Dts Smartcraft MANUAL

Models Covered
MerCruiser Models
Models Covered Serial Number Or Year
14‑pin DTS Models All
Outboard Models
Models Covered Serial Number Or Year
Optimax and Verado 14‑pin DTS Models All
Notice to Users of This Manual

Throughout this publication, warnings, cautions, and notices (accompanied by the International HAZARD Symbol !
) are
used to alert the mechanic to special instructions concerning a particular service or operation that may be hazardous if
performed incorrectly or carelessly. Observe them carefully!
These safety alerts alone cannot eliminate the hazards that they signal. Strict compliance to these special instructions when
performing the service, plus common sense operation, are major accident prevention measures.
! WARNING
Indicates a hazardous situation which, if not avoided, could result in death or serious injury.
! CAUTION
Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury.
NOTICE
Indicates a situation which, if not avoided, could result in engine or major component failure.
IMPORTANT: Identifies information essential to the successful completion of the task.

NOTE: Indicates information that helps in the understanding of a particular step or action.
This manual has been written and published by the Service Department of Mercury Marine to aid our dealers’ mechanics and
company service personnel when servicing the products described herein. We reserve the right to make changes to this
manual without prior notification.
It is assumed that these personnel are familiar with marine product servicing procedures. Furthermore, it is assumed that they
have been trained in the recommended service procedures of Mercury Marine power products, including the use of mechanics’
common hand tools and the special Mercury Marine or recommended tools from other suppliers.
We could not possibly know of and advise the marine trade of all conceivable procedures and of the possible hazards and/or
results of each method. Therefore, when using a service procedure and/or tool that is not recommended by the manufacturer,
be completely satisfied that neither your personal or product safety is endangered.
All information, illustrations, and specifications contained in this manual are based on the latest product information available at
the time of publication. As required, revisions to this manual will be sent to all dealers contracted by us to sell and/or service
these products.
Refer to dealer service bulletins, operation maintenance and warranty manuals, and installation manuals for other pertinent
information concerning the products described in this manual.
Precautions
It should be kept in mind, while working on the product, that the electrical and ignition systems are capable of violent and
damaging short circuits or severe electrical shocks. When performing any work where electrical terminals could possibly be
grounded or touched by the mechanic, the battery cables should be disconnected at the battery.
Any time the intake or exhaust openings are exposed during service they should be covered to protect against accidental
entrance of foreign material into the cylinders which could cause extensive internal damage when the engine is started.
Page i © 2016 Mercury Marine 90-8M0057654 eng MAY 2007

During any maintenance procedure, replacement fasteners must have the same measurements and strength as those
removed. Numbers on the heads of the metric bolts and on the surfaces of metric nuts indicate their strength. American bolts
use radial lines for this purpose, while most American nuts do not have strength markings. Mismatched or incorrect fasteners
can result in damage or malfunction, or possibly personal injury. Therefore, fasteners removed should be saved for reuse in the
same locations whenever possible. Where the fasteners are not satisfactory for reuse, care should be taken to select a
replacement that matches the original.
Replacement Parts
Use of parts other than the recommended service replacement parts will void the warranty on those parts that are damaged as
a result.
! WARNING
Avoid fire or explosion hazard. Electrical, ignition, and fuel system components on Mercury Marine products comply with
federal and international standards to minimize risk of fire or explosion. Do not use replacement electrical or fuel system
components that do not comply with these standards. When servicing the electrical and fuel systems, properly install and
tighten all components.
Cleanliness and Care of Product

A Mercury Marine power product is a combination of many machined, honed, polished, and lapped surfaces with tolerances
measured in the ten thousands of an inch/mm. When any product component is serviced, care and cleanliness are important. It
should be understood that proper cleaning and protection of machined surfaces and friction areas is a part of the repair
procedure. This is considered standard shop practice even if not specifically stated.
Whenever components are removed, they should be retained and marked for installation into their original locations. During the
assembly process, the marked parts are quickly identified for installation into the same locations they were removed from.
Personnel should not work on or under an engine that is suspended. Engines should be secured to work stands, or lowered to
the ground as soon as possible.
Copyright and Trademark Information

© MERCURY MARINE. All rights reserved. Reproduction in whole or in part without permission is prohibited.
Alpha, Axius, Bravo One, Bravo Two, Bravo Three, Circle M with Waves Logo, K‑planes, Mariner, MerCathode, MerCruiser,
Mercury, Mercury with Waves Logo, Mercury Marine, Mercury Precision Parts, Mercury Propellers, Mercury Racing,
MotorGuide, OptiMax, Quicksilver, SeaCore, Skyhook, SmartCraft, Sport‑Jet, Verado, VesselView, Zero Effort, Zeus, #1 On the
Water and We're Driven to Win are registered trademarks of Brunswick Corporation. Pro XS is a trademark of Brunswick
Corporation. Mercury Product Protection is a registered service mark of Brunswick Corporation.
90-8M0057654 eng MAY 2007 © 2016 Mercury Marine Page ii

1
Manual Outline
Important Information
1 - Important Information
A - How to Use This Manual
B - Theory of Operation
C - DTS Evolution
Diagnostics
2
2 - Diagnostics
A - Using CDS G3
B - Using CDS
Application Diagrams
3
C - Fault Listing
D - CAN Circuit Troubleshooting Components
4
5
3 - Application Diagrams
A - Single Engine
System Configuration
B - Dual Engine, Single Helm
C - Dual Engine, Dual Helm
D - Triple Engine
E - Quad Engine
F - Quint Engine
4 - Components
A - Command Module
B - Command Module Wiring Harnesses
C - Command Module Harness Components
D - Remote Controls
5 - System Configuration
A - DTS System Configuration with CDS
B - DTS System Configuration - CDS G3
Page iii © 2016 Mercury Marine 90-8M0057654 eng MAY 2007

90-8M0057654 eng MAY 2007 © 2016 Mercury Marine Page iv
How to Use This Manual
1
Section 1A - How to Use This Manual A
Table of Contents
About This Manual............................................................. 1A-2 DTS System Master Specifications....................................1A-2
Outline................................................................................1A-2
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1A-1

How to Use This Manual
About This Manual

This manual is designed to help you diagnose and repair the digital throttle and shift (DTS) systems. It covers DTS command
modules, faults, harnesses, remote controls, and wiring harness components.
For information on installation, refer to the DTS Installation Manual.
For information on installing or disassembling remote controls, refer to the Remote Controls Service Manual.
For information on the engine DTS system, refer to the appropriate service manuals.
Outline
• Section 1B covers the DTS theory of operation, what components are required and how they communicate.
• Section 1C covers the evolution of the DTS system, including what command modules work with which PCMs.
• Section 2A explains how to connect and use CDS G3.
• Section 2B explains how to connect and use CDS.
• Section 2C covers DTS faults, their explanations, and possible solutions.
• Section 2D explains how to diagnose and repair CAN bus communication issues.
• Section 3 and its subsections cover the architecture drawings for the various DTS systems, providing an overview of how
the components are connected.
• Section 4A covers the command module, its pinouts, circuit descriptions, and tests.
• Section 4B shows the command module wiring harness for the various systems.
• Section 4C shows the pinouts for the various components that plug into the wiring harness.
• Section 4D covers the ERCs and trackpad descriptions and connector pinouts.
• Sections 5A and 5B cover calibrating the system using either CDS or CDS G3.
DTS System Master Specifications

DTS System Master Specifications
DTS harness minimum bend radius 7.6 cm (3 in.)
CAN circuit maximum bus length 70 m (230 ft)
CAN circuit maximum drop length 7 m (23 ft)
CAN circuit maximum combined length of all drops 36 m (118 ft)
DTS system maximum harness support length 45.2 cm (18 in.)
DTS accessory power harness fuse 40 amps
DTS power harness fuse 5 amps
Maximum voltage drop from the cranking battery to the furthest junction box 3 volts at 5 amps
NOTE: In certain dual‑helm multiple engine applications the normal system architecture will result in CAN P bus lengths that
exceed the maximum. These special circumstances may have alternate extended length single trunk system architecture.
Refer to the DTS installation manual for drawings and correct CAN P linking for extended length CAN bus architecture.
Page 1A-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Theory of Operation
1
Section 1B - Theory of Operation B
Table of Contents
Digital Throttle and Shift System Overview........................1B-2 Termination Resistor...................................................1B-9
CAN Bus Overview............................................................ 1B-2 Key Switch or Start/Stop Panel.................................1B-10
DTS Components.............................................................. 1B-3 DTS Power Harness................................................. 1B-11
Command Module...................................................... 1B-3 DTS Features...................................................................1B-11
Propulsion Control Module (PCM).............................. 1B-4 Auto Synchronization................................................1B-11
Electronic Throttle Control (ETC)................................1B-5 SmartStart.................................................................1B-12
Electronic Shift Control (ESC).................................... 1B-5 Shadow Mode...........................................................1B-12
Electronic Remote Control (ERC)...............................1B-6 Helm Transfer........................................................... 1B-14
CAN Trackpads.......................................................... 1B-8 Trim with Key Off...................................................... 1B-14
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-1

Theory of Operation
Special Tools
Computer Diagnostic System (CDS) Purchase from Bosch Automotive Service Solutions
Monitors all electrical systems for proper function, diagnostics, and calibration
purposes. For additional information, pricing, or to order the Computer
Diagnostic System contact:
Bosch USA/Canada
800‑345‑2233 (option 2)
oetech@service‑solutions.com
EMEA
0049 6182 959 403
tss‑technical‑support@bosch‑automotive.com
Bosch Australia
61 3 9544 6222
support.aus@service‑solutions.com
Bosch Mexico
4520
52 55 25 95 16 30 (option 9)
tecnico@service‑solutions.com
Bosch Brasil
0800‑424‑9000 (option 2)
tecnico.as@br.bosch.com
*CDS G3 must be purchased from Mercury Marine
Digital Throttle and Shift System Overview

SmartCraft DTS is a system designed by Mercury Marine to eliminate mechanical connections between the operator and
engine. In place of mechanical control cables, electronic signals are carried on special circuits to transmit operator requests for
start, stop, shift, throttle, and trim. The technology used is based on a CAN (control area network) network. Redundancy is built
into the DTS system to ensure that the operator can control the engine if certain components and circuits fail.
SmartCraft DTS systems are built on 10‑pin or 14‑pin architecture. Either architecture supports three CAN data buses. A data
bus consists of a pair of wires twisted around each other. This is done to prevent radio frequency interference from affecting
system operation. The 10‑pin architecture was used only in version 04. Both 10‑pin and 14‑pin data harnesses provide circuits
for other functions as it does not take all 10 of the available circuits to control the DTS system. Other circuits carry battery
power, battery ground, emergency stop (E‑stop) and key‑switched battery power.
CAN Bus Overview

CAN lines are wire networks that are used to transmit digital signals. Different forms of digital communication fall under various
communication protocols. Protocols are the rules about how the digital network is constructed and how it behaves. Terms such
as CAN, J1850, and J1939 all represent different types of communication protocols.
CAN communication is extremely fast, and CANs are able to diagnose themselves to a certain extent. When messages are
sent from module to module, a response is also sent back. The purpose of the response is to tell the module sending the
message (sender) that its message has been received and understood by the receiving module (recipient). For example, if the
tachometer has failed and is no longer able to communicate on the network, other modules may send a message saying they
cannot see the tachometer. The other modules are programmed to report a code if they are not receiving responses to their
messages.
The wires required for three CAN (controller area network) buses can be found within the 14‑pin harness that connects the
engine to the helm. These buses carry communications between the various controllers used by the engines and helms. Each
CAN bus consists of a twisted pair of wires—twisting the pair helps prevent electrical interference. If either wire develops an
open or short, that CAN bus will stop communicating.
The three buses integral to the 14‑pin harness are known as CAN P, CAN X, and CAN V.
NOTE: CANs P, X, and V were originally known as CANs 1, 2, and 3, respectively.
Former
Name Data Transmitted Wire Colors Number of Buses per Vessel
Name
CAN P CAN 1 Propulsion Blue, white 1
Throttle, shift, and
CAN X CAN 2 Yellow, brown 1–4
trim
Page 1B-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Theory of Operation
Former
Name Data Transmitted Wire Colors Number of Buses per Vessel
Name
CAN V CAN 3 Vessel Orange, green 0–1
CAN P (blue and white wires) connects together the engine modules, helm modules, and SmartCraft gauges and displays. Its
primary purpose is to provide a path for data (such as temperatures, pressures, depth, boat speed, tank levels, and engine
speed) to the SmartCraft gauges and displays. It is also used by diagnostic tools, which cannot communicate on CAN X.
Finally, CAN P provides a redundant set of throttle and shift commands; should CAN X fail, the operator will still be able to
control the boat at reduced power. There is one CAN P bus per boat, regardless of the number of engines or helms.
CAN X (throttle and shift control) circuits (yellow and brown wires) connect one engine to its digital throttle and shift (DTS)
command modules. It is responsible for transmitting throttle, shift, steering, and trim commands. There must be one dedicated
CAN X line for each engine (or pod) on a vessel. If it's determined that CAN X communication has failed, features such as the
joystick and autopilot are disabled and the throttle, shift, and steering commands are sent over CAN P.
The CAN V (vessel) circuit (orange and green wires) works only with older VesselView displays to carry the information related
to the house generator and the heating, ventilating, and air conditioning (HVAC) systems. The wiring within the 14‑pin data
harness cannot simultaneously support CAN H and CAN V, and the CAN V wires in the 14‑pin harness are often used for
alternate purposes when CAN V functionality is not required.
DTS Components
A data cable connects between the engine's propulsion control module (PCM) and the DTS command module harness at the
helm, transferring data between the PCM and the DTS command module.
Electronic remote control (ERC) handle positions are interpreted by the command module via potentiometers inside the ERC
housing. The command module communicates this information to the PCM, and the electronic shift control (ESC) and
electronic throttle control (ETC) respond accordingly. The position information from the ESC and ETC are then communicated
back to the command module via the PCM.
The DTS system has six key components:
• Command module
• Propulsion control module (PCM)
• Controller area network (CAN) data harness
• Electronic remote control (ERC)
• Electronic shift control (ESC)
• Electronic throttle control (ETC)
Command Module
The command module is a small computer that manages communication between the helm and the PCM. It is powered by a 12
volt signal directly from the battery using a DTS power harness. The DTS power harness may be connected directly to the
engine, or another version may be used and connected to a junction box. (Refer to DTS Power Harness later in this section.)
DTS power is typically fused at 5 amps; however, extreme length data harnesses have external DTS power fused at 10 amps.
Once the key is turned to the run position the 12 volt signal is sent throughout the command module harness, powering up the
command module, the wake input of the PCM, switched power relay (if installed), and any SmartCraft gauges connected to the
junction box.
59318

Theory of Operation
The command module must be calibrated prior to engine operation, and there are different software versions. Refer to Section
1C ‑ DTS Evolution. Each command module in the DTS system must be told its location (port, starboard, helm 1, helm 2, etc.),
and each command module must learn the positions of the electronic remote control it is attached to. Once the command
module is calibrated, all start, stop, shift, and throttle commands from the electronic remote control (ERC) and the DTS foot
throttle are processed by the command module and transmitted to the PCM.
Propulsion Control Module (PCM)
59319
Examples of engine PCM types used on DTS systems
• Calculates the precise fuel and ignition timing requirements based on engine speed, throttle position, manifold pressure,
manifold air temperature, cylinder block coolant temperature, and O2 sensor feedback on applicable models.
• Directly controls the ground circuit to: fuel injectors, ignition coil driver, main power relay activation, trim up, trim down,
diagnostics, engine guardian, tachometer link (analog tachometer output or link gauge driver).
• Indirectly controls the positive circuits to fuel injectors, ignition coils, and for main power relay activation.
• Regulates the electronic throttle control (ETC) and electronic shift control (ESC) ground and variable power according to
the helm requirements.
The PCM requires a minimum of 8 VDC to operate. If the PCM should fail, the engine will stop running. In order for the PCM to
interact with the DTS system, there must be 12 VDC engine power and 12 VDC DTS power.
Some inputs to the PCM can be monitored and tested using the computer diagnostic system (CDS) or CDS G3.
The PCM:
When the key switch is moved to the run position but the engine is not started, the PCM is enabled and completes the ground
circuit for the main power relay. It also provides a 5 VDC reference to the engine sensors. The PCM monitors various engine
sensors and SmartCraft vessel sensors, and will transmit any fault information from these sensors to the helm.
Once the engine has started the PCM controls and monitors all engine functions, and communicates with the DTS command
module over the CAN bus system. With the ignition key switch off, the PCM allows the trim system to function for up to 15
minutes (on select models). Refer to Section 1C ‑ DTS Evolution. 12 volts is available from the battery at the fuses, positive
cable terminal in the electrical box, and at the alternator.
For diagnosing PCM's, refer to the appropriate service manual.

Theory of Operation
Electronic Throttle Control (ETC)
4604
Typical ETC. Dimensions will vary by application.
The ETC is controlled through the PCM. The PCM receives information from the helm based on the position of the throttle
control handle/foot throttle. This information is sent to the PCM, and the PCM activates the ETC motor to open or close the
throttle valve. There are two throttle valve position sensors in the ETC that are monitored by the PCM. The PCM also simulates
a third position sensor, and calculates this value from engine RPM and demand.
The ETC functions as an idle air control (IAC) valve. During hard deceleration, the ETC will remain open slightly until the engine
RPM has stabilized, to eliminate engine stalling.
A built‑in fail‑safe is designed into the ETC. The ETC is spring‑loaded to an off idle position to maintain engine RPM at
approximately 1200 RPM in gear.
The ETC can be tested with the CDS or CDS G3.
Electronic Shift Control (ESC)

b
4552
a c
a- Ball screw assembly

b- Actuator motor
c- Reduction gears
d- Potentiometer
e- Harness connection
The ESC/shift actuator is used to shift the engine's gearcase into forward, neutral, and reverse gears without mechanical
cables from the shift/throttle controls. The 12 volt actuator motor rotates a ball screw assembly through reduction gears in the
actuator. The screw shaft then extends or retracts the actuator shaft while at the same time the gear set rotates a potentiometer
in the actuator. The potentiometer receives a reference voltage (5.0 volts) from the PCM, and its signal confirms the position of
the actuator shaft.

Theory of Operation
Electronic Remote Control (ERC)
59546
Top row, left to right: Panel Mount ERC, Second row: Single Console ERC, Third row: Yacht ERC, Foot
TowSport ERC, Slim Binnacle ERC (design SportFish ERC, Dual Console ERC Throttle, Zero Effort ERC (design
1), Slim Binnacle ERC (design 2) (design 1), Dual Console ERC (design 1), Zero Effort ERC (design 2)
2)
The ERC handle position determines throttle setting and shift direction. The handle is held in the neutral position by a spring
detent mechanism to prevent any unintended movement.
Each lever connector is wired for a potentiometer that contains three sensors in one assembly. The three sensor signals share
a common sensor power and sensor ground. There will be one potentiometer assembly for each lever present. The three
sensor signals are identified as increasing, decreasing, and high resolution.
The operator changes the throttle setting through movement of the handle of the ERC. The position of the handle specifies
throttle setting and shift direction. Handle position (desired throttle setting) is communicated to the DTS command module by
voltage outputs from the three potentiometers in the ERC. There is one potentiometer for the throttle position and two for the
shift function. The output from the shift potentiometers are used as a redundancy check on the throttle command.
The shift potentiometer voltages are used by the DTS command module to determine the shift direction. The DTS command
module functions as follows:
• Reads the voltages from the shift potentiometers.
• Checks for consistency between the two voltages to determine the position of the ERC handle.
• Formulates a shift direction command (forward, neutral, or reverse) upon verification of voltage consistency and
determination of handle position.
• Passes the shift direction command via CAN X to the PCM.
The PCM formulates its own shift command for the ESC after verifying that the DTS command module shift command is valid.
Upon receipt of the shift command from the DTS command module, the PCM:
• Compares the voltage and DTS command module shift commands to verify consistency among the signals.
• Formulates its own shift command.
• Communicates this command and the voltages back to the DTS command module. The DTS command module confirms
that the shift command and voltages are equal to those it sent to the PCM, and communicates this confirmation back to the
PCM.

Theory of Operation
• The PCM sends the shift command to the ESC.
The shift command is essentially a voltage applied across the connections to a DC motor in the ESC. The direction in which the
voltage is applied determines the direction that the motor will rotate, thus determining the shift direction.
The DTS command module uses the potentiometer voltages to formulate a throttle position command as follows:
• Reads the three potentiometer voltages.
• Checks for consistency by comparing the throttle potentiometer 1 voltage to potentiometers 2 and 3 used for shift control.
• Formulates a command for the desired throttle setting upon verification of the consistency of the three potentiometer
voltages.
• Passes the throttle setting command via CAN X to the PCM.
The PCM sets the throttle to the commanded position after it verifies the DTS command module throttle command. Upon
receipt of the throttle command and potentiometer voltages from the DTS command module, the PCM:
• Compares the DTS command module throttle command with the ERC potentiometer voltages to determine that the
command and voltages are consistent.
• Formulates its own throttle command.
• Communicates its command and the potentiometer signals back to the DTS command module. The DTS command
module confirms that the PCM throttle command and voltages are equal to those it sent to the PCM and communicates this
confirmation back to the PCM.
• Sends the throttle position command to the throttle through the ETC.
The throttle position command is essentially a torque specification of the DC throttle motor. The motor opens and closes the
throttle by acting against the throttle spring through the train of spur gears. Once torque is applied to the throttle plate, its
position, as determined by two potentiometers in the throttle body, is sent back to the PCM. The PCM then verifies that the
throttle position matches the command it sent.
As a back up to determining throttle position, the PCM also monitors manifold absolute pressure (MAP) and the DC motor duty
cycle via motor pulse width modulation (PWM). MAP is a measure of the air intake pressures and the DC motor duty cycle is a
measure of the motor torque, both of which can be used as indications of the throttle position.

Theory of Operation
CAN Trackpads
This interface allows certain functionality, including sync on‑off, troll control, single lever operation, and docking mode, and
requires the CAN bus to communicate commands to the command module. The interface is intended to be located in the base
of console‑mounted electronic remote control (ERC), but dash‑mounted versions are available.
a
a
b a j
c STOP/
START
d b b
N
h d
e h
g h
DOCK TRANSFER
e
THROTTLE - ONLY
f f
g
i
i
g
f 59416
Design 1 (left); slim design 2 (center); dual design 2 (right)

a - CAN based trackpad
b - Neutral light
c - Troll
d - Sync
e - 1 Lever
f - Throttle Only
g - Dock
h - Transfer
i - Brightness control for CAN pad, VesselView, and SmartCraft gauges
j - Trim control
Functionality
• Neutral LEDs:
• Neutral LEDs must turn on for the appropriate engine when the engine is in neutral gear. The indication must be
detected from sensors on the engine, not in the ERC. The neutral LEDs flash when in warm‑up (throttle only) mode.
The neutral LEDs must also flash with variable frequency during the handle matching procedure for transferring
helms.
• Sync switch and LED:
• The sync switch is used to turn the Auto Sync function on and off. When Auto Sync is enabled, the LED turns on. If
the system is not able to maintain engine sync (with handles and RPM within the limits), the LED will flash. There
should also be a horn chirp and fault message for this condition.
• Transfer switch and helm active LED:
• The transfer switch is used to transfer control to the second helm. When the transfer is made, the LED is turned on.
• The transfer LED will indicate which helm is active.
• The transfer LED must flash during helm transfer procedure.
• Only one helm may be active at any one time.
• Troll control and LED:
• Pressing the Troll button at any time will set the target speed to the current engine speed. Once active, the troll
control LED turns on and the system will maintain target speed.

Theory of Operation
• The ERC should be in the forward detent to engage troll control. If it is not in forward detent when pressing the Troll
button the horn will double chirp, LEDs will flash twice and turn off, and a fault message that engine should be in gear
will be displayed.
• Troll mode can only be engaged when the engine is within the calibrated RPM limits. If engine speed is outside the
range of the limits, pressing the Troll button will produce a double chirp, the LEDs will flash twice and turn off, and a
fault message that engine should be in idle will be displayed.
• Once the troll control is engaged, the operator may adjust the target speed by using – and + buttons. Each button,
when pressed, will increase or decrease the RPM level by increments of 10 RPM. If the operator attempts to exceed
the extreme limits of the troll control, the troll LED will flash and the horn will double chirp.
• If the handle is moved up or down more than 5% from its initial set point, the system automatically disengages and
the troll LED is turned off.
• If the handle is moved into the neutral position, troll control is disengaged and the troll LED turns off.
• If the troll button is pressed again troll control is disabled, and the troll LED turns off.
• The engine returns to normal idle speed when troll control is disengaged.
• Pushing the troll button again will engage the engine into troll control, and current engine speed will be set as the
target speed.
• 1 Lever switch and LED:
• The 1 Lever button is used to select single‑lever operation. The LED indicates when the ERC is in single‑lever mode.
When single lever is selected, the Auto Sync feature is automatically selected.
• Single lever operation can only be selected or deselected when all handles are in neutral.
• When active, the ERC will default to the port‑most levers. All other handles are inactive and can be moved out of the
way.
• Throttle Only switch and LED:
• When active, the LED will be turned on and engine RPM can be increased without shifting the engine.
• Throttle only mode can only be selected when the handles are in the neutral detent.
• Throttle only mode remains active until the switch is pressed again or when the handle is returned back to neutral.
• Dock switch and LED:
• The Dock switch is used to select the docking mode. When in docking mode, the LED is turned on and the throttle
resolution is increased to allow for more precise throttle control around the dock. Docking mode may only be selected
or deselected while handles are in the neutral detent. Default limit for docking mode on most propulsion systems is
50%.
Termination Resistor
The DTS termination resistor is used as a CAN line signal conditioner. The resistor places a known load (120 ohms each) on
the CAN line to ensure proper communication between the command module and the PCM. In a single engine application,
there are two CAN P terminators: a yellow 10 pin at the engine and a blue 2 pin at the helm. There are also two CAN X
terminators; a blue 2 pin terminator at the engine and a blue 2 pin terminator at the helm.
17168
10-pin termination resistor
17169
2-pin termination resistor
In any DTS application there will be only one CAN P network, regardless of the number of engines or the number of helms. The
CAN P network is terminated twice, once at each end of the CAN P network. For example: in a dual‑engine application, CAN P
is terminated at the port engine, a 2 pin CAN link harness is used to connect the port and starboard CAN P lines, and CAN P is
again terminated at the starboard engine.

Theory of Operation
In any DTS application there will be one CAN X network per engine, regardless of the number of helms. Each CAN X line is
terminated twice per engine; once at the engine, and once at the helm farthest from that engine. For example: in a dual‑engine
application, the port CAN X bus is terminated at the port engine and at the 2‑pin CAN X connector on the command module
harness; the starboard harness is terminated at the starboard engine and the 2‑pin CAN X connector on the command module
harness.
For all multiple‑helm applications, CAN P (when applicable) and CAN X are terminated at the helm farthest from the engines.
The terminator resistors on the command module harnesses used for the helms closest to the engines are replaced with
weather caps.
A CAN V terminator resistor is used as a CAN line signal conditioner. The resistor places a known load of 120 ohms at the data
send location, and at the VesselView location to ensure proper data communication. For all multiple‑helm applications, CAN V
is terminated at the helm farthest from the data send location.
Key Switch or Start/Stop Panel
59465
The ignition key switch, while in the run position, supplies wake up power to the DTS command module, gauges, and engine
PCM.
One key switch is required for each engine. Either a three‑position switch (OFF ‑ ON ‑ START) or a four‑position switch (OFF ‑
ACC ‑ ON ‑ START) can be used.
The engine can be started by momentarily turning the key switch to the start position, or by pushing the START button. The
start signal from the key switch also informs the DTS command module of the start request. If the key is on and the DTS
command module sees a switch closure to start when the engine is not running, it sends a start request to the engine PCM.
The PCM then initiates the start sequence. If the DTS command module sees a switch closure to start when the engine is
already running, it sends a stop command. Pulling the lanyard will stop all engines. Turning the key switch to off will stop the
engine instantly.
Start in Gear Protection

The system/software checks the position of the ESC and the neutral shift switch on the engine. Both the neutral shift switch and
ESC must agree that they are in the neutral position before the engine will be allowed to start.
If the ERC handles are in the neutral position and the engine is in gear (engine was shut down while in gear), it will crank with
no spark applied to place the engine in neutral. Once a neutral gear position is determined, it will then apply spark and continue
the normal start cycle. This entire sequence is completed in less than one second.
Stop Circuit
When the ignition key is in the off position or the lanyard switch is in the off position (disengaged), the DTS command module
processes this ground signal and initiates a two step approach to shutting down the engine.
• The DTS command module software formulates a command to open the master relay, thus shutting down the entire
system by removing its power supply.
• The DTS command module software formulates commands to the PCM to shut the system down. These commands are
independently communicated to the PCM over the CAN harnesses.
The PCM receives three separate shutdown commands: two from the DTS command module over the controller area network
and the ground signal over the dedicated stop line. Any one of these commands initiates a PCM software process to shut the
engine down by shutting down the PCM fuel injection pulse commands and the spark pulse commands, and by opening the
engine main power relay to remove power from the fuel injection system, the fuel pump, and the ignition coils.

