen) wrench _____ wire terminal crimpers _____ DC voltmeter _____ wire strippers _____ 1/2 in. open-end wrench _____ Deutsch crimp tool
REQUIRED SUPPLIES
Installation requires the following supplies that are not furnished with the base control system: _____ assorted wire terminal lugs, cable ties, and cable crimps. _____ Dow Corning #4 dielectric compound (Twin Disc p/n MA-890). _____ hookup wire (stranded copper, #14 AWG min. unless otherwise noted). Colors: yellow w/red stripe purple black red green neutral start ignition battery negative (-)* battery positive (+)* bonding
*These wires must be a twisted pair.
EC200 Series Marine Control System Manual #1018434
15
Section 1 General
_____ push-pull cables (Morse 33 Series RED JAKET Supreme or equivalent). One required per mechanically governed engine One required per mechanically shifted transmission Length of cables depends on distance between components and routing of cables. _____ brackets and hardware for mounting and connecting cables to the engine(s) and transmission selector valve(s). NOTE:MORSE 33 SERIES CABLE MOUNTING DIMENSIONS ARE GIVEN IN THE BACK OF THIS MANUAL TO AID IN BRACKET FABRICATION. NOTE:QUICK DISCONNECT BALL JOINT AND CLAMP KITS FOR MORSE 33 SERIES PUSH-PULL CABLES ARE AVAILABLE FROM Twin Disc (P/N 1015169). ONE (1) KIT WILL ACCOMMODATE ONE END OF TWO CABLES (EXAMPLE: A TWIN ENGINE INSTALLATION WITHOUT TROLL WOULD REQUIRE TWO (2) KITS TO MOUNT AND CONNECT THE CABLES TO THE CONTROLS). THE KITS DO NOT INCLUDE MOUNTING BRACKETS TO SECURE THE CABLE AND CLAMP TO THE ENGINE OR TRANSMISSION. _____ brackets and hardware for mounting the control(s). (1/4 in. maximum diameter to mount the controls.)
OTHER ITEMS WHICH MAY BE REQUIRED (DEPENDING ON INSTALLATION)

For installations requiring four to six control stations:
_____ 1-to-2 station doubler, Twin Disc p/n 1019759. One (1) doubler is required for installations with four (4) control stations Two (2) doublers are required for installations with five (5) control stations Three (3) doublers are required for installations with six (6) control stations _____ lever-to-doubler harness (specify length). Two required per control station.
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Section 1 General
Part number for the twin engine lever-to-doubler harness is 1018042 series and part number for the single engine lever-to-doubler harness is 1018043/ 1018044 series. One required per control station. Maximum length for either harness is 100 ft (30.5 m). _____ brackets and hardware for mounting the doubler(s). (1/4 in. maximum diameter for hardware to mount the doublers.)
To substitute split single lever control heads for a dual lever control head in twin engine installations:
_____ single lever control head, Twin Disc p/n 1018024. One required per station. _____ starboard single lever control head, Twin Disc p/n 1018025. One required per station.
For installations with the sync option:

_____ engine speed signal generators. One required per engine (can be one of the following)
Magnetic Pickups (Twin Disc p/n XM-2936M or equivalent)
Dual Output Magnetic Pickup (Twin Disc p/n 1015259 or equivalent)*
Tachometer Generators (Twin Disc p/n COI206242A)
Ignition Modules (Twin Disc p/n 1015172)

EC200 Series Marine Control System Manual #1018434 17
Section 1 General
Sensor Doubler (Twin Disc p/n 1016446)
*This magnetic pickup having two isolated outputs is available from Twin Disc. One required for each engine. One output can be used for EC200 sync input and the other output can be used for instrumentation, etc. The dual-output pickup has a 3/4 x 16 UNF thread and can be installed in place of existing pickups if both are electrically compatible. An alternate dual output pickup with a 5/8 x 18 UNF package is also available. NOTE:BOTH ENGINES MUST USE SIGNAL GENERATORS OF THE SAME TYPE, MODEL AND PART NUMBER. _____ speed signal generator cables, Twin Disc p/n 1018040 series (specify length). Maximum length is 60 ft. (18.9 m). One required per engine. NOTE:THE SPEED SIGNAL GENERATOR CABLES ARE NOT REQUIRED FOR INSTALLATIONS USING IGNITION MODULES.
IMPORTANT GENERAL NOTE Some systems will have troll actuators mounted in the main control enclosure. If the actuator positions of the main control are being used for throttle and gear selector, and the troll option has been ordered, a separate stand alone troll actuator assembly has been provided.
For installations with the troll option:

_____ Control to stand-alone troll actuator harness An X238086 series wiring harness is required to connect each stand-alone troll actuator to its control. Maximum length for the X238086 series harness is 16 ft (4.9 m). _____ cables (Morse 33 Series RED JAKET Supreme or equivalent). One required per mechanically operated trolling valve. Length of cables depends on distance between components and routing of cables. _____ brackets and hardware for mounting and connecting cables to the trolling valve(s).
18 EC200 Series Marine Control System Manual # 1018434
Section 1 General
NOTE: QUICK DISCONNECT BALL JOINT AND CLAMP KITS FOR MORSE 33 SERIES PUSH-PULL CABLES ARE AVAILABLE FROM TWIN DISC (P/N 1015170). ONE KIT WILL ACCOMMODATE ONE END OF ONE CABLE (EXAMPLE: TROLL IN A TWIN ENGINE INSTALLATION WOULD REQUIRE TWO (2) KITS TO MOUNT AND CONNECT THE CABLES TO THE TROLL ACTUATORS). THE KITS DO NOT INCLUDE MOUNTING BRACKETS TO SECURE THE CABLE AND CLAMP TO THE TROLLING VALVE. _____ brackets and hardware for mounting stand-alone troll actuator(s). (1/4 in. maximum diameter for hardware to mount actuator(s).
For installation in starter solenoid circuits greater than 5 amperes:

_____ Normally Open (NO) SPST relay with a coil voltage rating equal to the starter solenoid voltage and contacts with a current rating greater than the starter solenoid current. One required per control.
NOTE:INSULATED PUSH-PULL CABLE MOUNTING HARDWARE MAY BE NECESSARY TO SATISFY BOND/ISOLATION REQUIREMENTS, ESPECIALLY IF THE ENGINE BLOCK IS NOT GROUNDED OR BONDED. CONSULT FACTORY FOR FURTHER INFORMATION, OR TO ORDER INSULATED PUSHPULL CABLE MOUNTING HARDWARE. Twin Disc, USA, 262-638-4000.
For installation on nonconductive vessels, Twin Disc has made available the following components:
_____ ASM203251 Dual Nylon Installation Kit consisting of: (Used in place of p/n 1015169). Two (2) Morse terminal pins and plastic terminal eyes (1 used per electronic control) _____ 1016430 Single Nylon Installation Kit consisting of: (Used in place of p/n 1015170). One (1) Morse terminal pin and plastic terminal eye (1 used per troll actuator -1003836 series)
EC200 Series Marine Control System Manual #1018434
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Section 1 General
MAXIMUM STANDARD LENGTH NOTICE:

Wiring Harnesses for the EC200 Control System have specified maximum lengths that must be considered when mounting the controls, troll actuators and doublers. The chart below lists the maximum standard installation lengths for these harnesses: Twin Disc p/n Series 1018043 1018044 (Single Engine Lever to Control Harness) (Starboard Single Engine Lever to Control Harness) 1018042 (Twin Engine Lever to Controls Harness) 1018042 (Twin Engine Lever-to-Station Doubler Harness) 1018043/44 (Single Engine Lever-to-Station Doubler Harness) 1018040 (Engine Speed Sensor Harness) 1018041 (Control to Control Communications Harness) X238086 (Control to Troll Actuator Harness) Max.Length, ft(m) 100 (30.5) 100 (30.5) 100 (30.5) 100 (30.5) 100 (30.5) 60 (18.9) 50 (15.3) 16 (4.88)
NOTE: ADDITIONAL WIRE CANNOT BE ADDED TO ANY HARNESS. NOTE:FOR HARNESS LENGTHS BEYOND THE MAXIMUMS LISTED CONSULT FACTORY. PLAN TO PROVIDE INFORMATION ON THE BOAT LENGTH, NUMBER OF STATIONS, AND OPTIONS TO BE ADDED.
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Section 2
Section 2 - CONTROL AND TROLL ACTUATOR INSTALLATION
IMPORTANT GENERAL NOTE

Control boxes should be mounted near the engines in a location reasonably free from direct splash and spray, and protected from mechanical abuse. When selecting the location for mounting the control box(es), consideration should be given to the push pull cable routing to avoid sharp bends or excessive lengths. The mounting surface should be flat, or shimmed so that the control box is secured without distortion to the bottom plate. Control boxes should not be mounted on the engines unless they are protected by a heat shield and mounted to a vibrationdamped plate. In systems that have the sync option, one (1) control box will be identified as sync, and one (1) will not. The sync box must be installed on the starboard side, and the other box on the port side. Ensure a suitable location is chosen for mounting the control(s) and troll actuator(s). Choose a location that: ! ! ! ! ! ! ! ! is not on any drivetrain components is away from heat sources is clear of service areas is away from high current conductors is protected from submersion or splash will not provide a step for personnel is a minimum of one (1) meter away from alternators, generators, communications equipment and associated leads is away from high vibration
There are other factors to consider when choosing a mounting location for the controls and troll actuators.
21
Section 2
Push-Pull Cables:
! ! ! ! ! should be minimum length should have bends less than 90 degrees should use the maximum possible radius where bend is required must be located away from hot surfaces must be clear of service or access areas
Electrical wiring & routing:

! ! ! ! ! ! ! must be minimum practical length must be located away from high current conductors and devices must be located away from hot surfaces must be clear of service and access areas should be at least one (1) meter away from communications equipment, antennas and associated leads should be at least one (1) meter away from alternators, generators and ignition systems should have drip loops where required, especially at the controls
The locations should provide easy access for routing, connecting and adjusting the push-pull cables. Locations should also be convenient for accessing necessary electrical connections.
22
Section 2
CAUTION
IN TWIN ENGINE INSTALLATIONS WITH SYNC, THE CONTROL HAVING THE SYNCHRONIZER CIRCUITRY MUST BE MOUNTED ON THE STARBOARD SIDE OF THE VESSEL. FAILURE TO INSTALL PROPERLY WILL RESULT IN IMPROPER SYSTEM OPERATION. NOTE:EACH ELECTRONIC OPTION REPLACES PUSH-PULL MECHANICAL CABLE WITH ELECTRONIC WIRES. BOAT CONTROL SYSTEMS CAN HAVE DIFFERENT COMBINATIONS OF ELECTRONIC AND MECHANICAL CONTROLS FOR OPERATION OF THE THROTTLE, GEAR SHIFTER, AND TROLLING VALVE. NOTE:IT IS PREFERRED TO PULL ON THE THROTTLE PUSH-PULL CABLE TO INCREASE ENGINE SPEED, PUSH ON THE GEAR SELECT PUSH-PULL CABLE TO SELECT AHEAD VESSEL DIRECTION, AND PULL ON THE PUSH-PULL CABLE TO INCREASE TROLLING SPEED. HOWEVER, REVERSE ACTION (EXAMPLE: PUSHING THE THROTTLE PUSH-PULL CABLE TO INCREASE ENGINE SPEED) CAN BE ACCOMMODATED ON THE CONTROL BY FOLLOWING THE STEPS IN SECTION 6.
Installation
1. Locate a solid, flat surface where the two nylon enclosure mounting pads contact and are parallel to the mounting surface. Fabricate brackets and install shims or spacers if required. Mark and drill mounting holes for the 1/4 in. mounting hardware. Place flat washers under the mounting screw heads. Tighten screws to 10 in.-lb. maximum. NOTE:ALL HARDWARE MUST BE CORROSION RESISTANT. BE SURE NEITHER THE SCREW HEADS OR WASHERS ARE TOUCHING THE STAINLESS STEEL ENCLOSURE.
2. 3.
23
Section 2
PREFERRED MOUNTING ARRANGEMENT FOR CONTROL Note: Control can be mounted in any orientation on a flat surface

Some systems will have troll actuators mounted in the main control enclosure. If the actuator positions of the main control are being used for throttle and gear selector, and the troll option has been ordered, a separate stand alone troll actuator assembly has been provided.
24
Section 2
Some systems require an external troll actuator that is housed in a separate enclosure as shown below..
PREFERRED MOUNTING ARRANGEMENT FOR EXTERNAL TROLL ACTUATOR. NOTE: Troll Actuator can be mounted in any orientation on a flat surface.
25
Section 2
26
Section 3
SECTION 3 - ENGINE SPEED SIGNAL GENERATOR INSTALLATION

(Twin Engine Installations With Sync) Twin engine installations with the sync option require installation of engine speed signal generators. There are many types of signal generators available that will work with the control system. This section outlines the installation of the signal generators available from Twin Disc. NOTE:SEE SECTION 4 FOR WIRING OF TACH SIGNAL SOURCE TO THE EC200 CONTROL.
MAGNETIC PICKUP
The magnetic (mag) pickup is a cylindrical threaded component that screws into each engine flywheel housing and is triggered by the ring gear teeth on the engine flywheel while the engine is running. The mag pickup produces an output signal with a frequency of one pulse per gear tooth. Both engine signals are fed into the starboard control. NOTE:DUAL OUTPUT-STYLE MAGNETIC PICKUPS ARE ACCEPTABLE IF THE OUTPUTS ARE ELECTRICALY ISOLATED FROM EACH OTHER AND HAVE THE REQUIRED ELECTRICAL CHARACTERISTICS. TWIN DISC HAS DUAL OUTPUT MAGNETIC PICKUPS AVAILABLE.
VIEW OF MOUNTING HOLE IN FLYWHEEL HOUSING FOR THE MAGNETIC PICKUP
VIEW OF SINGLE & DUAL OUTPUT MAG PICKUPS

EC200 Series Marine Control System Manual # 1018434 27
Section 3
Magnetic Pickup Installation

NOTE:SOME ENGINES HAVE INSPECTION PLATES, PLUGS, OR PRE-DRILLED AND PLUGGED SENSOR MOUNTING PLATES WHICH MAY ELIMINATE THE NEED TO DRILL INTO THE FLYWHEEL HOUSING. NOTE:SOME ENGINES HAVE MAG PICKUPS ALREADY INSTALLED IN THE FLYWHEEL HOUSINGS FOR THE ENGINE TACHOMETERS. THESE PICKUPS CAN BE USED AS A GUIDE FOR FINDING THE RING GEAR, OR MAY BE REPLACEABLE WITH DUAL OUTPUT SENSORS TO ELIMINATE THE NEED TO DRILL INTO THE FLYWHEEL HOUSING. 1. Locate an easily accessible area on the flywheel housing of each engine that is directly in line with the starter ring gear teeth. Drill and tap the flywheel housings for a 3/4 X 16 UNF or 5/8 X 18 UNF (as appropriate for sensor ordered) hole at the desired locations. Clean and de-burr the holes.
2.
CAUTION
DO NOT DAMAGE THE RING GEAR TEETH WITH THE DRILL BIT OR TAP. 3. Bump the engine starter until the crown (top) of a gear tooth is visible in the center of the hole. Coat the mag pickup threads with a very thin film of oil. NOTE:DO NOT USE TOO MUCH OIL. DIRT WILL COLLECT ON THE SENSING FACE AND CAUSE THE MAG PICKUP TO MALFUNCTION. 5. 6. Install the mag pickup in the hole finger tight against the ring gear. Back out the mag pickup 1/2 turn and tighten the lock nut to 40 in.-lb. maximum against the flywheel housing while holding the mag pickup body in place. Plug the mag pickup cable into the mag pickup and route cable to the starboard control.
4.
7.
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Section 3
CAUTION
LABEL THE CABLES AS PORT AND STARBOARD AT THE STARBOARD CONTROL TO AVOID CONFUSION DURING CONNECTION TO THE CONTROLS. INCORRECT CONNECTION WILL RESULT IN IMPROPER SYNC OPERATION.
VIEW OF SENSOR DOUBLER
Sensor Doubler
If it is not possible to add a magnetic pickup, it may be possible to use a sensor doubler to obtain two isolated outputs from an existing magnetic pickup output. Twin Disc has sensor doublers, P/N 1016446, available. If the existing output is for a non-critical function such as dashboard tachometers, a sensor doubler can usually be added to double while isolating the outputs.
CAUTION
DO NOT ADD A SENSOR DOUBLER INTO THE OUTPUT OF A MAGNETIC PICKUP WHICH IS BEING USED FOR ENGINE CONTROL FUNCTIONS. The sensor doubler is connectored and small enough that it is not physically mounted to the engine or boat structure. Connect the sensor doubler input into the available output of a magnetic pickup, connect the original tach cable into one output of the doubler, and the EC200 sensor cable into the other output. Secure the sensor doubler to the sensor harnesses with tie wraps or other suitable means.
VIEW OF TACH SIGNAL GENERATOR

