EC200 EC250 EC251 Installation 1018434_RF_0306_CD

InstallaInstallaInstallaInstallaInstallationtiontiontiontion

TWINTWINTWINTWINTWIN DISCDISCDISCDISCDISCINCORPORAINCORPORAINCORPORAINCORPORAINCORPORATEDTEDTEDTEDTED

MarineMarineMarineMarineMarineContrContrContrContrControl Systemol Systemol Systemol Systemol System

Model:EC200/250/251

Document Number: 1018434

ManualManualManualManualManual

NOTICE

Twin Disc, Incorporated makes no warranty or guaranty of anykind, expressed, implied or otherwise, with regard to theinformation contained within this manual. Twin Disc, Incorporatedhas developed this manual through research and testing of theinformation contained therein. Twin Disc, Incorporated assumesno responsibility for any errors that may appear in this manualand shall not be liable under any circumstances for incidental,consequential or punitive damages in connection with, or arisingout of, the use of this manual. The information contained withinthis manual is subject to change without notice.

Document Number1018434

Revision F

March, 2006

Model EC200/250/251Marine Control System

Installation Manual

Note:

Revision E is the same as Revision D except page 106 was replaced with aproperly scaled drawing. Added table on page 132.

Revision F corrected some errors in a table on page 131. Reference ECN13959.

TWIN DISC, INCORPORATED EXCLUSIVE LIMITED WARRANTY Marine Electronic Control Systems

A. Twin Disc, Incorporated warrants the aforementioned assembled products and parts (except component products or parts on

which written warranties are issued by the respective manufacturers thereof and are furnished to the original customer, as to which Twin Disc, Incorporated makes no warranty and assumes no liability) against defective materials or workmanship for a period of forty-eight (48) months from the date of original shipment by Twin Disc, Incorporated to the original customer, but not to exceed thirty-six (36) months of service, whichever occurs first . This is the only warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express or implied, including the warranties of merchantability and fitness for a particular purpose and no other warranties are implied or intended to be given by Twin Disc, Incorporated.

The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc, Incorporated’s application engineering.

B. In consideration of the Limited Twin Disc General Warranty (hereafter called warranty) and price Twin Disc,

Incorporated charges (which reflects Twin Disc, Incorporated’s limited liability), the exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin Disc, Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found by Twin Disc, Incorporated to be defective (or equivalent credit). Under no circumstances, including a failure of the exclusive remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, punitive or incidental damages. The above warranty and remedy are subject to the following terms and conditions:

1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin

Disc, Incorporated within sixty (60) days after completion of the in-warranty repair. 2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse,

neglect, improper maintenance or accident. 3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc,

Incorporated. 4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to

the date placed in service. 5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product

or part with installations properly engineered and in accordance with the practices, methods and instructions approved or provided by Twin Disc, Incorporated.

6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or are Twin Disc authorized replacement parts, and otherwise identical with components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin Disc, Incorporated.

C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc,

Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or property, including without limitation, the original customer’s and subsequent purchaser’s employees and property, due to their acts or omissions or the acts or omissions of their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment.

D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service,

repair or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance in writing by Twin Disc, Incorporated.

E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being

obligated to incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such changes as evidence of insufficiency or inadequacy of prior designs or materials.

F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a

no-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete unit.

June 24, 2003 TDWP3100

7

Twin Disc, Incorporated Table of Contents

EC200 Series Marine Control System Manual # 1018434

Table of ContentsGENERAL INFORMATION .................................. 11 GENERAL ............................................................................................. 11 SAFETY ................................................................................................ 11 WARRANTY.......................................................................................... 11 SERVICE INFORMATION ..................................................................... 11

Section 1 - GENERAL ......................................... 13 REQUIRED TOOLS .............................................................................15 REQUIRED SUPPLIES.........................................................................15 OTHER ITEMS WHICH MAY BE REQUIRED (DEPENDING ON ..........

INSTALLATION)..................................................................................16 MAXIMUM STANDARD LENGTH NOTICE:.......................................20

Section 2 - CONTROL AND TROLL ACTUATORINSTALLATION ................................................. 21

IMPORTANT GENERAL NOTE ...........................................................21 Installation .........................................................................................23

SECTION 3 - ENGINE SPEED SIGNAL .................GENERATOR INSTALLATION (Twin EngineInstallations With Sync) .................................. 27

MAGNETIC PICKUP ............................................................................27 Magnetic Pickup Installation ...........................................................28 Sensor Doubler ..................................................................................29 Tach Signal Generators .....................................................................30 IGNITION MODULE (SPARK IGNITION ENGINES ONLY) p/n

1015172.................................................................................................30 Ignition Module Installation Wiring.................................................31

8

Twin Disc, IncorporatedTable of Contents


Section 4 - LEVER, STATION, 1-TO-2 DOUBLER,AND COMMUNICATION HARNESS....................INSTALLATION ................................................. 33

Lever Installation.................................................................................33 Station Harness Installation ..............................................................36 Final Installation For Stations ...........................................................38 Communication and Sensor Harnesses .........................................39

SECTION 5 - J6 CONTROL CONNECTIONS ... 41 Neutral Start Wiring .............................................................................42 FOR INSTALLATIONS NOT REQUIRING AN ISOLATION RELAY .....42 FOR INSTALLATIONS REQUIRING A RELAY......................................44 Stand Alone Troll Actuator Wiring (Installations with Troll Only) 45 Ignition Switch Wiring ........................................................................46 Power Wiring .......................................................................................47 Electronic Options Wiring .................................................................49 THROTTLE: ...........................................................................................49 GEAR SHIFTER ......................................................................................59 TROLLING VALVE CONTROL.............................................................60

SECTION 6 - PRELIMINARY TESTS ................. 63 Troll Actuator Tests (Installations with Mechanical Troll

Actuators) .............................................................................................66 Speed Signal Generator Test (Twin Engine Installations w/Sync) .

................................................................................................................67 Troubleshooting Magnetic Pickup Installations ............................68 Troubleshooting Tachometer Generator Installations .................69 Troubleshooting Ignition Module Installations ..............................70

SECTION 7 - PUSH-PULL CABLE INSTALLA-TION ................................................................... 71

Throttle Push-Pull Cable Installation ...............................................72 GEAR SELECT PUSH-PULL CABLE INSTALLATION .......................77

9

Twin Disc, Incorporated Table of Contents


SECTION 8 - FINAL TESTS & ADJUSTMENTS 81 Cable Tests ..........................................................................................81 Engine Running Test ..........................................................................82 Fast Idle with Direction Disable Test ..............................................83 Engine Synchronization (sync) Test ...............................................84 Idle Set Speed Adjustments .............................................................87 Throttle Clamp Selection ...................................................................90 Hold in Gear Time Adjustment............................................................91 Final Installation ..................................................................................93

SECTION 9 - OPERATION .................................. 95 Basic System Features ......................................................................95 System Operation ...............................................................................96 Engine Start .........................................................................................96 Engine Warm-up ..................................................................................97 Operation .............................................................................................97

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

10

Twin Disc, IncorporatedTable of Contents


EC250 INSTALLATION/OPERATION MANUALADDENDUM .................................................... 121

GENERAL: .......................................................................................... 121 ACCESS PANEL................................................................................ 124 GEAR AND TROLL VALVE CONNECTIONS ................................... 125 EC250 TROLL SWITCH SETTING ................................................... 126 Configuration Steps: ...................................................................... 126 Troll Current Ranges for New EC200/250 PIC Software ................

1021410............................................................................................. 131

EC251 EXPRESS INSTALLATION/OPERATIONADDENDUM .................................................... 133

SYSTEM DESCRIPTION ................................................................... 133 INSTALLATION ................................................................................. 133 General ............................................................................................. 133 Access panel .................................................................................... 136 OPERATION........................................................................................ 137 EC251 SWITCH SETTINGS .............................................................. 141 Configuring Cruise, Express and Troll ....................................... 141 Configuration Steps: ...................................................................... 141

11

Twin Disc, Incorporated General

EC200 Series Marine Control System Installation Manual 1018434

GENERAL INFORMATION

GENERAL

This publication provides the information necessary for the installation, adjustment, and operation of the TwinDisc Model EC200 Marine Control System.

SAFETY

Safe operating practices must be employed by all people installing and operating this unit. Twin Disc is notresponsible for any personal injury resulting from unsafe and careless use of hand tools, power tools, liftingequipment or unsafe practices during installation and operation.

Because of the possible danger to people or property from accidents which may result from the use ofmanufactured products, it is important that correct procedures be followed. Products must be used in accordancewith the information specified.

Proper installation procedures must be used. Proper safety devices such as guards may be required asspecified in applicable codes. Safety devices are not provided by Twin Disc nor are they the responsibility ofTwin Disc.

WARRANTY

Equipment for which this manual was written has a limited warranty. Contact your dealer for details regardingthe limited warranty.

SERVICE INFORMATION

Each series of manuals issued by Twin Disc are current at the time of printing. Changes are made to reflectadvances in technology and improvement in state of the art when required. All revisions and designimprovements are subject to change without notice.

Individual product service bulletins are issued to provide the field with immediate notice of new service information.These service bulletins are distributed to all Twin Disc EC200 distributors throughout the United States andmany foreign countries. Contact your nearest Twin Disc distributor for the latest service information.

NOTICE

There are several models of Twin Disc Marine Propulsion Control Systems.

Use this manual (#1018434) for installation, setup, testing, and operation ofthe Model EC150, EC200, and EC250 control (actuator) boxes; Use also forEC200 lever (control head). Use manuals # ASM203414 and #ASM203415for installation, setup, testing, and operation of the EC150 lever (control head).

Note: Unless otherwise specified, dimensions are shown ininches (mm).