Theory of Operation
DTS Power Harness

The DTS power harness allows the harness to draw power from either a stern‑mounted or helm‑mounted battery. For a
stern‑mounted battery, 12 volts are brought in through a 2‑pin harness connector. For a helm‑mounted battery, the 2‑pin
harness is weather capped and 12 volts are brought in through a junction box.
Battery Located at the Stern
Battery located at the stern

e a - 14‑pin DTS data harness
b
b - 2‑pin DTS power harness connector
c - DTS power harness
a
d - Battery
c e - Negative engine battery cable
d
f - Positive engine battery cable
f
26984
Battery Located at the Helm

h
e g
b
a
d c
f 26988
Battery located at the helm

a - 14‑pin DTS data harness
b - 2‑pin DTS power harness connector (weather capped)
c - Helm DTS power harness (optional)
d - Battery
e - Negative engine battery cable
f - Positive engine battery cable
g - DTS command module harness
h - Junction box
DTS Features
Auto Synchronization
The auto synchronization feature, or AutoSync, allows engines in a multiple‑engine application to synchronize engine RPM.
AutoSync will engage when the engine speed is over the specified rate for that engine for two seconds and when the two ERC
handles are within 5° (or 10%) of each other. In a multiple‑engine application, the starboard engine is the master engine. The
other engines will try to match the starboard engine RPM when AutoSync conditions exist. The AutoSync feature may be
disabled using the CDS.

Theory of Operation
SmartStart
The system is configured to incorporate SmartStart. The SmartStart feature incorporates push‑button starting. Rather than
holding the start button or key switch to start the engine and then releasing it when the engine starts, SmartStart completely
controls the starting process. When a start request is initiated, the DTS system signals the engine PCM to start the engine,
which closes the starter relay. The starter relay energizes the starter solenoid mounted on the starter motor and the engine
begins to crank over.
If the engine does not start, the slave relay circuit will be opened and the cranking of the engine stopped when the time out
expires. The starting time‑out is eight seconds (three seconds when there is no crankshaft position sensor signal) or when the
engine reaches 400 RPM. If necessary, the start strategy also adds fuel and spark advance to aid starting.
Single‑ and multiple‑engine installations use the same strategy for SmartStart. Attempting to crank the engine with the engine
already running will turn the engine off. Turning off the key switch will stop the engine instantly.
Shadow Mode
Shadow mode is a method of allowing a center engine to be controlled in the absence of a center ERC control lever.
Information from the outer engine control levers is transmitted from the command modules, over the CAN system, to create
throttle and shift commands. The throttle and shift functionality for center engines is dependent upon the position of all engine
key switches, the ERC lever position, and the operation of the command module. All engines must be in the neutral position
when the key switches are activated to engage shadow mode.
If a command module is not transmitting throttle and shift commands, it is assumed that the engine is turned off. If throttle and
shift commands are communicated from a command module, it is assumed that the engine is turned on. The center engine is
allowed to start whenever the center key is on, but will remain at neutral/idle unless the outer port, outer starboard, or both key
switches are turned to the run position. If one of the outer engines should fail or lose power while underway, the center engine
will go into forced neutral/idle. Operation to the center engine can be restored by moving the control handle of the functioning
outer engine back into the neutral position and then back into gear. The center engine throttle and shift functions will then be
controlled by the functioning outer engine. Turning off the center engine while underway will have no effect on the operation of
the outer engines.
The auto synchronizing feature will engage when the engine speed is above the minimum RPM set by the engine PCM (usually
just above idle), and when the two ERC handles are within 5° (or 10%) of each other. This will automatically adjust the port
engine and center engine speed to match the speed of the starboard engine up to 95% throttle opening.
Triple-Engine Shadow Control Functionality

Movement of the handles on the remote control allows the boat operator to control the engine throttle speed and gear shift
positions of all three engines.
The throttle and shift function is dependent on which engines are running. Refer to the following table.
Center
Port Engine Starboard Engine Control Handle Function
Engine
Port engine throttle and shift is controlled by the port control handle
Starboard engine throttle and shift is controlled by the starboard control
Running Running Running handle
Center engine throttle is the average of the port and starboard engines
Center engine shift is neutral unless both engines are in the same gear
Port and center engine throttle and shift are controlled by the port control
Running Running Off
handle
Starboard and center engine throttle and shift are controlled by the
Off Running Running
starboard control handle
Port engine throttle and shift is controlled by the port control handle
Running Off Running Starboard engine throttle and shift is controlled by the starboard control
handle
Running Off Off Port engine throttle and shift is controlled by the port control handle
Starboard engine throttle and shift is controlled by the starboard control
Off Off Running
handle
Off (ignition key
Off (ignition key Center engine throttle and shift is neutral/idle unless both control handles
switch turned Running
switch turned on) are in the same gear
on)

Theory of Operation
Turning off one of the outer engines while underway will cause the center engine to go into forced neutral/idle. Operation to the
center engine can be restored by moving the control handle of the functioning outer engine into the neutral position and then
back into gear. The center engine speed and gear shift will then be controlled by the functioning outer engine.
Turning off the center engine while underway will have no effect on the operation of the outer engines.
If a failure should occur while underway that causes one of the outer engines into forced neutral/idle condition, the center
engine will also be forced to neutral/idle. Operation to the center engine can be restored by moving the control handle of the
functioning outer engine into neutral and then back into gear.
Quad-Engine Shadow Control Functionality

Port Inner Starboard Starboard Outer
Port Outer Engine Control Handle Function
Engine Inner Engine Engine
Port inner and outer engines throttle and shift are
controlled by the port control handle
Running Running Running Running
Starboard inner and outer engines throttle and shift are
controlled by the starboard control handle
Port inner and outer engine throttle and shift are
Running Running Off Off
controlled by the port control handle
Starboard inner and outer engine throttle and shift are
Off Off Running Running
controlled by the starboard control handle
Off (ignition key Port inner engine throttle and shift is controlled by the
Running Running Running
switch turned on) port control handle
Off (ignition key Starboard inner engine throttle and shift is controlled by
switch turned on) the starboard control handle
Off (ignition key Port inner engine throttle and shift is controlled by the
switch turned off) starboard control handle
Off (ignition key Starboard inner engine throttle and shift is controlled by
switch turned off) the port control handle
Port outer engine throttle and shift is controlled by the
port control handle
Running Off Off Running
Starboard outer engine throttle and shift is controlled by
the starboard control handle
Port inner engine throttle and shift is controlled by the
Off (ignition key Off (ignition key port control handle
Running Running
switch turned on) switch turned on) Starboard inner engine throttle and shift is controlled by
the starboard control handle
Quad-Engine Shadow Control Functionality

Turning off the starboard outer engine while underway will cause the starboard inner engine to go into forced neutral/idle.
Operation to the inner engine can be restored by turning the starboard outer engine ignition key to the on position and moving
the starboard control handle into the neutral position and then back into gear. The inner engine speed and gear shift will then
be controlled by the starboard control handle.
Turning off the port outer engine while underway will cause the port inner engine to go into forced neutral/idle. Operation to the
inner engine can be restored by turning the port outer engine ignition key to the on position and moving the port control handle
into the neutral position and then back into gear. The inner engine speed and gear shift will then be controlled by the port
control handle.
Turning off one of the inner engines while underway will have no effect on the operation of the outer engines.
If a failure should occur while underway which causes the starboard outer engines into forced neutral/idle condition, the inner
starboard engine will also be forced to neutral/idle. Operation to the inner engine can be restored by moving the starboard
control handle into neutral and then back into gear.
If a failure should occur while underway which causes the port outer engines into forced neutral/idle condition, the inner port
engine will also be forced to neutral/idle. Operation to the inner engine can be restored by moving the port control handle into
neutral and then back into gear.

Theory of Operation
Helm Transfer
! WARNING
Avoid serious injury or death from loss of boat control. The boat operator should never leave the active station while engine is
in gear. Helm transfer should only be attempted while both stations are manned. One‑person helm transfer should only be
performed while engine is in neutral.
NOTE: Neutral position is preferred when doing a station transfer. If conditions do not allow the remote control to be placed in
the neutral position, a helm transfer can be done while in gear on some software versions of the command module.
The helm transfer function allows the boat operator to select which helm is in control of the engine operation. Pressing the
TRANSFER button two times (within 10 seconds) allows engine control to be transferred to a new helm. Adjust the control
handles to the desired throttle and gear position.
Once the TRANSFER button is pressed, the transfer LED will light up and one beep will sound. Press the TRANSFER button
again to complete the helm transfer. When the helm transfer is complete, another beep will sound and the transfer LED will
remain lit at the active station.
NOTE: There is a 10‑second time frame to complete a helm transfer. If the helm transfer is not completed, the action will be
cancelled and a double beep will sound. Pressing the TRANSFER button again will reinitiate a helm transfer.
NOTE: The transfer LED will always be lit on a single station application, as that station will always be active.
NEUTRAL
TROLL
- +
SYNC TRANSFER
1 LEVER THROTTLE DOCK

ONLY
22593
Synchronizing Helms Prior to Transfer

NOTE: This feature is not available in all software versions of the command module.
Pressing the TRANSFER button allows the boat operator 10 seconds to match up the control handle settings at the new helm
with the handle settings that are at the old (to be inactive) helm. If the handles are not matched, the neutral lights will flash. The
light blinks faster as the handles are nearing match position. Once the light stays on continuously, the handles are matched and
the button can be pressed again to complete the transfer. This completes the transfer process, and gives control to the new
station. If the helm transfer is not completed within 10 seconds, the action will be cancelled.
Trim with Key Off

NOTE: The trim with key off feature is not available on all models. Refer to Section 1C ‑ DTS Evolution for compatibility
information.
Trim with key off is a method of allowing trim operation after the ignition key switch is turned off. The command module and
PCM remain powered and are able to process trim requests for up to 15 minutes after the key switch is turned off. The
command module does not process any requests other than trim during this period. Once the 15‑minute period expires, the
command module sends a command through the CAN lines to shut down the PCM. On multiple engine applications, the
timeout is managed separately for each engine.
The trim with key off may be ended at any time before the 15 minutes has expired by moving the corresponding control handle
to reverse wide‑open throttle with the key in the off position.
On a triple shadow application, turn the ignition keys to the on position for the outside engines and the key to the off position for
the center engine, then move both handles to reverse wide‑open throttle. This disables trim with key off for the center engine.
To disable trim with key off for the outside engines, move the handles back to the neutral position, turn the outside engines
keys to the off position and move the corresponding handles to reverse wide‑open throttle. This will disable trim with key off for
the outside engines.
On a quad shadow application, turn the ignition keys to the on position for the outside engines and the keys to the off position
for the center engines, then move both handles to reverse wide‑open throttle. This disables trim with key off for the center
engines. To disable trim with key off for the outside engines, move the handles back to the neutral position, turn the outside
engines keys to the off position and move the corresponding handles to reverse wide‑open throttle. This will disable trim with
key off for the outside engines.

DTS Evolution
1
Section 1C - DTS Evolution C
Table of Contents
DTS Evolution....................................................................1C-2 DTS Rigging Model Year 2005...................................1C-4
Command Module Versions and PCM Model Year Codes DTS Rigging Model Year 2006...................................1C-5
....................................................................................... 1C-2 DTS Rigging Model Year 2007 and Newer................ 1C-5
DTS Rigging History 2003–Present................................... 1C-3 DTS Feature Compatibility......................................... 1C-7
DTS Rigging Model Year 2003...................................1C-3 Rigging Model Year Starting Serial Numbers ................... 1C-7
DTS Rigging Model Year 2004...................................1C-4
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1C-1

DTS Evolution
DTS Evolution
The following information traces the history of DTS from its inception to the time of publication.
The features listed below are not all‑inclusive. Only the major features that are used to differentiate the major changes are
being discussed here.
Command Module Versions and PCM Model Year Codes

IMPORTANT: DTS command module versions must be used with compatible PCM model year calibrations.
Command module versions must be paired with the correct PCM calibrations. The following charts refer to the PCM model year
calibration identification codes, and command module versions that are found on the module's label. These can also be viewed
on a computer diagnostic system (CDS or CDS G3) at the beginning of the calibration ID.
59314
Model year displayed in CDS
59315
Model year displayed in CDS G3
As shown following, the calibrations may be one of several variations. The first characters, which may be two, three, or four
characters long, are manufacturer engine codes. The following two or four digits identify the model year. Prior to 2008, all four
digits of the year were used: thus, MY2006p0AAA is a 2006 model year.
From 2008 and onwards, only two digits were used to identify the year; thus, LEG12p0AAAD04_300L6G4_P36_MJP_000
indicates model year 2012, and BRZ15_AAP16_370dTOE_G1P00_000_8M0106761 indicates model year 2015. The following
chart gives a few examples, but this is not an exhaustive list.
Page 1C-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

DTS Evolution
PCM Software Model Year Code Examples

Calibration ID* Model Year
LEG14p0AAAD04_2S350L6G5_P09_000 2014
BRZ15_AAP16_370dTOE_G1P00_000_8M0106761 2015
MY12p0AAF06_8p2S2_BSE_BRV_DTS_000_8M0084299 2012
MY09AAC_003_8.1HO_BRAVO_DTS_AXIUS_ECT_8M2019237 2009
MY2006p0AAAI_0009_6.2_BRAVO_FWC_DTS_P_AA‑1 2006
*Model year codes shown in bold for clarity.
With this information the DTS version and PCM software can be correctly paired.
32071
DTS command module version identification

IMPORTANT: CDS G3 can be used to update all MY2007 command modules to the latest version.
Command Module Version PCM Software Required

35 MY2004
65–69 MY2005
70 MY2006
72 and above MY2007 and above
DTS Rigging History 2003–Present

DTS Rigging Model Year 2003
The Digital Throttle and Shift system for 2003 model year was offered in limited configurations and had the following features:
• No command module. The DTS software was located in the System View 5000.
• The System View 5000 was used to calibrate the control lever.
• The System View 5000 had to be used as a SmartCraft device.
• Panel mount control was available (with electric neutral lock bar).
• Single‑console mount control was available.
• The yellow 10‑pin data harness was used to connect to the engine.
• Terminator resistors had 10 pins (10‑pin cap or incorporated into the 10‑pin harness).

DTS Evolution

• Engine software must be MY2004.
• Yellow 10‑pin CAN data harnesses from engine to helm with either incorporated termination resistors or 10‑pin cap type.
• Single or twin engine, single helm available.
• Used a 10‑pin jumper harness to join both helms together.
• Harness identified by yellow bands at each connector.
• DTS software was moved to the command module (version 35).
• The System View 5000 was not required to operate the system.
• The System View 5000 could be used to program handle configuration.
• Panel mount control was available (with electric neutral lock bar).
• Single and dual‑console mount controls were made available (with electric neutral lock bar).
• Single and dual Zero Effort controls were made available.
• Only a single‑station configuration was available (dual helm not available).
• The computer diagnostic system (CDS version 3.23 or greater) is capable of performing the lever adaptation procedure.
• Foot throttle option was not available.
• Refer to Service Manual 90‑895372 for additional information on 10‑pin DTS rigging.
MY2004 Command Module History

Service Command
Version Calibration ID Replacement Module Part Description and Notes
Part Number Number
• For PCMs with MY2004 software only.
35 UXDBWAAT_0035 891661T01 891661 001
• Replace only with version 35.

• MY2005 and newer systems use black 14‑pin CAN data harnesses.
• Terminator resistors have changed to a 2‑pin cap type (blue) located at the helm (one for CAN P and one for CAN X) and a
10‑pin cap type, which is located on the engine.
• Single or twin engine with single or dual helm.
• 2‑pin jumper harnesses are used to connect the CAN P bus between helms.
• DTS software changes (software still inside the command module).
• The System View 5000 can be used to program the command module.
• The computer diagnostic system is used to perform vessel configuration and lever adaption procedures for all multiple
engine and multiple helm applications.
• Panel mount control (with a mechanical neutral lock bar) has a Throttle Only button located on the side of the handle.
• Single‑ and dual‑console mount control available with a Throttle Only button located on the trackpad.
• Single, dual, and triple Zero Effort controls were made available (no dual station applications).
• Foot throttles were made available in a Mercury version and a Hot Foot version.
• New 4‑position key switch with Accessory position (standard on some models) was introduced.
• An analog gauge interface (AGI) was made available to run analog gauges.
• The computer diagnostic system has the capability to read command module faults and DTS data (these faults are
different than those communicated by the PCM).
• Triple and quad trim harness lanyard and trim switches introduced.

Service Command
Part Number Number
UXDBWABK_0065_Merged
65 891661T02 891661 002 • Supersedes to version 67
_000

DTS Evolution

Service Command
Part Number Number
• Decreased the movement required to configure
UXDBWABK_0066_Merged the levers. Required for consistent configuration
66 891661T02 891661 002 of Zero Effort controls.
_000
• Supersedes to version 67
• Tweaked the movement required to configure
the levers.
UXDBWABK_0067_Merged
67 891661T03 891661 003 • Corrected errors that occurred during handle
_000
adaptation and sometimes seen during normal
operation.
• Allows foot throttle only, ERC handle is shift only.
UXDBWABK_0069_Merged • Included with 2005 foot throttle kit.
69 891661T04 891661 004
_000 • Used on MY2005 PCM software where a foot
throttle is used.

• Engine software must be MY2006.
• Single, twin, or triple engines with single or dual helms.
• First year for triple shadow control.
• There are two common changes to command module harnesses:
a. 2‑pin connection for CAN V added to harness.
b. Power going to the trim switch in control handle has 12 volts at all times.
• Two completely new command module harnesses for the dual console control used for triple shadow control and the new
slim console control.
• New four‑button trim switch panel allows for trimming each engine and one master switch.
• The functionality of throttle and shift is dependent on key switch positions for shadow control engines.
• DTS command module software changes to version 70.
• New slim console ERC required less space and does not have System View trackpad.
• The DTS MerCruiser 2006 model year trim‑without‑key function is set at 15 minutes, which allows the command module
and PCM to remain powered up to process trim requests for 15 minutes after the key is turned off.
• The trim‑without‑key function can be terminated by moving the control handle to wide‑open throttle in reverse with the key
off.
• Delta trim will not allow extreme drive angle differences that could damage tie bars (OptiMax and Verado L4SC). If the
maximum trim delta limit is met, the drive furthest in the trim process up or down, will stop trimming until the adjacent drive
is back within the delta limit. Once the drive or drives are back within this delta window, the trim process will continue. The
angle is predetermined by engineering calibrators and will be adjustable in subsequent versions of CDS.
• AutoSync can be turned off. AutoSync may not be preferred for all applications.

Service Command
Part Number Number
• For PCMs with MY2006 software only.
• Required for shadow control.
70 UXDBWABM_0070_Merged 891661T05 891661 005 • Allows throttle‑only control, if desired.
• This is the only calibration for use with
MY2006 PCM software.
DTS Rigging Model Year 2007 and Newer

• Engine software must be MY2007 or newer.

DTS Evolution
• No architecture or termination changes from 2006.
• Single, twin, triple, or quad engine with single or dual helm.
• First year for quad shadow control.
• Beginning of advanced features, such as Smart Tow, CAN trackpad, descriptive faults, docking mode, single lever mode,
and updated throttle‑only mode.
• On MY2007 software, outboards (Verado L6, L4SC, and OptiMax), the unit will not shift into forward until a crank position
signal is seen by the PCM. The CDS data screen will still display 100% shift operation into forward but the shift actuator will
not shift the engine. The PCM ignores the command from the command module and does not shift into forward. The unit
should shift into reverse and back into neutral but not forward. Once the engine is started and a crank position signal is
seen by the PCM, the engine should shift normally.
• MY2007 and newer Verado models have trim‑without‑key function. This allows the PCM and command module to remain
powered up to process trim requests for 15 minutes after the key is turned off.
• All version of command modules must use the engine PCM software MY2007 or newer and are identified by an orange
marking on the label.
32071
• All version 72 and higher command modules are undatable with CDS G3.
• A foot throttle on/off switch was introduced, which will not backfit to prior command module versions.
MY2007 and Newer Command Module History

Service Command
Part Number Number
• Introduces Smart Tow, quad shadow,
foot throttle ON/OFF, descriptive fault
UXDBWABO_0072_AA_Merged text, new helm transfer, and throttle‑only
72 891661T06 8M0011094 strategy.
_000
• Normally replaced with the later version
76 or 77.
• Changed for new Verado horn strategy.
UXDBWABP_0073_AA_Merged
73 891661T08 8M0029362 • Normally replaced with the later version
_000
76 or 77.
• Running change to correct issue with
UXDBWABP_0075_AA_Merged
75 891661T09 8M0031080 new Smart Tow speed gauge. Refer to
_000
Outboard Service Bulletin 2007‑22.
UXDBWABP_0076_AB_Merged • Changes to shift functions when
76 891661T10 8M0036691
_000 Guardian is active.

DTS Evolution
MY2007 and Newer Command Module History

Service Command
Part Number Number
UXDBWABP_0076_AC_Merged
76 891661T10 8M0045337 • Fixed a neutral light issue.
_000
• Compatible with the Mercury security
UXDBWABR_0077_AA_Merged systems.
77 891661T10 8M0063868
_000 • Necessary where an older ECM is not
compatible with the security system.
• Compatible with Mercury's Active Trim
feature.
80 UXDBWABU_0080 8M0109482 8M0101651
• Supports mechanical Smart Tow and
cruise.
DTS Feature Compatibility

DTS Rigging/Compatible Engine Combination
MY2007
MY 2005 MY2006 MY2006
Rigging
Rigging Rigging MY2007 Rigging Rigging
(Command
(Command (Command (Command Module (Command
Features Module
Module Module Version 72 and up) Module
Version 72
Version 65–69) Version 70) Version 70)
and up)
MY 2005 MY2006 MY2007 MY2007
MY2006 Engine
Engine Engine Engine Engine
Sync
(Can also be turned on/off with NO NO YES NO YES
CDS)
Throttle Only (CAN based)
(Non‑CAN based versions should NO NO YES NO YES
work on all systems)
Dock Mode NO NO NO NO YES
Single Lever Mode NO NO NO NO YES
Triple Shadow NO YES YES YES YES
Quad Shadow NO NO YES NO YES
Trim with Key Off (MC) NO* NO YES YES YES
Trim with Key Off (OB) NO* NO NO NO YES
Descriptive Fault Text NO NO NO NO YES
Foot Throttle On/Off Switch
(The plug for the switch was not
added to the command module
NO NO YES NO YES
harness until 2007. Must use
command module version 72 or
higher.)
* MY2005 command module harnesses did not have key off 12 V power wired to the trim switch.
Rigging Model Year Starting Serial Numbers

Verado OptiMax MerCruiser
Rigging Model Year
All Models 200/225 350 MAG/5.0L/6.2L 496 MAG/8.1L
MY2004 N/A 0T801000 Refer to PCM calibration ID Refer to PCM calibration ID
MY2005 0T980000 0T980000 Refer to PCM calibration ID Refer to PCM calibration ID

DTS Evolution
Verado OptiMax MerCruiser

Rigging Model Year
All Models 200/225 350 MAG/5.0L/6.2L 496 MAG/8.1L
MY2006 1B229689 1B227000 0W346813 0W343986
1B381782 (L4) 0W661961 (MCM) 0W652937 (MCM)
MY2007 (Gen 1) 1B417702
1B390143 (L6) 0W692272 (MIE) 0W691356 (MIE)

Using CDS G3
Diagnostics
Section 2A - Using CDS G3
Table of Contents 2
A
CDS G3 Setup and Operation........................................... 2A-2 Module Data............................................................... 2A-8
Introduction................................................................. 2A-2 Active Faults Screen...................................................2A-9
Connecting and Starting CDS G3...............................2A-2 Configuration Screen.................................................. 2A-9
CDS G3 Operation.............................................................2A-5 Reflash Screen......................................................... 2A-10
Priority Action Items....................................................2A-5 DTS System Troubleshooting.......................................... 2A-11
Selecting an eBOM.....................................................2A-7 Testing DTS Engine Components................................... 2A-11

Using CDS G3
Special Tools
CDS G3 Diagnostic Tool Kit 8M0098656
Provides diagnostic support for CDS G3.
41993
Male to Male 10 Pin Adapter 84‑892452T01
Allows connection between CAN P communications cable and Computer

Diagnostic System in applications where a junction box is not used.
4621
CDS G3 Termination Harness 84‑8M0046081
Contains termination resistors to allow communication when G3 is connected to

43351 the engine's diagnostic connector.
CDS G3 Setup and Operation

Introduction
CDS (computer diagnostic system) G3 is a stand‑alone program that provides diagnostic support for select engines and
Mercury joystick piloting systems. All configuration functions necessary for preparing these systems for delivery are also
supported. CDS G3 allows for CAN‑based multiple‑processor communication through a clean, easy‑to‑navigate interface.
This manual assumes that you have successfully installed CDS G3 on your computer and have updated it to the most current
version. For installation instructions, refer to the user manual loaded onto the computer diagnostic system laptop (in the
Windows® Start menu > All Programs > Mercury Marine > User Manual) or on the CDS G3 software installation disc.
Connecting and Starting CDS G3

Connection to the Diagnostic Connector
1. Insert the CDS G3 SmartCraft diagnostic interface USB connector into a powered USB port.
2. Connect the SmartCraft diagnostic interface 9‑pin connector to the CAN P/CAN H adapter harness 9‑pin connector.
a- Computer
b- CDS G3 SmartCraft diagnostic interface
a c- CAN P/CAN H adapter harness
d- Connect to the vessel's diagnostic connector
c
b
d
47946

Using CDS G3
3. Connect the CAN P/CAN H adapter harness to the vessel's diagnostic connector. Refer to the operator's manual for
location of the diagnostic connector.
55479
Diagnostic port cover

IMPORTANT: Not all vessels are equipped with a diagnostic connector.
CDS G3 Diagnostic Tool Kit 8M0098656
Connection to the Junction Box

3. Connect the CAN P/CAN H adapter harness to the junction box.
IMPORTANT: Many vessels have difficult access paths to reach the junction box. In these vessels, you may encounter a
yellow CAN cable. The yellow CAN cable can be connected to the CDS G3 CAN P/CAN H adapter harness using either a
male‑to‑male adapter or a junction box. This provides CDS G3 with connection to the system.
IMPORTANT: Ensure that the correct termination resistor is installed on the CAN P and CAN H bus. The buses must be
properly terminated for the tool to communicate. Improper termination will result in communication errors or complete loss
of communication.
a- Computer
d- Connect to junction box or yellow cable
c
b
d
47946

Using CDS G3
Starting CDS G3
With the CDS G3 computer correctly connected to the system, and the CDS G3 program running, turn the key to the on
position. The CAN P indicator should turn green, indicating that CAN traffic exists between the PCM and the computer. Refer to
Section 1B ‑ CAN Bus Overview for an explanation of CAN lines.
52539
CAN traffic indicators
The CAN indicators will let you know the communication status on CAN P and CAN H.
Green—The computer is communicating on the CAN bus.
Yellow—The computer is communicating with the cable but no data is being received on the CAN bus.
Red—The computer is not connected to the SmartCraft diagnostic interface cable.
If CDS G3 Does Not Communicate with the System

Is the CDS G3 CAN P traffic indicator icon red or yellow? If it is red, the SmartCraft diagnostic interface is not connected,
not recognized by Windows®, or not configured correctly in the CDS G3 options menu. This is not a CAN issue, but rather a
computer issue.
Improper installation of CDS G3 driver software can result in disabling a USB port from communicating with the CDS G3
diagnostic cable. Try moving the CDS G3 diagnostic interface cable from the current USB port to an alternative port to see if
this resolves the red CAN P/CAN H.
If the indicator is yellow, the SmartCraft diagnostic interface is connected and communicating with the CDS G3 program
through the USB port, but it is not communicating with the CAN bus configured in the port mapping menu in the CDS G3
options menu. Ensure that the key switch is in the on position and that the proper termination resistance is being used.
NOTE: Each SmartCraft diagnostic interface is identified by its serial number in the software. If multiple cables are used on the
same laptop, the port mapping may be incorrect for the serial number cable you currently have connected. If the indicator is
green, the cable is communicating properly with the CDS G3 program and the CAN bus it is mapped to.
Is the SmartCraft diagnostic interface’s PWR LED illuminated continuously? This indicates the cable is recognized by the
computer and is communicating with the computer.
With the key switch in the on position, is the BUS 1 LED illuminated on the SmartCraft diagnostic interface? If it is off,
the cable is not communicating on the CAN P bus. Verify proper CAN P bus termination and operation.
If CDS G3 does not communicate with the system:
1. Ensure that the key is in the on position, and that the boat's gauges light up. If there is no gauge activity, no warning horn
self test, or no other indication that the boat is powering up, troubleshoot accordingly.
2. Ensure that the SmartCraft diagnostic interface is properly connected. Check the
• USB port on the computer
• 10‑pin CAN connector at engine or helm
• Terminator adapter cable used when needed to provide proper CAN P and H termination
CDS G3 Termination Harness 84‑8M0046081

3. Unplug the diagnostic interface at both ends, wait a few minutes, and plug it in again.
4. Try rebooting your computer after all the connections have been made.
5. If this does not resolve the issue, contact Mercury Product Support.