Section 3
Tach Signal Generators

Other sources are available for engine speed signals which will work with the control system. Follow these guidelines when sourcing engine speed signal generators: 1. The generators must be capable of generating an AC signal with a frequency that is proportional to speed. Use a generator that provides the highest frequency possible (that is proportional to speed), but at least 15 cycles per crankshaft revolution. Twin Disc has a 30 pulse per revolution tach sensor available, P/N COI206242A. The output amplitude of the signal generator must be a minimum of 1.5 volts AC when connected to the starboard control. The generator output used for the EC200 system cannot be used to provide signals to other devices on the vessel (engine tachometers, etc.). The signal generator output used must be connected directly to the EC200 system. Mechanical drive components necessary to convert an existing tach sender drive to a dual tach sender drive must be ordered from the accessory supplier identified on the existing tach sender.
2.
3.
4.
VIEW OF IGNITION MODULE
IGNITION MODULE (SPARK IGNITION ENGINES ONLY) p/n 1015172

The ignition module connects to the ignition coil on spark ignition engines to provide the speed signal for the sync function of the control system. The ignition module produces an output signal with a frequency of one pulse per ignition cycle while the engine is running. NOTE:SELECT A MOUNTING LOCATION FOR THE MODULES THAT PROVIDES THE SHORTEST LEAD LENGTH POSSIBLE FOR THE INPUT (RED AND BLACK) WIRES. ADD LENGTH TO THE SIGNAL (GREEN) WIRE TO ROUTE THE LEAD TO THE CONTROL IF NECESSARY, BUT KEEP IT AS SHORT AS POSSIBLE WITHOUT SACRIFICING PROPER ROUTING CONSIDERATIONS.
Section 3
Ignition Module Installation Wiring

1. Connect the red wire of the ignition module to the negative (-) ignition coil lead on the engine. Connect the black wire of the ignition module to a good battery negative (-) point on the engine. Mark the green port signal lead PORT and the green starboard signal lead STARBOARD.
2.
3.
CAUTION
LABEL THE LEADS AS PORT AND STARBOARD AT THE STARBOARD CONTROL TO AVOID CONFUSION DURING CONNECTION TO THE CONTROLS. INCORRECT CONNECTION WILL RESULT IN IMPROPER SYNC OPERATION. 4. Route both leads to the starboard control. Leave the signal leads disconnected.
WIRING DIAGRAM FOR IGNITION MODULE
VIEW OF IGNITION SENSOR ELECTRONIC IGNITION FILTER MODULE

Section 3
WIRING DIAGRAM FOR IGNITION MODULE REQUIRING USE OF IGNITION SENSOR ELECTRONIC IGNITION FILTER MODULE
32
Section 4
Section 4 - LEVER, STATION, 1-TO-2 DOUBLER, AND COMMUNICATION HARNESS INSTALLATION

IMPORTANT GENERAL NOTE In the following steps, you will be using the template provided in the appendix, locating a suitable position on the dash for the control head(s), and cutting out the indicated hole for the lower housing clearance of the head(s). Pilot drill the mounting screw holes, but do not mount the control head(s) at this time. If this is a new installation, follow the instructions provided with the engine(s) and mount the master switch, ignition switch(es), and instrumentation gauges as directed. Each control station requires installation of a control head and wiring harnesses. Follow all steps in this section for each control station.
Lever Installation
1. Select a mounting location that is flat, readily accessible, permanent, and solid. At least three (3) cm of clearance is required at both ends of the lever travel for the operators hands (i.e., no pinch point). Clearance must be provided beneath the control head to accommodate the base, an electrical connector and a harness. The lever should be installed at least one (1) meter away from communications equipment and associated leads.
FRONT VIEW OF CONTROL HEAD WITH LEVERS IN NEUTRAL POSITION

Section 4
SIDE VIEW OF CONTROL HEAD WITH LEVER CLEARANCE SHOWN NOTE: Dimensions are Shown in inches (mm) 2. Cut out the lever mounting template in the back of this manual and tape it in the desired lever location. Make sure this position provides clearance for the operators hands over the full range of lever travel. Center punch the four (4) mounting holes and scribe the base cutout outline. Remove the template. Drill and cut the holes using the template markings. Check the hole locations with the template. The cutout cannot be smaller than shown on the template and must be properly aligned with the mounting holes. Remove any splinters and sharp edges from the holes. Carefully place the control head in the hole, ensuring that lever components on the bottom do not touch the sides of the cutout while lowering, or when mounted. Check the fit of holes and mounting hardware. Correct the fit if necessary. Remove the control head from the cutout.
3.
4. 5.
6. 7.
8.
34
Section 4
Select a mounting location for the 1-to-2 doublers (if used) and mount the doublers using 1/4 inch diameter screws.
PREFERRED MOUNTING ARRANGEMENT FOR 1-TO-2 DOUBLER Follow these guidelines when mounting the doubler(s): ! ! ! ! ! ! Keep clear of service and access areas Avoid hot surfaces Avoid AC power and high current conductors Use vertical or overhead surfaces for attachment if possible Ensure that harnesses can be properly supported along their length Keep doublers at least one (1) meter away from communications equipment and associated leads
35
Section 4
Station Harness Installation

NOTE:IF 1-TO-2 DOUBLERS ARE USED, THE 1-TO-2 DOUBLER HARNESSES HAVE CONNECTORS ON BOTH ENDS. THE 1-TO-2 DOUBLER HARNESSES ARE TO ROUTE BETWEEN THE LEVER ASSEMBLIES AND THE STATION RECEPTACLES ON THE 1-TO-2 DOUBLER. THE STATION HARNESSES WILL THEN ROUTE BETWEEN THE CONTROL RECEPTACLE ON THE DOUBLER AND THE CONTROL. NOTE:EACH DUAL LEVER STATION HARNESS CONSISTS OF TWO SEPARATE CABLES TIED TOGETHER. BOTH CABLES TERMINATE IN A SINGLE CONNECTOR ON ONE END. ON THE OTHER END, ONE CABLE END IS MARKED PORT AND THE OTHER CABLE END IS MARKED STARBOARD. ALL CABLE ENDS MARKED PORT MUST ROUTE TO THE PORT CONTROL AND ALL CABLE ENDS MARKED STARBOARD MUST ROUTE TO THE STARBOARD CONTROL. NOTE:MAXIMUM COMBINED HARNESS LENGTH FROM CONTROL TO DOUBLER AND DOUBLER TO STATION LEVER IS 100 FT (30.5 M). 1. If 1-to-2 doublers are used, route the 1-to-2 lever harnesses between the lever assemblies and the 1-to-2 doublers.
Follow these guidelines when routing the harness(es): ! ! ! ! ! ! ! ! ! Keep clear of service and access areas Avoid hot surfaces Avoid AC power and high current conductors Avoid potential pinch or abrasion points Use vertical or overhead surfaces for attachment if possible Do not route across sole or deck Ensure that harnesses can be properly supported along their length Arrange harnesses so that drip loops can be formed Route harness at least one (1) meter away from communications equipment and associated leads
36
Section 4
1-TO-2 DOUBLER CONNECTION (TWIN LEVER ASSEMBLIES SHOWN) 2. Coat the terminals in the receptacles of the doubler with Dow Corning #4 dielectric compound. Mate the lever harness to a STATION receptacle on the doubler. Align the key and keyway of the plug and receptacle, push the plug in and rotate the locking ring on the plug until the plug locks in position. Route the station harness(es) from the control head(s) (23 pin connector), or 1-to-2 doublers (16 pin connector) to the control box(es) (9 pin connector). If you are installing a twin engine system, make sure that the two harness cables are properly routed to the indicated port or starboard control boxes according to their marker tags. Coat the pins on the connectors of the station harnesses with Dow Corning #4 dielectric compound. Connect the control cable(s) to the CONTROL receptacle(s), if 1-to-2 doubler(s) are used. Otherwise, route the control cable(s) to the lever cutouts. NOTE:FOR SPLIT-SINGLE LEVER STATIONS IN TWIN ENGINE INSTALLATIONS
3.
4.
37
Section 4
VIEW OF SPLIT SINGLE LEVER ADAPTER CABLE WIRING
Install male end of adapter harness on the station harness (or 1-to-2 doubler harness where doublers are used). Route the PORT cable of the adapter harness to the port side lever cutout and the STARBOARD cable of the adapter harness to the starboard side lever cutout.
Final Installation For Stations

1. Feed harness connector through opening in dash and connect to control head. Turn collar until engagement snap is felt. NOTE:DRAG ADJUSTMENT IS PROVIDED AT EACH LEVER. PROPER ADJUSTMENT IS NECESSARY TO ENSURE THAT THE LEVER REMAINS IN THE INTENDED POSITION WITHOUT OPERATOR ASSISTANCE. 2. Insert an 1/8 in. allen wrench into the base opening for each lever, and tighten screw A until approximately 1-2 lbs. average drag is obtained over the full lever travel. Mount the lever using four (4) oval head #10 screws, (type of screw depends on material used for the support). Lever is supplied with stainless 1 1/2 in (38 mm) screws suitable for mounting to up to 3/4 in (19 mm) thick dash. NOTE:ALL FASTENING HARDWARE MUST BE CORROSION RESISTANT.
3.
Section 4
4.
Secure all harnesses to a supporting structure with clamps or cable ties at 18 in. intervals. Provide enough length in the harness to allow removal of the control head in the future.
VIEW OF COMM CABLE
Communication and Sensor Harnesses

1. If the installation is for two (2) engines, connect the communication cable from the port control box to the starboard control box. The 5 pin connector is used at J4 on the port control box, and the 6 pin connector is used at J5 on the starboard control box. This cable will communicate the station select information from port to starboard, and coordinate the enabling of synchronization mode to insure that it is only available when both port and starboard controls are commanding forward. Sensor Harness Connections - If sync (synchronization) option is on the system, you will also need to connect sensor (tach) signals to the speed inputs of the starboard control. Port speed connects to J7 and starboard speed connects to J8. Identify and mark the station harness for use at each control station (example: Station 1, Station 2,...)
2.
39
Section 4
VIEW OF TACH CABLE WIRING
40
Section 5
SECTION 5 - J6 CONTROL CONNECTIONS
CAUTION
WHEN MAKING THE ELECTRICAL CONNECTIONS DESCRIBED IN THIS SECTION, ENSURE THAT THE ASSOCIATED POWER SOURCE IS TURNED OFF. THIS INCLUDES POWER LEADS TO THE CONTROL, AND BOAT ELECTRICAL SYSTEM POWER USED FOR STARTING ENGINES.

Be sure the power connector, J6, is disconnected before proceeding with the installation wiring. Battery positive and negative power wires must be 14 gauge and should not be more than 12 feet. The main power wires to the power interface connector (battery + and battery -) must be routed directly to the battery or a primary distribution panel within 3 feet (1 meter) of the battery, but not the starter feed. These wires must be at least 14 gauge and should be a twisted pair cable to insure proper system performance. Never connect EC200 battery + or - power input to the engine(s) or any of its electrical components. Dress the control power wires to the battery for the engine, which will be controlled by the control. Use a good quality connector to connect the power wires to the battery or bus bar and check the wires to be sure they are secure. REMEMBER, the system must have a good source of power to respond accurately to your commands. Starter interlock wiring must be connected to prevent the engine(s) from starting with the gear selector not in Neutral. Route the wire from the ignition switch to the starter relay through the interlock contact connections provided via J6. If more than 5 amps are required for the start interlock circuit, a transfer relay must be installed using the diagram provided on the system installation print. If Troll option is on the system, and the throttle and gear are both actuated mechanically, you will have a stand alone troll actuator box, and need to connect the troll wiring, for that box, into the power connector also. If the engine is electronic, you will need to connect the engine interface wires to the power connector. If the system has electronic engine and troll, the troll actuator will be installed in the main control box, and no additional cabling will be required for the troll control.
WARNING
Keep the EC200 system cables away from antenna wires and AC power wires. Do not lay the EC200 control wires in the same trough or conduit as antenna or AC power wires. Plan all the EC200 cabling routes to
Section 5
keep the cables at least 30 inches away from any antenna or AC power wires. All station cables are made with twisted pair wiring, do not splice or substitute different types of wiring into the station cabling. Control enclosures must be bonded to battery negative, bond rails, or hull plates according to prevailing standards. Bond wires should be placed under the mounting flange screws which hold the white nylon spacer bars, on the flange sides which have the mounting bolt holes. Do not loosen the screws on the flange surfaces, which do not have mounting bolt holes. Do not install bond wires under the mounting screws for the control. Insulated push-pull cable mounting hardware may be necessary to satisfy bond/isolation requirements, especially if the engine block is not grounded. Consult factory for further information, or to order insulated push-pull cable mounting hardware. Twin Disc, USA, 262638-4000
Neutral Start Wiring

The control is designed to ensure that the control lever is in NEUTRAL and a station is in command before an engine can be started. Two pins are provided on the controls power connector for neutral start wiring. These contacts can be used with commonly available DC engine system voltages, but are limited to a current capacity of 5 A (amperes) DC. Hook up wire must be at 14 gauge or equivalent. NOTE:AN ISOLATION RELAY MUST BE USED IF THE STARTER RELAY/SOLENOID CURRENT EXCEEDS 5 A DC. USE AN ISOLATION RELAY IF THE STARTER SOLENOID/RELAY CURRENT IS UNKNOWN OR IF NO MEANS TO MEASURE THE CURRENT IS AVAILABLE. The neutral start contacts and the customers transmission neutral interlock (if present) must be wired in series with the vessels starting circuit.
FOR INSTALLATIONS NOT REQUIRING AN ISOLATION RELAY RETROFIT WIRING

1. At the starter relay or solenoid, disconnect the wire going to the engine START switch. NOTE:IF THE START SWITCH CONNECTS TO A RELAY AHEAD OF THE STARTER SOLENOID, DISCONNECT THE WIRE AT THE SWITCH SIDE OF THE RELAY.
42
Section 5
2. 3.
Connect a wire from the engine START switch wire to pin E of J6 (power connector) on the control. Connect a wire from the starter relay or solenoid to pin D of J6 on the control.
NEW WIRING
1. Connect one wire to the START switch, the other end of this wire to pin E of J6 on the control. Connect a wire from the starter relay or solenoid to pin D of J6 on the control.
2.
NEUTRAL START CONNECTIONS FOR INSTALLATIONS NOT REQUIRING A RELAY
43
Section 5
FOR INSTALLATIONS REQUIRING A RELAY

NOTE:A CUSTOMER-SUPPLIED RELAY HAVING ONE PAIR OF NORMALLY OPEN (NO) CONTACTS RATED FOR THE COIL CIRCUIT OF THE STARTER RELAY (OR SOLENOID) AND A RELAY COIL VOLTAGE RATING OF THE START SWITCH CIRCUIT IS REQUIRED FOR EACH CONTROL.
RETROFIT WIRING
1. Select a mounting location for the relay between the starter and the control. Disconnect the wire going to the engine START switch at the starter relay or solenoid. This wire will be connected to relay in step 7. Connect a wire from the START switch to pin E of J6 (power connector) on the control. Connect a wire from the POSITIVE (+) relay coil lead to pin D of J6 on the control. Connect a wire from the NEGATIVE (-) relay coil lead to the NEGATIVE terminal of the engine battery or the port-to-starboard negative bus. Connect a wire from one of the relay contacts to the starter relay or solenoid. Connect the wire removed in step 2 to the other relay contact. Coat all exposed terminals and leads with Dow Corning #4 dielectric compound.
2.
3.
4.
5.
6.
7. 8.
NEW WIRING
1. Select a mounting location for the relay between the starter and the control. Connect a wire from the START switch to pin E of J6 (power connector) on the control. Connect a wire from the POSITIVE (+) relay coil terminal to pin D of J6.
2.
3.
44
Section 5
4.
Connect a black wire from the NEGATIVE (-) relay coil terminal to the NEGATIVE port-to-starboard bus or the NEGATIVE battery terminal. Connect a wire from the start switch to one of the relay contacts. Connect a wire from the starter solenoid or relay to the other relay contact. Coat all exposed terminals and leads with Dow Corning #4 dielectric compound.
5. 6. 7.
NEUTRAL START CONNECTIONS FOR INSTALLATIONS REQUIRING A RELAY
Stand Alone Troll Actuator Wiring (Installations with Troll Only)