12

Twin Disc, IncorporatedGeneral

EC200 Series Marine Control System Installation Manual 1018434

13

Twin Disc, Incorporated Section 1 General

EC200 Series Marine Control System Manual #1018434

Section 1 - GENERAL

PLEASE READ THESE GENERAL COMMENTS ON INFORMATION TOFOLLOW:

The following instructions are intended to cover typical installation of single ortwin engine systems with one or two control stations as standard, and up to sixcontrol stations with optional accessories and cables. For connecting andcabling, refer to the appropriate system drawing for your boat. The EC200control system has been provided with connectors to reduce installation timeand errors. Except for the power/interface cable, all other cables are availablefrom the factory in certain standard length increments, or custom made to lengthin two-foot increments. Since the power/interface cable is made up differentlyfor each boat, it is not practical to inventory these cables. Connector kits areavailable for use in making the power/interface cable assembly duringinstallations. The installer must provide suitable wire crimping tools and cable.The installer must follow the drawing provided for the system, and assemblethe connector on the boat. Cables should never be installed in a manner whichputs strain on the connector or which results in more than a foot or two of excesslength. A service loop, or drip leg, should be provided in each cable at thecontrol box but it should be tied down so that it will not freely move around whenthe boat is in motion and cause the wiring to fatigue and break apart. Theconnectors have a resilient seal insert that seals to the insulation of each wirein the connector. Do not attempt to fit two wires into any of the connectorpositions. Sealing plugs are provided for unused positions of the power/interface cable to insure the sealed nature of the connected cable assembly,do not discard these white plastic plugs, as they must be inserted into the unusedpositions.

The following information is provided as a guide for your pre-installation partscheck to be sure that you have ordered and received all of the componentsnecessary for system installation. Typical system types and major componentsneeded are:

Single engine with single station -- One (1) single lever control head,one (1) control box, one (1) station harness, one (1) power connectorkit, push-pull cables, installation hardware kits, and troll components iftroll option selected.

Single engine with two stations -- Two (2) single lever control heads,

14

Twin Disc, IncorporatedSection 1 General


one (1) control box, two (2) station harnesses, one (1) power connectorkit, push-pull cables, installation hardware kits, and troll components iftroll option selected.

Twin engine with single station -- One (1) dual lever control head, two (2)control boxes, one (1) station harness, one (1) comm harness, two (2)power connector kits, push-pull cables, installation hardware kits, andtroll and/or sync components if those options were ordered.

Twin engine with two stations -- Two (2) dual lever control heads, two (2)control boxes, two (2) station harnesses, one (1) comm harness, two (2)power connector kits, push-pull cables, installation hardware kits, andtroll and/or sync components if those options were ordered.

This 1018434 manual is the installation manual for the Twin Disc Model EC-200 Marine Control System. This section provides a list of required tools andsupplies for installing the system. The list is only representative of requirementsfor common installations and may not apply in all cases. The installer shouldperform the work in the order presented in this manual to simplify installation:

Section 2 describes where and how to mount the controls and trollactuators (when used).

Section 3 details the procedure for installing the speed signalgenerators used for sync operation (two or more engine installationsonly).

Section 4 details the procedure for installing the lever wiringharnesses, lever assemblies, and 1-to-2 doublers (when used).Section 5 provides information for connecting the power, neutralsafety, control lever and speed sensor (when used) wiring to the controlsand troll actuators (when used), and electronic engines or transmissions(when present).

Section 6 provides procedures for pretesting the system.

Section 7 contains information for installing and adjusting the engine,transmission and troll actuator push-pull cables (when used).

Section 8 details system final adjustments and checks.

Section 9 covers general operation.

15



REQUIRED TOOLS

Installation requires the following tools that are not supplied with the base controlsystem:

_____ electric or pneumatic drill _____ assorted drill bits

_____ center punch _____ small hammer

_____ 3/8 in. drive socket with extensions_____ #1 Phillips screwdriver

_____ screwdriver with a 1/8 in. blade _____ wire terminal crimpers

_____ tachometer or frequency counter _____ DC voltmeter

_____ watch with a seconds hand _____ wire strippers

_____ 3/32 in. hex key (allen) wrench _____ 1/2 in. open-end wrench

_____ 1/8 in. hex key (allen) wrench _____ Deutsch crimp tool

REQUIRED SUPPLIES

Installation requires the following supplies that are not furnished with the basecontrol system:

_____ assorted wire terminal lugs, cable ties, and cable crimps.

_____ Dow Corning® #4 dielectric compound (Twin Disc p/n MA-890).

_____ hookup wire (stranded copper, #14 AWG min. unless otherwise noted).

Colors: yellow w/red stripe - neutral startpurple - ignitionblack - battery negative (-)*red - battery positive (+)*green - bonding

*These wires must be a twisted pair.

16



_____ push-pull cables (Morse 33 Series RED JAKET® Supreme or equivalent).

One required per mechanically governed engineOne required per mechanically shifted transmissionLength of cables depends on distance between components and routingof cables.

_____ brackets and hardware for mounting and connecting cables to theengine(s) and transmission selector valve(s).

NOTE:MORSE 33 SERIES CABLE MOUNTING DIMENSIONSARE GIVEN IN THE BACK OF THIS MANUAL TO AID INBRACKET FABRICATION.

NOTE:QUICK DISCONNECT BALL JOINT AND CLAMP KITSFOR MORSE 33 SERIES PUSH-PULL CABLES AREAVAILABLE FROM Twin Disc (P/N 1015169). ONE (1)KIT WILL ACCOMMODATE ONE END OF TWOCABLES (EXAMPLE: A TWIN ENGINE INSTALLATIONWITHOUT TROLL WOULD REQUIRE TWO (2) KITSTO MOUNT AND CONNECT THE CABLES TO THECONTROLS). THE KITS DO NOT INCLUDEMOUNTING BRACKETS TO SECURE THE CABLEAND CLAMP TO THE ENGINE OR TRANSMISSION.

_____ brackets and hardware for mounting the control(s). (1/4 in. maximumdiameter to mount the controls.)

OTHER ITEMS WHICH MAY BE REQUIRED (DEPENDING ONINSTALLATION)

For installations requiring four to six control stations:

_____ 1-to-2 station doubler, Twin Disc p/n 1019759.

One (1) doubler is required for installations with four (4) control stationsTwo (2) doublers are required for installations with five (5) control stationsThree (3) doublers are required for installations with six (6) controlstations

_____ lever-to-doubler harness (specify length). Two required per controlstation.

17



Part number for the twin engine lever-to-doubler harness is 1018042 seriesand part number for the single engine lever-to-doubler harness is 1018043/1018044 series. One required per control station. Maximum length for eitherharness is 100 ft (30.5 m).

_____ brackets and hardware for mounting the doubler(s). (1/4 in. maximumdiameter for hardware to mount the doublers.)

To substitute split single lever control heads for a dual lever controlhead in twin engine installations:

_____ single lever control head, Twin Disc p/n 1018024. One required perstation.

_____ starboard single lever control head, Twin Disc p/n 1018025. Onerequired per station.

For installations with the sync option:

_____ engine speed signal generators. One required per engine (can be oneof the following)

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

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

Tachometer Generators (Twin Disc p/n COI206242A)

Ignition Modules (Twin Disc p/n 1015172)

18



Sensor Doubler (Twin Disc p/n 1016446)

*This magnetic pickup having two isolated outputs is available from Twin Disc.One required for each engine. One output can be used for EC200 sync inputand the other output can be used for instrumentation, etc. The dual-output pickuphas a 3/4 x 16 UNF thread and can be installed in place of existing pickups ifboth are electrically compatible. An alternate dual output pickup with a 5/8” x18 UNF package is also available.

NOTE:BOTH ENGINES MUST USE SIGNAL GENERATORSOF THE SAME TYPE, MODEL AND PART NUMBER.

_____ speed signal generator cables, Twin Disc p/n 1018040 series (specifylength). Maximum length is 60 ft. (18.9 m). One required per engine.

NOTE:THE SPEED SIGNAL GENERATOR CABLES ARE NOTREQUIRED FOR INSTALLATIONS USING IGNITIONMODULES.

IMPORTANT GENERAL NOTESome systems will have troll actuators mounted in the maincontrol enclosure. If the actuator positions of the maincontrol are being used for throttle and gear selector, andthe troll option has been ordered, a separate stand alonetroll actuator assembly has been provided.

For installations with the troll option:

_____ Control to stand-alone troll actuator harness —— An X238086 serieswiring harness is required to connect each stand-alone troll actuator toits control. Maximum length for the X238086 series harness is 16 ft(4.9 m).

_____ cables (Morse 33 Series RED JAKET® Supreme or equivalent).One required per mechanically operated trolling valve. Length ofcables depends on distance between components and routing of cables.

_____ brackets and hardware for mounting and connecting cables to the trollingvalve(s).

19



NOTE: QUICK DISCONNECT BALL JOINT AND CLAMP KITSFOR MORSE 33 SERIES PUSH-PULL CABLES AREAVAILABLE FROM TWIN DISC (P/N 1015170). ONEKIT WILL ACCOMMODATE ONE END OF ONE CABLE(EXAMPLE: TROLL IN A TWIN ENGINEINSTALLATION WOULD REQUIRE TWO (2) KITS TOMOUNT AND CONNECT THE CABLES TO THETROLL ACTUATORS). THE KITS DO NOT INCLUDEMOUNTING BRACKETS TO SECURE THE CABLEAND CLAMP TO THE TROLLING VALVE.

_____ brackets and hardware for mounting stand-alone troll actuator(s). (1/4in. maximum diameter for hardware to mount actuator(s).

For installation in starter solenoid circuits greater than 5 amperes:

_____ Normally Open (NO) SPST relay with a coil voltage rating equal to thestarter solenoid voltage and contacts with a current rating greater thanthe starter solenoid current. One required per control.

NOTE:INSULATED PUSH-PULL CABLE MOUNTINGHARDWARE MAY BE NECESSARY TO SATISFYBOND/ISOLATION REQUIREMENTS, ESPECIALLY IFTHE ENGINE BLOCK IS NOT GROUNDED ORBONDED. CONSULT FACTORY FOR FURTHERINFORMATION, OR TO ORDER INSULATED PUSH-PULL CABLE MOUNTING HARDWARE. Twin Disc,USA, 262-638-4000.

For installation on nonconductive vessels, Twin Disc has madeavailable the following components:

_____ ASM203251 Dual Nylon Installation Kit consisting of: (Used in place ofp/n 1015169). Two (2) Morse terminal pins and plastic terminaleyes (1 used per electronic control)

_____ 1016430 Single Nylon Installation Kit consisting of: (Used in place ofp/n 1015170). One (1) Morse terminal pin and plastic terminal eye(1 used per troll actuator -1003836 series)

20



MAXIMUM STANDARD LENGTH NOTICE:

Wiring Harnesses for the EC200 Control System have specified maximumlengths that must be considered when mounting the controls, troll actuators anddoublers. The chart below lists the maximum standard installation lengths forthese harnesses:

Twin Disc Max.Length, p/n Series ft(m)

1018043 (Single Engine Lever to Control Harness) 100 (30.5)1018044 (Starboard Single Engine Lever to Control

Harness) 100 (30.5)1018042 (Twin Engine Lever to Controls Harness) 100 (30.5)1018042 (Twin Engine Lever-to-Station Doubler Harness) 100 (30.5)1018043/44 (Single Engine Lever-to-Station Doubler

Harness) 100 (30.5)1018040 (Engine Speed Sensor Harness) 60 (18.9)1018041 (Control to Control Communications Harness) 50 (15.3)X238086 (Control to Troll Actuator Harness) 16 (4.88)

NOTE: ADDITIONAL WIRE CANNOT BE ADDED TO ANYHARNESS.