Using CDS G3
CDS G3 Operation
Priority Action Items
i
55451
a b c d e f g
Home page
a - CAN traffic indicators
b - Home page button
c - Module Data button
d - eBOM button
e - Configuration button
f - Diagnostics button
g - Reflash button
h - Priority action items—issues that need to be resolved
i - Tool bar, including File, Tools (options, updates, registration), and Help
Once CDS G3 is connected to the vessel, and the program is started, the Home screen will appear and list any priority action
items that need to be resolved before proceeding. In the preceding image, CDS G3 is indicating a CAN communication error
(both indicators are yellow and no modules are detected) and the need to select an eBOM.

Using CDS G3
In the following image, CDS G3 is indicating communication on both CAN P and CAN H. It also shows that an eBOM has yet to
be selected.
a b
55452
d c
a- Priority action item

b- Resolve button
c- eBOM button
d- CAN traffic indicators

Using CDS G3
Selecting an eBOM
Typically, as in the preceding image, selecting an electronic bill of materials (eBOM) is the first issue that needs to be
addressed before the active faults or live data can be examined. Select the eBOM icon from the bottom of the screen to call up
the eBOM menu.
55453
eBOM screen
The eBOM screen will present a selection of choices that match what CDS G3 sees on the CAN line. More than one possible
match may be displayed. Select the correct one for your application. Once the eBOM is selected, ensure that it is running the
most recent calibration. Refer to Reflash Screen for information on finding the most recent calibration.

Using CDS G3
Module Data
Once the eBOM is selected, selecting the Module Data screen will bring up a selection of modules connected to the boat. This
includes the command module. Once any module is highlighted, it is selected. Other screens can be accessed as shown in the
following image.
e f g
d
c
59330
a- Rescan This Boat button—Refreshes the list of modules found

b- Modules found. In this case starboard engine.
c- Play Data button—Plays back recorded data
d- Live Data button—Displays data as it is being received (The button will be grayed out if no eBOM is selected.)
e- View Faults button—Lists the active faults
f- Freeze Frame button—Displays a snapshot of the selected module's data at the moment of the last time each fault
occurred
g - Run History button—Displays total engine hours, as well as the amount of time spent in various RPM ranges
h - Clear All Modules Faults button—Clears existing faults. Used to clear the buffer. Faults that are still active will reappear
after a few moments.
IMPORTANT: At times in this manual or when communicating with Mercury Product Support, you may be directed to observe
the Module Data screen without selecting an eBOM. This valuable diagnostic technique provides a list of all modules that are
communicating and present on CAN P and CAN H.
When an eBOM is selected, CDS G3 shows, not only modules that are announcing their presence, but also modules that the
selected eBOM includes, whether or not they are announcing their presence.
IMPORTANT: The Module Data screen shows other valuable information, including which modules have faults, if there is more
than one module with the same city ID, and whether the software contained in the module can communicate with CDS G3.

Using CDS G3
Active Faults Screen
55455
Active Faults screen
The Active Faults screen provides the status of faults that have occurred during this key cycle. If a fault has occurred and the
condition causing the fault is still present, then the fault will be active. If the condition causing the fault has stopped, then the
fault becomes inactive. View this screen when performing a wiggle test on a suspected circuit as you look for an intermittent
fault.
There are sticky faults that will stay listed as active and will not set to inactive even if their cause is corrected. They require
cause correction and a key switch cycle. Refer to Section 2C for a listing of DTS faults.
Configuration Screen
55477
Configuration screen

Using CDS G3
The Configuration button brings up options for configuring the DTS system. Each option walks the operator through the
necessary procedures.
59586
Reflash Screen
c
a b
55475
Reflash screen
a - Module
b - Current calibration
c - Available calibration update

Using CDS G3
The reflash screen allows you to update each module individually, as needed. The reflash package specific to the vessel's
architecture, when selected, will evaluate each module separately to determine if the package contains an updated calibration
specific to that module.
DTS System Troubleshooting

NOTE: The SmartCraft power harness provides 12 volt power to the helm, and requires connection to the starting battery.
The following procedures are used to troubleshoot a DTS system. They are used to determine if system problems are related to
engine components or helm components (electronic remote controls, harnesses, DTS command modules, etc.). Ensure that
the engine battery cables and DTS power harness are connected prior to troubleshooting the DTS system.
The CDS tool must be connected to the engine to troubleshoot PCM faults, and to the helm to troubleshoot command module
faults. The CDS can only see engine faults when connected to the engine, and helm faults when connected to the helm.
However, a failure at the helm may be the result of a fault at the helm or at the engine.
Testing DTS Engine Components

1. Click on the Active Diagnostics button. A list will appear showing the tests available for various engine components. When
a test is highlighted, the instructions for that test will appear in the lower window. Follow the instructions to complete the
test. Some of the available tests for DTS components are:
• Electric shift
• Electric throttle (engine running)
• Electric throttle (engine not running)
• Trim relay
• Start relay
• Engine location
• Trim limit
• Trailer limit
• Delta trim
• AutoSync
2. A status bar indicating test progress will appear in the lower left portion of the screen. When the test is completed, a pass
or fail notice will appear.

Using CDS G3
Notes:

Using CDS
Diagnostics
Section 2B - Using CDS
Table of Contents 2
B
Requirements.....................................................................2B-2 System Information Screen................................................2B-6
Main Screen.......................................................................2B-3 DTS Command Module Information........................... 2B-6
Engine Select Screen........................................................ 2B-3 DTS Handle Adaptation.............................................. 2B-7
Flashing SmartComms Icon...............................................2B-4 DTS Vessel Configuration.......................................... 2B-7
Tool Box Icon..................................................................... 2B-4 Trackpad.....................................................................2B-8
Fault Status Screen........................................................... 2B-5
Active Data Screen—Using the Meter and Data Screens
....................................................................................... 2B-5

Using CDS
Special Tools
Bosch USA/Canada
800‑345‑2233 (option 2)
EMEA
0049 6182 959 403
Bosch Australia
61 3 9544 6222
Bosch Mexico
4520
52 55 25 95 16 30 (option 9)
Bosch Brasil
0800‑424‑9000 (option 2)
CAN 1 Diagnostic Cable 84‑892663
Connects into a junction box or male to male adapter cable for Command
Module configuration. Not for use with DDT.
4680

4621
Adapter Harness 84‑822560A13
Data link harness between engine and Computer Diagnostic System (CDS) or
Digital Diagnostic Terminal (DDT).
5826
Requirements
Mercury Marine Computer Diagnostic System (CDS) ‑ Connect the CDS to the CAN bus circuit and follow the helm
configuration setup on the computer diagnostic screen.
Adapter Harness 84‑822560A13

Using CDS
Main Screen
c d f g h i j
b e
(a) Engine Select a
(b) Pinpoint Diagnostics
(c) Toolbox k
(d) Service Manuals
(e) Print
(f) The current software version
number is located under the
Mercury Logo.
(g) Reflash
(h) Setup and Utilities
(i) Help
(j) Minimize
(k) Exit
These icons remain the same on
all screens.
NOTE: Clicking on "Mercury Logo"
at top center of screen will bring you
back to the Main Screen.
44500
Engine Select Screen

Click the Engine Select icon at the top
left of the screen.
Enter engine and customer
information.
NOTE: Customer information once
entered stays loaded until it is deleted
from CDS. When entering the engine
serial number the customer information
will not appear automatically.
Screen shows:
• Engine Information
• Cable Information
• Customer Information
For troubleshooting the DTS system,
select Mercury or MerCruiser, and
then the model (MY04, MY05, MY06,
or MY07).
59590
NOTE: Check the title at the top of the window after making your model and serial number selection. Make sure it matches the
selection you’ve made.
It is important to accurately identify the engine because, in many cases, the testing options available depend upon the engine
identified.

Using CDS
Flashing SmartComms Icon
Located in lower left corner of screen.

The icon will change color as different
conditions exist.
• RED ‑ SmartComms Interface
Box not detected by the software.
• YELLOW ‑ SmartComms
Interface Box Connected, but Not
Communicating with Engine. This
condition may be the result of an
incorrectly identified engine on
the Engine Select screen, a loose
or disconnected Engine Interface
Cable, or the ignition key turned a
to the OFF position (should be
ON).
• OFF ‑ SmartComms is
communicating with ECM.
Refer to Help File for additional
44504
information on icons.
a - Yellow flashing icon
Tool Box Icon

a
Clicking on this icon, third from the left,

gives you access to the electronic
tools within the ECM (data faults and
active tests).
A button bar opens up along the left
side of the screen to give you a
selection of these features.
44506
a - Tool box icon

Using CDS
Fault Status Screen

a b
• Select the Tool Box icon.

• Then select Faults button.
• Then select Fault Status tab in
the Window.
This screen displays the Fault Code
Number, Fault Description, Fault
Active (Yes/No) and Fault Information
Source.
A Clear Faults button is provided at
the bottom right‑hand corner of the
screen.
60204
a - Faults button
b - Fault status tab
Active Data Screen—Using the Meter and Data Screens

a
• Start by clicking on the

Toolbox icon.
• Then click on the Data Items b
icon
• Select up to four Data Items
from the list by clicking on
them.
• They will move up to the top
of the screen.
• You can deselect an item by
clicking on it again.
44521
a - Toolbox icon
b - Data items icon

Using CDS
System Information Screen
• Click on the Toolbox icon.

• Click on the Calibration and
System Info icon
• This screen has a number of tabs
that provide important information
about the engine and ECM.
• You open to the System ID Tab
Screen which retrieves the
Engine ID, ECM model, ECM
Calibration ID number and Engine
Version number.
a
44565
a - Calibration and System Info icon
This allows you to determine if the engine has an ECM that is updated to the latest version of software and if the software is
correct for the particular engine. Make sure the appropriate diagnostic cables are connected between the engine and the host
computer, the ignition is turned ON, and the stop switch is in the RUN position.
DTS Command Module Information
Only available on DTS engines. CDS

software communicates with the DTS
command modules and displays their
city ID (engine location and system
address).
44585
a - DTS CMD Mod Info tab

Using CDS
DTS Handle Adaptation
Only available on DTS engines. This

function determines the potentiometer
values for all five major positions
(RWOT, reverse detent, neutral
detent, forward detent, and FWOT) of
the lever and writes those values to
the command module.
44587
a - DTS Handle Adaptation tab
DTS Vessel Configuration
Only available on DTS engines. This

function assigns individual city ID’s to
the DTS command modules and
engines (information about which
engine they are controlling in the
system ‑ port outside, port inside,
starboard inside, starboard outside).
44588
a - DTS Vessel Configuration tab

Using CDS
Trackpad
Version 7.55 and higher allows users

to configure multiple trackpads for use
on an individual DTS application.
44590
a - Trackpad tab

Fault Listing
Diagnostics
Section 2C - Fault Listing
Table of Contents 2
C
CDS/CDS G3 Reference................................................... 2C-2 Lever2_Hi_Res_Sensor_Input_Range......................2C-10
A ....................................................................................... 2C-3 Lever2_Inc_Sensor_Diff............................................2C-10
Advanced_Throttle_Feedback_State_of_Health ........2C-3 Lever2_Inc_Sensor_Input_Range ............................2C-11
B ....................................................................................... 2C-4 Lever2_Multiple_Sensors ........................................ 2C-11
Backup_ETCESC_State_Of_Health .......................... 2C-4 Low_Speed_Eng_Data_State_Of_Health ................ 2C-11
Bus_Voltage_Delta .................................................... 2C-4 M .....................................................................................2C-12
Bus_Voltage_High...................................................... 2C-4 Medium_Speed_Eng_Data_State_Of_Health .......... 2C-12
Bus_Voltage_Low ...................................................... 2C-5 Module_Requires_Configuration ............................. 2C-12
E ....................................................................................... 2C-5 Module_Security_System_in_Setup ........................ 2C-13
Engine_Did_not_Authenticate ....................................2C-5 Module_Security_System_is_Locked ...................... 2C-13
ETCESC_CrossCk_State_Of_Health ........................ 2C-5 Multiple_Engines_Detected ..................................... 2C-13
ETCESC_State_Of_Health ........................................ 2C-6 N ..................................................................................... 2C-14
F ........................................................................................2C-6 No_Smart_Tow_Module_Present ............................ 2C-14
Foot_Throttle_Button_Stuck ...................................... 2C-6 P ..................................................................................... 2C-14
L ........................................................................................2C-7 PwmAdc_XCheck_Response_Not_Received ..........2C-14
Lever1_Dec_Sensor_Diff ........................................... 2C-7 PwmAdc_XCheck_Response_Incorrect .................. 2C-15
Lever1_Dec_Sensor_Input_Range ............................ 2C-7 S ..................................................................................... 2C-15
Lever1_Hi_Res_Sensor_Diff ......................................2C-7 Security_Device_is_Missing .................................... 2C-15
Lever1_Hi_Res_Sensor_Input_Range .......................2C-8 Shift_Percent_Cross_Check_Difference ..................2C-15
Lever1_Inc_Sensor_Diff .............................................2C-8 Single_Lever_Mode_Is_Faulted ...............................2C-16
Lever1_Inc_Sensor_Input_Range ..............................2C-8 T ......................................................................................2C-16
Lever1_Multiple_Sensors .......................................... 2C-9 TPS_Percent_Cross_Check_Difference .................. 2C-16
Lever2_Dec_Sensor_Diff ........................................... 2C-9 W .................................................................................... 2C-17
Lever2_Dec_Sensor_Input_Range ............................ 2C-9 Warning_Device_Open.............................................2C-17
Lever2_Hi_Res_Sensor_Diff.....................................2C-10

Fault Listing
CDS/CDS G3 Reference
Faults are displayed differently depending on which diagnostic tool, CDS or CDS G3, is being used. The faults descriptions
following this table are listed in alphabetical order according to their CDS G3 fault text.
CDS
CDS Fault Text CDS G3 Fault Text Fault Description
Fault #
1 Warning Horn Output Warning_Device_Open The warning horn circuit is open.
Lever 1 High Resolution Lever1_Hi_Res_Sensor_ The circuit is open, or shorted between the command module
2
Circuit High, or Low Input_Range and the ERC.
Lever 1 Increasing Circuit Lever1_Inc_Sensor_Input_ The circuit is open, or shorted between the command module
3
High, or Low Range and the ERC.
Lever 1 Decreasing Lever1_Dec_Sensor_ The circuit is open, or shorted between the command module
4
Circuit High, or Low Input_Range and the ERC.
Lever 1 High Resolution Lever1_Hi_Res_Sensor_ When compared to the other two signals, the high resolution
5
Difference Error Diff sensor is reading wrong.
Lever 1 Increasing Circuit When compared to the other two signals, the increasing
6 Lever1_Inc_Sensor_Diff
Difference Error sensor is reading wrong.
Lever 1 Decreasing When compared to the other two signals, the decreasing
7 Lever1_Dec_Sensor_Diff
Circuit Difference Fault sensor is reading wrong.
Lever 1 Multiple Circuit More than one Lever 1 fault is active (two or more Lever 1
8 Lever1_Multiple_Sensors
Fault faults are active).
Lever 2 High Resolution Lever2_Hi_Res_Sensor_ The circuit is open, or shorted between the command module
9
Circuit High, or Low Input_Range and the ERC, or foot throttle.
Lever 2 Increasing Circuit Lever2_Inc_Sensor_Input_ The circuit is open, or shorted between the command module
10
High, or Low Range and the ERC, or foot throttle.
Lever 2 Decreasing Lever2_Dec_Sensor_ The circuit is open, or shorted between the command module
11
Circuit High, or Low Input_Range and the ERC, or foot throttle.
Lever 2 High Resolution Lever2_Hi_Res_Sensor_ When compared to the other two signals, the high resolution
12
Difference Error Diff sensor is reading wrong.
Lever 2 Increasing Circuit When compared to the other two signals, the increasing
13 Lever2_Inc_Sensor_Diff
Difference Error sensor is reading wrong.
Lever 2 Decreasing When compared to the other two signals, the decreasing
14 Lever2_Dec_Sensor_Diff
Circuit Difference Fault sensor is reading wrong.
Lever 2 Multiple Circuit More than one Lever 2 fault is active (two or more Lever 2
15 Lever2_Multiple_Sensors
Fault faults are active).
Primary Control Data The DTS command module and the PCM are not able to
16 ETCESC_State_Of_Health
Failure communicate correctly on CAN X.
Reduntant Control Data Backup_ETCESC_State_ The DTS command module and the PCM are not able to
17
Failure Of_Health communicate correctly on CAN P.
Medium Speed Engine Medium_Speed_Eng_ A specific packet of engine data is missing on the CAN P bus.
18
Data Fault Data_State_Of_Health This fault is normally disabled.
Low Speed Engine Data Low_Speed_Eng_Data_ A specific packet of engine data is missing on the CAN P bus.
19
Fault State_Of_Health This fault is normally disabled.
There are multiple starboard outer engines detected on the
20 Multiple Engine Fault Multiple_Engines_Detected
CAN P bus. This fault is normally disabled.
Engine_Did_not_ There are no starboard outer engines detected on the CAN P
21 FailSafe Mode Fault
Authenticate bus. This fault is normally disabled.
The ETC and ESC control data that the PCM asks the
ETC/ESC Crosscheck ETCESC_CrossCk_
22 command module to crosscheck has not been received when
Data Failure State_Of_Health
expected.
TPS% Crosscheck TPS_Percent_Cross_ The PCM and command module are disagreeing on the
23
Difference Fault Check_Difference throttle plate's position.

Fault Listing
CDS
CDS Fault Text CDS G3 Fault Text Fault Description
Fault #
Shift% Crosscheck Shift_Percent_Cross_ The PCM and command module are disagreeing on the shift
24
Difference Fault Check_Difference actuator's position.
Advanced_Throttle_ The most quickly updated RPM data has not been received as
25 Advancing Throttle Fault
Feedback_State_of_Health expected.
26 CAN bus Voltage Low Bus_Voltage_Low The voltage at pin 13 is less than 8 V.
27 CAN bus Voltage High Bus_Voltage_High The voltage at pin 13 is greater than 16 V.
CAN bus Voltage below The voltage at pin 13 is too low when compared to the voltage
28 Bus_Voltage_Delta
Battery Voltage at the PCM.
One, or more of the shadow command modules has not
PwmAdc_XCheck_
29 CAN PWM ADC Missing received an expected response from the master (starboard
Response_Not_Received
outer) command module.
One, or more of the shadow command modules has not
PwmAdc_XCheck_
30 CAN PWM ADC Failed received an expected response from the master (starboard
Response_Incorrect
outer) command module.
Foot_Throttle_Button_ The foot throttle enable/disable button has stuck in the
31 Foot Throttle Button
Stuck activated position. This is a momentary switch.
Single_Lever_Mode_Is_ Single Lever Mode has faulted. Typically an engine was
32 Single Lever Mode
Faulted turned off while single lever mode was active.
A VesselView, MercMonitor, or SC1000 SmartCraft gauge has
No_Smart_Tow_Module_
33 Cruise Interface lost communication with the command module. Cruise control
Present
is disabled.
Module_Requires_
34 Not Configured The command module has not been configured.
Configuration
A security system has been configured to this command
Security_Device_is_
35 Fault not in database module, but the command module cannot detect the security
Missing
module. Fault 36 will always be present with fault 35.
The engine is being operated without a security token. Fault
Module_Security_System_
36 Fault not in database 35 has priority over fault 36 as it indicates security module
is_Locked
concerns.
Module_Security_System_ The security system and DTS command module are currently
37 Fault not in database
in_Setup being configured with the CDS G3 tool.
A ..........
Advanced_Throttle_Feedback_State_of_Health
Explanation
The most quickly updated RPM data has not been received as expected.
Possible Causes
Incompatible PCM and command module calibrations. CAN bus wiring, or termination issues.
Summary of Fault Correction Possibilities

Scan the command module and PCM for CAN P and CAN X faults. If any are present, resolve those CAN faults first. Ensure
that the PCM calibration is compatible with the command module calibration. Check for proper CAN X and CAN P termination.
Test all termination resistors with an ohmmeter.
CDS Primary Circuit (Single Primary Circuit

Primary Command Related Command
Fault Fault Details or Starboard Harness) (Port Harness)
Module Pins Module Pins
# Wire Colors Wire Colors
6—CAN X (–) Brown—CAN X (–) Brown—CAN X (–)
25 Fault is normally disabled. NA
7—CAN X (+) Yellow—CAN X (+) Yellow—CAN X (+)

Fault Listing
B ..........
Backup_ETCESC_State_Of_Health
Explanation
The DTS command module and the PCM are not able to communicate correctly on CAN P.
Possible Causes
The backup DTS data for control of the ETC and ESC actuators has not been received on the CAN P bus as expected.

Scan the PCM for these faults: PCM555, 03, 07, and 08—CDS fault 103, CAN communications fault type 3; PCM09—G3 fault
RxDoc3_SOH.
If that fault is present, reconfigure the DTS system and check faults again. If CDS fault 17 is still present, verify the correct CAN
P termination. Then check the blue and white CAN P circuits between the command module and the PCM for opens and
shorts. Each circuit must have continuity and not be shorted to any other wire.

Nonsticky fault. Horn will
8—CAN P (–) Blue—CAN P (–) Blue—CAN P (–)
17 sound. Engine power will be NA
9—CAN P (+) White—CAN P (+) White—CAN P (+)
limited.
Bus_Voltage_Delta
Explanation
The voltage at pin command module 13 is too low when compared to the voltage at the PCM.
Possible Causes
The DTS command module power circuit has loose, or corroded connections, or high resistance. The power circuit may be
improperly wired. It must be connected directly to the engine's battery. This fault has priority over fault 26.

Check the voltage at command module pin 13 (red/purple). Compare this to the voltage at the PCM pins specified in the next
column. If there is more than 1.0 volt difference, test the battery positive circuit (pin 13) and battery negative circuit (pin 14) for
high resistance, corrosion, or other defects that are causing low voltage at the command module.

28 Nonsticky fault 13—battery positive Red/purple Red/purple 14—battery negative
Bus_Voltage_High
Explanation
The voltage at command module pin 13 is greater than 16 volts.
Possible Causes
The alternator is overcharging, or a circuit with more than 16 volts has become shorted to this circuit. Check for 24‑volt trolling
motor system wiring problems.

Check the alternator sense circuit voltage. It must be no more than 1 volt below battery voltage. Check other boat systems,
accessories, and harnesses for shorts that introduce 16 volts (or higher) into the command module pin 13.

Fault Listing

Bus_Voltage_Low
Explanation
The voltage at pin 13 is less than 8 volts.
Possible Causes
If fault 28 is active, resolve it first. If fault 28 is not present, check the battery voltage and all of its connections for corrosion,
high resistance, and loose connections.

Test the battery and replace it if necessary. A defective, discharged, or weak battery can cause this fault. Verify that the
charging system is working properly. Clean, inspect, and tighten the battery cable connections at the engine and the battery.
Ensure that the DTS power circuit is connected directly to the engine's battery terminals. Check for excessive accessory loads
that exceed the charging system's capabilities.

E ..........
Engine_Did_not_Authenticate
Explanation
There are no starboard outer engines detected on the CAN P bus. This fault is normally disabled.
Possible Causes
The DTS command module cannot locate any PCMs at city ID 11 (starboard outer). Improper DTS configuration. PCMs may
have been swapped out with those containing incorrect engine locations.

Use CDS G3 to set all PCMs to their correct city IDs.

ETCESC_CrossCk_State_Of_Health
Explanation
The ETC and ESC control data that the PCM asks the command module to crosscheck has not been received when expected.
Possible Causes
The crosscheck data for control of the ETC and ESC actuators has not been received from the PCM when expected. A
communication error may be caused by unconfigured helms, incorrect calibrations, incorrect termination resistors, as well as
various hard wiring problems (corrosion, ground loops, etc.).

Fault Listing

Scan the PCM to determine if one of these faults is present: PCM555, 03, 07, and 08—CDS Fault 215, CAN comm fault type 9;
PCM09—G3 fault RxDoc9_SOH.
If that fault is present, reconfigure the DTS system and check faults again. If CDS fault 22 is still present, verify correct CAN X
termination. Then check the yellow and brown CAN X leads between the command module and the PCM for opens and shorts.
Each circuit must have continuity and not be shorted to any other wire.

limited.
ETCESC_State_Of_Health
Explanation
The DTS command module and the PCM are not able to communicate correctly on CAN X.
Possible Causes
The DTS data for control of the ETC and ESC actuators have not been received on the CAN X bus when expected.

Scan the PCM to determine if this fault is present: PCM555, 03, 07, and 08—CDS Fault 101, CAN comm fault type 1; PCM09—
G3 fault RxDoc1_SOH.
If that fault is present, reconfigure the DTS system and check for faults again. If CDS fault 16 is still present, verify correct CAN
X termination. Then check the yellow and brown CAN X circuits between the command module and PCM for opens and shorts.
Each circuit must have continuity and not be shorted to any other wire.

limited.
F ..........
Foot_Throttle_Button_Stuck
Explanation
The foot throttle enable/disable button has stuck in the activated position. This is a momentary switch.
Possible Causes
Pin 22 is indicating continuous battery voltage. Possible stuck switch, or circuit shorted to battery positive. Voltage should only
be present when switch is activated.

The switch applies 12 volts to command module pin 22 when pressed. The switch is normally a momentarily closed device.
Test the switch for proper operation. Check the switch circuits for short circuits. Replace the switch if it is defective.

31 Nonsticky fault 22—foot throttle switch Gray/white NA 13—battery positive

Fault Listing
L ..........
Lever1_Dec_Sensor_Diff
Explanation
When compared to the other two signals, the decreasing sensor is reading wrong.
Possible Causes
Defective ERC Lever 1 sensor assembly, or the decreasing circuit has high internal resistance, or is partially shorted to another
circuit.

Check the three potentiometer sensor output leads for opens and shorts between the command module (pins 5, 17, and 4) and
the Lever 1 connector (at the ERC). If all circuits test good, replace the ERC sensor assembly and reconfigure the DTS system.

Sticky fault. Horn will sound. 18—sensor power and
7 4—Lever 1 Dec Pink/red Pink/dark blue
Engine power will be limited. 1—sensor ground
Lever1_Dec_Sensor_Input_Range
Explanation
The circuit is open, or shorted between the command module and the ERC.
Possible Causes
Defective ERC Lever 1 sensor assembly, or shorted, or open circuit in harness.

Check the circuit between pin 4 of the command module and pin D of the Lever 1 connector (at ERC) for opens and shorts. If
no problems are found, replace the ERC sensor assembly and reconfigure the DTS system.