1. Coat the plug side of the troll actuator harness with Dow Corning #4 dielectric compound and connect to the receptacle on each roll actuator. NOTE:CONNECT THE PORT TRANSMISSIONS TROLL ACTUATOR TO THE PORT SIDE CONTROL AND THE STARBOARD TRANSMISSIONS TROLL ACTUATOR TO THE STARBOARD SIDE CONTROL IN TWIN ENGINE INSTALLATIONS.
Section 5
2.
Connect the crimp pins supplied in the power connector kit to harness wires of the troll actuator harness to J6 (power connector) on the control as shown. Secure the troll actuator harness as required.
3.
INSERTING TROLL (PRE-PINS) INTO J6 ACTUATOR HARNESS IN INSTALLATIONS WITH THE STAND ALONE TROLL ACTUATORS
Ignition Switch Wiring

The ignition switch circuit is used as a control signal for power to the control(s). The control will not function unless this terminal is connected to a DC signal source from the load side of the ignition switch. Connect a wire from the LOAD SIDE of the ignition switch to pin J of J6 (power connector) on the control. NOTE:THE DC VOLTAGE FROM THE IGNITION SWITCH MUST BE THE SAME AS THE VOLTAGE THE CONTROL IS BEING POWERED WITH. DO NOT USE 24 VOLT IGNITION SIGNALS WITH 12 VOLT CONTROLS, OR 12 VOLT IGNITION SIGNALS WITH 24 VOLT CONTROLS.
46
Section 5
IGNITION SWITCH CONNECTION
Power Wiring
Power wiring must be a twisted pair of #14 AWG (min.) stranded copper wires. The controls are available for 12 volt and 24 volt systems. DC to DC converters must be used for other system voltages, consult factory. 1. Connect the black wire of the twisted pair to the BATT. NEG. (pin B) on J6 (power connector) at the control. Connect the red wire of the twisted pair to the BATT. POS. (pin C) on J6 at the control. Connect the other end of the black wire to the negative battery terminal primary (-) bus bar or the negative port-to-starboard bus bar (twin engine applications). Connect the other end of the red wire to a primary battery (+) circuit breaker or fuse with a current rating of 10 amps. No other loads should connect to this device.
47
2.
3.
4.
Section 5
5.
Coat all pins of J6 with Dow Corning #4 dielectric compound. Do not connect J6 at this time. NOTE:POWER MUST BE TAKEN FROM PRIMARY DISTRIBUTION OR DIRECT FROM THE BATTERIES. PRIMARY DISTRIBUTION IS THE FIRST LOCATION WHICH THE HEAVY BATTERY WIRES CONNECT TO, BUT NOT A CONNECTION ON THE ENGINE.
POWER WIRING DIAGRAM FOR 12 VOLT AND 24 VOLT DC ELECTRICAL SYSTEMS
CAUTION
YOU MUST USE A 12VDC CONFIGURED CONTROL (OR TROLL) BOX WITH A 12VDC BATTERY SYSTEM AND A 24VDC CONFIGURED CONTROL (OR TROLL) BOX WITH A 24VDC BATTERY SYSTEM. LOCATE PART NUMBER STICKER ON TOP SURFACE OF CONTROL/ TROLL BOX. THIS STICKER IDENTIFIES WHETHER IT IS A 12VDC SYSTEM OR A 24VDC SYSTEM.
Section 5
Electronic Options Wiring
Note: Each electronic option replaces push-pull mechanical cable with electronic wires. Boat control systems can have different combinations of electronic and mechanical controls for operation of the throttle, gear shifter, and trolling valve.
THROTTLE:
Electronic engine interfaces typically use a three wire connection to the engines controller. The engine control is referred to as the ECU, EDU, ECM, or other similar name, and in the manufacturers installation information for the engine, there will be some information provided for the connections to a throttle position sensor. The EC200 throttle interfaces are designed based on data available from the engine manufacturers, and are general only in the sense that they all have three connections that have to be made directly to the engine control module harness in place of the throttle position sensor. The three connections are made by way of J6, the power and options connector, on the control box. The connector kit supplied for J6 has enough pins to fill the connector, so if you are installing a system which has an electronic engine interface, locate the correct connecting wires on the engine controller, make up a suitable interface cable, and crimp the connector pins for J6 on the wires. Do not use wire smaller than 18 gauge marine class. Be sure that the crimp is uniform and complete, and the wires are fully inserted into the connector.
49
Section 5
ELECTRONIC ENGINE WIRING DIAGRAM
50
Section 5
Caterpillar Engine Connection Requirements P/N--(no suffix)

This throttle signal configuration is known as a PWM/Duty Cycle. The EC200/ 250 throttle signal is set to approximately 9% at idle and 92% at full throttle. Generally, the EC200/250 is connected to the engine control at the connections designated for the Primary Throttle Position Sensor or TPS. Depending on the model and harnessing provided, the EC200/250 Engine Harness (J6) will either be connected to the Primary Throttle Position Sensor connector, or directly to the Customer Connector. See Table 1 and Table 2. Refer to the engine manufacturers literature to resolve any discrepancies. Table 1. Engine Connections at Caterpillars TPS Connector
EC 200/250 Engine H arness J6 J6-G J6-A J6-H EC 200/250 Signal D escription EC M Power Supply Throttle Si gnal EC M Power Supply C ommon TP S C onnector A C B
(Note 2)
Engine Signal D escription
(Note 1)
Swi tched Posi ti ve (EC M Power) Pri mary Throttle Posi ti on Si gnal Negati ve Battery (EC M Power)
1) The Battery Posi ti ve connecti on to J6-G should be swi tched and from EC M wi ri ng. 2) The Battery Negati ve connecti on to J6-H should be from EC M wi ri ng - not battery bus.
Table 2. Engine Connections at Caterpillars Customer Connector

EC 200/250 Engine H arness J6 J6-G J6-A J6-H EC 200/250Signal D escription EC M Power Supply Throttle Si gnal EC M Power Supply C ommon C ustomer C onnector Engine Signal D escription Battery + (swi tched) Pri mary Throttle Battery -
P i n 30 P i n 10 Pi n 2
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Section 5
Cummins Engine Connection Requirements

Vary with Type (Series) of Engine
Cummins Centry Engine Connection Requirements P/N --(IE2 as suffix)

The EC200/250 supports the Cummins Centry Type 8 engine controller. This controller is used on QSK, QSM-11, 485, 480C, and KTA type engines. The KTA engine is configured for a current loop interface. All other types are voltage interfaces. The EC200/250 supplies approximately 0.85 volts at idle and 4.05 volts at full throttle when configured as a Cummins voltage output and 4 mAat idle and 20 mA at full throttle when configured as a Cummins current loop output. All Cummins 4-20mA installations require pin G of J6 on the EC200/250 controller to be connected to a 12 to 24 volt supply controlled by the ignition switch. A three pin GM Packard Weather Pack connector (12010717) mates with the Cummins OEM throttle connector.
Table 3. Engine Connections at Cummins 50 pin Connector

EC 200/250 Engine H arness J6 J6-G EC 200/250 Signal D escription EC M Power Supply C ummins OEM C onnector Igni ti on Swi tched +12 or +24 Volts** **Note: Must match 12 or 24 VC confi i gurati on of EC 200/250 C ontrol Pi n B Pi n A Throttoe Posi ti on (Throttle) V Throttle Return (GND ) Engine Signal D escription
J6-A J6-H
Throttle Si gnal EC M Power Supply C ommon
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Section 5
Cummins Quantum Voltage Type Engine Connection Requirements P/N --(C5E as suffix)
This throttle signal configuration is a DC voltage. The EC200/250 throttle signal is set to approximately 0.85 VDC at idle and 4.05 VDC at full throttle. This configuration is typically used with Cummins QSM-11, 485C and QSK models with Quantum series engine controls. Generally, the EC200/250 is connected to the engine control at the connections designated for the throttle or throttle pot. Depending on the model and harnessing, the EC200/250 wiring will connect to the Throttle or the OEM connector. See Table 4. Refer to the engine manufacturers literature to resolve any discrepancies. Note: Refer to engine manufacturer for maximum wiring distance between EC200/250 and engine ECU. Table 4. Engine Connections at the Cummins Throttle Harness Stub
EC 200/250 Engine H arness J6 J6-G J6-A J6-H EC 200/250 Signal D escription EC M Power Supply Throttle Si gnal EC M Power Supply C ommon Throttle C onnector Pi n C D D Pi n B D D Pi n A Throttle Posi ti on (Throttle) V Throttle Return (GND ) Engine Signal D escription
Note: Not all QSK Throttle Pot C onnectors are "D D ".
Detroit Diesel Voltage Engine Connection Requirements P/N --(CEE as suffix)

For Voltage Control, set to approximately 0.50 VDC at idle to 4.50 VDC at full throttle. Note: Refer to engine manufacturer for maximum wiring distance between EC200/250 and engine ECU. Table 5. Engine Connections at the Detroit Diesel Engine
EC 200/250 Engine H arness J6 J6-G EC 200/250 Signal D escription EC M Power Supply Engine C onnector Engine Signal D escription
MIM Plug D RC 16-24S P i n 13 MIM Plug D RC 16-24S P i n 14 MIM Plug D RC 16-24S P i n 15 Seri es 60 Wi per Seri es 60 RTN
J6-A
Throttle Si gnal
J6-H
EC M Power Supply C ommon
53
Section 5
Deutz Type 2 Engine Connection Requirements P/N (IE2 as suffix)

for 4-20mA Loop Control Table 6. Engine Connections at the Deutz Type 2 Engine
EC200/250 Engine Harness J6 J6-G J6-A J6-H EC200/250 Signal Description ECM Power Supply Throttle Signal ECM Power Supply Common Engine Connector Engine Signal Description W/RSC 671 From 5550/5570 Governor Via Diode From 671 Speed Control From 671 Module Speed Control
Terminal F of Gov Terminal 4 of Speed Control Terminal 5 of Speed Control
Note: Verify that Terminal F of the speed control is switched power (Battery +) that will be turned off when the boat is not in use.
John Deere Engine Connection Requirements P/N --(CEE as suffix)

This throttle signal configuration is a DC voltage. The EC200/250 throttle signal is set to approximately 0.50 VDC at idle to 4.50 VDC at full throttle. This configuration is similar to the voltage types explained above; however, see the engine manual for complete details on interconnections for throttle input to the engine harness/engine control. Note: Refer to engine manufacturer for maximum wiring distance between EC200/250 and engine ECU. Table 7. Engine Connections at the John Deere Engine
EC200/250 Engine Harness J6 J6-G J6-A J6-H EC200/250 Signal Description ECM Power Supply Throttle Signal ECM Power Supply Common Engine Connector W/SE4/ECU S1 Pi n C S1 Pi n B S1 Pi n A Engine Signal Description Excitation Voltage Throttle Pot Wiper Sensor Return
Note: Connections should be made as close to the Engine Control Unit (ECU) as possible
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Section 5
MAN Current Engine Connection Requirements (P/N --(IE2 as suffix)

for 4-20mA Loop Control This throttle signal configuration is a current loop and is set to approximately 3.8 mA at idle and 20.3 mA at full throttle. This configuration is similar to the Cummins current loop explained above; however, see the engine manual for complete details on interconnections for throttle input to the engine harness/ engine control. Table 8. Engine Connections at the MAN Engine with Current Control
EC200/250 Engine Harness J6 J6-G J6-A J6-H EC200/250 Signal Description ECM Power Supply Throttle Signal ECM Power Supply Common Engine Connector
(Note 1)
Engine Signal Description Batt + From T515 4-20 MA + 4-20 MA Batt - From T531
X9 Pi n 7 X9 Pi n 9 X 9 P i n 10 and Pin 8
1) Wiring may be required inside MAN engine control to get switched battery + (terminal 15) to wiring side of connector X9 Pin 7.
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Section 5
MTU Engine Connection Requirements P/N --(IE2 as suffix)

for 4-20mA Loop Control This throttle signal configuration is a current loop and is set to approximately 3.8 mA at idle and 20.3 mA at full throttle. This configuration is similar to the Cummins current loop explained above; however, see the engine manual for complete details on interconnections for throttle input to the engine harness/ engine control. Table 9. Engine Connections at the MTU Engine
EC200/250 Engine Harness J6 J6-G J6-A J6-H EC200/250 Signal Description ECM Power Supply Throttle Signal ECM Power Supply Common Engine Connector Engine Signal Description W/EL55 (MOEL) +12VDC/ + 24V D C I in 4-20 MA GRND
LOP1 Terminal 91 LOP1 Terminal 83 LOP1 Terminal 84
Note: Connecions are for MDEC (ECS 5) version only. Check wiring diagram for engine to verify connection terminal numbers for other controls.
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Section 5
Volvo Penta Engine Connection Requirements P/N --(VPE as suffix)

This throttle signal configuration is a DC voltage. The EC200/250 throttle is set to approximately 0.44 VDC at full throttle reverse, 1.65 VDC at reverse idle, 1.90 VDC at neutral idle, 2.15 VDC at forward idle, and 3.80 VDC at full throttle forward. See the engine manual for complete details on interconnections for throttle input to the engine harness/engine control. Table 10. Engine Connections at the Volvo Penta Engine
EC200/250 Engine H arness J6 J6-G EC200/250 Signal D escription ECM Power Supply Engine Connector Engine Signal D escription TAMD Series
Throttle Pot Connector Pi n 1 (GN/BLK) Throttle Pot Connector Pi n 3 Throttle Pot Connector Pi n 2 ED C Green/Orange wi re (GN/OR) ED C Green/Yellow wi re (GN/Y)
J6-A
Throttle Si gnal
J6-H
ECM Power Supply Common
Note: Wi res should be connected as close to engi ne control (Electroni c D i esel Control) as possi ble.
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Section 5
Scania Engine Connection Requirements P/N --(SEE as suffix)

This throttle signal configuration is a DC voltage and is set to approximately 0.35 VDC at idle and 3.10 VDC at full throttle. This configuration is similar to the voltage types explained above; however, see the engine manual for complete details on interconnections for throttle input to the engine harness/engine control. Table 11. Engine Connections at the Scania Engine
EC200/250 Engine Harness J6 J6-G J6-A J6-H +24V EC200/250Signal Description ECM Power Supply Throttle Signal ECM Power Supply Common Switched Power Engine Connector Engine Signal Description W/DEC 2 TPSE TPSS TPSR Ye Remote Throttle Validation
C36-10 C36-12 C36-11 C36-9
Note: The +24V signal to C36-9 must by provided to prevent 'set' Throttle Limp Home mode.
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Section 5
ELECTRONIC ENGINE INTERFACE WIRING
GEAR SHIFTER
Electronically shifted transmissions come in two popular schemes. Transmission shifters which use two solenoids will usually fail to neutral if power is lost. Shifters which use three solenoids will usually fail to the gear engaged just prior to a power failure, and stay in that gear until the engine is shut off. Electronic shift transmission options, when selected, result in the gear shift actuator being removed, and a connector being installed in place of the actuator arm which would have driven the push-pull cable. The connector which is installed here is the primary output of forward and reverse selector solenoid drives. Since the connectors on the transmission solenoids are usually interchangeable, the identification of the solenoid wires for forward and reverse gear selection are in terms of which wires are powered when the control head is in forward, and the appropriate solenoid to connect to will depend on whether the gear is counterrotating, or enginewise rotating for forward, in the position it has been installed. If the transmission is a three solenoid shifter, and the control has been properly ordered, there will be another solenoid output provided via the power connector, J6.
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Section 5
TWO SOLENOID TRANSMISSION WIRING DIAGRAM
TROLLING VALVE CONTROL