NOTE:FOR HARNESS LENGTHS BEYOND THEMAXIMUMS LISTED CONSULT FACTORY. PLAN TOPROVIDE INFORMATION ON THE BOAT LENGTH,NUMBER OF STATIONS, AND OPTIONS TO BEADDED.

21

Twin Disc, Incorporated Section 2


Section 2 - CONTROL AND TROLL ACTUATORINSTALLATION

IMPORTANT GENERAL NOTEControl boxes should be mounted near the engines in a locationreasonably free from direct splash and spray, and protected frommechanical abuse. When selecting the location for mounting the controlbox(es), consideration should be given to the push pull cable routing toavoid sharp bends or excessive lengths. The mounting surface shouldbe flat, or shimmed so that the control box is secured without distortionto the bottom plate. Control boxes should not be mounted on the enginesunless they are protected by a heat shield and mounted to a vibration-damped plate. In systems that have the sync option, one (1) control boxwill be identified as sync, and one (1) will not. The sync box must beinstalled on the starboard side, and the other box on the port side.

Ensure a suitable location is chosen for mounting the control(s) and trollactuator(s). Choose a location that:

! is not on any drivetrain components

! is away from heat sources

! is clear of service areas

! is away from high current conductors

! is protected from submersion or splash

! will not provide a “step” for personnel

! is a minimum of one (1) meter away from alternators, generators,communications equipment and associated leads

! is away from high vibration

There are other factors to consider when choosing a mounting location for thecontrols and troll actuators.

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Twin Disc, IncorporatedSection 2


Push-Pull Cables:

! should be minimum length

! should have bends less than 90 degrees

! should use the maximum possible radius where bend is required

! must be located away from hot surfaces

! must be clear of service or access areas

Electrical wiring & routing:

! must be minimum practical length

! must be located away from high current conductors and devices

! must be located away from hot surfaces

! must be clear of service and access areas

! should be at least one (1) meter away from communications equipment,antennas and associated leads

! should be at least one (1) meter away from alternators, generators andignition systems

! should have drip loops where required, especially at the controls

The locations should provide easy access for routing, connecting and adjustingthe push-pull cables. Locations should also be convenient for accessingnecessary electrical connections.

23



CAUTIONIN TWIN ENGINE INSTALLATIONS WITH SYNC, THE CONTROL HAVINGTHE SYNCHRONIZER CIRCUITRY MUST BE MOUNTED ON THESTARBOARD SIDE OF THE VESSEL. FAILURE TO INSTALL PROPERLYWILL RESULT IN IMPROPER SYSTEM OPERATION.

NOTE:EACH ELECTRONIC OPTION REPLACES PUSH-PULLMECHANICAL CABLE WITH ELECTRONIC WIRES.BOAT CONTROL SYSTEMS CAN HAVE DIFFERENTCOMBINATIONS OF ELECTRONIC AND MECHANICALCONTROLS FOR OPERATION OF THE THROTTLE,GEAR SHIFTER, AND TROLLING VALVE.

NOTE:IT IS PREFERRED TO PULL ON THE THROTTLEPUSH-PULL CABLE TO INCREASE ENGINE SPEED,PUSH ON THE GEAR SELECT PUSH-PULL CABLETO SELECT AHEAD VESSEL DIRECTION, AND PULLON THE PUSH-PULL CABLE TO INCREASETROLLING SPEED. HOWEVER, REVERSE ACTION(EXAMPLE: PUSHING THE THROTTLE PUSH-PULLCABLE TO INCREASE ENGINE SPEED) CAN BEACCOMMODATED ON THE CONTROL BYFOLLOWING THE STEPS IN SECTION 6.

Installation

1. Locate a solid, flat surface where the two nylon enclosure mountingpads contact and are parallel to the mounting surface. Fabricatebrackets and install shims or spacers if required.

2. Mark and drill mounting holes for the 1/4 in. mounting hardware.

3. Place flat washers under the mounting screw heads. Tighten screws to10 in.-lb. maximum.

NOTE:ALL HARDWARE MUST BE CORROSIONRESISTANT. BE SURE NEITHER THE SCREWHEADS OR WASHERS ARE TOUCHING THESTAINLESS STEEL ENCLOSURE.

24



PREFERRED MOUNTING ARRANGEMENT FOR CONTROLNote: Control can be mounted in any orientation on a flat surface

IMPORTANT GENERAL NOTESome systems will have troll actuators mounted in the maincontrol enclosure. If the actuator positions of the maincontrol are being used for throttle and gear selector, andthe troll option has been ordered, a separate stand alonetroll actuator assembly has been provided.

25



Some systems require an external troll actuator that is housed in a separateenclosure as shown below..

PREFERRED MOUNTING ARRANGEMENT FOR EXTERNAL TROLLACTUATOR. NOTE: Troll Actuator can be mounted in any orientationon a flat surface.

26



27



SECTION 3 - ENGINE SPEEDSIGNAL GENERATOR INSTALLATION

(Twin Engine Installations With Sync)

Twin engine installations with the sync option require installation of engine speedsignal generators. There are many types of signal generators available thatwill work with the control system. This section outlines the installation of thesignal generators available from Twin Disc.

NOTE:SEE SECTION 4 FOR WIRING OF TACH SIGNALSOURCE TO THE EC200 CONTROL.

MAGNETIC PICKUPThe magnetic (mag) pickup is a cylindrical threaded component that screwsinto each engine flywheel housing and is triggered by the ring gear teeth on theengine flywheel while the engine is running. The mag pickup produces an outputsignal with a frequency of one pulse per gear tooth. Both engine signals arefed into the starboard control.

NOTE:DUAL OUTPUT-STYLE MAGNETIC PICKUPS AREACCEPTABLE IF THE OUTPUTS ARE ELECTRICALYISOLATED FROM EACH OTHER AND HAVE THEREQUIRED ELECTRICAL CHARACTERISTICS.TWIN DISC HAS DUAL OUTPUT MAGNETICPICKUPS AVAILABLE.

VIEW OF MOUNTING HOLE IN FLYWHEEL HOUSING FOR THEMAGNETIC PICKUP

VIEW OF SINGLE & DUAL OUTPUT MAG PICKUPS

28



Magnetic Pickup Installation

NOTE:SOME ENGINES HAVE INSPECTION PLATES, PLUGS,OR PRE-DRILLED AND PLUGGED SENSORMOUNTING PLATES WHICH MAY ELIMINATE THENEED TO DRILL INTO THE FLYWHEEL HOUSING.

NOTE:SOME ENGINES HAVE MAG PICKUPS ALREADYINSTALLED IN THE FLYWHEEL HOUSINGS FOR THEENGINE TACHOMETERS. THESE PICKUPS CAN BEUSED AS A GUIDE FOR FINDING THE RING GEAR,OR MAY BE REPLACEABLE WITH DUAL OUTPUTSENSORS TO ELIMINATE THE NEED TO DRILL INTOTHE FLYWHEEL HOUSING.

1. Locate an easily accessible area on the flywheel housing of each enginethat is directly in line with the starter ring gear teeth.

2. Drill and tap the flywheel housings for a 3/4” X 16 UNF or 5/8” X 18 UNF(as appropriate for sensor ordered) hole at the desired locations. Cleanand de-burr the holes.

CAUTIONDO NOT DAMAGE THE RING GEAR TEETH WITH THE DRILL BIT ORTAP.

3. Bump the engine starter until the crown (top) of a gear tooth is visible inthe center of the hole.

4. Coat the mag pickup threads with a very thin film of oil.

NOTE:DO NOT USE TOO MUCH OIL. DIRT WILL COLLECTON THE SENSING FACE AND CAUSE THE MAGPICKUP TO MALFUNCTION.

5. Install the mag pickup in the hole finger tight against the ring gear.

6. Back out the mag pickup 1/2 turn and tighten the lock nut to 40 in.-lb.maximum against the flywheel housing while holding the mag pickupbody in place.

7. Plug the mag pickup cable into the mag pickup and route cable to thestarboard control.

29



CAUTIONLABEL THE CABLES AS “PORT” AND “STARBOARD” AT THESTARBOARD CONTROL TO AVOID CONFUSION DURINGCONNECTION TO THE CONTROLS. INCORRECT CONNECTION WILLRESULT IN IMPROPER SYNC OPERATION.

VIEW OF SENSOR DOUBLER

Sensor DoublerIf it is not possible to add a magnetic pickup, it may be possible to use a sensordoubler to obtain two isolated outputs from an existing magnetic pickup output.Twin Disc has sensor doublers, P/N 1016446, available. If the existing outputis for a non-critical function such as dashboard tachometers, a sensor doublercan usually be added to double while isolating the outputs.

CAUTIONDO NOT ADD A SENSOR DOUBLER INTO THE OUTPUT OF AMAGNETIC PICKUP WHICH IS BEING USED FOR ENGINE CONTROLFUNCTIONS.

The sensor doubler is connectored and small enough that it is not physicallymounted to the engine or boat structure. Connect the sensor doubler input intothe available output of a magnetic pickup, connect the original tach cable intoone output of the doubler, and the EC200 sensor cable into the other output.Secure the sensor doubler to the sensor harnesses with tie wraps or othersuitable means.

VIEW OF TACH SIGNAL GENERATOR

30



Tach Signal Generators

Other sources are available for engine speed signals which will work with thecontrol system. Follow these guidelines when sourcing engine speed signalgenerators:

1. The generators must be capable of generating an AC signal with afrequency that is proportional to speed. Use a generator that providesthe highest frequency possible (that is proportional to speed), but atleast 15 cycles per crankshaft revolution. Twin Disc has a 30 pulse perrevolution tach sensor available, P/N COI206242A.