4 4—Lever 1 Dec Pink/red Pink/dark blue
Lever1_Hi_Res_Sensor_Diff
Explanation
When compared to the other two ERC signals, the high resolution sensor is reading wrong.
Possible Causes
Defective ERC Lever 1 sensor assembly, or the high‑resolution circuit has high internal resistance, or it is partially shorted to
another circuit.

Check all three of the potentiometer sensor output leads for opens and shorts between the command module (pins 5, 17, and
4) and the Lever 1 connector (at ERC). If all circuits test good, replace the ERC sensor assembly and reconfigure the DTS
system.

Fault Listing

5 5—Lever 1 Hi Res Blue/yellow Blue/red
Lever1_Hi_Res_Sensor_Input_Range
Explanation
Possible Causes

Check the circuit between pin 5 of the command module and pin B of the Lever 1 connector (at ERC) for opens and shorts. If

2 5—Lever 1 Hi Res Blue/yellow Blue/red
Lever1_Inc_Sensor_Diff
Explanation
When compared to the other two ERC signals, the increasing sensor is reading wrong.
Possible Causes
Defective ERC Lever 1 sensor assembly, or the increasing circuit has high internal resistance, or it is partially shorted to
another circuit.

4) and the Lever 1 connector (at ERC). If all circuits test good, replace the ERC sensor assembly and reconfigure the DTS
system.

6 17—Lever 1 Inc Pink/brown Pink/yellow
Lever1_Inc_Sensor_Input_Range
Explanation
Possible Causes

Check the circuit between pin 17 of the command module and pin C of the Lever 1 connector (at ERC) for opens and shorts. If

Fault Listing

3 17—Lever 1 Inc Pink/brown Pink/yellow
Lever1_Multiple_Sensors
Explanation
More than one Lever 1 fault is active (two or more Lever 1 faults are active).
Possible Causes
This is a flag fault to indicate problems in multiple Lever 1 circuits. Check for fault numbers 2 through 7 and repair any found.
Fault number 8 will automatically be cleared when the other faults are repaired.

Fix the other Lever 1 faults and this fault will automatically be cleared. It only appears when more than one Lever 1 fault is
active.
CDS Primary Circuit (Single Primary Circuit Related

Primary Command
Fault Fault Details or Starboard Harness) (Port Harness) Command
Module Pins
# Wire Colors Wire Colors Module Pins
Sticky fault. Horn will 5—Lever 1 Hi Res,
Refer to Possible Refer to Possible
8 sound. Engine will be 17—Lever 1 Inc, and NA
Causes. Causes.
limited to forced idle. 4—Lever 1 Dec
Lever2_Dec_Sensor_Diff
Explanation
When compared to the other two ERC signals, the decreasing sensor is reading wrong.
Possible Causes
Defective ERC Lever 2 sensor assembly, or the decreasing circuit has high internal resistance, or is partially shorted to another
circuit. If present, the foot throttle is Lever 2.

15) and the Lever 2 connector. If all circuits test good, replace the ERC sensor assembly and reconfigure the DTS system.

14 15—Lever 2 Dec Green/red Green/blue
Lever2_Dec_Sensor_Input_Range
Explanation
The circuit is open, or shorted between the command module and the ERC, or foot throttle.
Possible Causes
Defective ERC Lever 2 sensor assembly, or shorted, or open circuit in harness. If equipped, the foot throttle is Lever 2.

Fault Listing

Check the circuit between pin 15 of the command module and pin D of the Lever 2 connector for opens and shorts. If no
problems are found, replace the ERC sensor assembly and reconfigure the DTS system.

11 15—Lever 2 Dec Green/red Green/blue
Lever2_Hi_Res_Sensor_Diff
Explanation
When compared to the other two ERC signals, the high resolution sensor is reading wrong.
Possible Causes
Defective ERC Lever 2 sensor assembly, or the high resolution circuit has high internal resistance, or is partially shorted to
another circuit. If equipped, the foot throttle is Lever 2.


12 16—Lever 2 Hi Res Green/yellow Green/black
Lever2_Hi_Res_Sensor_Input_Range
Explanation
Possible Causes

Check the circuit between the command module pin 16 and pin B of the Lever 2 connector for opens and shorts. If no problems
are found, replace the ERC sensor assembly and reconfigure the DTS system.

9 16—Lever 2 Hi Res Green/yellow Green/black
Lever2_Inc_Sensor_Diff
Explanation
When compared to the other two ERC signals, the increasing sensor is reading wrong.
Possible Causes
Defective ERC Lever 2 sensor assembly, or the increasing circuit has high internal resistance, or is partially shorted to another
circuit. If equipped, the foot throttle is Lever 2.

Fault Listing


13 3—Lever 2 Inc Green/orange Pink/orange
Lever2_Inc_Sensor_Input_Range
Explanation
Possible Causes

Check the circuit between pin 3 of the command module and pin C of the Lever 2 connector for opens and shorts. If no
problems are found, replace the ERC sensor assembly and reconfigure the DTS system.

10 3—Lever 2 Inc Green/orange Pink/orange
Lever2_Multiple_Sensors
Explanation
More than one Lever 2 fault is active (two or more Lever 2 faults are active).
Possible Causes
This is a flag fault to indicate problems in multiple Lever 2 circuits. Check for fault numbers 9 through 14 and repair any faults
found. Fault number 15 will automatically be cleared when the other faults are repaired.

Fix the other Lever 2 faults and this fault will automatically be cleared. It only appears when more than one Lever 2 fault is
active.

Primary Command
Module Pins
Sticky fault. Horn will 16—Lever 2 Hi Res,
Refer to Possible Refer to Possible
15 sound. Engine will be 3—Lever 2 Inc, and NA
Causes. Causes.
limited to forced idle. 15—Lever 2 Dec
Low_Speed_Eng_Data_State_Of_Health
Explanation
A specific packet of engine data is missing on the CAN P bus. This fault is normally disabled.

Fault Listing
Possible Causes
The PCM and DTS command module are not communicating properly on the CAN P bus. Incompatible PCM and command
module calibrations.

Use the CDS G3 to verify the CAN address of all modules and that all calibrations are compatible. Verify that CAN P has an
overall bus resistance of 55–65 ohms.

M ..........
Medium_Speed_Eng_Data_State_Of_Health
Explanation
A specific packet of engine data is missing on the CAN P bus. This fault is normally disabled.
Possible Causes
The PCM and DTS command module are not communicating properly on the CAN P bus. Incompatible PCM and command
module calibrations.

Use the CDS G3 to verify the CAN address of all modules and that all calibrations are compatible. Verify that CAN P has an
overall bus resistance of 55–65 ohms.

Module_Requires_Configuration
Explanation
The command module has not been configured.
Possible Causes
The command module has not been configured.

Configure the system by performing the vessel configuration and handle adaptation process.
NOTE: An absence of this fault does not mean that the command module has been configured correctly. If in doubt, configure
the system yourself.

34 Nonsticky fault NA NA NA NA

Fault Listing
Module_Security_System_in_Setup
Explanation
The security system and DTS command module are currently being configured with the CDS G3 tool.
Possible Causes
After setup is completed, the key switch must be cycled to clear this fault. The engine is not expected to be operated during
setup, most operators should not experience forced idle.

Once the security system configuration has completed, cycle the key switch to clear this fault.

Sticky fault. Horn will sound.
37 Engine will be limited to forced NA
idle.
Module_Security_System_is_Locked
Explanation
The engine is being operated without a security token. Fault 35 has priority over fault 36 as it indicates security module
concerns.
Possible Causes
The security token is not plugged in, someone has unplugged the security module, or the security token, security module, or
security wiring has failed.

If CDS fault 35 is also active, then resolve that fault first. If fault 35 is not active, the security token is defective, not making
contact in its dock, or is the wrong token for this vessel.

Primary Command
Module Pins
Nonsticky fault. Horn will sound.
idle.
Multiple_Engines_Detected
Explanation
There are multiple starboard outer engines detected on the CAN P bus. This fault is normally disabled.
Possible Causes
Two or more PCMs are at city ID 11 (starboard outer). DTS configuration may be incomplete, or incorrect. PCMs may have
been swapped out with those containing incorrect engine locations.

Use CDS G3 to set all PCMs to their correct city IDs.

Fault Listing

N ..........
No_Smart_Tow_Module_Present
Explanation
A VesselView, MercMonitor, or SC1000 SmartCraft gauge has lost communication with the command module. Cruise control is
disabled.
Possible Causes
There is a CAN P communication problem between the SmartCraft cruise control display device and this command module.
Possible incompatible PCM calibration, or incorrect display configuration.

Scan the command module and PCM for additional CAN P faults. If additional faults are present, resolve all other CAN P faults
first. Make sure the SmartCraft display device is properly connected, configured, and communicating on CAN P. Make sure the
PCM calibration is compatible with the SmartCraft device providing cruise control mode.

33 Nonsticky fault NA
P ..........
PwmAdc_XCheck_Response_Not_Received
Explanation
One or more of the shadow command modules has not received an expected response from the master (starboard outer)
command module.
Possible Causes
The shadow command module is intermittently communicating with the master module over CAN P. Loose, corroded, or faulty
CAN P wiring. Incorrect CAN P termination.

Inspect the CAN P circuit between the shadow module that is faulting and the starboard outer module for proper CAN P
termination. Check for loose, corroded, damaged, or spread pins. Check these circuits for intermittent opens and shorts by
gently wiggling and flexing the circuits and connectors during the tests.

Primary Command
Module Pins
idle.

Fault Listing
PwmAdc_XCheck_Response_Incorrect
Explanation
One or more of the shadow command modules has not received an expected response from the master (starboard outer)
command module.
Possible Causes
The shadow command module is intermittently communicating with the master module over CAN P. This may be caused by
loose, corroded, or faulty CAN P wiring. Possible incorrect CAN P termination.

Inspect the CAN P circuit between the shadow module that is faulting and the starboard outer module for proper CAN P
termination. Check for loose, corroded, damaged, or spread pins. Check these circuits for intermittent opens and shorts by
gently wiggling and flexing the circuits and connectors during the tests.

Primary Command
Module Pins
idle.
S ..........
Security_Device_is_Missing
Explanation
A security system has been configured to this command module, but the command module cannot detect the security module.
Fault 36 will always be present with fault 35.
Possible Causes
The security module is unplugged, the security module has failed, or the security system wiring has failed.

First, ensure the correct token is plugged into its dock. Next, check all security system connectors for loose, damaged,
corroded, or spread pins and sockets. Verify power and ground to the 10‑pin CAN connection where the security system
connects to the CAN P system.

Nonsticky fault. Horn will 8—CAN P (–) Blue—CAN P (–) Blue—CAN P (–)
35 NA
sound. 9—CAN P (+) White—CAN P (+) White—CAN P (+)
Shift_Percent_Cross_Check_Difference
Explanation
The PCM and command module disagree on the shift actuator's position. On this fault, the PCM sends the raw AD counts of
the sensor to the command module through the CAN bus. The command module then calculates the sensor's position and
compares it to the PCM's calculated position. If they disagree, the command module sets the appropriate fault.
Possible Causes
Incompatible PCM and command module calibrations. CAN bus wiring, or termination issues. A communication error may be
caused by unconfigured helms, incorrect calibrations, incorrect termination resistors, as well as various hard wiring problems
(corrosion, ground loops, etc.).

Fault Listing

Test all termination resistors with an ohmmeter. Perform the DTS vessel configuration and handle adaptation.

Primary Command
Module Pins
24 sound. Engine will be limited to NA
forced idle.
Single_Lever_Mode_Is_Faulted
Explanation
Single lever mode has faulted. Typically an engine was turned off while single lever mode was active.
Possible Causes
Check if any engine is being switched off while the system is still in single lever mode. Possible CAN P wiring, or other
communication problem.

The request for single lever mode is transmitted from the CAN‑based trackpad to the DTS command module on the CAN P
circuit. If engines were shut off while the system was in single lever mode, then key‑on all engines, return levers to neutral, and
turn single lever mode off.

32 Nonsticky fault NA
T ..........
TPS_Percent_Cross_Check_Difference
Explanation
The PCM and command module are disagreeing on the throttle plate's position. On this fault, the PCM sends the raw AD
counts of the sensor to the command module through the CAN bus. The command module then calculates the sensor's
position and compares it to the PCM's calculated position. If they disagree, the command module sets the appropriate fault.
Possible Causes
Incompatible PCM and command module calibrations. CAN bus wiring, or termination issues. A communication error may be
caused by unconfigured helms, incorrect calibrations, incorrect termination resistors, as well as various hard wiring problems.

Test all termination resistors with an ohmmeter. Perform the DTS vessel configuration and handle adaptation.

Fault Listing

Primary Command
Module Pins
23 sound. Engine will be limited to NA
forced idle.
W ..........
Warning_Device_Open
Explanation
The warning horn circuit is open. This is a nonsticky fault.
Possible Causes
The warning horn is defective, it is not receiving key switch voltage, or the wire between the horn and command module is
open, or shorted.

The horn's purple lead must have battery voltage whenever the key switch is in the run position. Test the tan/blue circuit
between the command module and horn for opens and shorts. Replace the horn if the circuits pass their tests.

1 Nonsticky fault 24—horn driver Tan/light blue Tan/light blue NA

Fault Listing
Notes:

CAN Circuit Troubleshooting
Diagnostics
Section 2D - CAN Circuit Troubleshooting
Table of Contents 2
D
Basic CAN Bus Diagnostics...............................................2D-2 CAN X Circuit Resistance Test from Engine ............. 2D-5
CAN P Circuit Tests ..........................................................2D-2 CAN X Circuit Resistance Test from Helm................. 2D-5
CAN P Circuit Resistance Test from Engine.............. 2D-2 CAN Circuit Resistance Test from 14‑pin Connectors.......2D-7
CAN P Circuit Resistance Check from Helm..............2D-3 PCM Internal CAN Circuit Check.....................................2D-10
CAN X Circuit Tests...........................................................2D-4 Command Module Internal CAN Circuit Check............... 2D-13
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 2D-1

Basic CAN Bus Diagnostics

CAN P communication issues are most often detected by intermittent or no communication between the engines and
SmartCraft gauges. If the boat has only analog gauges, the warning horn should sound to indicate an issue. The CDS G3
diagnostic program can also be a good tool to determine if the CAN P bus is functioning or not. CDS G3 uses the CAN P bus to
communicate with the electronic modules on the system, so either a yellow CAN P status icon in the lower left corner of the
screen, or just a specific module not showing up on the module data screen can be an indication of a communication issue. If
the engine is compatible with the CDS diagnostic program, it also can be used to look for communication faults inside the PCM,
as CDS does not use the CAN network to communicate with the PCM. There is only one CAN P bus per vessel, so a single
issue can prevent communication on all the modules on the boat. If the CAN X bus is still healthy, the engines will likely attempt
to start, throttle, and shift, but with Guardian limiting power output.
Troubleshooting the CAN P bus should begin with the basic fundamentals of CAN communication. Start any diagnosis with the
following basic procedures.
NOTE: If no warning horns sound upon key‑on and the engine fuel pump does not perform its prime cycle, ensure that the DTS
clean power is present. It is important to not mistake modules that fail to power up for CAN communication issues.
IMPORTANT: Before unplugging any harness connections or modules, be sure all key switches are in the off position
and control levers have been moved to the reverse wide‑open throttle position. DTS configuration can be lost or
modules damaged by the improper removal of voltage.
1. Reference the architecture drawing for the specific system and make sure that all termination resistors and link harnesses
are present in the proper locations.
2. Perform a visual inspection of all 14‑pin connections to be certain they are free of corrosion and fully locked into position.
3. Disconnect all accessories from the junction boxes (SmartCraft displays, gauges, trackpads, etc.) one at a time and see if
communication returns when a component is disconnected.
4. Multiple engine vessels can be further segregated by substituting a termination resistor in place of the CAN P link harness
in an attempt to isolate the problem to one engine.
5. If communication is still not restored between the command module and engine PCM, perform resistance checks of the
CAN P network and modules.
The CAN X bus runs directly from each engine to its respective command module. Issues with CAN X communication may not
be directly apparent, as throttle and shift commands will occur over the CAN P network as a back‑up method of control.
However, CAN X communication faults will be active to indicate this condition. Perform a visual inspection to be sure the 2‑pin
blue termination resistor is present on the engine harness as well as the helm harness. Inspect 14‑pin connections to be sure
they are free of corrosion and properly connected. Ensure that the CAN P link harness did not get incorrectly connected to the
CAN X termination resistor connection. If the issue still is not located, perform a resistance check of the CAN X bus and
modules.
CAN P Circuit Tests

When a fault points to a specific CAN circuit, ensure that the terminators and/or link harnesses for the circuit are correctly
installed. Refer to the proper architecture drawing for the system you are working on. Visually inspect the harnesses if possible.
If no issues are found on visual inspections, begin by measuring the overall resistance of the CAN bus.
IMPORTANT: Disconnect any diagnostic tool harness connection to the CAN network before measuring continuity through
these circuits. Ensure that all keys are off and that the electronic remote control handles have been moved to reverse
wide‑open throttle for at least 10 seconds before measuring as directed. Modules that are awake will cause incorrect circuit
resistance values, which are in a constant state of fluctuation. Also, verify that all pins that connect a CAN bus are locked into
their respective connectors, that they are not bent, and that they are free from moisture and/or corrosion.
The following procedures will demonstrate how to perform a CAN P resistance test on a single engine application. This same
procedure can be used on a multiple engine application by beginning at the starboard engine and measuring the resistance
through the entire CAN P circuit. If the reading is found to be incorrect, disconnect the link harnesses and test each CAN P line
from the helm harness to the engine separately. Refer to the architecture drawings section to locate the proper link harnesses
and terminating resistors.
CAN P Circuit Resistance Test from Engine

1. Ensure all key switches are in the off position and move all control handles to reverse wide‑open throttle.
2. Disconnect the 10‑pin connector from the helm harness to the junction box. This will isolate any display devices or
accessories from the CAN P circuit.
3. Connect suitable test probes that will not damage the pins of the connectors to the leads of a digital multimeter. Set the
meter to auto‑range resistance in ohms.
Page 2D-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

4. Remove the 10‑pin termination resistor from the engine and connect the probes to the connector at the engine harness as
shown in the diagram.
~120
H z TEMP
mA
A
VH z
mV IG
OFF IP
A B C D E
b
TEMP
A mA COM V Hz
F G H J K
e
g
a f
c d
P X V
60181
Measuring 2-pin CAN P resistor at helm harness from engine harness

a - Engine PCM
b - 10‑pin CAN P termination resistor connection
c - 14‑pin engine connection
d - 14‑pin helm harness connection
e - 2‑pin CAN P termination resistor
f - Command module
g - 10‑pin J‑box connection (disconnected)
h - SmartCraft display device
5. The reading should be approximately 120 ohms, which is the resistance value of the 2‑pin termination resistor at the helm
(reference e on the diagram). If the reading is correct, this verifies that the CAN P wires are intact from the engine harness
to the helm harness and that the 2‑pin termination resistor is correct.
Meter Test Leads

Meter Scale Reading
Red Black
CAN P blue CAN P white Auto 120 ohms ± 5%
NOTE: If the reading is fluctuating greatly there is likely still a module powered up and sending voltage signals in the CAN
circuit. The CDS G3 interface cable and other SmartCraft accessories that are not disconnected can also cause this
symptom. Failure to isolate these components and power down modules will result in inaccurate readings.
6. Continue by double‑checking the CAN P circuit resistance again from the helm.
CAN P Circuit Resistance Check from Helm

1. Be sure the 10‑pin CAN P termination resistor is connected to the engine harness.
2. Locate and remove the CAN P 2‑pin termination resistor (or link harness if a multiple engine application) on the DTS helm
harness.
3. Connect suitable test probes that will not damage the pins of the connector to the leads of a digital multimeter. Set the

4. Connect the probes to the 2‑pin CAN P connection on the helm harness and record the reading.
~120
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
e
h
g
a b
f
c d
P X V
60184
Measuring 10-pin CAN P terminator at engine harness from helm harness

a - Engine PCM
b - 10‑pin CAN P termination resistor
e - 2‑pin CAN P termination resistor connection
f - Command module
g - 10‑pin J‑box connection (disconnected)
h - SmartCraft display device
5. The reading should be approximately 120 ohms, which is the resistance value of the 10‑pin termination resistor on the
engine (reference b on the diagram). If the reading is correct, this verifies that the CAN P wires are intact from the helm
harness to the engine harness and that the 10‑pin termination resistor is correct.
Meter Test Leads

Meter Scale Reading
Red Black
CAN P white CAN P blue Auto 120 ohms ± 5%
6. If the resistance values fall within the specification, continue by performing CAN circuit internal resistance checks of the
PCM and command module as described later in this section. If the values fall out of the specification, continue performing
resistance tests at all 14‑pin harness connections to determine which harness is causing the issue.
NOTE: This procedure is a standard way to diagnose CAN bus issues and can be used to find components of the harness that
are causing the issue, such as 14‑pin data extension harnesses, modules, engine harnesses, or helm harnesses.
CAN X Circuit Tests

The following procedures can be used to check the CAN X bus on all installations. CAN X only runs from the engine PCM to its
respective command module, regardless of the number of engines. Dual helm boats will have the CAN X terminator at the helm
furthest from the engine, and a weather cap at the CAN X termination connector at the lower helm.

IMPORTANT: Disconnect any diagnostic tool harness connection to the CAN network before measuring continuity through
these circuits. Ensure that all keys are off and that the electronic remote control handles have been moved to reverse
wide‑open throttle for at least 10 seconds before measuring as directed. Modules that are awake will cause incorrect circuit
resistance values, which are in a constant state of fluctuation. Also, verify that all pins that connect a CAN bus are locked into
their respective connectors, that they are not bent, and that they are free from moisture and/or corrosion.
CAN X Circuit Resistance Test from Engine

1. Ensure all key switches are in the off position and move all control handles to reverse wide‑open throttle.
2. Connect suitable test probes that will not damage the pins of the connectors to the leads of a digital multimeter. Set the
3. Locate and remove the blue 2‑pin CAN X termination resistor on the engine harness.
4. Connect the meter probes to the CAN X connector on the engine harness and record the reading.
~120
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
e
a f
c d
P X V
60187
Measuring 2-pin CAN X terminator at helm harness from engine harness

a - Engine PCM
b - Engine 2‑pin CAN X terminator connection
e - Helm 2‑pin CAN X terminator
f - Command module
5. The reading should be approximately 120 ohms, which is the resistance value of the 2‑pin termination resistor at the helm
(reference e on the diagram). If the reading is correct, this verifies that the CAN X wires are intact from the engine harness
to the helm harness and the 2‑pin resistor is correct.
Meter Test Leads

Meter Scale Reading
Red Black
CAN X yellow CAN X brown Auto 120 ohms ± 5%
6. Continue by double‑checking the CAN P circuit resistance again from the helm.
CAN X Circuit Resistance Test from Helm

1. Ensure that the 2‑pin CAN X termination resistor is connected to the helm harness.

2. Locate and remove the CAN X 2‑pin termination resistor on the DTS helm harness. If working on a multiple engine
application, make sure it is for the engine that you wish to test.
3. Connect suitable test probes that will not damage the pins of the connector to the leads of a digital multimeter. Set the
4. Connect the probes to the CAN X 2‑pin resistor connection and record the reading.
~120
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
a f
b c d
P X V
60198
Measuring 2-pin CAN X resistor at engine harness from helm harness

a - Engine PCM
b - Engine 2‑pin CAN X terminator
e - Helm 2‑pin CAN X terminator connection
f - Command module
5. The reading should also be 120 ohms, which is the resistance value of the 2‑pin termination resistor on the engine harness
(reference b on the diagram). If the reading is correct, this verifies that the CAN X wires are intact from the helm harness to
the engine harness and the 2‑pin resistor is correct.
Meter Test Leads

Meter Scale Reading
Red Black
CAN X yellow CAN X brown Auto 120 ohms ± 5%
6. If the resistance values fall within the specification, continue by performing CAN circuit internal resistance checks of the
PCM and command module as described later in this section. If the values fall out of the specification, continue performing
resistance tests at all 14‑pin harness connections to determine which harness is causing the issue.
NOTE: This procedure is a standard way to diagnose CAN bus issues and can be used to find components of the harness that
are causing the issue, such as 14‑pin data extension harnesses, modules, engine harnesses, or helm harnesses.

CAN Circuit Resistance Test from 14‑pin Connectors

The following diagrams show the locations of the CAN circuits inside the 14‑pin connectors. This may be helpful on multiple
engine and multiple helm applications, as well as locating an open or shorted CAN bus inside of a 14‑pin extension harness.
~120
H z TEMP
mA
A
VH z
mV IG
a OFF
TEMP
IP
A mA COM V Hz
e
c
b d
P X V
60182
Measuring 2-pin CAN P resistor at helm from male 14-pin connector

a - Male 14‑pin connector
b - Helm 2‑pin CAN P terminator
c - Command module
d - 10‑pin J‑box connection (disconnected)
e - SmartCraft display device

~120
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
P X V
60183
Measuring 10-pin CAN P resistor at engine harness from female 14-pin connector
a - Engine PCM
b - Engine 10‑pin CAN P termination resistor
c - Female 14‑pin connector

~120
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
b
c
P X V
60195
Measuring 2-pin CAN X resistor at helm harness from male 14-pin connector
a - Male 14‑pin connector
b - Helm 2‑pin CAN X termination resistor
c - Command module

~120
H z TEMP
mA
c VH z
mV
A
IG
OFF IP
TEMP
A mA COM V Hz
a
b
P X V
60197
Measuring 2-pin CAN X resistor at engine harness from female 14-pin connector
a - Engine PCM
b - Engine 2‑pin CAN X termination resistor
c - Female 14‑pin connector
PCM Internal CAN Circuit Check

IMPORTANT: Do not force multimeter leads into the pins of connectors. This will cause deformation of the pin which can
compromise the connection. Use a suitable terminal test probe or other appropriately sized pin to access the pin.
Do not use meter leads or probes to attempt to measure resistance at the exposed PCM pins when the connectors are
removed, as this can bend or damage the pins.
1. For the PCM internal CAN circuit check, disconnect the 14‑pin extension harness from the engine's 14‑pin harness
connector.
2. Remove the termination resistor of the CAN circuit being tested:
a. CAN P, 10‑pin termination resistor, blue wire and white wire (pins J and K)
b. CAN X, 2‑pin blue termination resistor, brown wire and yellow wire
3. Connect suitable test probes for the terminator connector's terminals to the meter leads, and set the multimeter to measure
resistance in auto range.