Electronically controlled trolling is also available in several forms. Valve controls are similar in implementation, with the valve used being a proportional valve, and usually failing to cruise if the power is removed. Maximum slip on the clutch is achieved at or near maximum rated input current. Most of the single valve controls are proportional to current, and require a circuit which controls based on current instead of voltage. When electronic trolling is supplied on a control that also manages a mechanical throttle, the trolling connections are by way of J6. If electronic trolling is supplied on a system that also has electronic engine interface then the electronic engine interface uses the pins of J6, and the trolling connections are by way of a connector added to the control in place of the throttle actuator. Different versions of two valve trolling schemes already exist, and require confirmation with the factory, to insure that the control operates properly. Depending on the version necessary, both of the trolling valves may be controlled via the added connector, or one of them may be powered via the J6 connector. Specific details for trolling applications are provided on system installation drawings which are available from the factory.
Section 5
Bonding
1. Route a wire from the vessel bonding system to one of the BOND connections located on the mounting pad sides of each control. Install a ring terminal on the control end of the wire and connect using the screw which fastens the nylon mounting pad.
2.
BOND SYSTEM CONNECTION DIAGRAM
NOTE:WHEN PROPERLY ASSEMBLED AND MOUNTED, THE EC200 ENCLOSURE DOES NOT CONNECT ELECTRICALLY TO THE SURFACE THE EC200 CONTROL IS MOUNTED TO. NOTE:THERE IS A POSSIBILITY THAT HIGH POWERED ELECTRONIC EQUIPMENT USED ON VESSELS BUILT IN GRP, WOOD OR OTHER NONCONDUCTIVE MATERIAL CAN PRODUCE RADIO FREQUENCY INTERFERENCE (RFI), TO THESE CONTROLS.
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Section 5
TO ALLEVIATE THE EFFECT OF RFI, IT MAY BE NECESSARY TO ISOLATE THE CONTROL ENCLOSURE FROM ANTENNA EFFECTS CAUSED BY BONDING, POWER CABLES AND THE MECHANICAL PUSH-PULL CABLES. A MAJOR SOURCE OF INTERFERENCE CAN BE ELIMINATED BY INSURING THERE ARE NO BOND CONNECTIONS WHICH LOOP THROUGH THE ENGINE BLOCK VIA PUSH-PULL CABLES. Twin Disc has made available the following components for use with nonconductive vessels. These components will electrically isolate the pushpull cables from the EC200 control. ! ASM203251 Dual Nylon Installation Kit consisting of: (to be used in place 1015169- See Section 7) Two (2) Morse terminal pins and plastic terminal eyes (1 used per electronic control) 1016430 Single Nylon Installation Kit consisting of: (to be used in place of 1015170-See Section 7) One (1) Morse terminal pin and plastic terminal eye (1 used per troll actuator - 1003836 Series) Kit for isolating push-pull cables from stainless steel saddle NOTE:IF ISOLATION COMPONENTS ARE USED ON ANY COMPONENT OF THE EC200 SYSTEM, THEY MUST BE USED ON ALL COMPONENTS.
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Section 6
SECTION 6 - PRELIMINARY TESTS
TIME TO TAKE A BREAK AND LOOK OVER YOUR WORK! Using the installation drawing appropriate to your boat, work your way back from the station control head to the control boxes and check each connector to insure that it is correct, plugged in, and securely locked. Do Not plug in J6 at the control box end of the control adapter wiring harness at this time. Do Not assemble or connect the push-pull cables to the controls at this time.
CAUTION
THE GEAR SELECT ACTUATOR LEVER WILL MOVE TO NEUTRAL AND THE THROTTLE ACTUATOR WILL MOVE TO LOW IDLE WHEN THE CONTROL POWER IS ON AND THE IGNITION SWITCH IS FIRST TURNED ON. ENSURE THE ACTUATOR LEVER ARMS ARE CLEAR OF ALL OBSTRUCTIONS WHILE PERFORMING THE PRELIMINARY TESTS. NOTE: GEAR AND THROTTLE ACTUATOR ROTATIONS CAN BE REVERSED VIA PROGRAMMING SHUNTS LOCATED UNDER THE ACCESS PANEL ON THE TOP OF THE CONTROL BOX, BETWEEN THE PUSH-PULL CABLE ADJUSTING BRACKETS.
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Section 6
GEAR AND TROLL ACTUATOR DIRECTION REVERSING

Section 6
THROTTLE ACTUATOR DIRECTION REVERSING
1.
Check the ignition key switch(es) and the master switch to be sure they are in the off position. Inspect the power wire connections to the battery(ies) and, if you are installing a twin engine system, confirm that the negative terminals of the batteries are connected with a wire equal in size to the starter feed wires. Plug in J6(s) to connect power, ignition signal, starter interlock, and troll option or electronic engine option wiring. Turn on the master switch and the ignition(s) and verify that the control box(es) power-up, set the gear selector(s) to neutral, and throttle actuator arm(s) to the position necessary for idle command to the engine. If your system has electronic throttle or gear options you cannot confirm these items at this time.
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Section 6
2.
Go to the main control station, set the control head lever(s) in neutral, and push the station transfer (select) switch. The red indicator(s) on the control head should light up to show that control has been given to that station. Move the control lever(s) to forward and mid throttle. Inspect the control box(es) to verify that the gear actuator(s) moved to the position required for forward on the transmission controlled, and the throttle(s) moved to the center of the working range. If there is a second station on the boat, go to that station, and repeat this procedure to verify proper functioning of that station. Turn off the ignition(s) and master switches. If the actuator arms do not respond, and can easily be moved by hand, either the ignition signal or battery power is not reaching the control. Remove J6 and carefully meter test the ignition signal (pin J) and battery + (pin C) with reference to battery - (pin B). Approximate system voltage should be present on both ignition and battery +. If you cannot get proper voltage on these pins, turn power off and trace all wiring to find the problem.
Troll Actuator Tests (Installations with Mechanical Troll Actuators)

NOTE:ELECTRICAL TROLLING OPTION CIRCUITS CANNOT BE TESTED IN THE FOLLOWING PROCEDURE. SKIP OVER THIS ITEM. 1. 2. 3. Turn on power to the system and select a command station. Verify that all levers at the command station are in NEUTRAL. Move the selector switch on the control head to the TROLL 2 position. The lever arm(s) on the troll actuators should move to the opposite end of travel, from where they were in the CRUISE position. Advance the station levers forward. The GEAR SELECT lever arms should move to position, then the lever arms on the troll actuators should change position based on station lever position. The troll actuator lever arm should be all the way back to the CRUISE position when the station lever is at the full ahead (or full reverse) position. Moving the station lever towards NEUTRAL should move the troll actuator lever arm away from the CRUISE position to a position based on station lever position. NOTE:THE THROTTLE LEVER ARM SHOULD REMAIN IN LEVEL 2 OR 3 POSITION, AS SELECTED, WHILE IN TROLL. THROTTLE POSITION WHILE IN TROLL IS CONTROLLED BY THE SELECTOR ON THE CONTROL HEAD.
4.
Section 6
5.
Set the control head lever(s) to NEUTRAL, move the control head selector switch to IDLE 1 position, and the troll actuators should rotate back to their CRUISE position. Repeat steps 1 through 5 above for all stations and controls on a multiple engine/multiple station system. NOTE:IF ANY PROBLEMS ARE FOUND, VERIFY THAT ALL CONTROL CONNECTIONS ARE CORRECT BY USING THE DIAGRAMS SHOWN IN SECTION 4 AND 5.
6.
7.
Turn off all ignition switches and system power.
Speed Signal Generator Test (Twin Engine Installations w/Sync)

1. Verify that all transmission selector levers are in NEUTRAL and secure to prevent unexpected movement.
CAUTION
THIS STEP IS NECESSARY TO ENSURE THE SAFETY OF ALL PEOPLE ON OR NEAR THE VESSEL! 2. 3. Verify that all engine throttle levers are at low idle. Start the starboard engine. Unplug J8 at the starboard control and check the AC voltage between pins A and B on J8.
CHECKING MAGNETIC PICKUP OR TACHOMETER GENERATOR OUTPUT VOLTAGE

Section 6
If the voltage is below 1.5 volts AC, then increase engine speed and note if the voltage rises above 1.5 volts. If the voltage goes above 1.5 volts, turn off engine and proceed to the next step. If the voltage stays below 1.5 volts AC, then there is a problem in the wiring from the speed signal generator to the control, or with the speed signal generator itself. 4. Start the port engine, unplug J7 at the starboard control, and check the AC voltage between pins A and B on J8. If the voltage is below 1.5 volts AC, then increase engine speed and note if the voltage rises above 1.5 volts. If the voltage goes above 1.5 volts, turn off engine and proceed to the next step. If the voltage stays below 1.5 volts AC, then there is a problem in the wiring from the speed signal generator to the control, or with the speed signal generator itself.
NOTE:WIRING FROM THE SPEED SIGNAL GENERATORS TO THE STARBOARD CONTROL MUST BE DIRECT. NO OTHER CONNECTIONS TO ENGINE TACHOMETERS, GROUND, ETC. ARE ALLOWED.
Troubleshooting Magnetic Pickup Installations

Magnetic pickups collect metallic debris on the sensing face that corrupts the trigger pulses and reduces the available signal voltage to the control. Magnetic pickups also can develop short and open circuits within themselves which also reduces the available signal voltage to the control. 1. 2. Remove the magnetic pickup(s) and clean the sensing face as needed. Check for any damage on the sensing face. Replace the magnetic pickup if any damage has occurred. Install the replacement magnetic pickup according to the manufacturers guidelines. NOTE:INSTALL THE OPTIONAL TWIN DISC SUPPLIED MAGNETIC PICKUP (P/N XM2936M) ACCORDING TO THE PROCEDURE SHOWN IN SECTION 3 OF THIS MANUAL. 3.
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Measure the resistance across the leads and verify the measured resistance is within the manufacturers specs.
Section 6
NOTE:THE OPTIONAL TWIN DISC SUPPLIED MAGNETIC PICKUP (P/N XM2936M) SHOULD HAVE A RESISTANCE OF 900-1200 OHMS WHEN MEASURING BETWEEN THE LEADS AND MEASURE OPEN (INFINITE OHMS) WHEN MEASURING BETWEEN THE CASE AND EITHER LEAD. 4. If no faults with the magnetic pickups are found, then it is possible the customer procured magnetic pickups are not compatible with the control system. Locate an alternate source for the magnetic pickups.
Troubleshooting Tachometer Generator Installations

Tachometer (tach) generators are driven by an auxiliary drive on the engine. Tach generators must be installed so they do not work loose from the drive due to vibration or adapter breakage. Tach generators have a drive tang adapter to make them compatible with the drive on the engine. Consult the engine manufacturer for information on the tach drive configurations supplied. 1. Unplug or disconnect the leads at the tach generator and measure the AC voltage at the leads with the engine running. If the voltage is below 1.5 volts AC, remove the generator from the tach drive and inspect the drive. Repair/replace components as necessary and reinstall the tach generator. Measure the AC voltage again at the associated starboard input connector (J7 or J8) with the engine running. If the voltage is still below 1.5 volts AC, either the connections are defective, the wiring is incorrect, or the wiring is damaged. Repair or replace as appropriate.
2.
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Section 6
Troubleshooting Ignition Module Installations

Spark ignition impulses are very short duration but at a very high voltage. The average of those impulses can be read with newer digital voltmeters by using the AC scale. 1. Start the port engine. Unplug J7 at the starboard control and check the AC voltage between pin A and battery negative on the engine block. If the voltage is below 1 volt AC, increase engine speed and note if the voltage rises above 1 volt. If the voltage rises above 1 volt, the signal is present and ok. Perform the same check on the starboard engine. If the signal is not 1 volt or does not rise above 1 volt, check the connections of the ignition interface module to the ignition coil and engine ground, at the engine ignition system. Repair broken or damaged wiring as appropriate.
2.
3.
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Section 7
SECTION 7 - PUSH-PULL CABLE INSTALLATION
Correct push-pull cable installation will aid in trouble-free operation and maintenance of the control system. Using quick-disconnect ball joints will aid in push-pull cable adjustment. NOTE:QUICK DISCONNECT BALL JOINT KITS FOR MORSE 33 SERIES PUSH-PULL CABLES ARE AVAILABLE FROM TWIN DISC P/N 1015169 DUAL KIT WILL ACCOMMODATE ONE END OF TWO CABLES. EXAMPLE: A TWIN ENGINE INSTALLATION WITH TROLL REQUIRES THREE (3) 1015169 KITS. P/N 1015170 SINGLE KIT WILL ACCOMMODATE ONE END OF ONE CABLE. EXAMPLE: A SINGLE ENGINE INSTALLATION WITH TROLL REQUIRES ONE (1) 1015169 DUAL KIT AND ONE (1) 1015170 SINGLE KIT. NOTE:FOR NONCONDUCTIVE VESSELS - TERMINAL PIN AND EYE CONNECTOR KITS P/N ASM203251(DUAL KIT FOR USE ON ELECTRONIC CONTROLS) AND P/N 1016430 (SINGLE KIT FOR USE WITH 1003836 SERIES TROLL ACTUATOR) MUST BE USED TO ISOLATE CONTROL BOXES FROM PUSH-PULL CABLES. THESE KITS MUST BE USED WITH CONTROLS AS NOTED HERE AND NO SUBSTITUTIONS OR ALTERATIONS ARE ALLOWED WITHOUT FIRST CONSULTING FACTORY. Push-pull cables ! should be minimum length ! bends should be minimal; 90o or less preferred ! should use the maximum possible radius where bends are required ! located away from hot surfaces ! away from service or access areas ! must be Morse RED JAKET Supreme 33 series or equivalent. The actuators will accommodate a total push-pull cable stroke of 1.6 to 3.3 in. (4.1 to 8.4 cm), will provide a maximum of 53 lb. (250.2 N) force at the innermost point on the lever and a minimum of 25 lb. (121.3 N) at the outermost point on the lever.
Section 7
It is preferred to pull on the throttle push-pull cable to increase engine speed and push on the gear select push-pull cable to select ahead vessel direction. However, reverse action (Example: pushing the throttle push-pull cable to increase engine speed) can be accommodated by the control by following the steps outlined below. NOTE: POWER MUST BE APPLIED TO THE CONTROL BOX(ES) FOR THE FOLLOWING ADJUSTMENTS, SO THAT THE ELECTRICAL POSITION OF THE ACTUATORS CAN BE USED FOR ADJUSTMENTS, NOT THE MECHANICAL END STOPS OF THE ACTUATORS. IF YOU HAVE ELECTRONIC THROTTLE, SKIP OVER THIS ITEM.
Throttle Push-Pull Cable Installation

1. Mount the engine push-pull cable bracket to a secure mounting area on the engine if not already done. Loosely assemble a push-pull cable and clamp to the engine bracket. Adjust the clamp until the cable does not restrict the full travel of the throttle lever, then tighten the clamp. Check work by making sure the cable can retract beyond the full throttle position and extend beyond the engine idle position. NOTE:IF THE THROTTLE ACTION WAS REVERSED, THEN MAKE SURE THE CABLE CAN EXTEND BEYOND THE FULL THROTTLE POSITION AND RETRACT BEYOND THE ENGINE IDLE POSITION. 5. 6. 7. Connect the push-pull cable to the engine throttle lever. Route the remaining cable and cable end to the control. Loosely assemble the cable and clamp to the control as shown. Tighten the clamp screws until the clamp will hold position, but can be moved by hand. NOTE:DAMAGE TO THE CLAMP, CABLE, OR CABLE ANCHORS MAY RESULT IF THE CLAMP KIT IS NOT INSTALLED ACCORDING TO THE DIAGRAM. IF THE
2. 3.
4.
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Section 7
CLAMP KITS BEING USED ARE NOT SOURCED FROM TWIN DISC, FABRICATE AND INSTALL A SHIM BETWEEN EACH CABLE CLAMP AND CABLE ANCHOR ON ALL CONTROLS. 8. Install a ball joint connector in the middle of the actuator lever slot on the control per the diagram shown. Tighten the pin until it holds position, but can be moved by hand. NOTE:IT MAY BE NECESSARY TO REMOVE THE LEVER ARM TO INSTALL THE BALL JOINT CONNECTOR IN THE LEVER ARM. LOOSEN THE SET SCREW IN THE FLAT END OF THE ARM WITH A 3/32 in. HEX KEY WRENCH AND REMOVE THE ARM. DO NOT OVERTIGHTEN THE SET SCREW DURING REINSTALLATION OF THE LEVER ARM. 9. Install the quick-disconnect coupling or eye on the cable. Leave the cable disconnected from the lever arm at the control. Turn on master power switch. Turn on power to the control by turning on the ignition switch. DO NOT START THE ENGINE.
10. 11.
CAUTION
ACTUATOR LEVERS MAY MOVE
INSTALLING CABLE CLAMP AND ASSOCIATED PARTS TO CABLE ANCHOR ON CONTROL (TROLL ACTUATOR SIMILAR) (REFERENCE: P/N 1015169 AND 1015170)
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Section 7
INSTALLING BALL JOINT CONNECTOR AND ASSOCIATED PARTS ON LEVER ARM (REFERENCE: P/N 1015169 AND 1015170)
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Section 7
FOR NON CONDUCTIVE VESSELS
INSTALLING TERMINAL EYE PIN AND ASSOCIATED PARTS ON LEVER ARM (REFERENCE: PN. 1016430)
FOR NON CONDUCTIVE VESSELS
INSTALLING CABLE CLAMP AND ASSOCIATED PARTS TO CABLE ANCHOR ON CONTROL BOX (REFERENCE: PN. 1016430)
NONCONDUCTIVE VESSELS INSTALLATIONS
12.
Press the STATION SELECT button (at any control station) to take command. NOTE:MAKE SURE THE SELECTOR SWITCH IS SET AT THE IDLE 1 POSITION AT THE COMMAND STATION.
13.
Move the station lever to the AHEAD detent (AHEAD full throttle if the THROTTLE actuator travel was reversed). Push the cable all the way into the cable jacket (pull the cable end all the way out of the cable jacket if the THROTTLE actuator travel was reversed) and move the cable clamp at the control until the ball joint connector and ball joint are aligned.
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Section 7
NOTE:ADJUST THE CABLE CLAMP POSITION FOR THE LOW IDLE POSITION AND THE BALL JOINT CONNECTOR POSITION FOR FULL THROTTLE POSITION. 14. Move the control lever to AHEAD full throttle (AHEAD detent if the THROTTLE actuator travel was reversed). Pull the cable all the way out of the cable jacket (push the cable all the way into the cable jacket if the THROTTLE actuator travel was reversed) and move the stud in the actuator lever slot on the control until the ball joint connector and ball joint are aligned. Repeat Steps 13 and 14 above until the ball joint connector and ball joint are aligned at the low idle and full throttle positions, or there is a slightly greater (.010 inch) additional motion of the actuator arm on the control than travel in the cable (to be sure that push-pull cable slack will always be compensated for).
15.
THROTTLE PUSH-PULL CABLE INSTALLATION, GEAR SELECT AND TROLL ACTUATOR PUSH-PULL CABLE INSTALLATION SIMILAR
16.
Turn the ignition switch OFF. Tighten the stud and the cable clamp. Connect the push-pull cable to the actuator lever on the control.
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Section 7
GEAR SELECT PUSH-PULL CABLE INSTALLATION