2. The output amplitude of the signal generator must be a minimum of 1.5volts AC when connected to the starboard control.

3. The generator output used for the EC200 system cannot be used toprovide signals to other devices on the vessel (engine tachometers,etc.). The signal generator output used must be connected directly tothe EC200 system.

4. Mechanical drive components necessary to convert an existing tachsender drive to a dual tach sender drive must be ordered from theaccessory supplier identified on the existing tach sender.

VIEW OF IGNITION MODULE

IGNITION MODULE (SPARK IGNITION ENGINES ONLY) p/n 1015172The ignition module connects to the ignition coil on spark ignition engines toprovide the speed signal for the sync function of the control system. The ignitionmodule produces an output signal with a frequency of one pulse per ignitioncycle while the engine is running.

NOTE:SELECT A MOUNTING LOCATION FOR THEMODULES THAT PROVIDES THE SHORTEST LEADLENGTH POSSIBLE FOR THE INPUT (RED ANDBLACK) WIRES. ADD LENGTH TO THE SIGNAL(GREEN) WIRE TO ROUTE THE LEAD TO THECONTROL IF NECESSARY, BUT KEEP IT AS SHORTAS POSSIBLE WITHOUT SACRIFICING PROPERROUTING CONSIDERATIONS.

31



Ignition Module Installation Wiring

1. Connect the red wire of the ignition module to the negative (-) ignitioncoil lead on the engine.

2. Connect the black wire of the ignition module to a good battery negative(-) point on the engine.

3. Mark the green port signal lead PORT and the green starboard signallead STARBOARD.

CAUTIONLABEL THE LEADS AS “PORT” AND “STARBOARD” AT THESTARBOARD CONTROL TO AVOID CONFUSION DURINGCONNECTION TO THE CONTROLS. INCORRECT CONNECTION WILLRESULT IN IMPROPER SYNC OPERATION.

4. Route both leads to the starboard control. Leave the signal leadsdisconnected.

WIRING DIAGRAM FOR IGNITION MODULE

VIEW OF IGNITION SENSOR ELECTRONIC IGNITION FILTER MODULE

32



WIRING DIAGRAM FOR IGNITION MODULE REQUIRING USE OFIGNITION SENSOR ELECTRONIC IGNITION FILTER MODULE

33



Section 4 - LEVER, STATION, 1-TO-2DOUBLER, AND COMMUNICATION HARNESS

INSTALLATIONIMPORTANT GENERAL NOTE

In the following steps, you will be using the templateprovided in the appendix, locating a suitable position onthe dash for the control head(s), and cutting out theindicated hole for the lower housing clearance of thehead(s). Pilot drill the mounting screw holes, but do notmount the control head(s) at this time. If this is a newinstallation, follow the instructions provided with theengine(s) and mount the master switch, ignition switch(es),and instrumentation gauges as directed.

Each control station requires installation of a control head and wiring harnesses.Follow all steps in this section for each control station.

Lever Installation

1. Select a mounting location that is flat, readily accessible, permanent,and solid. At least three (3) cm of clearance is required at both ends ofthe lever travel for the operator’s hands (i.e., no pinch point). Clearancemust be provided beneath the control head to accommodate the base,an electrical connector and a harness. The lever should be installed atleast one (1) meter away from communications equipment andassociated leads.

FRONT VIEW OF CONTROL HEAD WITH LEVERS IN NEUTRALPOSITION

34



SIDE VIEW OF CONTROL HEAD WITH LEVER CLEARANCE SHOWN

NOTE: Dimensions are Shown in inches (mm)

2. Cut out the lever mounting template in the back of this manual and tapeit in the desired lever location. Make sure this position providesclearance for the operator’s hands over the full range of lever travel.

3. Center punch the four (4) mounting holes and scribe the base cutoutoutline. Remove the template.

4. Drill and cut the holes using the template markings.

5. Check the hole locations with the template. The cutout cannot be smallerthan shown on the template and must be properly aligned with themounting holes.

6. Remove any splinters and sharp edges from the holes.

7. Carefully place the control head in the hole, ensuring that levercomponents on the bottom do not touch the sides of the cutout whilelowering, or when mounted. Check the fit of holes and mountinghardware. Correct the fit if necessary.

8. Remove the control head from the cutout.

35



Select a mounting location for the 1-to-2 doublers (if used) and mount thedoublers using 1/4 inch diameter screws.

PREFERRED MOUNTING ARRANGEMENT FOR 1-TO-2 DOUBLER

Follow these guidelines when mounting the doubler(s):

! Keep clear of service and access areas! Avoid hot surfaces! Avoid AC power and high current conductors! Use vertical or overhead surfaces for attachment if possible! Ensure that harnesses can be properly supported along their length! Keep doublers at least one (1) meter away from communications

equipment and associated leads

36



Station Harness Installation

NOTE:IF 1-TO-2 DOUBLERS ARE USED, THE 1-TO-2DOUBLER HARNESSES HAVE CONNECTORS ONBOTH ENDS. THE 1-TO-2 DOUBLER HARNESSESARE TO ROUTE BETWEEN THE LEVER ASSEMBLIESAND THE STATION RECEPTACLES ON THE 1-TO-2DOUBLER. THE STATION HARNESSES WILL THENROUTE BETWEEN THE CONTROL RECEPTACLE ONTHE DOUBLER AND THE CONTROL.

NOTE:EACH DUAL LEVER STATION HARNESS CONSISTSOF TWO SEPARATE CABLES TIED TOGETHER.BOTH CABLES TERMINATE IN A SINGLECONNECTOR ON ONE END. ON THE OTHER END,ONE CABLE END IS MARKED PORT AND THE OTHERCABLE END IS MARKED STARBOARD. ALL CABLEENDS MARKED PORT MUST ROUTE TO THE PORTCONTROL AND ALL CABLE ENDS MARKEDSTARBOARD MUST ROUTE TO THE STARBOARDCONTROL.

NOTE:MAXIMUM COMBINED HARNESS LENGTH FROMCONTROL TO DOUBLER AND DOUBLER TO STATIONLEVER IS 100 FT (30.5 M).

1. If 1-to-2 doublers are used, route the 1-to-2 lever harnesses betweenthe lever assemblies and the 1-to-2 doublers.

Follow these guidelines when routing the harness(es):

! Keep clear of service and access areas! Avoid hot surfaces! Avoid AC power and high current conductors! Avoid potential pinch or abrasion points! Use vertical or overhead surfaces for attachment if possible! Do not route across sole or deck! Ensure that harnesses can be properly supported along their length! Arrange harnesses so that drip loops can be formed! Route harness at least one (1) meter away from communications

equipment and associated leads

37



1-TO-2 DOUBLER CONNECTION (TWIN LEVER ASSEMBLIES SHOWN)

2. Coat the terminals in the receptacles of the doubler with Dow Corning®

#4 dielectric compound.

3. Mate the lever harness to a STATION receptacle on the doubler. Alignthe key and keyway of the plug and receptacle, push the plug in androtate the locking ring on the plug until the plug locks in position.

4. Route the station harness(es) from the control head(s) (23 pin connector),or 1-to-2 doublers (16 pin connector) to the control box(es) (9 pinconnector). If you are installing a twin engine system, make sure thatthe two harness cables are properly routed to the indicated port orstarboard control boxes according to their marker tags. Coat the pinson the connectors of the station harnesses with Dow Corning® #4dielectric compound. Connect the control cable(s) to the CONTROLreceptacle(s), if 1-to-2 doubler(s) are used. Otherwise, route the controlcable(s) to the lever cutouts.

NOTE:FOR SPLIT-SINGLE LEVER STATIONS IN TWINENGINE INSTALLATIONS

38



VIEW OF SPLIT SINGLE LEVER ADAPTER CABLE WIRING

Install male end of adapter harness on the station harness (or 1-to-2 doublerharness where doublers are used). Route the PORT cable of the adapterharness to the port side lever cutout and the STARBOARD cable of the adapterharness to the starboard side lever cutout.

Final Installation For Stations

1. Feed harness connector through opening in dash and connect to controlhead. Turn collar until engagement snap is felt.

NOTE:DRAG ADJUSTMENT IS PROVIDED AT EACH LEVER.PROPER ADJUSTMENT IS NECESSARY TO ENSURETHAT THE LEVER REMAINS IN THE INTENDEDPOSITION WITHOUT OPERATOR ASSISTANCE.

2. Insert an 1/8 in. allen wrench into the base opening for each lever, andtighten screw “A” until approximately 1-2 lbs. average drag is obtainedover the full lever travel.

3. Mount the lever using four (4) oval head #10 screws, (type of screwdepends on material used for the support). Lever is supplied withstainless 1 1/2 in (38 mm) screws suitable for mounting to up to 3/4 in(19 mm) thick dash.

NOTE:ALL FASTENING HARDWARE MUST BE CORROSIONRESISTANT.

39



4. Secure all harnesses to a supporting structure with clamps or cable tiesat 18 in. intervals. Provide enough length in the harness to allow removalof the control head in the future.

VIEW OF COMM CABLE

Communication and Sensor Harnesses

1. If the installation is for two (2) engines, connect the communication cablefrom the port control box to the starboard control box. The 5 pin connectoris used at J4 on the port control box, and the 6 pin connector is used atJ5 on the starboard control box. This cable will communicate the stationselect information from port to starboard, and coordinate the enablingof synchronization mode to insure that it is only available when both portand starboard controls are commanding forward.

2. Sensor Harness Connections - If sync (synchronization) option is on thesystem, you will also need to connect sensor (tach) signals to the speedinputs of the starboard control. Port speed connects to J7 and starboardspeed connects to J8. Identify and mark the station harness for use ateach control station (example: Station 1, Station 2,...)

40



VIEW OF TACH CABLE WIRING

41



SECTION 5 - J6 CONTROL CONNECTIONS

CAUTIONWHEN MAKING THE ELECTRICAL CONNECTIONS DESCRIBED IN THISSECTION, ENSURE THAT THE ASSOCIATED POWER SOURCE ISTURNED OFF. THIS INCLUDES POWER LEADS TO THE CONTROL,AND BOAT ELECTRICAL SYSTEM POWER USED FOR STARTINGENGINES.