4. Connect the probes to the harness at the terminator connector's exposed terminals.
See
Chart
H z TEMP
mA
A
VH z
mV IG
OFF IP
A B C D E
b
TEMP
A mA COM V Hz
F G H J K
P X V
c
60235
PCM CAN P internal resistance

a - Engine PCM
b - 10‑pin CAN P termination resistor connection (disconnected)
c - Engine 14‑pin harness connector (disconnected)

See
Chart
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
a
c
P X V
60236
PCM CAN X internal resistance

a - Engine PCM
b - 2‑pin CAN X terminator (disconnected)
c - Engine 14‑pin harness connector (disconnected)
5. Record the reading. It should be within 15% of the specification for the specific PCM on the engine.
Meter Test Leads

Meter Scale Reading
Red Black
CAN connector CAN connector Auto Refer to PCM resistance table
CAN P CAN X
PCM Part Number Outboard MerCruiser Internal Internal
PCM Picture
Version on PCM Engines Engines Resistance Resistance
(± 15%) (± 15%)
PCM555 859611 OptiMax DTS 8.1L DTS 38K 38K
PCM0309 885558 38K 38K
5.0L DTS
PCM0702 897907 OptiMax DTS 5.7L DTS 38K 38K
PCM0802 8M0031299 Verado 6.2L DTS 38K 38K
60245 8.1L DTS
PCM8002 8M0071570 70K 70K
PCM0903 8M2100903 N/A 5.0L DTS EC 45K 46K
5.7L DTS EC
6.2L DTS EC
PCM0904 8M2100904 N/A 8.1L DTS EC 45K 46K
8.2L DTS EC
4.5L
60244 PCM112 8M6500112 N/A 28K 28K
6.2L
6. If the reading is below this value, it is indicating a failed module or a shorted harness.
a. To verify that the module is the cause of the low reading, disconnect the module.

b. Recheck the resistance reading through the CAN circuit. The reading should now indicate an open circuit. If it does
not, continue diagnosing the short in the harness.
7. If the resistance reading is above the value indicated or if it is an open circuit, move this PCM to another engine and repeat
this check starting with step 1 to verify that the high resistance or open circuit reading is caused by an open CAN circuit
through the PCM.
Command Module Internal CAN Circuit Check

IMPORTANT: Do not use meter leads or probes to attempt to measure the resistance at the exposed command module pins
when connectors are removed, as the pins can be bent or damaged.
1. For the command module internal CAN circuit check, disconnect the 14‑pin extension harness from the helm harness
14‑pin connector.
2. Disconnect the helm harness 10‑pin connector from all junction boxes, as any displays or gauges left connected to the
CAN P bus will corrupt the readings.
3. If you are checking CAN P, disconnect the blue 2‑pin CAN P termination resistor (single engine) or the CAN P link harness
(multiple engines). If you are checking CAN X, disconnect the blue 2 pin CAN X termination resistor.
NOTE: These connections are located near the 14‑pin harness connector on the helm harness.
4. Connect suitable probes for the termination resistor connector terminals to the meter leads, and set the multimeter to
measure resistance in auto range.
5. Connect the probes to the helm harness at the termination resistor connector exposed terminals.
~38K
H z TEMP
mA
A
VH z
mV IG
OFF IP
TEMP
A mA COM V Hz
P X V
a
60229
Command module CAN P and X internal resistance

a - 14‑pin helm harness connection (disconnected)
b - CAN P terminator or link harness connection (disconnected)
c - CAN X terminator connection (disconnected)
d - Command module
6. Record the reading. It should be within 15% of 38K ohms on both CAN P and CAN X internal circuits.
Meter Test Leads

Meter Scale Reading
Red Black
CAN P blue CAN P white Auto 38K ohms (± 15%)

Meter Test Leads

Meter Scale Reading
Red Black
CAN X brown CAN X yellow Auto 38K ohms (± 15%)
7. If the reading is below this value it is indicating a failed module or a shorted harness.
a. To determine if the module is the cause of the low reading, disconnect the module. Recheck the resistance reading
through the CAN circuit. The reading should now indicate an open circuit. If it does not, continue by diagnosing the
short in the harness.
8. If the resistance reading is above the value indicated or indicates an open circuit, move this command module to another
helm harness, and repeat this check starting with step 1 to verify that the high reading or open is caused by an open CAN
circuit through the command module.

Single Engine
Section 3A - Single Engine
Table of Contents
3
Single Engine, Single Helm Architecture—Panel Mount Single Engine, Single Helm ‑ Zero Effort ERC (Design 2)
ERC................................................................................3A-2 ....................................................................................... 3A-8
Single Engine, Single Helm ‑ Slim Binnacle ERC (Design Single Engine, Dual Helm ‑ Slim Binnacle ERC (Design 1)
1).................................................................................... 3A-3
Single Engine, Single Helm ‑ Slim Binnacle ERC (Design
..................................................................................... 3A-10
Single Engine, Dual Helm ‑ Slim Binnacle ERC (Design 2)
A
2).................................................................................... 3A-4 ..................................................................................... 3A-12
Single Engine, Single Helm ‑ Single Console ERC with Single Engine, Dual Helm ‑ Single Console ERC with
Arrow Trackpad.............................................................. 3A-5 Arrow Trackpad............................................................ 3A-14
Single Engine, Single Helm ‑ Single Console ERC with Single Engine, Dual Helm ‑ Single Console ERC with CAN
CAN Trackpad................................................................3A-6 Trackpad...................................................................... 3A-16
Single Engine, Single Helm ‑ Zero Effort ERC (Design 1)
....................................................................................... 3A-7

Single Engine
Single Engine, Single Helm Architecture—Panel Mount ERC

1- Engine
2- 2‑pin CAN terminator resistor (blue)
NOTE: Used on CAN P (CAN 1) and CAN
R
X (CAN 2).
15
F
14 3 - 10‑pin CAN terminator resistor (yellow or

red)
4 - 14‑pin data harness (from engine)
16 5 - 2‑pin weather cap
17 NOTE: Used on CAN V (CAN 3).
6 - Command module
R
18
7 - Panel mount command module harness
F
13 8 - Junction box
9 - Switched (accessory) power relay
10 - Warning horn
12 11 - Start/stop switch (optional)
12 - Ignition key switch
13 - Panel mount ERC (without hand throttle
on/off switch)
14 - Panel mount ERC (with optional hand
throttle on/off switch)
11 10 NOTE: Refer to Section 2F ‑ Hand
Throttle On/Off Switch.
15 - Foot throttle (optional)
NOTE: Refer to Section 2F ‑ Foot
9 Throttle.
16 - Hand throttle on/off switch connector
17 - Control handle connector
8 18 - Lever 1
6
V
5
X
2
P
3
2
1
59429

Single Engine
Single Engine, Single Helm ‑ Slim Binnacle ERC (Design 1)

18
1- Engine
17 NOTE: Used on CAN P (CAN 1) and
CAN X (CAN 2).
15 16 3 - 10‑pin CAN terminator resistor (yellow
or red)
14 4 - 14‑pin data harness (from engine)
5 - 2‑pin weather cap
NOTE: Used on CAN V (CAN 3).
6 - Command module
7 - Slim binnacle (design 1) command
module harness
13
8 - Junction box
RUN
OFF
10 - Warning horn
11 - Foot throttle connector (shown with
12 11 weather cap)
10 12 - Lanyard stop switch
13 - Start/stop switch (optional)
15 - Slim binnacle ERC (design 1)
16 - Handle (trim switch) connector
9
17 - Lever 1
18 - Trackpad connector
6
V
5
X
2
P
3
2
1
59430

Single Engine
Single Engine, Single Helm ‑ Slim Binnacle ERC (Design 2)

1- Engine
19 2- 2‑pin CAN terminator resistor (blue)
16
18 NOTE: Used on CAN P (CAN 1) and CAN X
(CAN 2).
3 - 10‑pin CAN terminator resistor (yellow or
15 red)
14 NOTE: Used on CAN V (CAN 3).
RUN
OFF
13 6 - Command module
7 - Panel mount/slim binnacle (design 2)
command module harness
8 - Junction box (J‑box)
10 - Warning horn
11 weather cap)
12 12 - Start/stop switch (optional)
10 13 - Ignition key switch
14 - Lanyard stop switch
15 - Foot throttle on/off (3‑pin) connector (not
9
used)
17 - ERC trackpad connector
18 - Lever 1
19 - ERC start/stop trim connector
8 7
6
V
5
X
2
P
1 2
59370

Single Engine
Single Engine, Single Helm ‑ Single Console ERC with Arrow Trackpad
19
16 1- Engine
18 NOTE: Used on CAN P (CAN 1) and CAN
X (CAN 2).
red)
6 - Command module
7 - Single console command module
14 harness
8 - Junction box
9 - Vessel display connector (shown with
RUN
OFF
weather cap)
12 10 - Switched (accessory) power relay
13
11 11 - Warning horn
weather cap)
10 16 - Single console ERC with arrow trackpad
9 18 - Lever 1
8 7
6
V
5
X
2
P
3
2
1
60188

Single Engine
Single Engine, Single Helm ‑ Single Console ERC with CAN Trackpad
19 1- Engine
18 NOTE: Used on CAN P (CAN 1) and

CAN X (CAN 2).
3 - 10‑pin CAN terminator resistor (yellow
17 or red)
15
6 - Command module
harness
14 8 - Junction box
weather cap)
RUN
OFF

11 12 - Foot throttle connector (shown with
weather cap)
16 - Single console ERC with CAN
10 trackpad
9 17 - Handle (trim switch) connector
18 - Lever 1
20 19 - Trackpad connector (not used)
20 - CAN trackpad connector from ERC
8 7
6
V
5
X
2
P
3
2
1
59431

Single Engine

1- Engine
18
16 NOTE: Used on CAN P (CAN 1) and CAN
X (CAN 2).
17 red)
13 14 5 - 2‑pin weather cap
6 - Command module
15 7 - Junction box
20 8 - Single console command module
harness
weather cap)
RUN
OFF

10 14 - Ignition key switch
9 15 - Trackpad connector (not used; shown
with weather cap)
16 - Zero Effort ERC (design 1)
17 - Lever 1 (blue label), used for shift control
18 - Zero Effort trim adapter harness
7 19 - Throttle adapter harness
8
20 - Foot throttle connector
6
V
5
X
2
P
3
2
1
59438

Single Engine

1- Engine
NOTE: Used on CAN P (CAN 1) and CAN
X (CAN 2).
17 18 3 - 10‑pin CAN terminator resistor (yellow or
red)
13 14
15 6 - Command module
19 harness
RUN
OFF
weather cap)
10
9 15 - Trackpad connector (not used; shown
with weather cap)
17 - Lever 1 connector
18 - Throttle adapter harness
7 8 19 - Foot throttle connector
6
V
5
X
2
P
3
2
1
59371

Single Engine
Notes:

Single Engine
23 23
22 22
20 21 20 21
19
18
17 17
16 16
RUN
RUN
OFF
OFF
15 15
14 14
13 13
12 12
11 11
10 10
V
V
9 9
X
X
2 9
P
P
2 9
7 8
6 5
1 2
59372

Single Engine
1- Engine
NOTE: Used on CAN P (CAN 1) and CAN X (CAN 2).
3- 10‑pin CAN terminator resistor (yellow or red)
4- 14‑pin data harness (from engine)
5- Dual helm Y‑adapter
6- 14‑pin data harness (routed to helm 2)
7- Helm 2
8- Helm 1
9- 2‑pin weather cap
NOTE: Used on CAN P (CAN 1), CAN X (CAN 2), and CAN V (CAN 3).
10 - Command module
11 - Slim binnacle (design 1) command module harness
12 - Junction box
14 - Warning horn
15 - Foot throttle connector (shown with weather cap)
17 - Start/stop switch (optional at helm 1)
18 - Ignition key switch connector with weather cap (key switch not used at helm 2)
19 - Ignition key switch (helm 1 only)
22 - Lever 1

Single Engine
21 24 21 24
23 23
20 20
22 22
19 19
RUN
RUN
OFF
OFF
18
17
15 15
14 14
16 16
13 13
11 11
12 12
10 10
V
V
9 9
X
X
2 9
P
P
2 9
7 8
6 5
1 2
59373

Single Engine
1- Engine
7- Helm 2
8- Helm 1
10 - Command module
11 - Panel mount/slim binnacle (design 2) command module harness
14 - Warning horn
17 - Ignition key switch connector with weather cap (key switch not used at helm 2)
20 - Foot throttle on/off (3‑pin) connector (not used)
22 - ERC trackpad connector
23 - Lever 1
24 - ERC start/stop trim connector

Single Engine
Single Engine, Dual Helm ‑ Single Console ERC with Arrow Trackpad
24 24
23 23
21 22 21 22
18 18 20
19
RUN
RUN
OFF
OFF
17 16 17 16
15 15
14 14
13 13
12 11 12 11
10 10
V
V
9
X
2 9
X
2
P
9
P
7
8
6 5
3
2
1
60189

Single Engine
1- Engine
7- Helm 2
8- Helm 1
10 - Command module
11 - Single console command module harness
12 - Junction box
13 - Vessel display connector (shown with weather cap)
15 - Warning horn
19 - Key switch connector (not used at helm 2; shown with weather cap)
21 - Single console ERC with arrow trackpad
23 - Lever 1

Single Engine
Single Engine, Dual Helm ‑ Single Console ERC with CAN Trackpad
24 24
23 23
21 22 21 22
18 18 20
19
RUN
RUN
OFF
OFF
17 16 17 16
15 15
14 14
13 13
25 25
12 11 12 11
10 10
V
V
9
X
2 9
X
2
P
9
P
7
8
6 5
3
2
1
59432

Single Engine
1- Engine
7- Helm 2
8- Helm 1
10 - Command module
12 - Junction box
15 - Warning horn
19 - Key switch connector (not used at helm 2; shown with weather cap)
21 - Single console ERC with CAN trackpad
23 - Lever 1
24 - Trackpad connector (not used)

Single Engine
Notes:

Dual Engine, Single Helm
Section 3B - Dual Engine, Single Helm
Table of Contents
3
Dual Engine, Single Helm ‑ Dual Console ERC (Design 1) Dual Engine, Single Helm ‑ Dual Yacht ERCs with
with Arrow Trackpad.......................................................3B-2 Dash‑Mounted CAN Trackpad..................................... 3B-12
Dual Engine, Single Helm ‑ Dual Console ERC (Design 1) Dual Engine, Single Helm ‑ Dual Sportfish ERC..............3B-14
....................................................................................... 3B-4
Dual Engine, Single Helm ‑ Dual Console ERC (Design 2)
Dual Engine, Single Helm ‑ Zero Effort ERC (Design 1)
..................................................................................... 3B-16
B
....................................................................................... 3B-6 Dual Engine, Single Helm ‑ Zero Effort ERC (Design 2)
Dual Engine, Single Helm ‑ Yacht ERC with CAN ..................................................................................... 3B-18
Trackpad........................................................................ 3B-8
Dual Engine, Single Helm ‑ Yacht ERC with
Dash‑Mounted CAN Trackpad..................................... 3B-10

Dual Engine, Single Helm ‑ Dual Console ERC (Design 1) with Arrow
Trackpad
22
23
21
24
25
17
20
16
19
19
18
RUN
OFF
15 13 14
12 12
10 11 10
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
3 3
1 2
60190

1- Port engine
2- Starboard engine
NOTE: Used on CAN X (CAN 2).
6- 2‑pin CAN P (CAN 1) link harness
8 - Command module
11 - Dual engine command module harness
12 - Warning horn
13 - Lever 3 connector (not used; shown with weather cap)
15 - Vessel display connectors
NOTE: The System View connector (5‑pin) is shown not used, with weather cap. The 10‑pin connector is shown
connected to an optional J‑box.
16 - 10‑pin male‑to‑male adapter harness (optional; used with optional J‑box)
17 - Junction box used for multiwake connection point (optional)
21 - Dual console ERC (design 1) with arrow trackpad
23 - Lever 1 (blue label)
24 - Lever 2 (yellow label)

23
22
24
21
25
26
17
20
16
19
19
18
RUN
OFF
15 13 14
12 12
10 11 10
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
3 3
1 2
59433

1- Port engine
2- Starboard engine
8 - Command module
12 - Warning horn
connected to the ERC using an optional J‑box.
21 - Dual console ERC (design 1)
23 - Trackpad connector (not used; shown with weather cap)

22 23
24
21
25
26
17 27
20
16
19
19
18
RUN
OFF
15 13 14
12 12
10 11 10
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
3 3
1 2
59374

1- Port engine
2- Starboard engine
8 - Command module
12 - Warning horn
26 - CAN trackpad trim switch connector

Dual Engine, Single Helm ‑ Yacht ERC with CAN Trackpad
23
22
24
21
25
26
17
20
16
19
19
18
RUN
OFF
15 13 14
12 12
10 11 10
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
3 3
1 2
59434

1- Port engine
2- Starboard engine
8 - Command module
12 - Warning horn
21 - Yacht ERC with CAN trackpad
26 - Trim switch connector (not used; shown with weather cap)

Dual Engine, Single Helm ‑ Yacht ERC with Dash‑Mounted CAN Trackpad
23
24
18 22
25
26
17
21
16
20
20
19
RUN
OFF
15 13 14
12 12
10 11 10
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
3 3
1 2
59435

1- Port engine
2- Starboard engine
8 - Command module
12 - Warning horn
connected to a dash‑mounted CAN trackpad using an optional J‑box.
16 - 10‑pin male‑to‑male adapter harness (used with optional J‑box)
18 - Dash‑mounted CAN trackpad
22 - Yacht ERC without CAN trackpad

Dual Engine, Single Helm ‑ Dual Yacht ERCs with Dash‑Mounted CAN
Trackpad
27
18
26
25
22
24
17
21 23
16
20
19 20
RUN
OFF
15
14
13
12 12
10 11 10
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
3 3
1 2
59436

1- Port engine
2- Starboard engine
8 - Command module
12 - Warning horn
13 - Lever 3 adapter harness
connected to a dash‑mounted CAN trackpad using an optional J‑box.
22 - Yacht ERC ‑ shift
23 - Trim switch connector (not used; show with weather cap)
27 - Yacht ERC ‑ throttle

Dual Engine, Single Helm ‑ Dual Sportfish ERC
24
25
23
18 25
26
22
17 27
21
16
20
19 20
RUN
OFF
15
13 14
12 12
10 11 10
9 9
8 8
V
V
7 7
X
X
3 3
P
5 5
4 4
3 3
1 2
59437

1- Port engine
2- Starboard engine
8 - Command module
12 - Warning horn
connected to the CAN trackpad using an optional J‑box.
22 - Port engine Sportfish ERC
23 - Starboard engine Sportfish ERC

22
21
23
24
25
20
17
16
19
18 19
RUN
OFF
15
14
13
12 12
10 10
11
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
1 3 2 3
59613

Single 4-lever (2S 2T W/T) ERC shown, other configurations are similar
1- Port engine
2- Starboard engine
8 - Command module
11 - Dual‑engine command module harness
12 - Warning horn
connected to an optional J‑box, using a 10‑pin male‑to‑male adapter harness.
22 - Trim adapter harness

22
21
23
24
25
20
17
16
19
18 19
RUN
OFF
15
14
13
12 12
10 10
11
9 9
8 8
V
7 7
X
3 3
P
5 5
4 4
1 3 2 3
59375

1- Port engine
2- Starboard engine
5- 14‑pin data harness
8 - Command module
12 - Warning horn
connected to an optional J‑box, using a 10‑pin male‑to‑male adapter harness.
22 - Trim all adapter harness

Notes:

Dual Engine, Dual Helm
Section 3C - Dual Engine, Dual Helm
Table of Contents
3
Dual Engine, Dual Helm ‑ Dual Console ERC (Design 1) Dual Engine, Dual Helm ‑ Yacht ERC with CAN Trackpad
with Arrow Trackpad...................................................... 3C-4 ....................................................................................... 3C-7
Dual Engine, Dual Helm ‑ Dual Console ERC (Design 1) Dual Engine, Dual Helm ‑ Yacht ERC with Dash‑Mounted
....................................................................................... 3C-5
Dual Engine, Dual Helm ‑ Dual Console ERC (Design 2)
CAN Trackpad................................................................3C-8 C
....................................................................................... 3C-6

Notes:

Notes:

Dual Engine, Dual Helm - Dual Console ERC (Design 1) with Arrow Trackpad
1- Port engine
2- Starboard engine
8- Helm 2
9- Helm 1
11 - 2‑pin CAN P (CAN 1) link harness
13 - Command module
16 - Warning horn
24 - Ignition key switch connector (not used at helm 2; shown with weather cap)
26 - Dual console ERC (design 1) with arrow trackpad

Dual Engine, Dual Helm - Dual Console ERC (Design 1)
1- Port engine
2- Starboard engine
8- Helm 2
9- Helm 1
13 - Command module
16 - Warning horn

Dual Engine, Dual Helm - Dual Console ERC (Design 2)
1- Port engine
2- Starboard engine
8- Helm 2
9- Helm 1
13 - Command module
16 - Warning horn
27 - ERC handle (trim) 3‑pin connector
28 - ERC CAN trackpad trim switch 8‑pin connector

Dual Engine, Dual Helm - Yacht ERC with CAN Trackpad
1- Port engine
2- Starboard engine
8- Helm 2
9- Helm 1
13 - Command module
16 - Warning horn
26 - Yacht ERC
27 - Trim switch harness connector (not used; shown with weather cap)

Dual Engine, Dual Helm - Yacht ERC with Dash-Mounted CAN Trackpad
1- Port engine
2- Starboard engine
8- Helm 2
9- Helm 1
13 - Command module
16 - Warning horn
connected to the dash‑mounted CAN trackpad using an optional J‑box.
27 - Yacht control ‑ shift
28 - Yacht control ‑ throttle
29 - Trim switch harness connector (not used; shown with weather cap)

Triple Engine
Section 3D - Triple Engine
Table of Contents
3
Triple Engine, Single Helm ‑ Dual Console ERC (Design Triple Engine, Single Helm ‑ Zero Effort ERC (Design 2)
1) with Arrow Trackpad, Shadow Mode......................... 3D-4 with Shadow Mode.........................................................3D-9
Triple Engine, Single Helm ‑ Dual Console ERC (Design Triple Engine, Dual Helm ‑ Dual Console ERC (Design 1)
1), Shadow Mode........................................................... 3D-5
Triple Engine, Single Helm ‑ Dual Console ERC (Design
with Arrow Trackpad, Shadow Mode........................... 3D-10
Triple Engine, Dual Helm ‑ Dual Console ERC (Design 1)
D
2), Shadow Mode........................................................... 3D-6 Shadow Mode.............................................................. 3D-11
Triple Engine, Single Helm ‑ Zero Effort ERC (Design 1) Triple Engine, Dual Helm ‑ Dual Console ERC (Design 2)
....................................................................................... 3D-7 Shadow Mode.............................................................. 3D-12
Triple Engine, Single Helm ‑ Zero Effort ERC (Design 1)
with OEM Supplied Dash Trim Switches........................3D-8

Triple Engine
Notes:

Triple Engine
Notes:

Triple Engine
Triple Engine, Single Helm - Dual Console ERC (Design 1) with Arrow
Trackpad, Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
4- 2‑pin CAN X terminator resistor (blue)
6- 10‑pin CAN link harness
10 - Command module
13 - Triple engine (shadow mode) command module harness
14 - Future use connector (not used; shown with weather cap)
15 - Center shadow pack resistor (#93)
16 - Port 2 engine adapter (not used; shown with weather cap)
17 - Warning horns (one each for port, center, and starboard)
24 - Dash‑mounted trim switch
25 - Dual console shadow mode ERC (design 1) with arrow trackpad

Triple Engine
Triple Engine, Single Helm - Dual Console ERC (Design 1), Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
10 - Command module
25 - Dual console shadow mode ERC (design 1)

Triple Engine
Triple Engine, Single Helm - Dual Console ERC (Design 2), Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
10 - Command module
24 - 3‑pin trim connector (not used; shown with weather cap)
25 - Shadow mode console ERC (design 2)
29 - 8‑pin handle connector (not used; shown with weather cap)
30 - 14‑pin trim pad connector

Triple Engine
Triple Engine, Single Helm - Zero Effort ERC (Design 1)
1- Port engine
2- Center engine
3- Starboard engine
10 - Command module
13 - Vessel display connector (not used; shown with weather cap)
15 - Warning horn
24 - Trim switch bullet connectors
25 - Triple engine trim harness
26 - Triple engine trim switch

Triple Engine
Triple Engine, Single Helm - Zero Effort ERC (Design 1) with OEM Supplied
Dash Trim Switches
1- Port engine
2- Center engine
3- Starboard engine
10 - Command module
15 - Warning horn
24 - Trim switch bullet connectors
26 - Trim switch harness for OEM supplied trim switches

Triple Engine
Triple Engine, Single Helm - Zero Effort ERC (Design 2) with Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
10 - Command module
15 - Warning horn
19 - Foot throttle connector (not used on the center engine)
25 - Zero effort ERC (design 2)

Triple Engine
Triple Engine, Dual Helm - Dual Console ERC (Design 1) with Arrow
Trackpad, Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
10 - Helm 2
11 - Helm 1
14 - Command module
17 - Triple‑engine (shadow mode) command module harness
19 - Helm 2 center shadow pack resistor (#97)
24 - Warning horn
25 - Port 2 engine adapter connector (not used; shown with weather cap)
30 - Triple‑engine trim switch
31 - Dual console ERC (design 1) with arrow trackpad, shadow mode

Triple Engine
Triple Engine, Dual Helm - Dual Console ERC (Design 1) Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
10 - Helm 2
11 - Helm 1
14 - Command module
24 - Warning horn
30 - Triple‑engine trim switch
31 - Dual console ERC (design 1) shadow mode

Triple Engine
Triple Engine, Dual Helm - Dual Console ERC (Design 2) Shadow Mode
1- Port engine
2- Center engine
3- Starboard engine
10 - Helm 2
11 - Helm 1
14 - Command module
24 - Warning horn
30 - 3‑pin trim switch connector (not used; shown with weather cap)
31 - Dual console ERC (design 2), shadow mode with triple‑engine trim pad
33 - 14‑pin trim switch connector
34 - 8‑pin handle (trim) connector (not used; shown with weather cap)

Quad Engine
Section 3E - Quad Engine
Table of Contents
3
Quad Engine, Single Helm ‑ Zero Effort ERC (Design 1) Quad Engine, Single Helm ‑ Dual Console ERC (Design
....................................................................................... 3E-4 2) Shadow Mode............................................................ 3E-8
Quad Engine, Single Helm ‑ Zero Effort ERC (Design 1) Quad Engine, Dual Helm ‑ Dual Console ERC (Design 1)
with OEM Supplied Dash Trim Switch............................3E-5
Quad Engine, Single Helm ‑ Zero Effort ERC (Design 2)
Shadow Mode................................................................ 3E-9
Quad Engine, Dual Helm ‑ Dual Console ERC (Design 2)
E
Shadow Mode................................................................ 3E-6 Shadow Mode.............................................................. 3E-10
Quad Engine, Single Helm ‑ Dual Console ERC (Design
1) Shadow Mode............................................................ 3E-7
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 3E-1

Quad Engine
Notes:
Page 3E-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Quad Engine
Notes:

Quad Engine
Quad Engine, Single Helm - Zero Effort ERC (Design 1)
1- Port outer engine

2- Port inner engine
3- Starboard inner engine
4- Starboard outer engine
11 - Command module
16 - Warning horn
18 - Lanyard stop switch diode kit
20 - Start/stop switch
25 - 4‑lever shift Zero Effort ERC (design 1)
26 - 4‑lever throttle with trim Zero Effort ERC (design 1)
27 - Trim bullet connectors
29 - Quad‑engine trim harness

Quad Engine
Quad Engine, Single Helm - Zero Effort ERC (Design 1) with OEM Supplied
Dash Trim Switch

11 - Command module
16 - Warning horn
25 - 4‑lever shift Zero Effort ERC (design 1)
26 - 4‑lever throttle with trim Zero Effort ERC (design 1)
29 - OEM supplied trim switch harness

Quad Engine
Quad Engine, Single Helm - Zero Effort ERC (Design 2) Shadow Mode

11 - Command module
16 - Warning horn
23 - Port inner shadow pack resistor (#94)
24 - Starboard inner shadow pack resistor (#93)
26 - Foot throttle connector (not used on inner engines; shown with weather cap)

Quad Engine
Quad Engine, Single Helm - Dual Console ERC (Design 1) Shadow Mode

11 - Command module
14 - Quad‑engine command module adapter harness
16 - Warning horn
17 - Port inner shadow mode pack resistor (#94)
18 - Port 2 engine adapter connector
20 - Starboard inner shadow mode pack resistor (#93)

Quad Engine
Quad Engine, Single Helm - Dual Console ERC (Design 2) Shadow Mode

11 - Command module
16 - Warning horn
17 - Port inner shadow mode pack resistor (#94)
20 - Starboard inner shadow mode pack resistor (#93)
29 - Dual console ERC (design 2), shadow mode with quad‑engine trim pad

Quad Engine
Quad Engine, Dual Helm - Dual Console ERC (Design 1) Shadow Mode

10 - 14‑pin data harness (routed to helm 2)
11 - Helm 2
12 - Helm 1
15 - Command module
20 - Warning horn
21 - Helm 2 port inner shadow pack resistor (#98)
24 - Helm 2 starboard inner shadow pack resistor (#97)

Quad Engine
Quad Engine, Dual Helm - Dual Console ERC (Design 2) Shadow Mode

10 - 14‑pin data harness (routed to helm 2)
11 - Helm 2
12 - Helm 1
15 - Command module
20 - Warning horn
36 - Dual console ERC (design 2), shadow mode with quad‑engine trim pad

Quint Engine
Section 3F - Quint Engine
Table of Contents
3
Quint Engine, Single Helm ‑ Zero Effort ERC (Design 1)
with OEM Supplied Dash Trim Switch............................3F-4
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 3F-1

Quint Engine
Notes:
Page 3F-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Quint Engine
Notes:
90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 3F-3

Quint Engine
Quint Engine, Single Helm - Zero Effort ERC (Design 1) with OEM Supplied
Dash Trim Switch

3- Center engine
7 - 10‑pin CAN terminator resistor (yellow or red)
8 - 10‑pin CAN link harness
12 - Command module
13 - CAN P (CAN 1) gateway adapter harness
15 - NMEA 2000® CAN P (CAN 1) gateway
17 - Switched (accessory) power connector (shown with weather cap)
18 - Warning horn
20 - Throttle connector with weather cap
25 - Start/stop switch connector (shown not used, with weather cap)
27 - Port inner shadow pack resistor (#94)
28 - Lever 1 connector (connects to ERC for inner engines only)
29 - Starboard inner shadow pack resistor (#93)
33 - Quint‑engine trim harness
34 - OEM supplied trim switch harness
Page 3F-4 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Command Module
Components
Section 4A - Command Module
Table of Contents
Command Module..............................................................4A-2 Troubleshooting the Command Module.............................4A-3
DTS Versions and Software Model Year Codes.........4A-2 Command Module CAN Circuit Test..................................4A-3
City IDs....................................................................... 4A-2 Command Module Pin Functions.......................................4A-3
4
A

Command Module
Command Module
The command module is a small computer that manages communication between the helm and the PCM. It is powered by a
12 volt signal directly from the battery using a DTS power harness. The DTS power harness may be connected directly to the
engine, or another version may be used and connected to a junction box. DTS power is typically fused at 5 amps; however,
extreme length data harnesses have external DTS power fused at 10 amps.
Once the key is turned to the run position the 12 volt signal is sent throughout the command module harness, powering up the
command module, the wake input of the PCM, switched power relay (if installed), and any SmartCraft gauges connected to the
junction box.
The command module must be calibrated prior to engine operation, and there are different software versions that must match
the engine calibration. Refer to Section 1C ‑ DTS Evolution for an explanation of the changes that occurred with each version.
DTS Versions and Software Model Year Codes

IMPORTANT: DTS command modules must not be intermixed with different model year DTS command modules. The model
year of the command module must match the model year of the PCM calibration. Refer to Section 1C ‑ Command Module
Versions and PCM Model Year Codes.
Command Module Version PCM Software Required

35 MY2004
65–69 MY2005
70 MY2006
72 and above* MY2007 and above*
*The calibration sticker on the command module and PCM are identified with an orange sticker.
59587
Orange sticker on command module, left, and PCM
City IDs
One command module is required for each engine per helm. Each command module in the DTS system must be told its
location (port, starboard, helm 1, helm 2, etc.), and each command module must learn the positions of the electronic remote
control it is attached to. This is done through the use of city IDs, unique numbers that act as system addresses for
components.
In assigning city IDs:
• A single engine is always the starboard outer engine.
• Twin engine applications use starboard outer and port outer engines.
• Triple engine applications are the starboard outer, starboard inner, and port outer engines.
• Quad engine applications use all four engine locations.