NOTE:IF YOU HAVE ELECTRONIC (SOLENOID) GEAR SELECTORS, SKIP OVER THIS ITEM. NOTE:THE GEAR SELECT PUSH-PULL CABLE IS INSTALLED THE SAME WAY AS THE THROTTLE PUSH-PULL CABLE BUT THE GEAR SELECT ACTUATOR IS A THREE POSITION DEVICE: 45 LEFT (ROTATION), CENTER AND 45 RIGHT. THE CONTROL WILL DRIVE THE ACTUATOR TO THESE POSITIONS AS COMMANDED BY AHEAD, NEUTRAL OR ASTERN COMMANDS FROM THE OPERATORS LEVER. 1. Install the gear select push-pull cable using steps 1 through 11 in the Throttle Push-Pull Cable Installation portion of this section. Power-up the control, select a command station and move the station lever to the AHEAD detent (ASTERN detent if the GEAR SELECT actuator travel was reversed). Push the cable all the way into the cable jacket (pull the cable end all the way out of the cable jacket if the GEAR SELECT actuator travel was reversed) and move the cable clamp at the control until the ball joint connector and ball joint are aligned. Move the station lever to ASTERN detent (AHEAD detent if the GEAR SELECT actuator travel was reversed). Pull the cable all the way out of the cable jacket (push the cable all the way into the cable jacket if the GEAR SELECT actuator travel was reversed) and move the ball joint connector in the actuator lever slot on the control until the ball joint connector and ball joint are aligned. Repeat Steps 2 and 3 above until the ball joint connector and ball joint are aligned at both forward and reverse DETENTED positions, and have a small amount (.010 inch) of overtravel to compensate for pushpull cable slack.
2.
3.
4.
CAUTION
THE ACTUATOR LEVER POSITIONS MUST DRIVE THE TRANSMISSION ARM INTO THE DETENTED POSITIONS OF THE TRANSMISSION SELECTOR VALVE. OPERATION OF THE TRANSMISSION WITH THE SELECTOR IN A NON-DETENTED AREA MAY CAUSE SEVERE DAMAGE TO THE TRANSMISSION.
Section 7
5.
Turn the ignition switch OFF. Tighten the ball joint connector and the cable clamp. Connect the push-pull cable to the actuator lever on the control.
Troll Push-Pull Cable Installation

NOTE:IF YOU HAVE ELECTRONIC TROLLING, SKIP OVER THIS ITEM. NOTE:THE TROLL PUSH-PULL CABLE IS INSTALLED THE SAME WAY AS THE THROTTLE PUSH-PULL CABLE BUT THE SELECTOR SWITCH IS USED TO SET THE PROPER IDLE 1 AND MINIMUM TROLL POSITIONS. THE CONTROL WILL DRIVE THE TROLL ACTUATOR TO THESE POSITIONS AS COMMANDED BY THE SELECTOR SWITCH AT THE COMMAND STATION. 1. Install the troll push-pull cable using steps 1 through 11 in the Throttle Push-Pull Cable Installation portion of this section. Power-up the control, select a command station and select TROLL 2 on the selector switch at the command station. Push the cable all the way into the cable jacket and move the cable clamp at the troll actuator until the ball joint connector and ball joint line up. NOTE:THE LEVERS AT THE COMMAND STATION MUST REMAIN IN NEUTRAL DURING TROLL CABLE ADJUSTMENT. 3. Move the selector switch to IDLE 1. Pull the cable all the way out of the cable jacket and move the stud In the actuator lever slot on the troll actuator until the ball joint connector and ball joint line up. Repeat Steps 2 and 3 above until the ball joint connector and ball joint are aligned at both IDLE 1 and MINIMUM TROLL positions, and have a small amount (.010 inch) of overtravel to compensate for push-pull cable slack.
2.
4.
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Section 7
CAUTION
THE ACTUATOR LEVER POSITIONS MUST COINCIDE EXACTLY WITH THE DETENT AND MINIMUM TROLL POSITIONS OF THE TRANSMISSION TROLLING VALVE. OPERATION OF THE TRANSMISSION WITH THE TROLLING VALVE IN A NON-DETENTED AREA IN IDLE 1 MODE MAY CAUSE SEVERE DAMAGE TO THE TRANSMISSION.
PUSH-PULL CABLE INSTALLATION AT THE STAND ALONE TROLL ACTUATOR
5.
Turn the ignition switch OFF. Tighten the ball and the cable clamp. Connect the push-pull cable to the actuator lever on the troll actuator. Note: See Appendix for additional Push-Pull Cable Mounting information.
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Section 8
SECTION 8 - FINAL TESTS & ADJUSTMENTS
Cable Tests
1. Turn the ignition switch on but do not start the engine. Check that the control moved the transmission selector valve lever to NEUTRAL and the engine throttle lever to low idle. Select a command station by pressing the STATION SELECT button at one of the control stations. DO NOT START THE ENGINE. On trollequipped installations, make sure the selector switch is in IDLE 1 at the command station. Remove the cable from the GEAR SELECT actuator at the ball joint connector. The ball joint connector and ball joint must line up at the transmission selectors NEUTRAL detent. Move the cable to the AHEAD transmission detent. NOTE:MAKE SURE THE CABLES ARE NOT BINDING. LOCATE AND CORRECT ANY PROBLEM AREAS. 5. Move the control lever to the AHEAD detent. Check for proper cable alignment between the ball joint connector and ball joint. The ball joint connector and ball joint must line up at the transmission selectors AHEAD detent. Adjust the cable travel and anchor position as necessary if the ball joint connector and ball joint are not aligned. Move the cable to the ASTERN transmission detent. Move the control lever to the ASTERN detent. Check for proper cable alignment between the ball joint connector and ball joint. The ball joint connector and ball joint must line up at the transmission selectors ASTERN detent. Adjust the cable travel and anchor position as necessary by following steps 2 through 4 in the Gear Select Push-Pull Cable Installation portion of Section 7 if the ball joint connector and ball joint are not aligned. Reconnect the cable to the ball joint connector.
2.
3.
4.
6. 7.
8.
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Section 8
9.
Move the control lever to the full AHEAD position and verify the THROTTLE actuator moved the engine throttle lever to the full throttle position by disconnecting the cable at the ball joint connector and moving the cable by hand. Adjust the cable travel and anchor position if necessary by following steps 12 through 14 in the Throttle Cable Installation portion of Section 7 if the ball joint connector and ball joint are not aligned. Reconnect the cable to the ball joint connector. Return the station lever to NEUTRAL. On troll-equipped installations, place the selector switch at the command station in TROLL, otherwise skip to Step 15, below. Remove the cable from the troll actuator at the ball joint connector. The ball joint connector and ball joint must line up at the troll actuators MINIMUM TROLL position. Move the selector switch to the IDLE 1 position and verify the troll actuator moved the troll valve lever to the CRUISE (detent) position by disconnecting the cable at the ball joint connector and moving the cable by hand. Adjust the cable travel and anchor position if necessary by following steps 2 through 4 in the Troll Push-Pull Cable Installation portion of Section 7 if the ball joint connector and ball joint are not aligned. Repeat the above steps for all engines and stations. Move all station levers to NEUTRAL, selector switches to IDLE 1 and turn the ignition switch off.
10. 11. 12.
13.
14.
15. 16.
Engine Running Test

1. Make sure the vessel is moored adequately for in-gear engine idle operation. Turn on the ignition switch. Select a command station by pressing the STATION SELECT button at one of the control stations. On troll-equipped installations, set the selector switch to IDLE 1. Start one engine. Make sure the prop shaft is not turning.
2. 3.
4.
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Section 8
CAUTION
BE PREPARED TO STOP ENGINE IF NECESSARY. 5. Move the lever to the AHEAD detent and verify the vessel is attempting to move ahead. Return the lever to NEUTRAL if the boat had been attempting to move astern. Refer to the Section 6 diagram for reversing direction of the GEAR SELECT actuator.
CAUTION
TURN OFF ALL ENGINES AND ELECTRICAL POWER TO THE CONTROL SYSTEM BEFORE CHANGING THE GEAR SELECT ACTUATOR ORIENTATION. 6. Move the control lever to ASTERN detent and verify the vessel is attempting to move astern. Move the lever to NEUTRAL. Repeat steps 1 through 7 for all engines and stations. Shut off engines and power if not proceeding to the next test.
7. 8. 9.
Fast Idle with Direction Disable Test

10. Place all control levers in NEUTRAL, then start one engine if not already done. Set the selector switch to IDLE 1 on troll-equipped installations.
CAUTION
BE PREPARED TO STOP ENGINE IF NECESSARY. NOTE:REMEMBER TO SELECT A COMMAND STATION BEFORE ATTEMPTING TO START THE ENGINE. 11. 12. Press and hold the STATION SELECT button at the station in command. Move the lever beyond the AHEAD or ASTERN detent position. Release the STATION SELECT button. Verify the engine speed increases as the lever is advanced without the transmission going into gear. Return the lever to NEUTRAL.
13.
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Section 8
CAUTION
THE CONTROL(S) WILL RESUME NORMAL GEAR SELECT AND THROTTLE OPERATION WHEN THE LEVER(S) ARE RETURNED TO NEUTRAL AFTER THE DIRECTION DISABLE TEST. THE STATION SELECT BUTTON MUST BE DEPRESSED AND HELD ANY TIME THE DIRECTION DISABLE FEATURE IS DESIRED AND THE LEVER(S) ARE IN NEUTRAL OR PASSING THROUGH NEUTRAL. FAILURE TO DEPRESS AND HOLD THE STATION SELECT BUTTON FOR THE DIRECTION DISABLE TEST ANYTIME THE LEVER(S) ARE MOVED THROUGH NEUTRAL WILL RESULT IN UNDESIRED VESSEL MOVEMENT.
CAUTION
IF THE DIRECTION DISABLE FEATURE IS BEING USED AT A COMMAND STATION AND A DIFFERENT COMMAND STATION IS DESIRED, MAKE SURE THE LEVER(S) AT THE DESIRED COMMAND STATION ARE IN NEUTRAL PRIOR TO DEPRESSING THE STATION SELECT BUTTON. FAILURE TO DO SO WILL RESULT IN UNEXPECTED VESSEL MOVEMENT BASED ON THE LEVER POSITION(S) AT THE NEW COMMAND STATION. 14. 15. Repeat the above steps for all stations and engines. Shut off engines and power if not proceeding to the next portion.
Engine Synchronization (sync) Test
CAUTION
ENGINE SYNC TESTING REQUIRES OPERATING BOTH ENGINES WHILE OBSERVING ENGINE TACHOMETERS. ENSURE THE VESSEL IS POSITIONED AND MOORED SAFELY TO CONDUCT THIS TEST. NOTE:THE SYNC RESPONSE RATE CAN BE TUNED TO SUIT THE VESSEL/ENGINE COMBINATION IF NECESSARY. 1. Locate the 4 switches, in the access panel, labeled sync controls. The following table lists possible settings to optimize the response of the sync system. These settings are given divider numbers. Set the swtiches according to the divider number shown in the table below which matches the applications.
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FOR: Tach Generators with 4 cyl. gas engines Tach Generators with 6 cyl. gas engines Tach Generators with 8 cyl. gas engines Mag Pickups in SAE #3 flywheel housings Mag Pickups in SAE #2 flywheel housings Mag Pickups in SAE #1 flywheel housings Mag Pickups in SAE #0 flywheel housings Mag Pickups in SAE #00 flywheel housings
START WITH DIVIDER NUMBER 1 1 1 8 9 10 12 14
NOTE:LABELS BELOW ARE FROM WHITE OVERLAY AROUND THE SWITCH. DO NOT USE SWITCH LABELS FOR THESE SETTINGS. DIVIDER NUMBER 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 5 Note Note Note Note Note Note Note Note Note Note Note Note Note Note Note
SWITCH NUMBER 4 3 1 OFF OFF 2 1 2 OFF OFF 1 OFF OFF 2 1 2 OFF OFF 1 OFF OFF 2 1 2 OFF OFF 1 OFF OFF 2 1 2
2 OFF OFF OFF 4 4 4 4 OFF OFF OFF OFF 4 4 4 4
1 OFF OFF OFF OFF OFF OFF OFF 8 8 8 8 8 8 8 8
Note: Switch Number 5 of the dip switch is the pressure switch enable/disable. See Appendix for more details.
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Section 8
SYNC RESPONSE SWITCH LOCATIONS IN STARBOARD CONTROLS WITH THE SYNC OPTION (NOTE: THESE SWITCHES ARE ALSO IN PORT CONTROL BUT ARE NOT CONNECTED)
1.
Apply power to the system and take command at a station. Set the control lever(s) to NEUTRAL. Disconnect the cable from the GEAR SELECT actuator on both controls. Secure the cables away from all moving parts and in a way that the transmission selectors are held in NEUTRAL. If you have an electronic transmission shifter, disconnect the solenoid valve connectors. Turn the Selector switch to IDLE 1. Start both engines at the dock. Move both station levers to 1/2 throttle AHEAD and set the Selector switch to SYNC. Note the engine RPMs after 10 seconds. They should be within 5 RPM of each other. Advance the port lever approximately one control lever handle width. The starboard engine speed should track and match the port engine speed. Change the port engine speed by moving the port lever approximately one control lever handle width toward NEUTRAL. The starboard engine speed should track and match the new port engine speed.
2.
3. 4. 5.
6.
7.
8.
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NOTE:IF THE SYNC RESPONSE SEEMS SLUGGISH, SET THE SWITCHES ACCORDING TO A LOWER DIVIDER NUMBER. IF THE SYNC RESPONSE SEEMS TO MAKE THE ENGINES HUNT, SET THE SWITCHES ACCORDING TO A HIGHER DIVIDER NUMBER. RETEST IF THE DIVIDER NUMBER WAS CHANGED. NOTE:SOME TACH GENERATOR INSTALLATIONS WILL HAVE VERY SLOW (TEN SECONDS OR MORE) SYNC RESPONSE, DEPENDENT ON THE TACH DRIVE/ CRANK/SHAFT SPEED RATIO AND THE FREQUENCY OUTPUT OF THE TACH GENERATORS. INSTALL TACH GENERATORS HAVING A HIGHER FREQUENCY OUTPUT, OR MAGNETIC PICKUPS IF A FASTER SYNC RESPONSE IS DESIRED, AND CANNOT BE ACHIEVED WITH THE DIVIDER SWITCH SETTINGS. 1. Turn the Selector switch to IDLE 1 and verify the starboard engine speed no longer follows the port engine speed. Shut engines off and reconnect the gear select cables, or transmission solenoid connectors.
2.
Idle Set Speed Adjustments