IMPORTANT GENERAL NOTEBe sure the power connector, J6, is disconnected before proceeding with theinstallation wiring. Battery positive and negative power wires must be 14 gaugeand should not be more than 12 feet. The main power wires to the powerinterface connector (battery + and battery -) must be routed directly to the batteryor a primary distribution panel within 3 feet (1 meter) of the battery, but not thestarter feed. These wires must be at least 14 gauge and should be a twistedpair cable to insure proper system performance. Never connect EC200 battery+ or - power input to the engine(s) or any of it’s electrical components. Dressthe control power wires to the battery for the engine, which will be controlled bythe control. Use a good quality connector to connect the power wires to thebattery or bus bar and check the wires to be sure they are secure. REMEMBER,the system must have a good source of power to respond accurately to yourcommands. Starter interlock wiring must be connected to prevent the engine(s)from starting with the gear selector not in Neutral. Route the wire from theignition switch to the starter relay through the interlock contact connectionsprovided via J6. If more than 5 amps are required for the start interlock circuit,a transfer relay must be installed using the diagram provided on the systeminstallation print. If Troll option is on the system, and the throttle and gear areboth actuated mechanically, you will have a stand alone troll actuator box, andneed to connect the troll wiring, for that box, into the power connector also. Ifthe engine is electronic, you will need to connect the engine interface wires tothe power connector. If the system has electronic engine and troll, the trollactuator will be installed in the main control box, and no additional cabling willbe required for the troll control.

WARNINGKeep the EC200 system cables away from antenna wires and AC powerwires. Do not lay the EC200 control wires in the same trough or conduitas antenna or AC power wires. Plan all the EC200 cabling routes to

42



keep the cables at least 30 inches away from any antenna or AC powerwires. All station cables are made with twisted pair wiring, do not spliceor substitute different types of wiring into the station cabling. Controlenclosures must be bonded to battery negative, bond rails, or hull platesaccording to prevailing standards. Bond wires should be placed underthe mounting flange screws which hold the white nylon spacer bars,on the flange sides which have the mounting bolt holes. Do not loosenthe screws on the flange surfaces, which do not have mounting boltholes. Do not install bond wires under the mounting screws for thecontrol. Insulated push-pull cable mounting hardware may be necessaryto satisfy bond/isolation requirements, especially if the engine block isnot grounded. Consult factory for further information, or to orderinsulated push-pull cable mounting hardware. Twin Disc, USA, 262-638-4000

Neutral Start Wiring

The control is designed to ensure that the control lever is in NEUTRAL and astation is in command before an engine can be started. Two pins are providedon the control’s power connector for neutral start wiring. These contacts can beused with commonly available DC engine system voltages, but are limited toa current capacity of 5 A (amperes) DC. Hook up wire must be at 14 gaugeor equivalent.

NOTE:AN ISOLATION RELAY MUST BE USED IF THESTARTER RELAY/SOLENOID CURRENT EXCEEDS 5A DC. USE AN ISOLATION RELAY IF THE STARTERSOLENOID/RELAY CURRENT IS UNKNOWN OR IF NOMEANS TO MEASURE THE CURRENT IS AVAILABLE.

The neutral start contacts and the customer’s transmission neutral interlock (ifpresent) must be wired in series with the vessel’s starting circuit.

FOR INSTALLATIONS NOT REQUIRING AN ISOLATION RELAY

RETROFIT WIRING1. At the starter relay or solenoid, disconnect the wire going to the engine

START switch.

NOTE:IF THE START SWITCH CONNECTS TO A RELAYAHEAD OF THE STARTER SOLENOID, DISCONNECTTHE WIRE AT THE SWITCH SIDE OF THE RELAY.

43



2. Connect a wire from the engine START switch wire to pin E of J6 (powerconnector) on the control.

3. Connect a wire from the starter relay or solenoid to pin D of J6 on thecontrol.

NEW WIRING1. Connect one wire to the START switch, the other end of this wire to pin

E of J6 on the control.

2. Connect a wire from the starter relay or solenoid to pin D of J6 on thecontrol.

NEUTRAL START CONNECTIONS FOR INSTALLATIONS NOTREQUIRING A RELAY

44



FOR INSTALLATIONS REQUIRING A RELAY

NOTE:A CUSTOMER-SUPPLIED RELAY HAVING ONE PAIROF NORMALLY OPEN (NO) CONTACTS RATED FORTHE COIL CIRCUIT OF THE STARTER RELAY (ORSOLENOID) AND A RELAY COIL VOLTAGE RATING OFTHE START SWITCH CIRCUIT IS REQUIRED FOREACH CONTROL.

RETROFIT WIRING

1. Select a mounting location for the relay between the starter and thecontrol.

2. Disconnect the wire going to the engine START switch at the starterrelay or solenoid. This wire will be connected to relay in step 7.

3. Connect a wire from the START switch to pin E of J6 (power connector)on the control.

4. Connect a wire from the POSITIVE (+) relay coil lead to pin D of J6 onthe control.

5. Connect a wire from the NEGATIVE (-) relay coil lead to the NEGATIVEterminal of the engine battery or the port-to-starboard negative bus.

6. Connect a wire from one of the relay contacts to the starter relay orsolenoid.

7. Connect the wire removed in step 2 to the other relay contact.

8. Coat all exposed terminals and leads with Dow Corning® #4 dielectriccompound.

NEW WIRING

1. Select a mounting location for the relay between the starter and thecontrol.

2. Connect a wire from the START switch to pin E of J6 (power connector)on the control.

3. Connect a wire from the POSITIVE (+) relay coil terminal to pin D of J6.

45



4. Connect a black wire from the NEGATIVE (-) relay coil terminal to theNEGATIVE port-to-starboard bus or the NEGATIVE battery terminal.

5. Connect a wire from the start switch to one of the relay contacts.

6. Connect a wire from the starter solenoid or relay to the other relay contact.

7. Coat all exposed terminals and leads with Dow Corning® #4 dielectriccompound.

NEUTRAL START CONNECTIONS FOR INSTALLATIONS REQUIRINGA RELAY

Stand Alone Troll Actuator Wiring (Installations with Troll Only)

1. Coat the plug side of the troll actuator harness with Dow Corning® #4dielectric compound and connect to the receptacle on each roll actuator.

NOTE:CONNECT THE PORT TRANSMISSION’S TROLLACTUATOR TO THE PORT SIDE CONTROL AND THESTARBOARD TRANSMISSION’S TROLL ACTUATORTO THE STARBOARD SIDE CONTROL IN TWINENGINE INSTALLATIONS.

46



2. Connect the crimp pins supplied in the power connector kit to harnesswires of the troll actuator harness to J6 (power connector) on the controlas shown.

3. Secure the troll actuator harness as required.

INSERTING TROLL (PRE-PINS) INTO J6 ACTUATOR HARNESS ININSTALLATIONS WITH THE STAND ALONE TROLL ACTUATORS

Ignition Switch Wiring

The ignition switch circuit is used as a control signal for power to the control(s).The control will not function unless this terminal is connected to a DC signalsource from the load side of the ignition switch.

Connect a wire from the LOAD SIDE of the ignition switch to pin J of J6 (powerconnector) on the control.

NOTE:THE DC VOLTAGE FROM THE IGNITION SWITCHMUST BE THE SAME AS THE VOLTAGE THECONTROL IS BEING POWERED WITH. DO NOT USE24 VOLT IGNITION SIGNALS WITH 12 VOLTCONTROLS, OR 12 VOLT IGNITION SIGNALS WITH 24VOLT CONTROLS.

47



IGNITION SWITCH CONNECTION

Power Wiring

Power wiring must be a twisted pair of #14 AWG (min.) stranded copper wires.The controls are available for 12 volt and 24 volt systems. DC to DC convertersmust be used for other system voltages, consult factory.

1. Connect the black wire of the twisted pair to the BATT. NEG. (pin B) onJ6 (power connector) at the control.

2. Connect the red wire of the twisted pair to the BATT. POS. (pin C) on J6at the control.

3. Connect the other end of the black wire to the negative battery terminalprimary (-) bus bar or the negative port-to-starboard bus bar (twin engineapplications).

4. Connect the other end of the red wire to a primary battery (+) circuitbreaker or fuse with a current rating of 10 amps. No other loads shouldconnect to this device.

48



5. Coat all pins of J6 with Dow Corning® #4 dielectric compound. Do notconnect J6 at this time.

NOTE:POWER MUST BE TAKEN FROM PRIMARYDISTRIBUTION OR DIRECT FROM THE BATTERIES.PRIMARY DISTRIBUTION IS THE FIRST LOCATIONWHICH THE HEAVY BATTERY WIRES CONNECT TO,BUT NOT A CONNECTION ON THE ENGINE.

POWER WIRING DIAGRAM FOR 12 VOLT AND 24 VOLT DCELECTRICAL SYSTEMS

CAUTIONYOU MUST USE A 12VDC CONFIGURED CONTROL (OR TROLL) BOXWITH A 12VDC BATTERY SYSTEM AND A 24VDC CONFIGUREDCONTROL (OR TROLL) BOX WITH A 24VDC BATTERY SYSTEM.LOCATE PART NUMBER STICKER ON TOP SURFACE OF CONTROL/TROLL BOX. THIS STICKER IDENTIFIES WHETHER IT IS A 12VDCSYSTEM OR A 24VDC SYSTEM.

49



Electronic Options Wiring

Note: Each electronic option replaces push-pull mechanicalcable with electronic wires. Boat control systems can havedifferent combinations of electronic and mechanicalcontrols for operation of the throttle, gear shifter, andtrolling valve.

THROTTLE:

Electronic engine interfaces typically use a three wire connection to the engine’scontroller. The engine control is referred to as the ECU, EDU, ECM, or othersimilar name, and in the manufacturers installation information for the engine,there will be some information provided for the connections to a throttle positionsensor. The EC200 throttle interfaces are designed based on data availablefrom the engine manufacturers, and are general only in the sense that they allhave three connections that have to be made directly to the engine controlmodule harness in place of the throttle position sensor. The three connectionsare made by way of J6, the power and options connector, on the control box.

The connector kit supplied for J6 has enough pins to fill the connector, so if youare installing a system which has an electronic engine interface, locate thecorrect connecting wires on the engine controller, make up a suitable interfacecable, and crimp the connector pins for J6 on the wires. Do not use wire smallerthan 18 gauge marine class. Be sure that the crimp is uniform and complete,and the wires are fully inserted into the connector.