Command Module
SmartCraft City IDs Port Outer Engine Port Inner Engine Starboard Inner Engine Starboard Outer Engine
Engine city IDs 12 (18) 14 (20) 13 (19) 11 (17) (default)
Helm 1 city IDs 92 (146) 94 (148) 93 (147) 91 (145) (default)
Helm 2 city IDs 96 (150) 98 (152) 97 (151) 95 (149)
Helm 3 city IDs 9A (154) 9C (156) 9B (155) 99 (153)
Helm 4 city IDs 9E (158) Not supported 9F (159) 9D (157)
CDS G3 displays the hexadecimal address as shown in the table above. The decimal equivalent is shown in parentheses.
Once the command module is calibrated, all start, stop, shift, and throttle commands from the electronic remote control (ERC)
or the DTS foot throttle are processed by the command module and transmitted to the PCM.
Troubleshooting the Command Module

The basic procedure for troubleshooting the command module is:
1. Connect the diagnostic tool (CDS or CDS G3) to the vessel.
2. Turn all keys to the on position, and ensure that all command modules are present.
3. Ensure that the proper software is being used. DTS command modules must not be intermixed with different model year
DTS command modules. The model year of the command module must match the model year of the PCM calibration.
Refer to DTS Versions and Software Model Year Codes.
4. Ensure that the engines and command modules have the correct city IDs associated with them. If the city IDs are incorrect,
or if multiple modules have the same city ID, the modules will need to be properly configured. Refer to Section 5A ‑
System Configuration.
5. In CDS G3, check each module for faults. Fault descriptions are listed in Section 2C.
Command Module CAN Circuit Test

a b c d a- Pin 6, CAN X low
b- Pin 7, CAN X high
c- Pin 8, CAN P low
d- Pin 9, CAN P high
39639
Ohmmeter
Circuit Range
Black Lead Red Lead
Pin 6 Pin 7 CAN X 36–38k ohms
Pin 8 Pin 9 CAN P 36–38k ohms
Command Module Pin Functions
58482

Single Single Dual Console/
Pin Console/ Engine Big Tiller Dual Zero Effort Related Pins or
Pin Type of Circuit Description
Function Single Panel Outboard Circuits
Starboard Port
Page 4A-4
Zero Effort Mount
Pin 18, sensor
5 V sensor Dedicated 5 V filtered ground for command Black/ Black/ Black/ Black/ Black/
1 Sensor ground power.
negative module sensors. orange orange orange orange orange
Command Module
All sensor signals

Wake‑up, 12 V battery 12 V battery positive when key is on. Turns Pin 14, battery
2 Purple Purple Purple Purple Purple
ignition switch positive the command module on and off. negative
One of three position sensors connected to
lever 2. This is a 3‑wire position sensor that
Pin 18, sensor
Lever 2 reads 0 V to 5 V through the lever's full
Sensor signal, pull Green/ Green/ Green/ Green/ Pink/ power.
3 increasing travel. The sensor signal increases as the
down orange orange orange orange orange Pin 1, sensor
signal lever is moved towards the front of the boat.
ground
If connected, lever 2 measures throttle‑lever
position only.
Pin 18, sensor
Lever 1 lever 1. This is a 3‑wire position sensor that Pink/
Sensor signal, pull power.
4 decreasing reads 5 V to 0 V through the lever's full Pink/red Pink/red Pink/red Pink/red dark
down Pin 1, sensor
signal travel. The sensor signal decreases as the blue
ground
© 2016 Mercury Marine

lever is moved towards the front of the boat.
Pin 18, sensor
Lever 1 high reads 5 V to 0 V to 5 V through the lever's
Sensor signal, pull Blue/ Blue/ Blue/ power.
5 resolution full travel. The sensor signal starts high, Blue/yellow Blue/red
down yellow yellow yellow Pin 1, sensor
signal decreases to 0 V and then increases to 5 V
ground
as the lever is moved towards the front of
the boat.
Isolated CAN communication circuit for
CAN X, low
6 Communication primary DTS commands. This is the low or Brown Brown Brown Brown Brown Pin 7, CAN X high
side
negative side of the CAN X bus.
CAN X, high
7 Communication primary DTS commands. This is the high or Yellow Yellow Yellow Yellow Yellow Pin 6, CAN X low
side
positive side of the CAN X bus.
CAN P, low gauge data and backup DTS commands. Dark
8 Communication Dark blue Dark blue Dark blue Dark blue Pin 9, CAN P high
side This is the low or negative side of the CAN blue
P bus.
CAN P, high gauge data and backup DTS commands.
9 Communication White White White White White Pin 8, CAN P low
side This is the high or positive side of the CAN
P bus.
90-8M0057654 eng NOVEMBER 2015

Zero Effort Mount Starboard Port
When the command module sees positive

Start signal Switch input, voltage at this pin, it sends a start or stop Yellow/ Yellow/ Pin 14, battery
10 Yellow/red Yellow/red Yellow/red
input positive voltage request to the PCM through CAN X and red green negative
CAN P.
When the command module sees positive Key‑switched,
Neutral switch Switch input, Yellow/ Yellow/ Yellow/ Yellow/
11 voltage at this pin, it knows the neutral NA battery positive
input positive voltage black black black black
switch has been activated. voltage
The command module ground this pin to
Sync LED Actuator, ground Pin 14, battery
12 illuminate the sync LED. Not used on single NA NA NA NA Tan
driver control negative

engine applications.
Continuous DTS power, formerly known as
Continuous 12 V battery clean power. Connects directly to the engine Red/ Red/ Pin 14, battery
13 Red/purple Red Red/purple
battery power positive battery and is protected with a 5 amp fuse. purple purple negative
Cannot be connected to a battery switch.
12 V battery Ground circuit, ends at the battery negative All battery positive
14 Ground Black Black Black Black Black
negative terminal. circuits
Pin 18, sensor
Lever 2 reads 5 V to 0 V through the lever's full
Sensor signal, pull Green/ Green/ power.
15 decreasing travel. The sensor signal decreases as the Green/red Green/red Green/red
down red blue Pin 1, sensor
signal lever is moved towards the front of the boat.
ground
If connected, lever 2 measures throttle‑lever
position only.
reads 5 V to 0 V to 5 V through the lever's Pin 18, sensor
Lever 2 high

Sensor signal, pull full travel. The sensor signal starts high, Green/ Green/ Green/ Green/ Green/ power.
16 resolution
down decreases to 0 V and then increases to 5 V yellow yellow yellow yellow black Pin 1, sensor
signal
as the lever is moved towards the front of ground
the boat. If connected, lever 2 measures
throttle‑lever position only.
Pin 18, sensor
Lever 1 lever 1. This is a 3‑wire position sensor that
Sensor signal, pull Pink/ Pink/ Pink/ power.
17 increasing reads 0 V to 5 V through the lever's full Pink/brown Pink/brown
down brown brown yellow Pin 1, sensor
signal travel. The sensor signal increases as the
ground
lever is moved towards the front of the boat.
Dedicated 5 V positive power supply for all
Purple/ Purple/ Purple/ Purple/ Purple/ Pin 1, sensor
18 Sensor power 5 V sensor positive sensors. Maintains 5 V regardless of battery
yellow yellow yellow yellow yellow ground
voltage changes.
Page 4A-5
Command Module
Starboard Port
Page 4A-6
Zero Effort Mount
When the command module sees positive Key‑switched,
Trim down Switch input, Green/ Green/ Green/ Green/
19 voltage at this pin, it sends a trim down Green battery positive
switch input positive voltage white white white white
Command Module
request to the PCM through CAN X. voltage

When the command module sees positive Light Key‑switched,
Trim up switch Switch input, Light blue/ Light blue/ Light blue/ Light
20 voltage at this pin, it sends a trim up request blue/ battery positive
input positive voltage white white white blue
to the PCM through CAN X. white voltage
Unique circuit, requires other controllers to
establish proper circuit voltage. When
Emergency lanyard switch is open, voltage will be high,
Switch input, pull Black/ Black/ Black/ Black/ Black/ Pin 1, sensor
21 stop switch around 8 V to 9 V. When grounded, voltage
down yellow yellow yellow yellow yellow ground
input will be low, around 0 V and ESTOP will be
active. The command module monitors this
voltage to determine ESTOP status.
All except foot throttle: the command
module grounds this pin to illuminate the Gray/
Actuator, ground
Active LED active LED. Not used on big tiller outboard white
control or Switch Pin 14, battery

22 driver or foot models. Foot throttle models (optional): Gray (foot NA Gray Gray
input, positive negative
throttle switch when the command module sees positive throttle
voltage
voltage at this pin, it enables or disables foot switch)
throttle mode.
All except foot throttle: the command
White/
Driver for: module grounds this pin to illuminate the
yellow
neutral LED or Actuator, ground neutral LED. Not used on big tiller outboard White/ White/ Pin 14, battery
23 (foot NA Orange
foot throttle control models. Foot throttle models (optional): the yellow yellow negative
throttle
LED command module grounds this pin to
LED)
illuminate the foot throttle.
Warning horn Actuator, ground Command module grounds this pin to sound Tan/light Tan/light Tan/light Tan/light Tan/light Pin 14, battery
24
driver control the warning horn. blue blue blue blue blue negative

Command Module Wiring Harnesses
Components
Section 4B - Command Module Wiring Harnesses
Table of Contents
Command Module Harness for Single Console ERC and Dual Engine Command Module Harness ‑ Part 2..............4B-8
Zero Effort ERCs............................................................ 4B-4 Command Module Harness for Triple and Quad Engine
Command Module Harness for Slim Binnacle ERC Shadow Mode (Design 1 and Design 2) ‑ Part 1............4B-9
(Design 1).......................................................................4B-5 Shadow Mode Command Module Harness ‑ Part 2........ 4B-10
Command Module Harness for Panel Mount ERC and Quad Engine Adapter Harness........................................ 4B-11
Slim Binnacle ERC (Design 2)....................................... 4B-6
Dual Engine Command Module Harness for Dual Console
Wire Color Code Abbreviations........................................4B-12
4
ERC (Design 1), Dual Console ERC (Design 2), Yacht
ERC, and Zero Effort ERC (Dual Engine) ‑ Part 1......... 4B-7 B

Notes:

Notes:

Command Module Harness for Single Console ERC and Zero Effort ERCs
1- Command module connector 12 - Vessel display connector, used for System View
2- CAN V (CAN 3) ‑ weather cap display
3- CAN X (CAN 2) ‑ terminator resistor cap 13 - Lever 2 extension harness for Zero Effort ERC
4- CAN P (CAN 1) ‑ terminator resistor cap 14 - Zero Effort ERC
5- Foot throttle connector, used on Zero Effort ERC 15 - Single console ERC with CAN trackpad
6- Warning horn 16 - Single console ERC with arrow trackpad
7- Data harness connector 17 - Trim up/down connector
8- Junction box connector 18 - Lever 1 throttle/shift connector
9- Accessory power relay connector 19 - Arrow trackpad connector
10 - Start/stop switch connector 20 - Lanyard stop switch
11 - Key switch

Command Module Harness for Slim Binnacle ERC (Design 1)

1- Command module connector 10 - Start/stop switch connector
2- CAN V (CAN 3) ‑ weather cap 11 - Key switch
3- CAN X (CAN 2) ‑ terminator resistor cap 12 - Data harness (engine end)
4- CAN P (CAN 1) ‑ terminator resistor cap 13 - Slim binnacle ERC (design 1)
5- Foot throttle connector 14 - Start/stop panel connector
6- Warning horn 15 - Trim up/down connector
7- Data harness connector 16 - Lever 1 throttle/shift connector
8- Junction box connector 17 - Lanyard stop switch
9- Accessory power relay connector

Command Module Harness for Panel Mount ERC and Slim Binnacle ERC
(Design 2)
1- Command module connector 11 - Key switch
2- CAN V (CAN 3) ‑ weather cap 12 - Foot throttle on/off
3- CAN X (CAN 2) ‑ terminator resistor cap 13 - Foot throttle button (optional)
4- CAN P (CAN 1) ‑ terminator resistor cap 14 - Slim binnacle ERC (design 2)
5- Foot throttle connector 15 - Panel mount ERC
6- Warning horn 16 - Lanyard stop switch
7- Junction box connector 17 - Lever 1 throttle/shift connector
8- Accessory power relay connector 18 - Trim and stop/start connector
9- Data harness connector 19 - Junction box
10 - Start/stop switch connector

Dual Engine Command Module Harness for Dual Console ERC (Design 1),
Dual Console ERC (Design 2), Yacht ERC, and Zero Effort ERC (Dual Engine)
- Part 1
IMPORTANT: This is part 1 of the wiring harness. Part 2 is continued on the following page. The white numbers on a black
background on the right side of the page correspond to similar numbers on the following diagram to assist in tracing circuits.
There is no break at those numbers.
1 - Port command module connector 22 - Lanyard stop switch
2 - Starboard command module connector 23 - Not used
3 - CAN V (CAN 3) ‑ weather cap 24 - Starboard data harness (engine end)
4 - CAN X (CAN 2) ‑ terminator resistor cap 25 - Starboard key switch
5 - CAN P (CAN 1) 26 - Starboard stop/start switch
6 - Port warning horn 27 - Starboard accessory power relay
7 - Lever 4 connector, used with Zero Effort ERC 28 - Starboard data harness connector
8 - Port junction box connector 29 - Starboard junction box connector
9 - Port data harness connector 30 - Diode for vessel display power
10 - Port accessory power relay 31 - Diode for vessel display power
11 - Port start/stop switch connector 32 - Lever 3 connector with Zero Effort ERC
12 - Lever 3 extension harness for Zero Effort ERC 33 - Starboard warning horn
13 - Key switch 34 - CAN P (CAN 1)
14 - 10‑pin female to female adapter 35 - CAN X (CAN 2) ‑ terminator resistor cap
15 - Vessel display connectors 36 - CAN V (CAN 3) ‑ weather cap
16 - Port data harness (engine end) 37 - Zero Effort ERC (design 1 shown)
17 - Junction box (used for multiwake) 38 - Yacht ERC
18 - Trim up/down connector 39 - Dual console ERC (design 1) with CAN trackpad
19 - Lever 2 throttle/shift connector 40 - Dual console ERC (design 2)
20 - Lever 1 throttle/shift connector 41 - Dual console ERC (design 1) with arrow trackpad
21 - Arrow trackpad connector 42 - Lever 4 extension harness for Zero Effort ERC

Dual Engine Command Module Harness - Part 2

IMPORTANT: This is part 2 of the wiring harness. Part 1 is on the preceding page. The white numbers on a black background
on the left side of the page correspond to similar numbers on the preceding diagram to assist in tracing circuits. There is no
break at those numbers.
1 - Port command module connector 22 - Lanyard stop switch
2 - Starboard command module connector 23 - Not used
3 - CAN V (CAN 3) ‑ weather cap 24 - Starboard data harness (engine end)
4 - CAN X (CAN 2) ‑ terminator resistor cap 25 - Starboard key switch
5 - CAN P (CAN 1) 26 - Starboard stop/start switch
6 - Port warning horn 27 - Starboard accessory power relay
7 - Lever 4 connector, used with Zero Effort ERC 28 - Starboard data harness connector
8 - Port junction box connector 29 - Starboard junction box connector
9 - Port data harness connector 30 - Diode for vessel display power
10 - Port accessory power relay 31 - Diode for vessel display power
11 - Port start/stop switch connector 32 - Lever 3 connector with Zero Effort ERC
12 - Lever 3 extension harness for Zero Effort ERC 33 - Starboard warning horn
13 - Key switch 34 - CAN P (CAN 1)
14 - 10‑pin female to female adapter 35 - CAN X (CAN 2) ‑ terminator resistor cap
15 - Vessel display connectors 36 - CAN V (CAN 3) ‑ weather cap
16 - Port data harness (engine end) 37 - Zero Effort ERC (design 1 shown)
17 - Junction box (used for multiwake) 38 - Yacht ERC
18 - Trim up/down connector 39 - Dual console ERC (design 1) with CAN trackpad
19 - Lever 2 throttle/shift connector 40 - Dual console ERC (design 2)
20 - Lever 1 throttle/shift connector 41 - Dual console ERC (design 1) with arrow trackpad
21 - Arrow trackpad connector 42 - Lever 4 extension harness for Zero Effort ERC

Command Module Harness for Triple and Quad Engine Shadow Mode
(Design 1 and Design 2) - Part 1
IMPORTANT: This is part 1 of the wiring harness. Part 2 is continued on the following page. The white numbers on a black
background on the bottom of the page correspond to similar numbers on the following diagram to assist in tracing circuits.
There is no break at those numbers.
1 - Port command module connector 24 - Lever 2 throttle/shift connector
2 - Center command module connector 25 - Lever 1 throttle/shift connector
3 - Starboard command module connector 26 - Trim up/down connector for design 1 control
4 - Port CAN P (CAN 1) ‑ weather cap 27 - Arrow trackpad connector weather cap
5 - Port CAN X (CAN 2) ‑ terminator resistor cap 28 - Center ignition key switch
6 - Port warning horn 29 - Center start/stop switch connector
7 - Diode for port vessel display power 30 - Center accessory power relay
8 - Diode for center vessel display power 31 - Center junction box connector
9 - Diode for starboard vessel display power 32 - Center data harness connector
10 - Port data harness connector 33 - Center warning horn
11 - Port junction box connector 34 - Center CAN X (CAN 2) ‑ terminator resistor cap
12 - Port accessory power relay 35 - Center CAN P (CAN 1) link harness
13 - Port start/stop switch connector 36 - Starboard key switch
14 - Port key switch 37 - For future use
15 - #93 resistor pack (center engine) 38 - Starboard start/stop switch connector
16 - Quad engine adapter connection 39 - Starboard accessory power relay
17 - Lanyard stop switch 40 - Starboard junction box connector
18 - 10‑pin female to female adapter 41 - Starboard data harness connector
19 - Vessel display connectors 42 - Starboard warning horn
20 - Junction box (used for multiwake) 43 - Starboard CAN V (CAN 3) ‑ weather cap
21 - CAN pad connection 44 - Starboard CAN X (CAN 2) ‑ terminator resistor cap
22 - Dash‑mounted trim switch panel 45 - Starboard CAN P (CAN 1) link harness
23 - Shadow mode console control (design 1) 46 - Shadow mode console control (design 2)

Shadow Mode Command Module Harness - Part 2

IMPORTANT: This is part 2 of the wiring harness. Part 1 is on the preceding page. The white numbers on a black background
on the bottom of the page correspond to similar numbers on the following diagram to assist in tracing circuits. There is no break
at those numbers.
1 - Port command module connector 24 - Lever 2 throttle/shift connector
2 - Center command module connector 25 - Lever 1 throttle/shift connector
3 - Starboard command module connector 26 - Trim up/down connector for design 1 control
4 - Port CAN P (CAN 1) ‑ weather cap 27 - Arrow trackpad connector weather cap
5 - Port CAN X (CAN 2) ‑ terminator resistor cap 28 - Center Ignition key switch
6 - Port warning horn 29 - Center start/stop switch connector
7 - Diode for port vessel display power 30 - Center accessory power relay
8 - Diode for center vessel display power 31 - Center junction box connector
9 - Diode for starboard vessel display power 32 - Center data harness connector
10 - Port data harness connector 33 - Center warning horn
11 - Port junction box connector 34 - Center CAN X (CAN 2) ‑ terminator resistor cap
12 - Port accessory power relay 35 - Center CAN P (CAN 1) link harness
13 - Port start/stop switch connector 36 - Starboard key switch
14 - Port key switch 37 - For future use
15 - #93 resistor pack (center engine) 38 - Starboard start/stop switch connector
16 - Quad engine adapter connection 39 - Starboard accessory power relay
17 - Lanyard stop switch 40 - Starboard junction box connector
18 - 10‑pin female to female adapter 41 - Starboard data harness connector
19 - Vessel display connectors 42 - Starboard warning horn
20 - Junction box (used for multiwake) 43 - Starboard CAN V (CAN 3) ‑ weather cap
21 - CAN pad connection 44 - Starboard CAN X (CAN 2) ‑ terminator resistor cap
22 - Dash‑mounted trim switch panel 45 - Starboard CAN P (CAN 1) link harness
23 - Shadow mode console control (design 1) 46 - Shadow mode console control (design 2)

Quad Engine Adapter Harness

1- Command module connector 7- Junction box connector
2- CAN X (CAN 2) ‑ terminator resistor cap 8- Accessory power relay connector
3- CAN P (CAN 1) ‑ weather cap 9- Start/stop switch connector
4- Center/port 2 connector 10 - Key switch
5- Warning horn 11 - Lanyard switch
6- Data harness connector 12 - Resistor pack

Wire Color Code Abbreviations

Wire Color Abbreviations
BLK Black BLU Blue
BRN Brown GRA Gray
GRN Green ORN Orange
PNK Pink PPL Purple
RED Red TAN Tan
WHT White YEL Yellow
LT Light DK Dark

Command Module Harness Components
Components
Section 4C - Command Module Harness Components
Table of Contents
Wire Color Code Abbreviations......................................... 4C-2 Dash‑Mounted Dual Trim Switch Pin‑Out.................4C-11
14‑Pin Data Harness Connectors...................................... 4C-2 Dash‑Mounted Triple Trim Switch Pin‑Out............... 4C-11
Dual Helm Adapter..................................................... 4C-3 Dash‑Mounted Quad Trim Switch Pin‑Out............... 4C-12
Pin Removal............................................................... 4C-5 Key Switches................................................................... 4C-13
10‑Pin CAN Connectors.................................................... 4C-6 Three‑Position Key Switch....................................... 4C-13
Y‑Adapter Harness..................................................... 4C-6
Triple/Quad DTS Link Harness (896206T15)............. 4C-7
Four‑Position Key Switch......................................... 4C-14
Trim Harnesses............................................................... 4C-15 4
2‑Pin Harnesses................................................................ 4C-7
2‑Pin Link Harness..................................................... 4C-7
Auxiliary Trim Harness for Panel Mount or Slim
Binnacle (Design 2) ERC...................................... 4C-15 C
2‑Pin Y‑Adapter Harness—Link Adapter....................4C-7 Auxiliary Trim Harness for Dual Console or Zero
CAN X, CAN P, and CAN H Connectors.................... 4C-8 Effort (Design 2) ERC........................................... 4C-16
CAN Terminators............................................................... 4C-8 Trim All Adapter Harness......................................... 4C-17
10‑Pin CAN Terminators............................................ 4C-8 Trim All Adapter Harness with Bullet Connectors.....4C-18
2‑Pin CAN Terminator................................................ 4C-8 Zero Effort Trim Harness for Triples......................... 4C-19
Junction Boxes.................................................................. 4C-8 Zero Effort Trim Harness for Quads......................... 4C-21
Accessory Power Harness/Relay Harness........................ 4C-9 Zero Effort Trim Harness for Quints......................... 4C-23
Start/Stop Switches......................................................... 4C-10 Zero Effort Trim Harness for Dash‑Mounted Trim
Dash‑Mounted Trim Switches .........................................4C-11 Switches (Triple and Quad).................................. 4C-25

Special Tools
De‑pinning Tool 91‑896352
Aids in the removal of wires from the 14 pin Deutsch connector.

17721

BLK Black BLU Blue
BRN Brown GRY or GRA Gray
GRN Green ORN or ORG Orange
PNK Pink PPL or PUR Purple
RED Red TAN Tan
LT or LIT Light DK or DRK Dark
14‑Pin Data Harness Connectors

Provides a data link between a DTS engine and command module harness.
59573
a b
A
B
RED
BLK
RED
BLK
A
B
a - Boat end
C PPL PPL C b - Engine end
D BLK/YEL BLK/YEL D
E ORN ORN E
F WHT WHT F
G BLU BLU G
H BLU/WHT BLU/WHT H
J GRN/WHT GRN/WHT J
K YEL YEL K
L BRN BRN L
M GRA GRA M
N YEL/RED YEL/RED N
P GRN GRN P 59556

Harness Connector Pin Wire Color Function

A Red Power (unswitched)
B Black Ground
C Purple Switched ignition
D Black/yellow E‑stop
E Orange CAN V high
F White CAN P high
G Blue CAN P low
H Blue/white Not used for DTS
J Green/white Not used for DTS
K Yellow CAN X high
53131
L Brown CAN X low
M Gray Tach
N Yellow/red Not used for DTS
P Green CAN V low
Dual Helm Adapter
59572

A RED RED A
Page 4C-4
B BLK BLK B
C PPL PPL C
D BLK/YEL BLK/YEL D
E LT BLU LT BLU E
F WHT WHT F
G DK BLU DK BLU G
H LT BLU/WHT LT BLU/WHT H
J GRN/WHT GRN/WHT J
K YEL YEL K
L BRN BRN L
M TAN/LT BLU TAN/LT BLU M
N YEL/RED YEL/RED N
P TAN TAN P
b
RED A
a
BLK B
PPL C
BLK/YEL D
LT BLU E
WHT F
DK BLU G
LT BLU/WHT H
GRN/WHT J
YEL K
BRN L
TAN/LT BLU M
YEL/RED N
59854
TAN P

c
c - To helm 2
b - To helm 1
a - To engine
Used with dual stations/dual helms to adapt 14‑pin data harness to dual helms.

Harness Connector Pin Wire Color Function

A Red Power (unswitched)
B Black Ground
C Purple Switched ignition
D Black/yellow E‑stop
E Orange CAN V high
F White CAN P high
G Blue CAN P low
H Blue/white Not used for DTS
J Green/white Not used for DTS
K Yellow CAN X high
53131
L Brown CAN X low
M Gray Tach
N Yellow/red Not used for DTS
P Green CAN V low
Pin Removal
1. Remove the strain relief and slide the convoluted tube away from the connector.
b a - Convoluted tube
a
b - Strain relief
9658
2. Insert the de‑pinning tool into the connector.
De‑pinning Tool 91‑896352

3. Push the de‑pinning tool into the connector so the widest area of the tool is starting to spread the rubber seal.
9659
4. Remove the wire from the connector.