The control system provides two or three engine idle set speed settings corresponding to positions of the selector switch on the control head. These settings are useful for cold starting, docking or maneuvering in no-wake zones. The speeds are very important for trolling valve operation and will enhance trolling operation, provided the troll valves are properly installed and adjusted. NOTE:ANY ADJUSTMENTS MADE TO THE MECHANICAL CURB IDLE SPEED WILL REQUIRE READJUSTMENT OF THE IDLE SET SPEEDS IN THE CORRESPONDING CONTROL.
CAUTION
IMPROPER IDLE SPEED CHOICE AND ADJUSTMENT CAN LEAD TO DRIVETRAIN DAMAGE.
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Selecting the Proper Set Idle Speeds DETERMINE IDLE 3 OR TROLL 3 SPEED
1. Obtain the maximum transmission input speed allowed while trolling. This information can be found in the transmission sales and/or service literature. Obtain the maximum transmission input speed allowed when shifting the transmission. This information can be found in the transmission sales and/or service literature. NOTE:IF MAXIMUM SHIFT SPEEDS ARE GIVEN FOR SHIFTING THROUGH NEUTRAL (SHIFTING FROM AHEAD TO ASTERN AND VICE VERSA) AND FROM NEUTRAL (SHIFTING FROM NEUTRAL TO AHEAD OR ASTERN) THEN USE THE LOWER OF THE TWO SPEEDS. 3. Determine Idle Set 3 by using the lower of the two speeds determined in steps 1 and 2, above.
2.
IDLE 1 SETTING
Set Idle 1 is always the engine mechanical curb idle speed with the transmission in NEUTRAL. This idle speed should no be affected by the control. NOTE:PUSH-PULL CABLE ADJUSTMENT WILL AFFECT IDLE SET SPEEDS. VERIFY THE CABLES ARE PROPERLY ADJUSTED BEFORE PROCEEDING WITH IDLE SET SPEED ADJUSTMENTS.
DETERMINE IDLE 2
Set idle 2 is usually halfway between Set Idle 1 and Set Idle 3, but can be any point in between, depending on operator preferences. Determine Set Idle 2 by adding Set Idle 1 to Set Idle 3 and dividing by 2. EXAMPLE: Set Idle 1 + Set Idle 3 Set Idle 2 600 950 rpm rpm / 2 = 775 rpm
1550 rpm
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Section 8
Setting Speeds
NOTE:THROTTLE PUSH-PULL CABLE ADJUSTMENT WILL AFFECT IDLE SELECT SPEEDS. VERIFY THE CABLES ARE PROPERLY ADJUSTED BEFORE PROCEEDING WITH IDLE SET SPEED ADJUSTMENTS. 1. Locate and remove the access cover on each control. It is retained by four screws. Locate potentiometers (pots) P1 and P2 and an appropriate screwdriver or trimming tool for use in their adjustment.
2.
SET IDLE SPEED ADJUSTMENT LOCATION IN ALL CONTROLS
NOTE:THE POTS MIGHT REQUIRE SEVERAL ROTATIONS WITH THE SCREWDRIVER PRIOR TO REACHING THE MINIMUM POSITION. 3. Establish command at a station and start the engine for which the idle positions are to be set. On troll-equipped installations, set the selector switch to IDLE 1. Warm the engine to operating temperature by holding down the STATION SELECT button and moving the lever to select the desired engine speed. Move the lever to NEUTRAL after engine warm-up is complete. Turn the Selector switch to IDLE 2 and note engine speed. Return the knob to IDLE 1.
4.
5.
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6.
Rotate P1 two revolutions clockwise to increase or two revolutions counterclockwise to decrease. Repeat step 5, above. Perform steps 5 and 6 above until the desired Set Idle 2 speed is obtained. NOTE:AS THE DESIRED SET IDLE 2 SPEED IS APPROACHED, REDUCE THE AMOUNT OF POT ADJUSTMENT. IF THE SET IDLE 2 SPEED GOES ABOVE THE DESIRED SETTING, ROTATE P1 COUNTERCLOCKWISE TO REDUCE THE SPEED.
7.
8.
Turn the Selector switch on the lever to IDLE 2 or TROLL 2 for boats with trolling transmissions. Turn the Selector switch to IDLE 3 or TROLL 3 and note the engine speed. Return the knob to IDLE 2 or TROLL 2. Rotate P2 two revolutions clockwise to increase or two revolutions counterclockwise to decrease. Repeat step 9, above. Perform steps 9 and 10 above until the desired Set Idle 3 speed is obtained. NOTE:AS THE DESIRED SET IDLE 3 SPEED IS APPROACHED, REDUCE THE AMOUNT OF POT ADJUSTMENT. IF THE SET IDLE 3 SPEED GOES ABOVE THE DESIRED SETTING, ROTATE P2 COUNTERCLOCKWISE TO REDUCE THE SPEED.
9.
10.
11.
12.
Perform steps 1 through 11 above for all engines.
Throttle Clamp Selection

Throttle clamp time selections should be made based on minimizing lurch or engagement jolts resulting from engine RPMs increasing before gear engagement is completed from NEUTRAL (gear) or when passing from gear to gear (neut). 1. Select short gear throttle clamp time for transmissions which process NEUTRAL to gear engagements within .75 seconds from command. Select long clamp time for transmissions requiring more than .75 seconds.
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2.
Select short neut throttle clamp time for transmissions which process gear to NEUTRAL disengagements within .75 seconds from command. Select long clamp time for transmissions requiring more than .75 seconds.
PRESSURE SWITCH OPTION Note: Some applications require the use of a pressure switch to confirm gear engagement is complete prior to allowing a throttle increase above idle. See Appendix.
Hold in Gear Time Adjustment
CAUTION
MANEUVERS REQUIRED DURING THIS TEST WILL CAUSE SUDDEN DECELERATION OF VESSEL. BE SURE PERSONNEL AND EQUIPMENT ARE SECURE. NOTE:THIS SECTION REQUIRES FULL SPEED OPERATION OF THE VESSEL USING A STOPWATCH FOR RECORDING RESPONSE TIMES. 1. Take command at a station, start the engines and warm them to operating temperature if not already done. On troll-equipped installations, set the selector switch to IDLE 1. Operate the vessel AHEAD at 1/2 throttle for at least one minute. Continue AHEAD at 1/2 throttle for at least two minutes after vessel speed has stabilized. Quickly move the levers from 1/2 throttle to the AHEAD detents. Do NOT go to NEUTRAL. Discontinue if unacceptable conditions are observed.
91
2.
3.
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4.
Repeat steps 2 and 3 above using 3/4 throttle speed. Discontinue if unacceptable conditions are observed. Prepare the stopwatch for measurement. Repeat step 2 above using FULL throttle. Repeat step 3 above, measuring the time from when the levers are moved from full throttle until the engine speed drops to 1000 rpm. Record this time. Note: Some electronic engine governors may require that the engine speed drop below 750 RPM to avoid stalling.
5.
6.
7.
Remove the access cover plate on each control. Locate the switches labeled SW1, SW2 and SW3 in each control. Locate the time on the table closest to the time measured on the stopwatch. Set switches 1, 2 and 3 as shown.
DELAY SWITCH LOCATION IN ALL CONTROLS
NOTE:THE TIMES SHOWN ON THE TABLE ARE OBTAINED ONLY WHEN THE VESSEL HAS BEEN AT FULL THROTTLE FOR A MINIMUM OF SIXTY SECONDS. DOCKING OPERATIONS USING LOW THROTTLE SPEEDS AND SHORT TERM TRANSMISSION ENGAGEMENTS DO NO PRODUCE SUCH DELAYS. NOTE:LABELS BELOW ARE FROM WHITE OVERLAY AROUND THE SWITCH. DO NOT USE SWITCH LABELS FOR THESE SETTINGS.
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MEASURED DELAY (SECONDS) 0.0 to 0.5 0.6 to 1.8 1.9 to 3.3 3.4 to 4.6 4.7 to 6.5 6.6 to 7.8 7.9 to 9.3 9.4 to 10.6 SW1 OFF 1.3 OFF 1.3 OFF 1.3 OFF 1.3
SWITCH NUMBER SW2 SW3 OFF OFF OFF OFF 2.8 OFF 2.8 OFF OFF 6.0 OFF 6.0 2.8 6.0 2.8 6.0
CAUTION
THE NEXT STEP IS NOT TO BE PERFORMED UNLESS THE PREVIOUS SHIFT DELAY TESTING HAS BEEN COMPLETED.
STEP 8 RESULTS IN AN AHEAD-TO-ASTERN SHIFT REVERSAL. DISCONTINUE AT ANY TIME UNUSUAL CONDITIONS ARE OBSERVED.
8. Repeat steps 1 through 6 but return the levers through the AHEAD detent to the ASTERN detent.
Final Installation
1. 2. 3. Secure all loose wiring and cables if not already done. Verify that all mechanical and electrical connections are secure. Coat all wire terminals with Dow Corning #4 dielectric compound if not already done. Reinstall all access covers on control enclosures. Connect bonding wire(s) to the BOND screw on all control enclosures. Coat screw heads with Dow Corning #4 dielectric compound. Return vessel to normal operation.
4. 5.
6.
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Section 9
SECTION 9 - OPERATION
Basic System Features

The Model EC200 Marine Control System consists of a control, a control head, an optional troll actuator, and one or more wiring harnesses. One control system is required per engine. The control system coordinates engine and marine transmission functions. A LEVER, STATION SELECT button and SELECTOR SWITCH in the control head enable the operator to control operation of the system and installed options.
OPERATOR CONTROLS IN DUAL LEVER CONTROL HEAD (SINGLE LEVER CONTROL HEAD SIMILAR)
Section 9
Operator controls and indicators are: 1. A SINGLE OR DUAL LEVER control head for controlling the speed and direction of port (and starboard) propulsion. Each lever controls gear selection and throttle for one engine/gear set. If your boat is equipped with phantom or master throttle accessories, each lever may control 2 or more engine gear sets. A STATION SELECT button on the control head for taking command at a specific location. The red light(s) next to the button verify that port and/or starboard controllers are selected to work with the control station. A SELECTOR SWITCH on the control head for selecting up to three engine idle speeds, optional troll operation at either of two engine speeds, and optional engine synchronization. Yellow NEUTRAL indicators provided for port and starboard (if dual) will light constantly if the control box gear selector is in neutral, and flash if controller is set to direction disable mode (warm-up).
2.
3.
4.
System Operation
Engine Start
Power up of the vessel will normally supply power to the control system. Engine starting, however, requires that the following conditions are met: 1. At the selected Control Station, place the Lever(s) in the Neutral Detent Position. Place the selector switch in IDLE 1 position. Power up the system by turning on the ignition switch for the desired engine(s). Press and release the STATION SELECT button on the control head. The red light(s) next to the STATION SELECT button will illuminate to indicate that the station is in command. NOTE:IF ONLY ONE CONTROL IS POWERED UP IN TWIN ENGINE INSTALLATIONS, STARTING OF THE SECOND ENGINE WILL REQUIRE THAT THE STATION SELECT BUTTON BE DEPRESSED AFTER THE SECOND ENGINES IGNITION SWITCH IS TURNED ON. THE SYSTEM INDICATES CONTROL STATUS VIA THE RED INDICATOR.
2.
3.
Section 9
4.
Start the engine and warm up at the desired rate.
Engine Warm-up USING THE SET IDLE SPEEDS

Turn the SET IDLE switch on the control head to position IDLE 1, IDLE 2, or IDLE 3 (if available).
USING THE DIRECTION DISABLE MODE

Depress and hold the STATION SELECT button while moving the control lever in either the AHEAD or ASTERN direction. The engine can be varied from minimum to maximum speed. NOTE:THIS FEATURE CAN BE USED ANY TIME WHERE ELEVATED ENGINE SPEED WHILE HOLDING THE TRANSMISSION IN NEUTRAL IS REQUIRED.
CAUTION
WHEN THE LEVER IS RETURNED TO NEUTRAL FROM THE DIRECTION DISABLE MODE, THE CONTROL WILL RESET AND NORMAL OPERATION WILL OCCUR WHEN THE LEVER IS MOVED TO AHEAD OR ASTERN DIRECTION FROM NEUTRAL WITHOUT DEPRESSING AND HOLDING THE STATION SELECT BUTTON.
Operation Lever Positioning

1. Move the control lever AHEAD to the AHEAD DETENT to select ahead vessel direction. The remaining lever travel after the AHEAD DETENT controls the engine throttle. Move the control lever ASTERN to the ASTERN DETENT to select astern vessel direction. The remaining lever travel after the ASTERN DETENT controls the engine throttle. NOTE:REVERSALS CAN BE MADE AT ANY TIME. THEY WILL BE EXECUTED ON AN AUTOMATIC TIMED SEQUENCE WHICH FORCES THE THROTTLE TO IDLE PRIOR TO ENGAGING THE OPPOSITE DIRECTION. THIS IS FOLLOWED BY RETURN OF THE ENGINE THROTTLE TO THE POSITION CALLED FOR BY THE CONTROL LEVER.
2.
Section 9
SIDE VIEW OF CONTROL HEAD
Using SET IDLE Speeds

The set idle speeds can be used to raise the engine speed slightly without moving the lever from the AHEAD and ASTERN detents. This is a useful feature for situations like maneuvering in no-wake zones or docking in windy conditions. The idle set speeds are an important part of proper trolling performance.
CAUTION
THE SET IDLE SPEEDS MUST BE PROPERLY ADJUSTED ACCORDING TO THE PROCEDURE GIVEN IN SECTION 8 OF THE INSTALLATION MANUAL 1018434. FAILURE TO ADJUST THE SET IDLE SPEEDS PROPERLY WILL RESULT IN ABNORMAL SYSTEM AND/OR VESSEL OPERATION AND POSSIBLE DRIVETRAIN DAMAGE. 1.
98
Place the Selector switch on position IDLE 2 or IDLE 3 (if available)

Section 9
as preferred while the lever(s) are in the AHEAD, ASTERN, or NEUTRAL detents. 2. Place the Selector switch on position IDLE 1 to return to the engine curb idle speed.
Idle 1 to Troll (OPTIONAL)

NOTE:ALL COMMAND STATION LEVERS MUST BE IN THE AHEAD, NEUTRAL OR ASTERN DETENT POSITION WHEN SWITCHING BETWEEN IDLE 1 AND TROLL MODES.
SELECTING TROLL FROM IDLE 1

1. Place the command stations levers in the AHEAD, NEUTRAL or ASTERN detent. Place the selector switch in the TROLL 2 or TROLL 3 position. NOTE:ENGINE SPEED IS SELECTED WITH THE SELECTOR SWITCH AND TROLLING VALVE POSITION IS CONTROLLED BY THE STATION LEVER DURING TROLL MODE.
2.
SELECTING IDLE 1 FROM TROLL

1. Place the command stations levers in the AHEAD, NEUTRAL or ASTERN detent. Place the selector switch in the IDLE 1 or IDLE 2 position.
2.
Engine Synchronization (OPTIONAL)

NOTE:ENGINE SYNC REQUIRES A STATION TO BE IN COMMAND AND BOTH PORT AND STARBOARD LEVERS IN AHEAD. SYNC IS NOT AVAILABLE IN TROLL MODE, DIRECTION DISABLE MODE OR ASTERN VESSEL DIRECTION IN ANY MODE.
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1.
Move both station levers together while setting the port engine to desired operating speed. Place the selector switch in the sync position. The starboard engine should increase or decrease speed until it matches the port. NOTE:SYNC IS ONLY AVAILABLE IF THE LEVERS ARE WITHIN 7 1/2 DEGREES (APPROXIMATELY THE WIDTH OF TWO FINGERS) OF EACH OTHER.
2.
3.
Change engine speeds by moving both levers at the same time. The starboard engine will maintain sync or resynchronize within a few seconds after control lever motion stops. Turn the Selector switch to IDLE 1, the starboard engine speed will no longer follow the port engine speed.
4.
Station Transfer
Control transfer is a take from function, meaning that a station can take command from another station presently in command and cannot prevent another station from taking command away.
CAUTION
IF A STATION SELECT BUTTON IS DEPRESSED AT A CONTROL STATION OTHER THAN THE COMMAND STATION, THE CONTROL WILL RESPOND TO THE LEVER POSITIONS AND SWITCH SETTINGS AT THE NEW COMMAND STATION. UNEXPECTED VESSEL OPERATION WILL RESULT IF THE LEVER POSITIONS AND SWITCH SETTINGS ARE NOT THE DESIRED POSITIONS PRIOR TO TAKING COMMAND AT A NEW STATION. 1. Place all switches and levers in the desired position at the desired command station. Depress the STATION SELECT switch to take command at the desired station.
2.
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Manual Control
In the event that the control system becomes inoperative, the push-pull cables are mechanically and electrically free. The throttle and gear select may be operated manually as required. Starting an engine will require that a jumper be placed between the NEUTRAL START interlock pins in the cable connected to the controls J6 connector.
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102
Appendix
APPENDIX
MORSE 33 SERIES CABLE MOUNTING DIMENSIONS
103
Appendix
CONTROL MOUNTING DIMENSIONS
104
Appendix
TROLL ACTUATOR MOUNTING DIMENSIONS
105
Appendix
Push-Pull Cable Mounting