50



ELECTRONIC ENGINE WIRING DIAGRAM

51



Caterpillar Engine Connection Requirements P/N--(no suffix)This throttle signal configuration is known as a PWM/Duty Cycle. The EC200/250 throttle signal is set to approximately 9% at idle and 92% at full throttle.Generally, the EC200/250 is connected to the engine control at the connectionsdesignated for the “Primary Throttle Position Sensor” or “TPS”. Depending onthe model and harnessing provided, the EC200/250 Engine Harness (J6) willeither be connected to the “Primary Throttle Position Sensor” connector, ordirectly to the Customer Connector. See Table 1 and Table 2. Refer to theengine manufacturer’s literature to resolve any discrepancies.

Table 1. Engine Connections at Caterpillar’s TPS Connector

052/002CEenignE

6JssenraH

langiS052/002CEnoitpircseD

SPTrotcennoC

noitpircseDlangiSenignE

G-6J ylppuSrewoPMCE A )1etoN( MCE(evitisoPdehctiwS)rewoP

A-6J langiSelttorhT C noitisoPelttorhTyramirPlangiS

H-6J ylppuSrewoPMCEnommoC

B )2etoN( )rewoPMCE(yrettaBevitageN

.gniriwMCEmorfdnadehctiwsebdluohsG-6JotnoitcennocevitisoPyrettaBehT)1.subyrettabton-gniriwMCEmorfebdluohsH-6JotnoitcennocevitageNyrettaBehT)2

Table 2. Engine Connections at Caterpillar’s Customer Connector

052/002CEenignE

6JssenraH


rotcennoCremotsuC langiSenignEnoitpircseD

G-6J ylppuSrewoPMCE 03niP +yrettaB)dehctiws(

A-6J langiSelttorhT 01niP elttorhTyramirP


2niP -yrettaB

52



Cummins Engine Connection RequirementsVary with Type (Series) of Engine

Cummins Centry Engine Connection RequirementsP/N --(IE2 as suffix)The EC200/250 supports the Cummins Centry Type 8 engine controller. Thiscontroller is used on QSK, QSM-11, 485, 480C, and KTA type engines. TheKTA engine is configured for a current loop interface. All other types are voltageinterfaces. The EC200/250 supplies approximately 0.85 volts at idle and 4.05volts at full throttle when configured as a Cummins voltage output and 4 mAatidle and 20 mA at full throttle when configured as a Cummins current loop output.All Cummins 4-20mA installations require pin G of J6 on the EC200/250controller to be connected to a 12 to 24 volt supply controlled by the ignitionswitch. A three pin GM Packard Weather Pack connector (12010717) mateswith the Cummins OEM throttle connector.

Table 3. Engine Connections at Cummins 50 pin Connector

052/002CEenignE

6JssenraH


MEOsnimmuCrotcennoC

langiSenignEnoitpircseD

G-6J ylppuSrewoPMCE ro21+dehctiwSnoitingI**stloV42+

ro21hctamtsuM:etoN**fonoitarugiifnocCV42

lortnoC052/002CE

A-6J langiSelttorhT BniP noitisoPeottorhT)elttorhT(


AniP nruteRelttorhTV)DNG(

53



Cummins Quantum Voltage Type Engine Connection RequirementsP/N --(C5E as suffix)This throttle signal configuration is a DC voltage. The EC200/250 throttle signalis set to approximately 0.85 VDC at idle and 4.05 VDC at full throttle. Thisconfiguration is typically used with Cummins QSM-11, 485C and QSK modelswith Quantum series engine controls. Generally, the EC200/250 is connectedto the engine control at the connections designated for the throttle or throttlepot. Depending on the model and harnessing, the EC200/250 wiring willconnect to the “Throttle” or the “OEM” connector. See Table 4. Refer to theengine manufacturer’s literature to resolve any discrepancies.

Note: Refer to engine manufacturer for maximum wiring distancebetween EC200/250 and engine ECU.

Table 4. Engine Connections at the Cummins Throttle Harness Stub

052/002CEenignE

6JssenraH


elttorhTrotcennoC

noitpircseDlangiSenignE

G-6J ylppuSrewoPMCE CniP

A-6J langiSelttorhT BniPDD )elttorhT(noitisoPelttorhT


AniPDD )DNG(nruteRelttorhTV

."DD"erasrotcennoCtoPelttorhTKSQllatoN:etoN

Detroit Diesel Voltage Engine Connection Requirements P/N --(CEEas suffix)For Voltage Control, set to approximately 0.50 VDC at idle to 4.50 VDC at fullthrottle.


Table 5. Engine Connections at the Detroit Diesel Engine052/002CE

enignE6JssenraH


rotcennoCenignE langiSenignEnoitpircseD

G-6J ylppuSrewoPMCE gulPMIMS42-61CRD

31niP

A-6J langiSelttorhT gulPMIMS42-61CRD

41niP

06seireSrepiW


gulPMIMS42-61CRD

51niP

06seireSNTR

54



Deutz Type 2 Engine Connection Requirements P/N (IE2 as suffix)for 4-20mA Loop Control

Table 6. Engine Connections at the Deutz Type 2 Engine

052/002CEenignE

6JssenraH


rotcennoCenignE langiSenignEnoitpircseD176CSR/W

G-6J ylppuSrewoPMCE FlanimreTvoGfo

0755/0555morFedoiDaiVronrevoG

A-6J langiSelttorhT 4lanimreTlortnoCdeepSfo

deepS176morFlortnoC


5lanimreTlortnoCdeepSfo

eludoM176morFlortnoCdeepS

lliwtaht)+yrettaB(rewopdehctiwssilortnocdeepsehtfoFlanimreTtahtyfireV:etoN.esunitonsitaobehtnehwffodenruteb

John Deere Engine Connection Requirements P/N --(CEE as suffix)

This throttle signal configuration is a DC voltage. The EC200/250 throttle signalis set to approximately 0.50 VDC at idle to 4.50 VDC at full throttle. Thisconfiguration is similar to the voltage types explained above; however, see theengine manual for complete details on interconnections for throttle input to theengine harness/engine control.


Table 7. Engine Connections at the John Deere Engine

052/002CEenignE

6JssenraH


rotcennoCenignEUCE/4ES/W


G-6J ylppuSrewoPMCE CniP1S egatloVnoitaticxE

A-6J langiSelttorhT BniP1S repiWtoPelttorhT


AniP1S nruteRrosneS

elbissopsa)UCE(tinUlortnoCenignEehtotesolcsaedamebdluohssnoitcennoC:etoN

55



MAN Current Engine Connection Requirements (P/N --(IE2 assuffix)for 4-20mA Loop Control

This throttle signal configuration is a current loop and is set to approximately3.8 mA at idle and 20.3 mA at full throttle. This configuration is similar to theCummins current loop explained above; however, see the engine manual forcomplete details on interconnections for throttle input to the engine harness/engine control.

Table 8. Engine Connections at the MAN Engine with Current Control

052/002CEenignE

6JssenraH


rotcennoCenignE)1etoN(


G-6J ylppuSrewoPMCE 7niP9X 515TmorF+ttaB

A-6J langiSelttorhT 9niP9X +AM02-4


01niP9X8niPdna

-AM02-4135TmorF-ttaB

foedisgniriwot)51lanimret(+yrettabdehctiwstegotlortnocenigneNAMedisnideriuqerebyamgniriW)1.7niP9Xrotcennoc

56



MTU Engine Connection Requirements P/N --(IE2 as suffix)for 4-20mA Loop Control

This throttle signal configuration is a current loop and is set to approximately3.8 mA at idle and 20.3 mA at full throttle. This configuration is similar to theCummins current loop explained above; however, see the engine manual forcomplete details on interconnections for throttle input to the engine harness/engine control.

Table 9. Engine Connections at the MTU Engine

052/002CEenignE

6JssenraH



)LEOM(55LE/W

G-6J ylppuSrewoPMCE 1POL19lanimreT

/CDV21+CDV42+

A-6J langiSelttorhT 1POL38lanimreT

AM02-4niI


1POL48lanimreT

DNRG

lanimretnoitcennocyfirevotenignerofmargaidgniriwkcehC.ylnonoisrev)5SCE(CEDMroferasnoicennoC:etoN.slortnocrehtorofsrebmun

57



Volvo Penta Engine Connection Requirements P/N --(VPE as suffix)

This throttle signal configuration is a DC voltage. The EC200/250 throttle is setto approximately 0.44 VDC at full throttle reverse, 1.65 VDC at reverse idle,1.90 VDC at neutral idle, 2.15 VDC at forward idle, and 3.80 VDC at full throttleforward. See the engine manual for complete details on interconnections forthrottle input to the engine harness/engine control.

Table 10. Engine Connections at the Volvo Penta Engine

052/002CEenignE

6JssenraH


rotcennoCenignE langiSenignEnoitpircseDseireSDMAT

G-6J ylppuSrewoPMCE toPelttorhTrotcennoC

)KLB/NG(1niP

A-6J langiSelttorhT toPelttorhTrotcennoC

3niP

CDEeriwegnarO/neerG

)RO/NG(


toPelttorhTrotcennoC

2niP

CDEeriwwolleY/neerG

)Y/NG(

.elbissopsa)lortnoCleseiDcinortcelE(lortnocenigneotesolcsadetcennocebdluohsseriW:etoN

58



Scania Engine Connection Requirements P/N --(SEE as suffix)

This throttle signal configuration is a DC voltage and is set to approximately0.35 VDC at idle and 3.10 VDC at full throttle. This configuration is similar tothe voltage types explained above; however, see the engine manual for completedetails on interconnections for throttle input to the engine harness/engine control.

Table 11. Engine Connections at the Scania Engine

052/002CEenignE

6JssenraH



2CED/W

G-6J ylppuSrewoPMCE 01-63C ESPT

A-6J langiSelttorhT 21-63C SSPT


11-63C eYRSPT

V42+ rewoPdehctiwS 9-63C elttorhTetomeRnoitadilaV

.edomemoHpmiLelttorhT'tes'tneverpotdedivorpybtsum9-63CotlangisV42+ehT:etoN

59



ELECTRONIC ENGINE INTERFACE WIRING

GEAR SHIFTER

Electronically shifted transmissions come in two popular schemes.Transmission shifters which use two solenoids will usually fail to neutral if poweris lost. Shifters which use three solenoids will usually fail to the gear engagedjust prior to a power failure, and stay in that gear until the engine is shut off.Electronic shift transmission options, when selected, result in the gear shiftactuator being removed, and a connector being installed in place of the actuatorarm which would have driven the push-pull cable. The connector which is installedhere is the primary output of forward and reverse selector solenoid drives. Sincethe connectors on the transmission solenoids are usually interchangeable, theidentification of the solenoid wires for forward and reverse gear selection arein terms of which wires are powered when the control head is in forward, andthe appropriate solenoid to connect to will depend on whether the gear is counter-rotating, or enginewise rotating for forward, in the position it has been installed.If the transmission is a three solenoid shifter, and the control has been properlyordered, there will be another solenoid output provided via the power connector,J6.