5. Remove the de‑pinning tool.
6. If the wire is to be permanently removed from the deutsch connector, install a cavity plug into the location the wire was
removed from.

7. Push the cavity plug into the connector so it is flush with the seal.
9660
8. Cut or tape the end of the removed wire. Ensure there is no possibility of the wire shorting out.
9. Reinstall the convoluted tube and secure with the strain relief.
10‑Pin CAN Connectors

Y‑Adapter Harness
59577
Used on DTS engines that require extended‑length CAN networks.
a b a - Connect to link harness

DK BLU DK BLU b - Connect to 10‑pin connector
C D J K
K J
WHT WHT c - Connects to additional link

GRN GRN
harness or capped with resistor
D C
ORN ORN
d - CAN resistor cap
d c
DK BLU
C D J K
WHT
GRN
ORN
59564
Connector (female shown) Pin Wire Color Function

E A C Orange CAN V high
D Green CAN V low
J White CAN P high
K Dark blue CAN P low

K F 60134

Triple/Quad DTS Link Harness (896206T15)
59576
Allows multiple DTS engine connections to link systems to communicate with each command module.
BLK
K J
C D J K
WHT
BLK
D C
RED
60135
Connector Pin Wire Color Function

E A C Red CAN V high
D Black CAN V low
J White CAN P high
K Black CAN P low

K F 60134
2‑Pin Harnesses
2‑Pin Link Harness
DK BLU DK BLU
B A
A B
WHT WHT
59579
Used to link CAN networks together. Refer to CAN X, CAN P, and CAN H Connectors for pin‑outs.
2‑Pin Y‑Adapter Harness—Link Adapter

WHT
B A
BLK
BLK
B A
WHT
WHT
B A
BLK
59580
Used on DTS engines that require extended length CAN networks. Refer to CAN X, CAN P, and CAN H Connectors for
pin‑outs.

CAN X, CAN P, and CAN H Connectors

Wire Color
Harness Connector Pin Function
CAN P CAN X CAN H
A B Orange/
A White Yellow CAN high
green
Green/
B Blue Brown CAN low
53172 orange
CAN Terminators
10‑Pin CAN Terminators
There are three varieties of 10‑pin CAN terminators. Each contains two resistors, to terminate two CAN circuits. The varieties
are distinguished by their cap color.
60209
10-pin CAN terminator - cap color indicates which CANs it terminates
The following chart shows which terminators work for which CANs, and which pins are used in each.
Pins Used for CAN:

Pin Identification Cap Color Part Number
P (1) X (2) V (3) H
E A Yellow 859318T1 J, K G, H – –
Red 8M0055652 J, K – – E, G
Blue 859318A04 J, K – C, D –
K F 60134
All resistors are 120 ohms ± 5%. To verify the health of the resistor, measure the resistance across the listed pins.
2‑Pin CAN Terminator
17169
Provides CAN bus termination for controller area networks (CANs). Each terminator contains one 120 ohm ± 5% resistor,
measurable across the two pins.
Junction Boxes
Provide a connection and distribution point for multiple components on a CAN bus system. Available as 4‑way, 6‑way, and
8‑way.

A B C D E
F G H J K
52997
59569 Junction box pin identification, looking into the junction

4-way junction box box port
Wire Color
Pin Function Notes
(Harness)
A Red/purple Battery positive (continuous) Battery voltage from clean power harness.
B Black Battery ground Circuit ends at the negative battery terminal.
C Orange CAN V ‑ high
CAN V bus is typically unused. Can be used for select vessel information.
D Green CAN V ‑ low
E Not used – –
F Purple Key‑switched battery positive Battery voltage when ignition switch is on.
G Gray Tachometer Can be used for an analog tachometer or an analog gauge interface (AGI).
H Not used – –
J White CAN P high
Standard CAN P bus for gauge data and backup DTS commands.
K Blue CAN P low
Accessory Power Harness/Relay Harness

Used to provide accessory power to auxiliary loads when the key switch is in the run or accessory positions. Used on boats that
have a 3‑pin accessory power relay.
a b Relay harness
a - Command module wiring harness connector
BLK
86 87 30 85
b - Relay
AB C
GRN
c - 3‑pole terminal block
c
RED
PPL
59558
b Accessory power harness

e a a - To battery positive
b - 40‑amp fuse
RED c - To battery negative
RED RED
d - To terminal block negative
BLK BLK e - To terminal block positive
d c 59560

Power harness connection

a - Accessory power harness
b - Positive battery (+) terminal
c - Negative battery (–) terminal
b c
a
mc79267
a Relay and accessory power harness connections

a - Accessory power harness
d b b - Black wire
c c - Red wire
d - 3‑pole terminal block
k
bl
red
red
ppl
mc79268-1
Start/Stop Switches
59574
Allows starting and stopping of engines when the key switch is in the RUN position. They are available in single, dual, port, and
starboard versions. Extension harnesses are available.
Connector Pin Wire Color Description
A B C A Purple/white 12 volts
B Black Ground
60137 C Yellow/red Start
Start Button Test

Meter Test Leads
Key Position Reading (when button pushed)
Red Black
Pin A Pin C Off Continuity

Dash‑Mounted Trim Switches
59859 59882 59581
Dual-engine trim switch Triple-engine trim switch Quad-engine trim switch
Dash‑Mounted Dual Trim Switch Pin‑Out

Dash‑mounted dual trim switch that allows the operator to trim each engine separately or at the same time.
Connector (Male Shown, Female Reversed) Pin Wire Color Description

A Not used –
H E
B Purple 12 volts
C Dark blue Up (port)
D White/dark blue Up (starboard)
E White/green Down (starboard)
F Green Down (port)
A D 60138 G Not used –
H Not used –
Dash‑Mounted Triple Trim Switch Pin‑Out

Dash‑mounted triple trim switch that allows the operator to trim each engine separately or at the same time.
A B C A Red/blue 12 volts
B Gray/white All up
60137 C Green/white All down


A Red/purple 12 volts
B Black Ground
C Not used –
D Light blue/white Up (starboard)
A G
E Blue/yellow Up (center)
F Not used –
G Light blue Up (port)
H Purple/black 12 volt switched
J Not used –
H P 60141
K Not used –
L Green/white Down (starboard)
M Green/yellow Down (center)
N Not used –
P Green Down (port)
Dash‑Mounted Quad Trim Switch Pin‑Out

Dash‑mounted quad trim switch that allows the operator to trim each engine separately or at the same time.
A B C A Red/blue 12 volts
B Gray/white All up
60137 C Green/white All down

B Black Ground
C Not used –
D Light blue/white Up (starboard outer)
A G
E Blue/yellow Up (starboard inner)
F Blue/red Up (port inner)
G Light blue Up (port outer)
H Purple/black 12 volt switched
J Not used –
H P 60141
K Not used –
L Green/white Down (starboard inner)
M Green/yellow Down (starboard outer)
N Green/red Down (port inner)
P Green Down (port outer)

Key Switches
59582
Three‑Position Key Switch

Three‑position key switch: off, run, and start positions.
c b a
d e f 18868
Pin Wire Color Description

A Red 12 volts
B Black Ground
C, D Purple Run
E Black/yellow Off
F Yellow/red Start
Meter Test Leads

Key Position Reading (Ω)
Red Black
Pin B Pin E Off Continuity
Pin A Pin F
Run Continuity
Pin A Pin C, D
Pin A Pin F Continuity
Pin F Pin C, D Start Continuity
Pin A Pin C, D Continuity

Four‑Position Key Switch

Four‑position key switch: off, accessory, run, and start positions.
c b a
d e f
11559
Pin Wire Color Description

A Red 12 volts
B Black Ground
C Purple/white Accessory
D Purple Run
E Black/yellow Off
F Yellow/red Start
Meter Test Leads

Key Position Reading (Ω)
Red Black
Pin B Pin E Off Continuity
Pin A Pin C Accessories Continuity
Pin A Pin F
Run Continuity
Pin A Pin C
Pin A Pin F Continuity
Pin F Pin D Continuity
Start
Pin A Pin D Continuity
Pin A Pin C Continuity

Trim Harnesses
Auxiliary Trim Harness for Panel Mount or Slim Binnacle (Design 2) ERC
Allows connection of trim wires for use of a helm trim lever or secondary trim device. For use with a panel mount or slim
binnacle (design 2) ERC.
Auxiliary trim harness connections; panel

mount ERC shown, slim binnacle (design
2) ERC similar
a - Auxiliary trim harness
b - DTS panel mount remote control
harness
c - Command module harness
d - Auxiliary trim switch connections
a b
d
c
4338

A B C D E F G H J K
YEL/RED
LT BLU/WHT
PPL
RED/PPL
PPL
YEL
GRN/WHT
YEL/BLK
WHT/GRA
WHT/BRN
c
a
RED/PPL
PPL
K J H G F E D C B A
RED/PPL
PPL
YEL/RED
YEL/BLK GRN/WHT
YEL
WHT/BRN
WHT/GRA
LT BLU/WHT LT BLU/WHT
GRN/WHT
59609
Auxiliary trim harness

a - To panel mount or slim binnacle (design 2) remote control harness
b - To command module harness
c - Auxiliary trim switch connections
Auxiliary Trim Harness for Dual Console or Zero Effort (Design 2) ERC
This harness allows connection to an auxiliary trim switch. It mounts between the 8‑pin trim connector and the command
module harness.
IMPORTANT: For the Zero Effort (Design 2) ERC, the auxiliary trim harness must be connected between the command module
harness and the trim all adapter harness.
a c
b
d 19915
Dash switch connections

a - 8‑pin female connector from the command module harness
b - Auxiliary trim harness
c - 8‑pin male connector from the ERC or trim all adapter harness
d - To auxiliary trim switch

Auxiliary dash switch

c harness
DK BLU
PPL
GRN
WHT/DK BLU
WHT/GRN
a - 8‑pin male connector,
to the command
module harness
b - 8‑pin female
connector, to the ERC
c - Auxiliary trim switch
connectors
a b
A B CDE F GH
HGF E DCB A
GRN GRN
WHT/GRN WHT/GRN
WHT/DK BLU WHT/DK BLU
DK BLU DK BLU
PPL PPL
59602
Wire color Function Command Module Harness Connector Pin ERC Connector Pin
Green Down (port) F F
White/green Down (starboard) E E
White/dark blue Up (starboard) D D
Dark blue Up (port) C C
Purple Wake B B
Trim All Adapter Harness

The trim all adapter harness is used in dual engine applications with the Zero Effort (design 2) ERC. It connects the trim
connector on ERC to the trim connector on the dual console command module harness.
A B CDE F GH
HGF E DCB A
GRN a - 8‑pin female

WHT/GRN WHT/GRN
WHT/LT BLU WHT/LT BLU connector, to the ERC
LT BLU
PPL PPL b - 8‑pin male connector,
to the command
a b 60324 module harness
Female Connector (ERC) Male Connector (Harness)

Pin Wire Color Function Pin Wire Color Function
B Purple +12 V (wake) B Purple +12 V (wake)
C Light blue Up (port)
D White/light blue All up
D White/light blue Up (starboard)
E White/green All down
F Green Down (port)

Trim All Adapter Harness with Bullet Connectors

The trim all adapter harness with bullet connectors is used in dual engine applications with the Zero Effort (design 2) ERC. It
connects the trim connector on ERC to the trim connector on the dual console command module harness, and includes bullet
connectors for OEM‑supplied trim switches.
a - Bullet connectors for

OEM‑supplied trim
switches
b b - 8‑pin male
connector, to the
command module
A B C D E F G H harness
c - 8‑pin female
LT BLU/WHT connector, to the
GRN/BLK
GRN
PPL
BLU
a ERC
PPL
c
1 PPL
PPL
H G F E D C B A
2 PPL
BLU
3 LT BLU/WHT GRN/WHT
LT BLU/WHT LT BLU/WHT
4 LT BLU/WHT
GRN/BLK PPL
5 GRN/WHT
GRN
6 GRN/WHT 60325
Female Connector (ERC) Male Connector (Harness) Bullet Connectors

Pin Wire Color Function Pin Wire Color Function Bullet Wire Colors Function
Purple
1 +12 V (wake)
Purple
B Purple +12 V (wake) B Purple +12 V (wake)
Purple
2 +12 V (wake)
Purple
Blue
C Blue Up (port) 3 Up (port)
Light blue/white
D Light blue/white All up
Light blue/white
D Light blue/white Up (starboard) 4 Up (starboard)
Light blue/white
Green/black
E Green/black Down (starboard) 5 Down (starboard)
Green/white
E Green/white All down
Green
F Green Down (port) 6 Down (port)
Green/white

Zero Effort Trim Harness for Triples

Allows connection of three DTS engines to trim switches.
a c Triple-engine trim harness connections

a - 6‑lever Zero Effort ERC (design 1)
b - Trim bullet connectors
c - OEM‑supplied dash‑mounted trim
switch
d d - Trim switch harness for
OEM‑supplied trim switches
e - Triple‑engine trim harness
f - Trim switch connector
g - Single engine command module
b harness
h - Throttle adapter harness (connected
to foot throttle connector)
g
h
e
f
f
h
f
h 60143

a b c
BLU
GRN
PPL/BLK
H G F E D C B A H G F E D C B A H G F E D C B A
GRN/YEL
GRN/WHT
PPL/BLK
BLU/YEL
BLU/WHT
PPL/BLK
BLU/YEL
GRN/WHT
DK BLU/WHT
GRN/YEL
GRN
DK BLU
PPL
PPL
PPL
GRN/WHT
BLU/WHT
GRN/YEL
BLU/YEL
PPL/BLK
GRN
BLU
GRN
A B C D E F G H J K
K J
DK BLU
GRN/YEL
H G F E D C B A
GRN
PPL
GRN/WHT
DK BLU
BLU/YEL
DK BLU/WHT
PPL e f
d 59608
a- Starboard
b- Center
c- Port
d- To trim switch
e- Dash‑mount switch
f- To helm trim harness
g- Dash‑mounted trim switch connections

Zero Effort Trim Harness for Quads

Allows connection of four DTS engines to trim switches.
a c Quad-engine trim harness

connections
a - 4‑lever shift Zero Effort ERC
(design 1) and 4‑lever throttle
with trim Zero Effort ERC
(design 1)
d b - Trim bullet connectors
c - OEM‑supplied dash‑mounted
trim switch
d - Trim switch harness for
OEM‑supplied trim switches
b e - Quad‑engine trim harness
f - Trim switch connector
g - Single engine command
g module harness
h - Throttle adapter harness
h (connected to foot throttle
connector)
e
f
f
h
f
h
f
h 60145

a b c d
H G F E D C B A H G F E D C B A H G F E D C B A H G F E D C B A
GRN
DK BLU
PPL
PPL
BLU/RED
PPL
PPL
BLU/YEL
GRN/WHT
GRN/RED
GRN/YEL
DK BLU/WHT
GRN/WHT
PPL/BLK
PPL/BLK
GRN/YEL
PPL/BLK
PPL/BLK
BLU/YEL
BLU
BLU/WHT
GRN
GRN/RED
BLU/RED
GRN/WHT
GRN/RED
BLU/WHT
BLU/RED
GRN/YEL
BLU/YEL
PPL/BLK
GRN
BLU
DK BLU/WHT
GRN/WHT
GRN/RED
GRN/YEL
BLU/RED
BLU/YEL
DK BLU
K J H G F E D C B A
GRN
PPL
DK BLU
A B C D E F G H J K
GRN
PPL
e f
59606
Quad-engine trim harness

a - Starboard outer trim switch connector
b - Starboard inner trim switch connector
c - Port inner trim switch connector
d - Port outer trim switch connector
e - To trim switch harness for OEM‑supplied trim switches
f - To quad‑engine trim harness
g - To OEM‑supplied dash‑mounted trim switch

Zero Effort Trim Harness for Quints

Allows connection of five DTS engines to trim switches.
a c
d
b
e g e h e
f f f
f f
51031
Quint-engine application wire diagram

a - Zero Effort shadow control unit
b - Trim bullet terminals
c - Quint‑engine trim switch (OEM‑supplied)
d - Trim harness
e - To FOOT THROTTLE connection on the DTS command module harness
f - DTS command module harness
g - Shadow mode resistor pack 94 (port inner, helm 1)
h - Shadow mode resistor pack 93 (starboard inner, helm 1)
Quint‑Engine Trim Harness, Engine Specific Color Code

Engine Power Up Down
Port Purple/black Blue/red Green/red
Port 2 Purple/black Blue/brown Green/brown
Center Purple/black Blue Green
Starboard 2 Purple/black Blue/yellow Green/yellow
Starboard Purple/black Blue/white Green/white

H G F E D C B A
BLU
GRN/WHT
BLU/WHT
GRN
PPL
PPL
PPL/BLK
a
BLU/WHT
GRN/WHT
H G F E D C B A
PPL/BLK
GRN/YEL
BLU/YEL BLU/YEL
GRN/YEL PPL
b
PPL/BLK
BLU
GRN
H G F E D C B A
GRN
BLU
PPL/BLK
PPL
BLU/BRN
GRN/BRN
c
PPL/BLK
BLU/RED d
H G F E D C B A
GRN/RED
GRN/RED
BLU/RED
PPL
e
H G F E D C B A
GRN/BRN
BLU/BRN
PPL
59603
Quint-engine trim harness

a - Starboard outer
b - Starboard inner
c - Center
d - Port inner
e - Port outer

Zero Effort Trim Harness for Dash‑Mounted Trim Switches (Triple and Quad)
Triple-Engine Application
b
a
d
g
e
e f e f f
20406
a- Zero Effort ERC (design 1)

b- Triple‑engine trim switch
c- Trim bullet terminals
d- Trim harness
e- To FOOT THROTTLE connection on the DTS command module harness
f- DTS command module harness
g- Not used (center/port 2 connector)

Quad-Engine Application
c
a
d
e
e e
e f f f f
20407
a- Zero Effort ERC (design 1)

b- Trim bullet terminals
c- Quad‑engine trim switch
d- Trim harness
e- To FOOT THROTTLE connection on the DTS command module harness
f- DTS command module harness

Wiring Diagram
b c d e
A B C D E F G H A B C D E F G H A B C D E F G H A B C D E F G H
LT BLU
GRN
PPL
LT BLU
GRN
BLU/RED
GRN/RED
LT BLU/WHT
RED/PPL
PPL
RED/PPL
PPL
BLU/YEL
GRN/YEL
PPL
GRN/WHT
BLK
LT BLU/WHT
GRN/WHT
GRN/RED
GRN/YEL
BLU/RED
RED/PPL
RED/PPL
BLU/YEL
PPL/BLK
LT BLU
LT BLU
GRN
GRN
BLK
C B A A B C D E F G H J K L M N P
g
f
60151
a- ERC trim switch

b- Starboard command module harness trim connector
c- Center/starboard inner command module harness trim connector
d- Center/port inner command module harness trim connector (not used for triples)
e- Port command module harness trim connector
f- Dash‑mounted trim switch (14‑pin connector)
g- Dash‑mounted trim switch (3‑pin connector)

Notes:

Remote Controls
Components
Section 4D - Remote Controls
Table of Contents
Overview............................................................................4D-2 Single Handle Console Controls........................................4D-9
ERC Operation.................................................................. 4D-3 Single Console ERC with Arrow Trackpad................. 4D-9
Theory of Operation....................................................4D-4 Slim Binnacle ERC (Design 1)..................................4D-10
Potentiometers........................................................... 4D-4 Slim Binnacle ERC (Design 2)..................................4D-12
Control Lever Sensor Specifications.......................... 4D-5 Dual Handle Console Controls........................................ 4D-13
Shadow Mode....................................................................4D-5
Shadow Control Resistor Identification..............................4D-6
Dual Console ERC (Design 1) with Arrow Trackpad
.............................................................................. 4D-13 4
Shadow Control Resistor Pin Out...............................4D-6
Testing the ERC Potentiometer......................................... 4D-6
Dual Console ERC (Design 1) with CAN Trackpad
.............................................................................. 4D-15 D
CAN Trackpads................................................................. 4D-7 Dual Console ERC (Design 2)..................................4D-17
Trackpad City IDs....................................................... 4D-7 Yacht ERC with CAN Trackpad................................4D-19
Testing........................................................................4D-7 Wire Color Code Abbreviations....................................... 4D-19
Control Arrow (Non‑CAN) Trackpads................................ 4D-7 Zero Effort Controls......................................................... 4D-20
Panel Mount ERC.............................................................. 4D-8 Zero Effort ERC Designs.......................................... 4D-20
Handle Connector Harness Test................................ 4D-8 Trim Harness Test.................................................... 4D-20
Optional Foot Throttle On/Off Harness Test...............4D-8

Remote Controls
Special Tools
DMT 2004 Digital Multimeter 91‑892647A01
Measures RPM on spark ignition (SI) engines, ohms, amperes, AC and DC

V Hz
H z TEMP
mA
A
voltages; records maximums and minimums simultaneously, and accurately
reads in high RFI environments.
mV IG
OFF IP
TEMP
A mA COM V Hz
4516
Overview
This section provides basic troubleshooting for DTS remote controls. For installation information, refer to the DTS Installation
Manual. For information on disassembly of the remote control, refer to the Remote Controls Service Manual.
59243 59244
Panel mount ERC TowSport ERC
59132 59133
Slim binnacle ERC (design 1) Slim binnacle ERC (design 2)
59456 59840
Single console ERC with arrow trackpad Single console ERC with CAN trackpad

Remote Controls
59135 59136
Dual console ERC (design 1) Dual console ERC (design 2)
59137 59246
Yacht ERC Foot throttle
59467 59369
Zero Effort ERC (design 1) Zero Effort ERC (design 2)
59247
Sportfish ERC
ERC Operation
The electronic remote controls (ERC) will either have one control lever per engine, like those on a dual‑engine console mount;
or two control levers per engine, like those on Zero Effort and yacht lever controls. When there are two levers per engine, one
lever is dedicated for throttle control and the other for shift. Single‑lever controls combine the throttle and shift controls into one
lever with detent positions for each gear position.
Each lever connector is wired for a potentiometer that contains three sensors in one assembly.

Remote Controls
Theory of Operation
The potentiometer voltages are used by the DTS command module to determine the shift direction or throttle demand.
The DTS command module:
• Reads the voltages from the potentiometers.
• Checks for consistency between the voltages to determine the position of the ERC handle.
• Formulates a throttle and shift direction command (forward, neutral, or reverse) upon verification of voltage consistency
and determination of handle position.
• Passes the command via CAN X to the PCM.
Upon receipt of the shift command from the DTS command module, the PCM:
• Compares the voltage and DTS command module commands to verify consistency among the signals.
• Formulates its own command.
• Communicates this command and the voltages back to the DTS command module. The DTS command module confirms
that the command and voltages are equal to those it sent to the PCM, and communicates this confirmation back to the
PCM.
• Sends the command to the electronic shift control (ESC) and electronic throttle control (ETC).
The shift command is essentially a voltage applied across the connections to the DC motors in the ESC and ETC. The direction
in which the voltage is applied determines the direction that the motors will rotate, thus determining the shift direction and
throttle position.
The throttle position command is essentially a torque specification of the DC throttle motor. The motor opens and closes the
throttle by acting against the throttle spring through the train of spur gears. Once torque is applied to the throttle plate, its
position, as determined by two potentiometers in the throttle body, is sent back to the PCM. The PCM then verifies that the
throttle position matches the command it sent.
Potentiometers
Each lever connector is wired for a potentiometer that contains three sensors in one assembly. The three sensor signals share
a common sensor power and sensor ground. There will be one potentiometer assembly for each lever present. The three
sensor signals are identified as increasing, decreasing, and high resolution.
59473
These values apply when moving a control lever towards the front of the boat:
• The increasing sensor has a signal that starts low (nearly 0 volts) and increases to high (nearly 5 volts).
• The decreasing sensor's signal starts high (nearly 5 volts) and decreases to low (nearly 0 volts).
• The high resolution is unique in that the signal starts high (nearly 5 volts) decreases to low (nearly 0 volts) and then
increases back to high (nearly 5 volts).
The combination of these three signals allows the command module to accurately determine each lever's position and provide
redundancy.

Remote Controls
Control Lever Sensor Specifications

a b a - Aft
c
b - Fore
5.0 V
c - Control lever
4.5 V movement
d - Decreasing signal
d e e - Increasing signal
f - High resolution signal
g - Rear limit
2.5 V h - Midpoint
i - Forward limit
0.5 V
0.0 V
–100% g 0% i 100%
h 52984
Lever Position Potentiometer Voltages

(Forward +, Reverse –) High‑Resolution Decreasing Increasing
100% (Forward WOT) 4.50 V 0.50 V 4.50 V
50% 2.50 V 1.50 V 3.50 V
0% (Neutral) 0.50 V 2.50 V 2.50 V
–50% 2.50 V 3.50 V 1.50 V
–100% (Reverse WOT) 4.50 V 4.50 V 0.50 V
Sensors vary and are characterized during initialization. All values are approximate.
Notice that the increasing potentiometer increases in voltage from reverse WOT to forward WOT; the decreasing potentiometer
decreases in voltage from reverse WOT to forward WOT; and the high‑resolution potentiometer increases in voltage from
neutral to both forward or reverse WOT.
Shadow Mode
Shadow mode is a method of allowing a center engine to be controlled in the absence of a center ERC control lever.
Information from the outer engine control levers is transmitted from the command modules, over the CAN system, to create
throttle and shift commands. The throttle and shift functionality for center engines is dependent on the position of all engine key
switches, the ERC lever position, and the operation of the command module. All engines must be in the neutral position when
the key switches are activated to engage shadow mode.
If a command module is not transmitting throttle and shift commands, it is assumed that the engine is turned off. If throttle and
shift commands are communicated from a command module, it is assumed that the engine is turned on. The center engine is
allowed to start whenever the center key is on, but will remain at neutral/idle unless the outer port, outer starboard, or both key
switches are turned to the run position. If one of the outer engines should fail or lose power while underway, the center engine
will go into forced neutral/idle. Operation of the center engine can be restored by moving the control handle of the functioning
outer engine back into neutral position and then reengaging. The center engine throttle and shift functions will then be
controlled by the functioning outer engine. Turning off the center engine while underway will have no effect on the operation of
the outer engines.
The DTS auto synchronization (AutoSync) feature ensures that the port and center engines match the speed of the starboard
engine, as long as the two ERC handles are within 5° (10%) of each other. AutoSync operates between a minimum setpoint
(typically around 1000 RPM) and 95% throttle opening. It can be disengaged by separating the ERC levers by more than 5° or
by pressing the sync button on the DTS trackpad.