EC200 control boxes with push-pull cables may require addition of external tooth lockwashers to the cable clamp assembly. In some installations the pushpull cables are located such that they become grab handles for personnel working in the engine room, or are in the way of personnel working on the engine. If the cable is subject to significant tension or movement for any reason, it may be necessary to install additional lockwashers to prevent the clamp from moving and changing the alignment of the cable to the throttle, gear changer, or troll actuators. In such cases as become necessary, a #12 stainless steel external tooth lockwasher may be inserted between the shim plate and the mounting frame as shown in Figure 1. The Morse lockwasher provided for the balljoint assembly in the installation kit IS NOT TO BE USED for this purpose. This lockwasher must be kept in the balljoint assembly as shown in Figure 2. #12 stainless steel washers are available from Twin Disc as well as most hardware stores.
Figure 1.
Figure 2.
Appendix
Push-Pull Cable Alignment/Check Procedure

During installation and throughout the life of an EC150, EC200, or WJ200 control system the alignment of the push-pull cables should and will need to be checked. In addition to routine maintenance checks, the push-pull cables should be checked for proper alignment whenever there is any engine or transmission work done on the boat. In general, the cable alignment should be checked whenever there has been any work performed around the areas through which the push-pull cable is routed. The following procedure is one method for checking the alignment of the cables which requires only simple materials and tools. Besides the proper wrenches you will need some masking tape and a marker pen. A dry erase marker is suggested so that the subsequent alignment checks will not have to deal with previous markings left on the actuator arm. The Power Commander Control System MUST be turned ON and station selected during the alignment checks because the travel arc of the actuator arm is different when being controlled by the circuitry than it is when the arm is rotated by hand through the entire arc between mechanical end stops. The desired result of the alignment is to match the stroke of the push-pull cable with the travel arc of the ball joint on the arm, and to locate the clamp such that the end points of travel of the push-pull cable match those of the ball joint. The following procedure is shown as related to the gear selector. The same procedure applies to the throttle cable, but instead of selecting a gear to get the actuator arm to go to the end of it's driven travel, you will be working the control head lever from neutral to full throttle in FORWARD gear. The following alignment procedure steps assume that the push-pull cable is not kinked or broken, and is properly installed and aligned at the transmission or governor end. Refer to the installation manual for general installation procedures and cable or clamp details.
108
Appendix
Cable Alignment/Check Procedure

1. Disconnect the push-pull cable from the control box gear select actuator arm by pulling back on the collar and moving the cable head away from the actuator arm.
Figure 1.
2.
With system power on, and station selected, select forward or reverse gear, to get the actuator arm to rotate to the position closest to the side of the control box (farthest away from the push-pull cable jacket clamp).
Figure 2.
109
Appendix
3.
Pull on the head of the push-pull cable so that it extends as far as possible out of the jacket. Rotate the collar of the head so that the ball cavity is visible. Check the alignment of the ball cavity with the ball on the actuator arm. If the ball cavity in the head of the cable lines up directly over the ball or is no more than 1/32 inch short (toward the center) of lining up with the ball, this end of the alignment is ok. If the alignment is not within the 1/32 inch short allowance, then skip over the next step and prepare to realign the push-pull cable or ball joint mounting.
Figure 3.
4.
Move the control head to the opposite gear selection, push the pushpull cable head into the jacket as far as it will go. Check the alignment in this position direct line up or up to 1/32 inch short. Short again means that the cavity is inside of the actuator arm arc. If the ball joint cavity is outside of the actuator arm arc, then it is not going to be driven fully into position by the actuator arm. If the ball joint cavity is more than 1/32 inch short then the actuator arm will "jam" into the cable head at the end of cable travel and cause damage to the clutch in the actuator mechanism. If the alignment is within the 1/32 inch allowance, this cable does not need to be realigned.
Figure 4.
110
Appendix
Proceed to Step 5 if alignment is required. 5. Turn off system power, and move the actuator arm as far to the side of the box as it will go. Place a piece of 3/4 or 1 inch masking tape above the gear sticker, while overlapping the sticker by about 1/4 of an inch. Pull the push-pull cable out of the jacket as far as it will go and use a marker to draw a straight line perpendicular to the cable and centered on the ball joint cavity. Note: the line may have to extend above or below the 3/8 inch mark shown on the illustration.
Figure 5.
6.
Push the push-pull cable into the jacket as far as it will go and mark the center of the ball joint cavity on the masking tape in the same manner as step 5. The distance between the marks is the "stroke" of the push-pull cable. The next operation will be to locate the ball joint in the slot in the actuator arm so that the stroke of the ball joint matches the stroke of the push-pull cable. As can be seen in this example, the stroke of the pushpull cable is not centered in the arc of the ball joint on the actuator arm. The adjustment of the jacket clamp will be used to correct the centering.
Figure 6.
111
Appendix
7.
Turn the power on, select a station, and put the control handle into the appropriate gear position to get the actuator arm to move to the position closest to the side of the control box. The ball joint may have to be loosened and slid to one end of the actuator arm slot in order to locate and make the next mark. Looking through the slot in the actuator arm, make a pair of marks on the arm which would, if continued through the center of the slot, cut across the masking tape mark where it is centered in the slot of the arm.
Figure 7.
8.
Select the gear which moves the actuator arm to the opposite end of the stroke, and make two marks on the arm which would intersect the masking tape mark in the center of the slot. The proper location of the ball joint is about in the middle of the two sets of marks. If the marks are more than 1/4 inch apart, it may be necessary to position the ball joint in the middle, perform the clamp adjustment, and then repeat the entire alignment procedure if the recheck (steps 1 to 3) does not show proper final alignment.
Figure 8.
112
Appendix
9.
Locate the ball joint in the middle of the two sets of marks and tighten it up enough so that it will not move during the rest of the alignment procedure. If additional space is required for wrench access, turn power off and move actuator arm closer to the side of the control box. If the push-pull cable is interfering with the access to the ball joint, loosen the screws on the jacket clamp and slide the cable and clamp assembly away from the actuator arm. The clamp position will be adjusted in step 11.
Figure 9.
10.
Loosen the ball joint jam nut, and unthread the ball joint from the cable end. Note the position of the ball joint necessary to have it in the middle of the threaded area. Screw the ball joint back onto the cable end up to the position noted above.
Figure 10.
113
Appendix
11.
If the cable jacket clamp was not loosened in step 9, loosen the screws that hold the clamp to the nut plate. Do not remove the screws. It may take several turns until the clamp and cable will slide in the saddle slots. There is no need to loosen the clamp beyond the point which allows the assembly to slide in the saddle.
Figure 11.
12.
Power up the system, select a station, and put the control lever into the gear which moves the actuator arm closest to the jacket clamp. At the control box, push the head of the push-pull cable until it is fully retracted to match the position of the gear actuator. Slide the cable jacket/clamp assembly as required to get the cable head ball joint cavity to line up with the ball joint on the actuator arm. Tighten the clamp screws enough that the clamp will not slide in the saddle, and recheck to see that the ball joint will go on and off of the ball with the head of the cable being firmly pushed in the clamp direction. Readjust the clamp position as required.
Figure 12.
114
Appendix
13.
Disconnect the ball joint, select the opposite gear and pull the head of the push-pull cable as far away from the clamp as possible. With the collar of the ball joint held back, check to see that the ball joint will go on and off of the ball while pulling the head of the push-pull cable away from the clamp. If the ball joint will not go on and off of the ball with the clamp in it's current position, it will be necessary to remark and reposition the ball on the actuator arm. Repeat the alignment procedure starting from step 5.
Figure 13.
115
Appendix
Final Steps
1. Set the control head to Neutral and using the selector arm on the transmission, move the push-pull cable to the neutral position. Check to see that the cable head ball joint to actuator arm ball alignment allows the head to be disconnected and reconnected without requiring significant force to be applied to the cable head in either direction. Repeat the alignment if significant force is required. If no additional alignment is required, tighten the jacket clamp screws and the nut on the ball joint, and inspect the cable end ball joint head to be sure that the collar moved back into the locked position. Measure the distance between the marks on the masking tape and note this information in the manual, for future reference. Remove the masking tape from the control box. Measure the location of the clamp in the saddle of the control box and note this information in the manual for future reference.
2.
3. 4.
5.
6.
Figure 14.
116
Appendix
Shaft Brake Control Option Details

EC200 propulsion controls are available with a shaft brake control option. When a control system is ordered with the shaft brake control option, the hold in gear delay circuitry is altered to allow for proper operation of the shaft brake. The result of this is that the shift logic for gear to neutral and neutral to gear is entirely different. The basic logic of an EC200 is to allow gear to neutral shift only after the hold in gear delay value has been counted down to zero. The gear delay value is determined by the setup switches in the access panel, the engine throttle level just before the gear to neutral shift action, and the length of time that the engine throttle had been at that level. The delay is used to allow the engine, which has been commanded to idle, to act as a brake and reduce the inertia of the drive train and propeller backdrive. The delay is setup to reduce the inertia to a level which will allow a gear change without stalling the engine or causing excess wear of the transmission clutch plates. Neutral to gear changes are not restricted in the basic EC200, but the engine throttle is clamped for 0.8 to 1.5 seconds after the gear command is given to allow the marine transmission's clutches to engage. In general, when the ratio of the transmission goes above 4:1 and the engine size increases, required hold in gear delay values increase and shaft brakes are sometimes fitted to these high horsepower higher ratio transmission packages. Appropriately sized, the shaft brake is capable of reducing the inertia of the propulsion system quickly, allowing responsive but safe gear to gear operations. For the shaft brake to operate properly, the control logic must be modified to get the gear disengaged as soon as possible after the change gear command has been issued, and to time the application of the shaft brake appropriate to the speed of the engine and the mechanics of the propulsion system it is being applied to. The circuitry changes that are made for the shaft brake control option change the logic of the control to allow it to cause a gear to neutral shift, hold in neutral while the shaft brake time value is counted down to zero, and then perform the neutral to gear shift for the reverse direction gear. The hold in neutral time value is determined by the setup switches (same switches as used before for the hold in gear delay), the engine throttle level just prior to the gear change command from the control head, and the length of time that the engine throttle had been at that level. When performing setup for the EC200 with shaft brake control option, use the time chart in the installation manual to set the shaft brake maximum time value, set the "GEAR" engine throttle clamp time to long (1.5 second), and set the "NEUTRAL" engine throttle clamp to "SHORT" for 0.8 second minimum brake time or "LONG" for 1.5 second minimum brake time. The rate of development of the shaft brake time is faster than the gear delay time. The gear delay time takes approximately six times the delay to develop while the shaft brake time takes approximately three times the delay. Once the time values have been set, sea trials should be done to determine whether the settings should or could be changed to improve handling without risking engine stall or damage to the transmission.
117
Appendix
Example 1. Switches are set to 6.5 seconds (6 second switch plus 0.5 second base) and "LONG" neutral engine throttle clamp. Boat has operated at 50% engine throttle for 30 seconds and the captain commands a gear reversal. Transmission will be commanded to neutral, and as soon as the gear changer is detected as neutral selection the shaft brake command will be given. The shaft brake command will be output for about 3.3 seconds (50% of 6..5 ). After 3.3 seconds of shaft brake application, the gear changer will go to the reverse gear, and the engine throttle will be clamped to idle for about 1.5 seconds. After the 1.5 second clamp time the engine throttle will be commanded to the value indicated by the control lever. Example 2. Same settings as above, but the captain is maneuvering the boat and the control lever is moving between forward half engine throttle and reverse half engine throttle while staying at the selected gear positions for only 10 seconds. Upon reverse command, the transmission will be commanded to neutral, as soon as the gear is detected as being neutral, the shaft brake output will turn on. The shaft brake will be on for 1.5 to 1.8 seconds. The 1.5 second low end of the range is the minimum because of the "LONG" neutral switch setting, and the 1.8 second high end of the range is the maximum possible because of the 10 seconds (approx. 50% of the 20 second full engine throttle rate of development times the 50% engine throttle level or 25% of 6.5 seconds. Performance of the shaft brake and the shaft brake control option is dependent on the attention paid to the setup and sea trials. Once the brake and control are installed, the resulting performance is usually consistent and does not depend on the attention or training of the captain.
Figure 15
118
Appendix
Pressure Switch Based Throttle Clamp

The EC200 and EC250 product lines are now shipped with the additional logic necessary to process a pressure switch signal from the transmission. Certain transmissions being sold at this time require a throttle clamp function which is based on clutch pressure. These transmissions have positions in the valve manifold or transmission case for insertion of a pressure switch, and unless the pressure switch is used to clamp the throttle, the warranty on the transmission may not be valid. All EC200 and EC250 series Power Commander controls now have processing circuitry for the pressure switch as a standard feature. Note: Power commander throttle commands will be inhibited if the pressure switch is enabled, and the system does not have a pressure switch or it is not connected to the control box and properly fitted to the transmission. Because the sync enable switch showed no record of use, the position used for that function has been reconnected to be used for the pressure switch enable function. The graphics of the overlay have been changed to show that the pressure switch enable/disable is now using the position that was previously used for sync enable/disable.
Installation procedures that transfer a patterned switch set up into the access panel of an EC200 must be modified to avoid throttle inhibit problems during start-up.
119
Appendix
Figure 16 below shows portions of the old and new access panels with the switch changes and redesigned graphics. If the system controlled by the Power Commander has pressure switches in the transmissions, the pressure switch selection must be set to the ENABLE position. If there are not pressure switches in the system, the pressure switch selection must be set to the DISABLE position. Failure to set this switch to the DISABLE position will prevent throttle operation in systems that do not have pressure switches installed and properly connected. The left illustration in Figure 16 shows the sync switch portion of the access panel prior to the change while the picture on the right shows the same portion of the access panel after the change. The sync divider (sensitivity) portion of the switch remains the same while the enable portion of the switch has now been allocated to the pressure switch input function.
Figure 16
Figure 17
120
EC250 Addendum
EC250 INSTALLATION/OPERATION MANUAL ADDENDUM
GENERAL:
The EC250 control system is an all electronic version of the EC200 control system. It is based on the same design features as the EC200 control system including stainless steel control boxes and cast aluminum bronze control heads. The box height has been reduced and connectors have been repositioned to the front surface, to allow closer packaging in the engine or equipment room of the boat. The control has been designed to be compatible with all current electronic engine and transmission formats. Deutsch connectors are used for all wiring connections to the control box. The control box has been designed to use the same mounting holes s the EC200.
EC250 SYSTEM COMPONENTS

EC250 Addendum
Refer to the EC200 system installation manual for all details concerning specifications, installation precautions, tools, system startup tests, settings and operation. This addendum is for explanation and details pertaining to the differences between the EC250 and EC200. Details of the gear selector and trolling valve connector wiring are also provided here as those connectors are the major wiring difference between the two units. Refer to the current electronic engine interface chart for information on the calibration of the engine interface module provided with the control. Refer to the transmission manual for information on the solenoid driver logic configured into the control.
122
EC250 Addendum
VIEW OF MOUNTING DIMENSIONS AND CLEARANCE REQUIREMENTS
123
EC250 Addendum
ACCESS PANEL
The access panel selector arrangement remains the same layout, but a new feature has been added to allow for easy adaptation to transmissions that are equipped with pressure switches. Transmissions that require the pressure switch to be actively in control of the throttle clamp so that it is not possible to raise the engine RPM above the maximum safe clutch slipping level unless the pressure switch has closed to indicate that the gear box selector mechanism has developed enough pressure to the clutch to fully engage the selected gear. This feature offers additional protection for the transmission in minimizing the possibility of damage to the clutch plates by engaging the gear with excessive engine speed. The circuitry provided for this feature is designed to be self indicating in case of a failure in the switch or wiring between the switch and the control box. If the wire is broken or disconnected, or the switch has failed to make contact, the throttle will not be allowed to increase. In order to have this control feature present for those transmissions which require it, and not have to alter installation wiring for those transmissions that do not require it, a switch has been provided on the access panel which will enable or disable the pressure switch monitoring circuitry. The access panel diagram below provides information as to the location of the switch, and the position that the switch must be in for enabling or disabling the pressure switch monitoring function. The access panel is located on the top surface of the control box. This is the same surface that all the cable connectors are mounted to. The access panel is covered by a stainless steel plate with a gasket that is held on with four (4) 6 x 32 stainless steel screws. Refer to the EC200 installation manual for additional information on the other settings which must be made during installation of a system. In general, once a boat has been sea-trialed, and the appropriate settings have been made, there should not be a reason to change any of the settings unless significant maintenance or problems are encountered with the engine or gear box on the boat.
SWITCH LOCATION
EC250 Addendum
GEAR AND TROLL VALVE CONNECTIONS