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TWO SOLENOID TRANSMISSION WIRING DIAGRAM

TROLLING VALVE CONTROL

Electronically controlled trolling is also available in several forms. Valve controlsare similar in implementation, with the valve used being a proportional valve,and usually failing to cruise if the power is removed. Maximum slip on theclutch is achieved at or near maximum rated input current. Most of the singlevalve controls are proportional to current, and require a circuit which controlsbased on current instead of voltage. When electronic trolling is supplied on acontrol that also manages a mechanical throttle, the trolling connections are byway of J6. If electronic trolling is supplied on a system that also has electronicengine interface then the electronic engine interface uses the pins of J6, andthe trolling connections are by way of a connector added to the control in placeof the throttle actuator. Different versions of two valve trolling schemes alreadyexist, and require confirmation with the factory, to insure that the control operatesproperly. Depending on the version necessary, both of the trolling valves maybe controlled via the added connector, or one of them may be powered via theJ6 connector. Specific details for trolling applications are provided on systeminstallation drawings which are available from the factory.

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Bonding1. Route a wire from the vessel bonding system to one of the BOND

connections located on the mounting pad sides of each control.

2. Install a ring terminal on the control end of the wire and connect usingthe screw which fastens the nylon mounting pad.

BOND SYSTEM CONNECTION DIAGRAM

NOTE:WHEN PROPERLY ASSEMBLED AND MOUNTED, THEEC200 ENCLOSURE DOES NOT CONNECTELECTRICALLY TO THE SURFACE THE EC200CONTROL IS MOUNTED TO.

NOTE:THERE IS A POSSIBILITY THAT HIGH POWEREDELECTRONIC EQUIPMENT USED ON VESSELS BUILTIN GRP, WOOD OR OTHER NONCONDUCTIVEMATERIAL CAN PRODUCE RADIO FREQUENCYINTERFERENCE (RFI), TO THESE CONTROLS.

62



TO ALLEVIATE THE EFFECT OF RFI, IT MAY BENECESSARY TO ISOLATE THE CONTROLENCLOSURE FROM ANTENNA EFFECTS CAUSEDBY BONDING, POWER CABLES AND THEMECHANICAL PUSH-PULL CABLES. A MAJORSOURCE OF INTERFERENCE CAN BE ELIMINATEDBY INSURING THERE ARE NO BOND CONNECTIONSWHICH “LOOP” THROUGH THE ENGINE BLOCK VIAPUSH-PULL CABLES.

Twin Disc has made available the following components for use withnonconductive vessels. These components will electrically isolate the push-pull cables from the EC200 control.

! ASM203251 Dual Nylon Installation Kit consisting of: (to be used in place1015169- See Section 7) Two (2) Morse terminal pins and plasticterminal eyes (1 used per electronic control)

! 1016430 Single Nylon Installation Kit consisting of: (to be used in placeof 1015170-See Section 7) One (1) Morse terminal pin and plasticterminal eye (1 used per troll actuator - 1003836 Series)

! Kit for isolating push-pull cables from stainless steel saddle

NOTE:IF ISOLATION COMPONENTS ARE USED ON ANYCOMPONENT OF THE EC200 SYSTEM, THEY MUSTBE USED ON ALL COMPONENTS.

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SECTION 6 - PRELIMINARY TESTS

TIME TO TAKE A BREAK AND LOOK OVER YOUR WORK! Using theinstallation drawing appropriate to your boat, work your way back from thestation control head to the control boxes and check each connector to insurethat it is correct, plugged in, and securely locked. Do Not plug in J6 at thecontrol box end of the control adapter wiring harness at this time. Do Notassemble or connect the push-pull cables to the controls at this time.

CAUTIONTHE GEAR SELECT ACTUATOR LEVER WILL MOVE TO NEUTRAL ANDTHE THROTTLE ACTUATOR WILL MOVE TO LOW IDLE WHEN THECONTROL POWER IS ON AND THE IGNITION SWITCH IS FIRSTTURNED ON. ENSURE THE ACTUATOR LEVER ARMS ARE CLEAROF ALL OBSTRUCTIONS WHILE PERFORMING THE PRELIMINARYTESTS.

NOTE: GEAR AND THROTTLE ACTUATOR ROTATIONS CANBE REVERSED VIA PROGRAMMING SHUNTSLOCATED UNDER THE ACCESS PANEL ON THE TOPOF THE CONTROL BOX, BETWEEN THE PUSH-PULLCABLE ADJUSTING BRACKETS.

64



GEAR AND TROLL ACTUATOR DIRECTION REVERSING

65



THROTTLE ACTUATOR DIRECTION REVERSING

1. Check the ignition key switch(es) and the master switch to be sure theyare in the “off” position. Inspect the power wire connections to thebattery(ies) and, if you are installing a twin engine system, confirm thatthe negative terminals of the batteries are connected with a wire equalin size to the starter feed wires. Plug in J6(‘s) to connect power, ignitionsignal, starter interlock, and troll option or electronic engine option wiring.Turn on the master switch and the ignition(s) and verify that the controlbox(es) power-up, set the gear selector(s) to neutral, and throttle actuatorarm(s) to the position necessary for idle command to the engine. If yoursystem has electronic throttle or gear options you cannot confirm theseitems at this time.

66



2. Go to the main control station, set the control head lever(s) in neutral,and push the station transfer (select) switch. The red indicator(s) on thecontrol head should light up to show that control has been given to thatstation. Move the control lever(s) to forward and mid throttle. Inspectthe control box(es) to verify that the gear actuator(s) moved to the positionrequired for forward on the transmission controlled, and the throttle(s)moved to the center of the working range. If there is a second station onthe boat, go to that station, and repeat this procedure to verify properfunctioning of that station. Turn off the ignition(s) and master switches.

If the actuator arms do not respond, and can easily be moved by hand,either the ignition signal or battery power is not reaching the control.Remove J6 and carefully ‘meter’ test the ignition signal (pin J) and battery+ (pin C) with reference to battery - (pin B). Approximate system voltageshould be present on both ignition and battery +. If you cannot get propervoltage on these pins, turn power off and trace all wiring to find theproblem.

Troll Actuator Tests (Installations with Mechanical Troll Actuators)

NOTE:ELECTRICAL TROLLING OPTION CIRCUITS CANNOTBE TESTED IN THE FOLLOWING PROCEDURE. SKIPOVER THIS ITEM.

1. Turn on power to the system and select a command station.

2. Verify that all levers at the command station are in NEUTRAL.

3. Move the selector switch on the control head to the TROLL 2 position.The lever arm(s) on the troll actuators should move to the opposite endof travel, from where they were in the CRUISE position.

4. Advance the station levers forward. The GEAR SELECT lever armsshould move to position, then the lever arms on the troll actuators shouldchange position based on station lever position. The troll actuator leverarm should be all the way back to the CRUISE position when the stationlever is at the full ahead (or full reverse) position. Moving the stationlever towards NEUTRAL should move the troll actuator lever arm awayfrom the CRUISE position to a position based on station lever position.

NOTE:THE THROTTLE LEVER ARM SHOULD REMAIN INLEVEL 2 OR 3 POSITION, AS SELECTED, WHILE INTROLL. THROTTLE POSITION WHILE IN TROLL ISCONTROLLED BY THE SELECTOR ON THE CONTROLHEAD.

67



5. Set the control head lever(s) to NEUTRAL, move the control head selectorswitch to IDLE 1 position, and the troll actuators should rotate back totheir CRUISE position.

6. Repeat steps 1 through 5 above for all stations and controls on a multipleengine/multiple station system.

NOTE:IF ANY PROBLEMS ARE FOUND, VERIFY THAT ALLCONTROL CONNECTIONS ARE CORRECT BY USINGTHE DIAGRAMS SHOWN IN SECTION 4 AND 5.

7. Turn off all ignition switches and system power.

Speed Signal Generator Test (Twin Engine Installations w/Sync)

1. Verify that all transmission selector levers are in NEUTRAL and secureto prevent unexpected movement.

CAUTIONTHIS STEP IS NECESSARY TO ENSURE THE SAFETY OF ALL PEOPLEON OR NEAR THE VESSEL!

2. Verify that all engine throttle levers are at low idle.

3. Start the starboard engine. Unplug J8 at the starboard control and checkthe AC voltage between pins A and B on J8.

CHECKING MAGNETIC PICKUP OR TACHOMETER GENERATOROUTPUT VOLTAGE

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If the voltage is below 1.5 volts AC, then increase engine speed andnote if the voltage rises above 1.5 volts. If the voltage goes above 1.5volts, turn off engine and proceed to the next step.

If the voltage stays below 1.5 volts AC, then there is a problem in thewiring from the speed signal generator to the control, or with the speedsignal generator itself.

4. Start the port engine, unplug J7 at the starboard control, and check theAC voltage between pins A and B on J8.

If the voltage is below 1.5 volts AC, then increase engine speed andnote if the voltage rises above 1.5 volts. If the voltage goes above 1.5volts, turn off engine and proceed to the next step.

If the voltage stays below 1.5 volts AC, then there is a problem in thewiring from the speed signal generator to the control, or with the speedsignal generator itself.

NOTE:WIRING FROM THE SPEED SIGNAL GENERATORS TOTHE STARBOARD CONTROL MUST BE DIRECT. NOOTHER CONNECTIONS TO ENGINE TACHOMETERS,GROUND, ETC. ARE ALLOWED.

Troubleshooting Magnetic Pickup Installations

Magnetic pickups collect metallic debris on the sensing face that corrupts thetrigger pulses and reduces the available signal voltage to the control. Magneticpickups also can develop short and open circuits within themselves which alsoreduces the available signal voltage to the control.

1. Remove the magnetic pickup(s) and clean the sensing face as needed.

2. Check for any damage on the sensing face. Replace the magneticpickup if any damage has occurred. Install the replacementmagnetic pickup according to the manufacturer’s guidelines.