Remote Controls
Shadow Control Resistor Identification

a
b
c
d
11567
e
Desired Command Module Address Resistor Pack Part Number A to C C to E C to D

93 898091A01 22000 Ω 1000 Ω 0Ω
94 898091A02 22000 Ω 2000 Ω 0Ω
97 898091A03 22000 Ω 3300 Ω 0Ω
98 898091A04 18000 Ω 4020 Ω 0Ω
NOTE: If you are experiencing errors on the center (or inner) engine during configuration, check the resistor pack referencing
table.
Shadow Control Resistor Pin Out

Connector Pin Service Function
A Power 1 (5 volts from command module)
B Empty
C Increasing signal to command module
D Decreasing signal to command module
E Sensor ground (through command module)
NOTE: Using DTS Command Module Breakout Box, set the DVOM to DC volts red lead to pin 17 (lever one increasing input)
black lead to pin 1 (sensor ground).
Testing the ERC Potentiometer

Issues with the potentiometers in the remote control are rare, but if they do occur they are usually indicated by a fault (refer to
Section 2C ‑ Fault Listing). To verify that the remote control handle is operating correctly, connect a diagnostic tool (CDS or
CDS G3) to the vessel, and turn the key to the on position. Watch the appropriate ECM or PCM throttle demand and gear
position data fields to ensure that they follow the movement of the ERC.
DMT 2004 Digital Multimeter 91‑892647A01
If an issue is suspected with the ERC handle, verify that the harness connector (refer to Section 4B) has 5 volts between the
supply and ground connectors, and that there are no opens or shorts between the sensor inputs. If the harness tests find no
errors, the potentiometer has likely failed. Refer to the Remote Controls Service Manual for instructions on replacement.
If several component faults occur, suspect an issue with 5 volt supply or ground circuit, as many components receive their
power from the same circuit.
Control Lever Connector Pinout

Component Connector Pin Function
E D C B A A Power
B Potentiometer 1: High‑resolution signal
C Potentiometer 3: Increasing signal
D Potentiometer 2: Decreasing signal
53164 E Ground

Remote Controls
CAN Trackpads
Most electronic remote controls include an integral CAN trackpad. For details concerning the functionality of the trackpad, refer
to Section 1B ‑ CAN Trackpads.
Trackpad City IDs

Trackpad configuration assigns a unique address and then locks that address to a specific helm. For the DTS trackpad, there is
no specific address for any given location. A single CAN trackpad does not require a CAN trackpad configuration, as it is
assigned a location from the factory. Multiple CAN trackpads need to be configured. If multiple CAN trackpads are not
configured, helm transfer will not work. Check CAN trackpad locations, if this is identified as an issue.
DTS Trackpad Allowable City IDs
209 (D1) 210 (D2) 211 (D3) 212 (D4) 213 (D5)
214 (D6) 215 (D7) 216 (D8) 217 (D9) 218 (DA)
219 (DB) 220 (DC) 221 (DD) 222 (DE) 223 (DF)
All city IDs listed here are shown in decimal and hexadecimal, with the hexadecimal value in parentheses.
Testing
To verify that a CAN trackpad is working, connect a diagnostic tool to the vessel, turn the key switches to on, navigate to the
CONFIGURATION screen of CDS or CDS G3, and attempt to configure the trackpad by following the onscreen instructions. If
the CAN trackpad can be configured, it is communicating with the command module. If it cannot, and the wiring harness shows
no opens or shorts, consider replacing the trackpad with a known good unit to see if the fault resolves.
Control Arrow (Non‑CAN) Trackpads
59420
Control arrow trackpads, which feature arrows on their navigation buttons, do not use the CAN bus to communicate. Instead,
pressing on an arrow button closes a circuit. Arrow trackpads were used in conjunction with the SC5000 System View. These
circuits can be tested with an ohmmeter. The connector details and tests are listed with the appropriate ERCs in the following
sections.

Remote Controls
Panel Mount ERC

Potentiometer connection not shown
a - Emergency stop signal
b - Ground
c - Handle connector
d - Foot throttle on/off (optional)
F R
d
c
a
b 59423
Handle Connector Harness Test

Pin Descriptions
B Purple Start/stop, neutral lockout ‑ 12 volts
C Purple Trim ‑ 12 volts
B D Yellow/red Start/stop
C E Yellow/black Throttle only/station select
J D
K E J White/blue Trim up
59539 K White/green Trim down
Harness Continuity Checks

Meter Test Leads
Switch Reading (when button is pressed)
Red Black
Pin C Pin J Up Continuity
Pin C Pin K Down Continuity
Pin B Pin E Throttle only/station select Continuity
Pin B Pin C Start/stop Continuity
Optional Foot Throttle On/Off Harness Test

Pin Descriptions
b a
c B Gray/white Foot throttle actuator
C White/yellow Foot throttle LED

59475

Remote Controls
Continuity Check
Meter Test Leads
Red Black
Pin A Pin B Foot throttle on/off Continuity
Single Handle Console Controls

Single Console ERC with Arrow Trackpad
a - Trim connector
b - Trackpad connector
c - Potentiometer connector
a c b
59424
Arrow Trackpad Harness Test

Pin Descriptions

A Purple 12 volts
B White/red Up
C White/black Down
D White/brown Right
G A
E White/orange Left
F White/gray Select
G White/purple Throttle only
M F H Black Ground
59992 J Orange Not used
K White/yellow Neutral LED
L Gray Active station LED
M Brown Not used
Continuity Checks
Meter Test Leads

Red Black
Pin A Pin B Up arrow Continuity

Remote Controls
Meter Test Leads

Red Black
Pin A Pin C Down arrow Continuity
Pin A Pin D Right arrow Continuity
Pin A Pin E Left arrow Continuity
Pin A Pin F Select Continuity
Pin A Pin G Throttle only Continuity
Trim Switch Harness Test

Pin Descriptions

B Purple 12 volts
A H D White/blue Trim up
D E E White/green Trim down

59540
Continuity Checks
Meter Test Leads

Red Black
Pin B Pin D Trim up Continuity
Pin B Pin E Trim down Continuity
Slim Binnacle ERC (Design 1)
Potentiometer connection not shown

a - Start/stop panel connector
b - Trim connector
a
b
59440

Remote Controls
Start/Stop Panel Harness Test

Pin Descriptions

A Purple 12 volts
B Black Ground
E
D D Yellow/red Start/stop
E White/purple Throttle only
B G
A F F Gray Active station LED
59541 G White/yellow Neutral LED
Continuity Checks
Meter Test Leads

Red Black
Pin A Pin D Start/stop Continuity
Pin A Pin E Throttle only Continuity

Pin Descriptions

B Purple 12 volts

59540
Continuity Checks
Meter Test Leads

Red Black

Remote Controls
Slim Binnacle ERC (Design 2)
a - Start/stop and trim connector

b - CAN trackpad connector
c - Potentiometer connection
a c
b
59439
Start/Stop and Trim Connector Harness Test

Pin Descriptions
Connector (Male) Pin Wire Color Description

B Light purple 12 volts
A
C Purple Ground
D Yellow/red Start/stop
J White/blue Trim up
K White/green Trim down

E
59543
Continuity Checks
Meter Test Leads

Red Black
Pin B Pin D Start/stop Continuity
Pin B Pin J Trim up Continuity
Pin B Pin K Trim down Continuity

Remote Controls
CAN Trackpad Connector Pin Descriptions

Connector (Female) Pin Wire Color Description
E A B Black Ground
F Purple 12 volts
J White CAN P low
K Blue CAN P high

53179
K F
Dual Handle Console Controls

Dual Console ERC (Design 1) with Arrow Trackpad
IMPORTANT: The dual console ERC (design 1) was available with both an arrow trackpad and CAN trackpad. For information
on the model with the CAN trackpad, refer to Dual Console ERC (Design 1) with CAN Trackpad.
a- Trim connector
b- Port potentiometer
c- Starboard potentiometer
d- Trackpad connector
a d
b c
59450

Remote Controls
Arrow Trackpad Harness Test

Pin Descriptions

A Purple 12 volts
B White/red Up
C White/black Down
D White/brown Right
G A
E White/orange Left
F White/gray Select
G White/purple Throttle only
M F H Black Ground
59992 J White/yellow Port neutral LED
K Orange Starboard neutral LED
L Gray Active station LED
M Brown Sync LED
Continuity Checks
Meter Test Leads

Red Black
Pin A Pin B Up arrow Continuity
Pin A Pin C Down arrow Continuity
Pin A Pin D Right arrow Continuity
Pin A Pin E Left arrow Continuity
Pin A Pin F Select Continuity
Pin A Pin G Throttle only Continuity

Pin Descriptions

B Purple 12 volts
A H C Blue Up (port)
D White/blue Up (starboard)
D E
59540 F Green Down (port)
Continuity Checks
Meter Test Leads

Red Black
Up (port) Continuity
Pin B Pin C
Dual up Continuity
Up (starboard) Continuity
Pin B Pin D
Dual up Continuity
Pin C Pin D – No continuity

Remote Controls
Meter Test Leads

Red Black
Pin D Pin C – No continuity
Down (port) Continuity
Pin B Pin F
Dual down Continuity
Down (starboard) Continuity
Pin B Pin E
Pin F Pin E – No continuity
Pin E Pin F – No continuity
Dual Console ERC (Design 1) with CAN Trackpad

IMPORTANT: The dual console ERC (design 1) was available with both an arrow trackpad and CAN trackpad. For information
on the model with an arrow trackpad, refer to Dual Console ERC (Design 1) with Arrow Trackpad.
a - Dual engine ERC

b - Shadow mode (triple or quad engine)
a b ERC
c - Trim switch
d - Port potentiometer
e - Starboard potentiometer
f - CAN trackpad connector
c c
d e f d e f
59427
Dual Engine ERC Trim Switch Harness Test

Pin Descriptions

B Purple 12 volts
A H C Blue Up (port)
D White/blue Up (starboard)
D E
59540 F Green Down (port)
Continuity Checks
Meter Test Leads

Red Black
Pin B Pin C
Dual Up Continuity

Remote Controls
Meter Test Leads

Red Black
Pin B Pin D
Dual Up Continuity
Pin B Pin F
Dual Down Continuity
Pin B Pin E
Dual Down Continuity
Shadow Mode ERC Trim Switch Harness Test

Pin Descriptions

B Purple 12 volts

59540
Continuity Checks
Meter Test Leads

Red Black

Remote Controls
Dual Console ERC (Design 2)
a - Trim connector
NOTE: This is an 8‑pin male connector on dual‑trim models
and a 14‑pin male connector on triple and quad‑trim models.
b- Port potentiometer
c- Starboard potentiometer
d- CAN trackpad connector
e- Handle trim switch connector
f- Trim all connector
e b c
f
d
a
59428
Handle Trim Switch Connector Test

Pin Descriptions
Connector (Male) Pin Wire Color Description
B A A Purple 12 volts
C
B White/light blue Trim up
C White/green Trim down

59487
Continuity Checks
Meter Test Leads

Red Black
Pin A Pin B Trim up Continuity
Pin A Pin C Trim down Continuity
Dual Trim Switch Harness Test

Pin Descriptions

B Red/purple 12 volts
A H C Light blue Up (port)
E Green/white Down (starboard)
D E
F Green Down (port)
59540
G Yellow/purple Not used

Remote Controls
Continuity Checks
Meter Test Leads

Red Black
Pin B Pin C
Dual up Continuity
Pin B Pin D
Dual up Continuity
Pin B Pin F
Pin B Pin E
Triple Trim Switch Pin Descriptions

P A Red/purple 12 volts
H
E Blue/yellow Up (center)
G Light blue Up (port)
J Yellow/purple Not used
L Green/white Down (starboard)
M Green/yellow Down (center)
G A 59545 P Green Down (port)
Quad Trim Switch Pin Descriptions

P H D Light blue/white Up (starboard outer)
E Blue/yellow Up (starboard inner)
F Blue/red Up (port inner)
G Light blue Up (port outer)
J Yellow/purple Not used
L Green/white Down (starboard outer)
M Green/yellow Down (starboard inner)
G A 59545 N Green/red Down (port inner)
P Green Down (port outer)

Remote Controls
Yacht ERC with CAN Trackpad
a - Port potentiometer
b - Starboard potentiometer
c - CAN trackpad connector
a b
c
59426

BLK Black BLU Blue
BRN Brown GRY Gray
GRN Green ORN or ORG Orange
PNK Pink PPL or PUR Purple
RED Red TAN Tan
LT or LIT Light DK or DRK Dark

Remote Controls
Zero Effort Controls

Zero Effort ERC Designs
a
b c e
WHT/GRN
WHT/BLU
PUR
a b c d 59852
59425
Zero Effort ERC (design 2)
Zero Effort ERC (design 1) a - Lever 2 harness
a - Trim connector b - Lever 4 adapter harness
b - Port potentiometer c - Lever 3 adapter harness
c - Starboard potentiometer d - Lever 1 harness
e - To trim adapter harness
Trim Harness Test

To test the trim switch and harness, connect an ohmmeter to the connectors on the trim harness (if equipped) as described
below.
a - Power (purple)
b - Trim up (blue/white)
c - Trim down (green/white)
c
a
58055
Meter Leads
Red Black
Purple Green/white Trim down Continuity
Purple Blue/white Trim up Continuity

DTS System Configuration with CDS
Section 5A - DTS System Configuration with CDS
Table of Contents
Method of Configuration.....................................................5A-2 DTS System Configuration ‑ Shadow Mode
Helm Configuration with the Computer Diagnostic System Applications.............................................................5A-3
....................................................................................... 5A-2 CAN Trackpad Configuration......................................5A-4
CDS Connection to the Helm......................................5A-2
DTS System Configuration—Non‑Shadow Mode
Applications.............................................................5A-3
5
A

Special Tools
Bosch USA/Canada
800‑345‑2233 (option 2)
EMEA
0049 6182 959 403
Bosch Australia
61 3 9544 6222
Bosch Mexico
4520
52 55 25 95 16 30 (option 9)
Bosch Brasil
0800‑424‑9000 (option 2)
Connects into a junction box or male to male adapter cable for Command
Module configuration. Not for use with DDT.
4680
Allows connection between CAN 1 communications cable and Computer

4621
Method of Configuration
NOTE: DTS system configuration must be performed following complete system installation. It must also be completed after an
accessory or replacement part is added to the system that requires new configuration codes.
Mercury Marine Computer Diagnostic System (CDS) ‑ Connect the CDS to the CAN bus circuit and follow the helm
configuration setup on the computer diagnostic screen.
Helm Configuration with the Computer Diagnostic System

CDS Connection to the Helm
1. Connect the CAN 1 diagnostic cable between the junction box and the CDS SmartComms box.

2. Connect the SmartComms box to the CDS tool.

DTS System Configuration—Non‑Shadow Mode Applications

1. Connect the CDS tool to the junction box.
2. Ensure that the ignition key switch is in the run position, and that the CDS tool is communicating with the command
module.
NOTE: If the red Mercury SmartComm icon is flashing, the system cannot establish a connection with the SmartComm
interface box. If the yellow Mercury SmartComm icon is flashing, the SmartComm interface box is detected, but
communication with the command module cannot be established. Check the connections, and ensure the ignition key is
turned on.
3. Click on the engine select button to enter engine information. To configure the command module:
a. Open the Make drop‑down menu and select the engine make.
b. Open the Model drop‑down menu and select DTS Command Module (MY07).
c. Enter the number of engines.
d. Enter the engine serial number and click the OK button.
4. If necessary, click on the toolbox button. Click on the calibration and system info button.
NOTE: A command module city ID will appear in the helm 1 starboard outside location. This is the default factory setting
for all command modules configuration. Ensure that the quantity of command modules shown matches what is installed on
the boat.
5. Perform DTS vessel configuration.
IMPORTANT: The DTS vessel configuration sets the location of each command module connected to the DTS system. A
vessel configuration must be completed on any DTS installation regardless of the number of engines.
a. Click on the DTS Vessel Configuration tab.
b. Select the number of helms. Press the Next button.
c. Ensure the ignition key switch for all engines are in the run position and the control handles are in the neutral position.
Press the Next button.
d. If there are multiple helms, select the helm and lever location to be configured.
e. Move the selected control handle to the reverse wide‑open throttle (RWOT) position. Press the Next button.
f. After all handles have been adapted press the Finished button.
g. Turn the ignition key switch to the off position for all engines and return all control handles to the neutral position.
h. DTS vessel configuration is now complete.
6. Perform DTS handle adaptation.
a. Click on the DTS Handle Adaptation tab.
b. Select the number of engines and helms. Press the Next button.
d. Select the ERC type. If a foot throttle is installed, click the Foot Throttle Installed box.
NOTE: In a dual console application, the Console, port handle and Console, starboard handle will need to be
selected individually.
e. Select the shift polarity. Normal is standard right‑hand rotation (clockwise), reverse is left‑hand rotation
(counterclockwise).
NOTE: Verado and Bravo Three are always normal shift polarity.
f. Select the lever to be adapted. In a dual engine application, ensure the engine location matches the ERC handle
selected. Press the Next button.
g. Move the control handles according to the instructions on the screen. Press the Next button after each time the
control handle is moved. After all handles have been adapted press the Finished button.
h. Turn the ignition key switch to the off position for all engines and return all control handles to the neutral position.
i. DTS handle adaptation is now complete.
DTS System Configuration ‑ Shadow Mode Applications

module.

turned on.
3. Click on the engine select button to enter engine information. To configure the command module:
4. If necessary, click the toolbox button. Click on the calibration and system info button.
NOTE: A command module city ID will appear in the helm 1 starboard outside location. This is the default factory setting
for all command modules configuration. Ensure the quantity of command modules shown matches what is installed on the
boat.
5. Perform vessel configuration.
a. Click on the DTS Vessel Configuration tab.
b. Select the number of helms. Press the Next button.
d. If there are multiple helms, select the helm and lever location to be configured.
e. Move the selected control handle to the reverse wide‑open throttle (RWOT) position. Press the Next button.
IMPORTANT: When configuring the center lever locations, there are no levers to move. Keep all control handles in
the RWOT position and press the Next button.
f. After all handles have been adapted press the Finished button.
g. Turn the ignition key switch to the off position for all engines and return all control handles to the neutral position.
h. DTS vessel configuration is now complete.
i. Select the DTS CMD Mod Info tab to verify the command module city ID's.
6. Perform DTS handle adaption.
a. Click on the DTS Handle Adaptation tab.
b. Select the number of engines and helms. Press the Next button.
d. Select the ERC type. The Console, port handle and Console, starboard handle will need to be selected
individually.
e. Select the shift polarity. Normal is standard right‑hand rotation (clockwise), reverse is left‑hand rotation
(counterclockwise).
NOTE: Verado and Bravo Three are always normal shift polarity.
f. Select the lever to be adapted. Ensure the engine location matches the ERC handle selected. Press the Next button.
g. Move the control handles according to the instructions on the screen. Press the Next button after each time the
control handle is moved.
IMPORTANT: When configuring the center lever locations, there are no levers to move. Keep all control handles in
the neutral position and press the Next button.
h. After all handles have been adapted press the Finished button.
i. Turn the ignition key switch to the off position for all engines and return all control handles to the neutral position.
j. DTS handle adaptation is now complete.
CAN Trackpad Configuration

IMPORTANT: CAN trackpad configurations are only required for vessels with multiple CAN trackpads.
module.

turned on.
3. Click on the engine select button to enter engine information. To configure the CAN trackpad:
4. If necessary, click on the toolbox button. Click on the calibration and system info button.
5. Click on the Trackpad tab.
NOTE: A CAN trackpad city ID of "D1" will appear in the helm 1 location. This is the default factory setting for all CAN
trackpads.
NOTE: If there are no CAN trackpads connected to the system, the screen will show there are no pads detected. If the
number of CAN trackpads connected to the system exceeds 15, the screen will display a message saying there can be a
maximum of 15 pads attached to the DTS system until the number is within range.
IMPORTANT: The CAN trackpad configuration sets the location of each pad connected to the DTS system. A CAN
trackpad configuration must be completed on any remote control or dash‑mounted pad installation regardless of the
number of pads.
6. Click on the Trackpad tab. The total number of pads will appear.
NOTE: The cell is highlighted to show that there is more than one CAN trackpad with the same city ID.
7. Select the number of helms. Press the Configure button.
8. Ensure the ignition key switches for all engines are in the run position. Select the number of pads on helm 1 and press the
Next button.
NOTE: There can be a maximum of 15 pads connected to the DTS system.
9. All the CAN trackpads connected to the system should start flashing. Verify they are all flashing and press the Yes button.
If any pads are not flashing, press the No button.
10. Go to helm 1 and press a throttle only button on a flashing pad. The pad will stop flashing. Press the Next button to save
the pad location.
11. The CDS will repeat these steps for the number of pads selected on helm 1. All remaining pads at helm 1 will flash until
configured.
12. When all pads at helm 1 have been configured, the CDS will repeat the configuration for each remaining helm. When all
pads have been configured, turn all key switches to the off position and press the Next button.
13. CAN trackpad configuration is now complete. Press the Finished button.
14. The city ID, helm, and quantity for each CAN trackpad will appear on the screen. Verify there is one CAN trackpad for each
city ID. If multiple pads are assigned to a city ID, the CAN trackpads must be reconfigured.

Notes:

DTS System Configuration - CDS G3
Section 5B - DTS System Configuration - CDS G3
Table of Contents
Connecting and Starting CDS G3...................................... 5B-2 G3 Configuration Screen................................................... 5B-4
Connection to the Diagnostic Connector.................... 5B-2 Helm Setup........................................................................ 5B-4
Connection to the Junction Box.................................. 5B-2 CAN Pad Configuration......................................................5B-5
Starting CDS G3......................................................... 5B-3
................................................................................ 5B-3
5
B

Special Tools
Male to Male 10 Pin Adapter 84‑892452A01

4621
Connecting and Starting CDS G3

Connection to the Diagnostic Connector
a- Computer
d- Connect to the vessel's diagnostic connector
c
b
d
47946
3. Connect the CAN P/CAN H adapter harness to the vessel's diagnostic connector. Refer to the operator's manual for
location of the diagnostic connector.
55479
Diagnostic port cover

IMPORTANT: Not all vessels are equipped with a diagnostic connector.
Connection to the Junction Box

3. Connect the CAN P/CAN H adapter harness to the junction box.

IMPORTANT: Many vessels have difficult access paths to reach the junction box. In these vessels, you may encounter a
yellow CAN cable. The yellow CAN cable can be connected to the CDS G3 CAN P/CAN H adapter harness using either a
male‑to‑male adapter or a junction box. This provides CDS G3 with connection to the system.
IMPORTANT: Ensure that the correct termination resistor is installed on the CAN P and CAN H bus. The buses must be
properly terminated for the tool to communicate. Improper termination will result in communication errors or complete loss
of communication.
a- Computer
d- Connect to junction box or yellow cable
c
b
d
47946
Male to Male 10 Pin Adapter 84‑892452A01
Starting CDS G3
With the CDS G3 computer correctly connected to the system, and the CDS G3 program running, turn the key to the on
position. The CAN P indicator should turn green, indicating that CAN traffic exists between the PCM and the computer.
52539
CAN traffic indicators
The CAN indicators will let you know the communication status on CAN P and CAN H.
Green—The computer is communicating on the CAN bus.
Yellow—The computer is communicating with the cable but no data is being received on the CAN bus.
Red—The computer is not connected to the SmartCraft diagnostic interface cable.

Is the CDS G3 CAN P traffic indicator icon red or yellow? If it is red, the SmartCraft diagnostic interface is not connected,
not recognized by Windows®, or not configured correctly in the CDS G3 options menu. This is not a CAN issue, but rather a
computer issue.
Improper installation of CDS G3 driver software can result in disabling a USB port from communicating with the CDS G3
diagnostic cable. Try moving the CDS G3 diagnostic interface cable from the current USB port to an alternative port to see if
this resolves the red CAN P/CAN H.
If the indicator is yellow, the SmartCraft diagnostic interface is connected and communicating with the CDS G3 program
through the USB port, but it is not communicating with the CAN bus configured in the port mapping menu in the CDS G3
options menu. Ensure that the key switch is in the on position and that the proper termination resistance is being used.

NOTE: Each SmartCraft diagnostic interface is identified by its serial number in the software. If multiple cables are used on the
same laptop, the port mapping may be incorrect for the serial number cable you currently have connected. If the indicator is
green, the cable is communicating properly with the CDS G3 program and the CAN bus it is mapped to.
Is the SmartCraft diagnostic interface’s PWR LED illuminated continuously? This indicates the cable is recognized by the
computer and is communicating with the computer.
With the key switch in the on position, is the BUS 1 LED illuminated on the SmartCraft diagnostic interface? If it is off,
the cable is not communicating on the CAN P bus. Verify proper CAN P bus termination and operation.
If CDS G3 does not communicate with the system:
1. Ensure that the key is in the on position, and that the boat's gauges light up. If there is no gauge activity, no warning horn
self test, or no other indication that the boat is powering up, troubleshoot accordingly.
2. Ensure that the SmartCraft diagnostic interface is properly connected. Check the
• USB port on the computer
• 10‑pin CAN connector at the engine or helm
• Terminator adapter cable used when needed to provide proper CAN P and H termination
3. Unplug the diagnostic interface at both ends, wait a few minutes, and plug it in again.
4. Try rebooting your computer after all the connections have been made.
5. If this does not resolve the issue, contact Mercury Product Support.
G3 Configuration Screen
53168
Selecting the configuration icon at the bottom of the G3 screen brings up options for configuring the helm, CAN pads
(trackpads), drives, and compass, as well as resetting the theft deterrent system (TDS), or importing a new vessel personality.
Helm Setup
Use the Helm Setup screen to assign the proper city IDs to the command modules and PCMs.
In assigning city IDs:
• A single engine is always the starboard outer engine.
• Twin engine applications use starboard outer and port outer engines.
• Triple engine applications are the starboard outer, starboard inner, and port outer engines.
• Quad engine applications use all four engine locations.
Engine city IDs 12 (18) 14 (20) 13 (19) 11 (17) (default)
Helm 1 city IDs 92 (146) 94 (148) 93 (147) 91 (145) (default)
Helm 2 city IDs 96 (150) 98 (152) 97 (151) 95 (149)
Helm 3 city IDs 9A (154) 9C (156) 9B (155) 99 (153)

Helm 4 city IDs 9E (158) Not supported 9F (159) 9D (157)
CDS G3 displays the hexadecimal address as shown in the table above. The decimal equivalent is shown in parentheses.
To perform the helm setup:

1. Select the configuration icon at the bottom of the CDS G3 service tool screen.
2. Select Helm Configuration.
60157
3. Select Helm Setup. CDS G3 will initialize the required plug‑in and will open to the Current Configuration tab.
4. Ensure that the number of engines is correct.
5. Select the Assign City ID tab.
• Follow the on‑screen instructions.
• When complete, CDS G3 will return to the Current Configuration tab.
6. Select the Lever Adapt tab.
• Follow the on‑screen instructions.
• When complete, CDS G3 will return to the Current Configuration tab.
7. Select CLOSE to exit the Helm Setup screen.
CAN Pad Configuration

NOTE: This procedure needs to be performed only for the trackpads located at the second helm of a dual‑helm vessel.
To configure the trackpads at the second helm:
1. Select the configuration icon at the bottom of the G3 service tool screen.

2. Select CAN Pad Configuration.
53281
3. Select Trackpad Configuration to set the location of the DTS trackpad at the second helm. Follow the on‑screen
instructions.
4. Select Autopilot Configuration to set the location of the autopilot trackpads. Follow the on‑screen instructions.
5. Select CLOSE to exit the CAN Pad Configuration screen.

Dts Smartcraft MANUAL

Uploaded by

Copyright:

Available Formats

Dts Smartcraft MANUAL

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Dts Smartcraft MANUAL

Uploaded by

Copyright:

Available Formats

Models Covered

Notice to Users of This Manual

IMPORTANT: Identifies information essential to the successful completion of the task.

Page i © 2016 Mercury Marine 90-8M0057654 eng MAY 2007

Cleanliness and Care of Product

Copyright and Trademark Information

90-8M0057654 eng MAY 2007 © 2016 Mercury Marine Page ii

Page iii © 2016 Mercury Marine 90-8M0057654 eng MAY 2007

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1A-1

About This Manual

DTS System Master Specifications

Page 1A-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-1

*CDS G3 must be purchased from Mercury Marine

Digital Throttle and Shift System Overview

CAN Bus Overview

Page 1B-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-3

Propulsion Control Module (PCM)

Examples of engine PCM types used on DTS systems

Page 1B-4 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Electronic Throttle Control (ETC)

Typical ETC. Dimensions will vary by application.

Electronic Shift Control (ESC)

a- Ball screw assembly

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-5

Electronic Remote Control (ERC)

Page 1B-6 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-7

Design 1 (left); slim design 2 (center); dual design 2 (right)

Page 1B-8 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

10-pin termination resistor

2-pin termination resistor

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-9

Key Switch or Start/Stop Panel

Start in Gear Protection

Page 1B-10 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

DTS Power Harness

Battery Located at the Stern

Battery located at the stern

Battery Located at the Helm

Battery located at the helm

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-11

Triple-Engine Shadow Control Functionality

Page 1B-12 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

Quad-Engine Shadow Control Functionality

Quad-Engine Shadow Control Functionality

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1B-13

1 LEVER THROTTLE DOCK

Synchronizing Helms Prior to Transfer

Trim with Key Off

Page 1B-14 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

90-8M0057654 eng NOVEMBER 2015 © 2016 Mercury Marine Page 1C-1

Command Module Versions and PCM Model Year Codes

Model year displayed in CDS

Model year displayed in CDS G3

Page 1C-2 © 2016 Mercury Marine 90-8M0057654 eng NOVEMBER 2015

PCM Software Model Year Code Examples

DTS command module version identification

Command Module Version PCM Software Required