Valve connections for gear shifter and trolling are made at the two rectangular connectors above the access panel. The control box end of the cable comes from the factory pre-assembled. The diagram below provides a general guide for the connections which should be made at the transmission end of the cable. Consult the transmission manual for specific connector and pin identification for the gear and troll solenoid connections.
GEAR SELECTOR AND TROLL CONTROL SOLENOID CONNECTIONS
Some of the new electronic engine and gear packages require a neutral signal from the controller, even if there is not a neutral solenoid. If the installation does not require the neutral signal for the engine or the transmission, be sure to tape up the wire ends so they cannot short to each other, or to any metal of the engine, transmission, or boat structure. Some transmissions require a troll enable solenoid drive, as well as a troll signal or solenoid drive. If the installation does not require the troll enable drive, be sure to tape up the ends of the wires so they cannot short to each other or to any metal of the engine, transmission, or boat structure.
125
EC250 Addendum
EC250 TROLL SWITCH SETTING
EC250 Marine Control
Configuration Steps:
1. WARNING: Electrical components can be destroyed by static electricity. When altering DIP switch settings, ensure that the individual changing the switches, tools, and control, are electrically all at the same potential. Turn off power to the control. Remove the 6 rail mounting screws (3 per side) from the top of the unit. Set aside the 6 screws, 2 nylon mounting rails, and 4 nylon shoulder washers. Remove the 6 back panel screws (3 per side) from the back of the unit. Set aside the 6 nuts, 6 split washers, and 6 screws.
2. 3.
4.
126
EC250 Addendum
5. 6.
7.
Remove the back panel and set aside (to expose circuit boards with DIP switches). Locate SW1 on the circuit board. SW1 is a red rectangular block roughly 1.5 x 0.5 x 0.5 inches with eight small white switches. Printed on the circuit board will be a label S1 near the bottom of the component. See figure 1 Determine the correct troll range and configure SW1 settings for troll operation. See figure 4 for switch combinations and corresponding troll current. When changing the switch settings, ensure a definitive click is heard when changing the switch state. O and C switch states are achieved by downwardly pressing on the corresponding OPEN and CLOSED switch side (OPEN labeled on SW1). See figure 2. Switch numbers 1-8 are labeled on SW1. Alter only switches 1-5. See figure 3. Note: Switch order & combinations must be strictly followed to prevent possible valve coil damage. A Place an ammeter in series with the troll solenoid to monitor coil current when testing. The troll solenoid is connected to J6-4 and J6-6. See figure 3. Lever position near detent gives the largest current and lowest clutch pressure. Full lever travel gives lowest current and highest pressure. The current to the solenoid is linear over the entire lever travel. Set SW1 with the widest troll current range, configuration number 5 (switches 1 5: CCOCO). See figure 4. Verify SW1 settings with the included chart and test the troll operation. When testing, note the solenoid current when troll begins (closer to lever detent). Based on the solenoid current measurements from testing, select a suitable configuration. The configuration minimum troll current should be slightly less than the measured minimum troll point. If none of the configurations exactly match, select the closest configuration.
Note: If an ammeter is unavailable, refine the troll operation using lever position only. Move the lever through its full range. Then, select a troll range based on the observed lever position for minimum troll. E Continue refining troll operation. Repeat steps c & d until the most suitable troll configuration is achieved.
127
EC250 Addendum
8. 9.
Replace the back cover. Attach the 6 screws (3 per side) securing the back cover to the unit making sure that the washers go on the back side of the unit next to the nut. The screws should be tightened to 25-29 in-lbs. Attach the nylon shoulder washers through the front cover. Attach the nylon mounting rails to the shoulder washers on the back cover. Attach the 6 screws (3 per side) securing the mounting rails and back cover to the unit.
10. 11.
12.
EC250: SW1 Location
128
EC250 Addendum
SW1: Open / Closed
129
EC250 Addendum
Troll Current Measurement
130
EC250 Addendum
Troll Current Ranges for EC-200/250 Software Assembly 1021410

The following defines new trolling current ranges associated with switch settings on S1, associated with the Gear processor. The checksum of Software Assembly 1021410 is 2EFD.
SW1(A) 12345 ccOcO ccOOc cOccc cOcOO cOOcc cOOOc OOccc OOccO OOcOc OOcOO OOOcc OOOcO OOOOc OOOOO COOcO cOOOO Config. Number 5 6 8 11 12 14 24 25 26 27 28 29 30 31 ZF ZF2 Detent Troll Current mA 850 850 810 780 750 720 690 660 630 600 570 540 510 500 160 197 Max. Lever Troll Current mA 450 800 760 730 700 670 640 610 580 550 520 490 460 450 450 305
Fig 4. Troll Current Ranges
c = closed = on 0 = open = off
131
EC250 Addendum
Troll Current Ranges for EC-200/250 Software Assembly 1022046

The following defines new trolling current ranges associated with switch settings on S1, associated with the Gear processor. The checksum of Software Assembly 1022046 is 3268.
SW1(A) 12345 ccOcO ccOOc cOccc cOcOO cOOcc cOOOc OOccc OOccO OOcOc OOcOO OOOcc OOOcO OOOOc OOOOO Config. Number 5 6 8 11 12 14 24 25 26 27 28 29 30 31 Detent Troll Current mA 850 850 810 780 750 720 690 325 300 275 300 275 250 225 Max. Lever Troll Current mA 450 800 760 730 700 670 640 120 120 120 90 90 90 90
Fig 5. Troll Current Ranges
c = closed = on 0 = open = off
132
EC251 Addendum
EC251 EXPRESS INSTALLATION/OPERATION ADDENDUM
SYSTEM DESCRIPTION
The EC251 EXPRESS control system is an all electronic version of the EC200 control system. It is for use exclusively with Twin Disc Quickshift TM transmission packages. It is based on the same design features as the EC200/ 250 control system including stainless steel control boxes and cast aluminum bronze control heads. The EC251 control system has been designed to be compatible with most current electronic engine formats while providing the enhanced gear select control features of the Twin Disc Quickshift TM model transmissions. The EC251 EXPRESS control system provides exceptional propulsion control for improved vessel command and maneuverability. In addition to standard CRUISE and SYNC, the new EXPRESS and TROLL functions are selectable via the function select switch on the control head. EXPRESS provides proportional gear engagement from 15o to 40o of lever travel at a factory configured RPM; with full engagement at 40o and proportional throttle command from 40o to 70o of lever travel. TROLL provides proportional gear engagement between 15o to 70o of lever travel at a preset controlled engine RPM.
INSTALLATION
General
Refer to the EC200 system installation manual for all details concerning general installation specifications, precautions, and guidelines. This addendum is for explanation of the installation and operational differences between the EC251 and EC200/250. Details of the gear selector valve connector wiring and access panel adjustments are provided here as these are the major installation differences between the systems. Refer to the transmission manual for additional selector valve operational/maintenance information. Refer to the EC200 installation manual for service and warranty information for the control
EC251 Addendum
system.
MOUNTING DIMENSIONS AND SPACIAL REQUIREMENTS
134
EC251 Addendum
MOUNTING DIMENSIONS AND SPACIAL REQUIREMENTS (Gear selector valve connections (EXPRESS))
135
EC251 Addendum
Valve connections for gear shifter are made at the rectangular connector above the access panel via the EXPRESS solenoid harness. The EXPRESS solenoid harness comes pre-assembled with connectors on both ends. The diagram below provides a general guide for the connections which should be made at the transmission end of the cable.
SOLENOID HARNESS
Access panel
The access panel is located on the top surface of the control box and can be removed to gain access to the adjustable control settings. Refer to the EC200 installation manual for additional information on settings which must be made during installation of a system. In general, once a boat has been sea-trialed, and the appropriate settings have been made, there should be no reason to change any of the settings unless significant maintenance or problems are encountered with the engine or gear box on the boat. For EC251 systems, Idle Set #3 is fixed and cannot be adjusted. Idle set #2 provides for adjusting the throttle setting for TROLL mode. The following settings are factory pre-set and should be left accordingly to provide optimum performance: Idle #3 is set fully counterclockwise, throttle clamps are both set to short, pressure switch is disabled. The following settings are to be configured specific for the boat/application following details in the 1018434 installation manual: sync, shift delay (for crash reversal), throttle and gear directions, and Idle #2 (for troll). There are specific maximum engine speed limits which must not be exceeded
EC251 Addendum
for the TROLL mode engine speed setting (Idle set #2 potentiometer). Maximum engine speed for operation in the TROLL mode can vary depending on the transmission model. To confirm the transmission(s) maximum allowable speed for use in TROLL mode, check your transmission operator manual or service manual, contact an authorized Twin Disc Distributor, or contact Twin Disc directly to determine the maximum engine speed limits for your particular transmission and engine model.
IDLE SET 2, IDLE SET 3
OPERATION
Refer to section 9 - Operation for details on standard CRUISE and SYNC operation. The details below are specific to the EXPRESS functions of the EC251 system. Note: The function/mode of operation should be selected when the control lever(s) are in neutral or the fwd/rev detent positions. If function/mode selection
EC251 Addendum
is changed when the lever(s) are beyond fwd/rev detent, the control system will not change the mode of operation until the lever(s) are returned to the detent position. EXPRESS provides proportional gear engagement from 15o to 40o of lever travel at a factory configured RPM; with full engagement at 40o and proportional throttle command from 40o to 70o of lever travel.
GEAR SHIFTER IS IN NEUTRAL POSITION WHEN INDICATOR ON.
SYNC EXPRESS CRUISE TROLL
TWIN DISC
POWER COMMANDER
EC-251
EXPRESS FUNCTION
138
EC251 Addendum
TROLL provides proportional gear engagement between 15o to 70o of lever travel at a preset controlled engine RPM. Engine RPM setting for troll operation is adjustable via the access panel, Idle Set #2 potentiometer. While in TROLL mode, the control system and control levers no longer permit any change or control of the engines throttle, RPM, or power. The maximum thrust in forward or reverse is limited to the preset engine(s) speed of the control system as set by the Idle set #2 potentiometer. There are specific maximum engine speed limits which must not be exceeded for the TROLL mode engine speed setting (Idle set #2 potentiometer). Maximum engine speed for operation in the TROLL mode can vary depending on the transmission model. To confirm the transmission(s) maximum allowable speed for use in TROLL mode, check your transmission operator manual or service manual, contact an authorized Twin Disc Distributor, or contact Twin Disc directly to determine the maximum engine speed limits for your particular transmission and engine model.
TWIN DISC
POWER COMMANDER
EC-251
TROLL FUNCTION
139
EC251 Addendum
EXPRESS SYNC combines standard engine SYNC operation with the EXPRESS function. When the selector switch is in the SYNC/EXPRESS position, both port and stbd handles are in forward detent and both handles are within 7 1/2o of each other, the EC251 controller will automatically match the stbd engine RPM to the port engine RPM.
TWIN DISC
POWER COMMANDER
EC-251
EXPRESS SYNC FUNCTION
140
EC251 Addendum
EC251 SWITCH SETTINGS
Configuring Cruise, Express and Troll
Figure XX. EC251 Marine Control
Configuration Steps:
1. WARNING: Electrical components can be destroyed by static electricity. When altering DIP switch settings, ensure that the individual changing the switches, tools, and control, are electrically all at the same potential. Turn off power to the control. Remove the 6 rail mounting screws (3 per side) from the top of the unit. Set aside the 6 screws, 2 nylon mounting rails, and 4 nylon shoulder washers.
141
2. 3.
EC251 Addendum
4.
Remove the 6 back panel screws (3 per side) from the back of the unit. Set aside the 6 nuts, 6 split washers, and 6 screws. Remove the back panel and set aside (to expose circuit boards with DIP switches). Locate SW2 on the circuit board. SW2 is a red rectangular block roughly 1.5 x 0.5 x 0.5 inches with eight small white switches. Printed on the circuit board will be a label S2 near the bottom of the component. See figure 1 Determine the switch settings for correct operation. See Figure 3 for switch combinations and corresponding current ranges for Cruise, Express, and Troll. When changing the switch settings, ensure a definitive click is heard when changing the switch state. O and C switch states are achieved by downwardly pressing on the corresponding OPEN and CLOSED switch side (OPEN labeled on SW2). Switch numbers 1-8 are labeled on SW2. Alter only switches 1-5. See figure 2. Replace the back cover. Attach the 6 screws (3 per side) securing the back cover to the unit making sure that the washers go on the back side of the unit next to the nut. The screws should be tightened to 25-29 in-lbs. Attach the nylon shoulder washers through the front cover. Attach the nylon mounting rails to the shoulder washers on the back cover. Attach the 6 screws (3 per side) securing the mounting rails and back cover to the unit.
7.
8 9.
10 11
12
142
EC251 Addendum
Fig 1. EC251: SW2 Location
Fig 2. SW2: Open / Closed
143
EC251 Addendum
The following defines software assembly part number 1021599 and 1022201 which has current ranges for switch settings on Servo Board Switch S2. As shown below, the switches which vary for different currents are 1 through 5 on switch S2.
S1 (A) 12345_678
S2 (B) 12345_678
Config. Number
ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ ccccc_Occ
ccOcO_Occ ccOOc_Occ cOccc_Occ cOcOO_Occ cOOcc_Occ cOOOc_Occ OOccc_Occ OOccO_Occ OOcOc_Occ OOcOO_Occ OOOcc_Occ OOOcO_Occ OOOOc_Occ OOOOO_Occ
5 6 8 11 12 14 24 25 26 27 28 29 30 31
Cruise Express Fill Level Min. (mA) Level (mA) 360 370 360 360 360 350 360 340 360 330 360 370 360 350 360 340 360 330 360 320 400 380 400 400 400 440 400 420
Express Transition (mA) 515 515 515 515 515 515 515 515 515 515 620 620 620 620
Troll Range (mA)
360 - 515 360 - 515 360 - 515 360 - 515 360 - 515 370 - 515 350 - 515 340 - 515 330 - 515 320 - 515 400 - 620 400 - 620 440 - 620 440 - 620
O = open = off c = closed = on
Fig 3. Configuration Current Settings
144
#1018434 Rev F 03/06
TWIN DISC, INCORPORATED
RACINE, WISCONSIN 53403, U.S.A.
262-638-4000/262-638-4482 (FAX)
WWW.TWINDISC.COM

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INCORPORA TED INCORPORATED

Installa tion Installation

Document Number: 1018434

Document Number 1018434 Revision F

Model EC200/250/251 Marine Control System Installation Manual

Twin Disc, Incorporated

Section 1 - GENERAL ......................................... 13

Section 2 - CONTROL AND TROLL ACTUATOR INSTALLATION ................................................. 21

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

SECTION 5 - J6 CONTROL CONNECTIONS ... 41

SECTION 6 - PRELIMINARY TESTS ................. 63

SECTION 7 - PUSH-PULL CABLE INSTALLATION ................................................................... 71

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

SECTION 8 - FINAL TESTS & ADJUSTMENTS 81

SECTION 9 - OPERATION .................................. 95

APPENDIX .......................................................... 103

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

EC250 INSTALLATION/OPERATION MANUAL ADDENDUM .................................................... 121

EC251 EXPRESS INSTALLATION/OPERATION ADDENDUM .................................................... 133

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

Twin Disc, Incorporated

EC200 Series Marine Control System Installation Manual 1018434

Twin Disc, Incorporated

Twin Disc, Incorporated

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

*These wires must be a twisted pair.

EC200 Series Marine Control System Manual #1018434

Twin Disc, Incorporated

OTHER ITEMS WHICH MAY BE REQUIRED (DEPENDING ON INSTALLATION)

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

For installations with the sync option:

Magnetic Pickups (Twin Disc p/n XM-2936M or equivalent)

Dual Output Magnetic Pickup (Twin Disc p/n 1015259 or equivalent)*

Tachometer Generators (Twin Disc p/n COI206242A)

Ignition Modules (Twin Disc p/n 1015172)

Twin Disc, Incorporated

Sensor Doubler (Twin Disc p/n 1016446)

For installations with the troll option:

Twin Disc, Incorporated

For installation in starter solenoid circuits greater than 5 amperes:

EC200 Series Marine Control System Manual #1018434

Twin Disc, Incorporated

MAXIMUM STANDARD LENGTH NOTICE:

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

Section 2 - CONTROL AND TROLL ACTUATOR INSTALLATION

IMPORTANT GENERAL NOTE

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

Electrical wiring & routing:

EC200 Series Marine Control System Manual # 1018434

Twin Disc, Incorporated

EC200 Series Marine Control System Manual # 1018434