NOTE:INSTALL THE OPTIONAL TWIN DISC SUPPLIEDMAGNETIC PICKUP (P/N XM2936M) ACCORDINGTO THE PROCEDURE SHOWN IN SECTION 3 OFTHIS MANUAL.

3. Measure the resistance across the leads and verify the measuredresistance is within the manufacturer’s specs.

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NOTE:THE OPTIONAL TWIN DISC SUPPLIED MAGNETICPICKUP (P/N XM2936M) SHOULD HAVE ARESISTANCE OF 900-1200 OHMS WHENMEASURING BETWEEN THE LEADS ANDMEASURE OPEN (INFINITE OHMS) WHENMEASURING BETWEEN THE CASE AND EITHERLEAD.

4. If no faults with the magnetic pickups are found, then it is possible thecustomer procured magnetic pickups are not compatible with the controlsystem. Locate an alternate source for the magnetic pickups.

Troubleshooting Tachometer Generator Installations

Tachometer (tach) generators are driven by an auxiliary drive on the engine.Tach generators must be installed so they do not work loose from the drive dueto vibration or adapter breakage. Tach generators have a drive tang adapterto make them compatible with the drive on the engine. Consult the enginemanufacturer for information on the tach drive configurations supplied.

1. Unplug or disconnect the leads at the tach generator and measure theAC voltage at the leads with the engine running. If the voltage is below1.5 volts AC, remove the generator from the tach drive and inspect thedrive. Repair/replace components as necessary and reinstall the tachgenerator.

2. Measure the AC voltage again at the associated starboard inputconnector (J7 or J8) with the engine running. If the voltage is still below1.5 volts AC, either the connections are defective, the wiring is incorrect,or the wiring is damaged. Repair or replace as appropriate.

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Troubleshooting Ignition Module Installations

Spark ignition impulses are very short duration but at a very high voltage. Theaverage of those impulses can be read with newer digital voltmeters by usingthe AC scale.

1. Start the port engine. Unplug J7 at the starboard control and check theAC voltage between pin A and battery negative on the engine block. Ifthe voltage is below 1 volt AC, increase engine speed and note if thevoltage rises above 1 volt. If the voltage rises above 1 volt, the signal ispresent and ok. Perform the same check on the starboard engine.

2. If the signal is not 1 volt or does not rise above 1 volt, check theconnections of the ignition interface module to the ignition coil and engineground, at the engine ignition system.

3. Repair broken or damaged wiring as appropriate.

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SECTION 7 - PUSH-PULL CABLEINSTALLATION

Correct push-pull cable installation will aid in trouble-free operation andmaintenance of the control system. Using quick-disconnect ball joints will aidin push-pull cable adjustment.

NOTE:QUICK DISCONNECT BALL JOINT KITS FORMORSE 33 SERIES PUSH-PULL CABLES AREAVAILABLE FROM TWIN DISC P/N 1015169 DUAL KITWILL ACCOMMODATE ONE END OF TWO CABLES.EXAMPLE: A TWIN ENGINE INSTALLATION WITHTROLL REQUIRES THREE (3) 1015169 KITS. P/N1015170 SINGLE KIT WILL ACCOMMODATE ONE ENDOF ONE CABLE. EXAMPLE: A SINGLE ENGINEINSTALLATION WITH TROLL REQUIRES ONE (1)1015169 DUAL KIT AND ONE (1) 1015170 SINGLE KIT.

NOTE:FOR NONCONDUCTIVE VESSELS - TERMINAL PINAND EYE CONNECTOR KITS P/N ASM203251(DUALKIT FOR USE ON ELECTRONIC CONTROLS) ANDP/N 1016430 (SINGLE KIT FOR USE WITH 1003836SERIES TROLL ACTUATOR) MUST BE USED TOISOLATE CONTROL BOXES FROM PUSH-PULLCABLES. THESE KITS MUST BE USED WITHCONTROLS AS NOTED HERE AND NOSUBSTITUTIONS OR ALTERATIONS ARE ALLOWEDWITHOUT FIRST CONSULTING FACTORY.

Push-pull cables! should be minimum length! bends should be minimal; 90o or less preferred! should use the maximum possible radius where bends are required! located away from hot surfaces! away from service or access areas! must be Morse RED JAKET® Supreme 33 series or equivalent.

The actuators will accommodate a total push-pull cable stroke of 1.6 to 3.3 in.(4.1 to 8.4 cm), will provide a maximum of 53 lb. (250.2 N) force at the innermostpoint on the lever and a minimum of 25 lb. (121.3 N) at the outermost point onthe lever.

72



It is preferred to pull on the throttle push-pull cable to increase engine speedand push on the gear select push-pull cable to select ahead vessel direction.However, reverse action (Example: pushing the throttle push-pull cable toincrease engine speed) can be accommodated by the control by following thesteps outlined below.

NOTE: POWER MUST BE APPLIED TO THE CONTROLBOX(ES) FOR THE FOLLOWING ADJUSTMENTS, SOTHAT THE ELECTRICAL POSITION OF THEACTUATORS CAN BE USED FOR ADJUSTMENTS,NOT THE MECHANICAL END STOPS OF THEACTUATORS. IF YOU HAVE ELECTRONIC THROTTLE,SKIP OVER THIS ITEM.

Throttle Push-Pull Cable Installation

1. Mount the engine push-pull cable bracket to a secure mounting area onthe engine if not already done.

2. Loosely assemble a push-pull cable and clamp to the engine bracket.

3. Adjust the clamp until the cable does not restrict the full travel of thethrottle lever, then tighten the clamp.

4. Check work by making sure the cable can retract beyond the full throttleposition and extend beyond the engine idle position.

NOTE:IF THE THROTTLE ACTION WAS REVERSED, THENMAKE SURE THE CABLE CAN EXTEND BEYOND THEFULL THROTTLE POSITION AND RETRACT BEYONDTHE ENGINE IDLE POSITION.

5. Connect the push-pull cable to the engine throttle lever.

6. Route the remaining cable and cable end to the control.

7. Loosely assemble the cable and clamp to the control as shown. Tightenthe clamp screws until the clamp will hold position, but can be moved byhand.

NOTE:DAMAGE TO THE CLAMP, CABLE, OR CABLEANCHORS MAY RESULT IF THE CLAMP KIT IS NOTINSTALLED ACCORDING TO THE DIAGRAM. IF THE

73



CLAMP KITS BEING USED ARE NOT SOURCEDFROM TWIN DISC, FABRICATE AND INSTALL A SHIMBETWEEN EACH CABLE CLAMP AND CABLEANCHOR ON ALL CONTROLS.

8. Install a ball joint connector in the middle of the actuator lever slot on thecontrol per the diagram shown. Tighten the pin until it holds position, butcan be moved by hand.

NOTE:IT MAY BE NECESSARY TO REMOVE THE LEVERARM TO INSTALL THE BALL JOINT CONNECTOR INTHE LEVER ARM. LOOSEN THE SET SCREW IN THEFLAT END OF THE ARM WITH A 3/32 in. HEX KEYWRENCH AND REMOVE THE ARM. DO NOTOVERTIGHTEN THE SET SCREW DURINGREINSTALLATION OF THE LEVER ARM.

9. Install the quick-disconnect coupling or eye on the cable. Leave thecable disconnected from the lever arm at the control.

10. Turn on master power switch.

11. Turn on power to the control by turning on the ignition switch. DO NOTSTART THE ENGINE.

CAUTIONACTUATOR LEVERS MAY MOVE

INSTALLING CABLE CLAMP AND ASSOCIATED PARTS TO CABLEANCHOR ON CONTROL (TROLL ACTUATOR SIMILAR) (REFERENCE:P/N 1015169 AND 1015170)

74



INSTALLING BALL JOINT CONNECTOR AND ASSOCIATED PARTS ONLEVER ARM (REFERENCE: P/N 1015169 AND 1015170)

75



INSTALLING TERMINAL EYE PIN AND ASSOCIATED PARTS ON LEVER ARM(REFERENCE: PN. 1016430)

CONTROL BOX (REFERENCE: PN. 1016430)INSTALLING CABLE CLAMP AND ASSOCIATED PARTS TO CABLE ANCHOR ON

FOR NON CONDUCTIVE VESSELS

FOR NON CONDUCTIVE VESSELS

NONCONDUCTIVE VESSELS INSTALLATIONS

12. Press the STATION SELECT button (at any control station) to takecommand.

NOTE:MAKE SURE THE SELECTOR SWITCH IS SET AT THEIDLE 1 POSITION AT THE COMMAND STATION.

13. Move the station lever to the AHEAD detent (AHEAD full throttle if theTHROTTLE actuator travel was reversed). Push the cable all the wayinto the cable jacket (pull the cable end all the way out of the cable jacketif the THROTTLE actuator travel was reversed) and move the cableclamp at the control until the ball joint connector and ball joint are aligned.

76



NOTE:ADJUST THE CABLE CLAMP POSITION FOR THELOW IDLE POSITION AND THE BALL JOINTCONNECTOR POSITION FOR FULL THROTTLEPOSITION.

14. Move the control lever to AHEAD full throttle (AHEAD detent if theTHROTTLE actuator travel was reversed). Pull the cable all the way outof the cable jacket (push the cable all the way into the cable jacket if theTHROTTLE actuator travel was reversed) and move the stud in theactuator lever slot on the control until the ball joint connector and balljoint are aligned.

15. Repeat Steps 13 and 14 above until the ball joint connector and balljoint are aligned at the low idle and full throttle positions, or there is aslightly greater (.010 inch) additional motion of the actuator arm on thecontrol than travel in the cable (to be sure that push-pull cable slack willalways be compensated for).

THROTTLE PUSH-PULL CABLE INSTALLATION, GEAR SELECT ANDTROLL ACTUATOR PUSH-PULL CABLE INSTALLATION SIMILAR

16. Turn the ignition switch OFF. Tighten the stud and the cable clamp.Connect the push-pull cable to the actuator lever on the control.

77



GEAR SELECT PUSH-PULL CABLE INSTALLATION

NOTE:IF YOU HAVE ELECTRONIC (SOLENOID) GEARSELECTORS, SKIP OVER THIS ITEM.

NOTE:THE GEAR SELECT PUSH-PULL CABLE ISINSTALLED THE SAME WAY AS THE THROTTLEPUSH-PULL CABLE BUT THE GEAR SELECTACTUATOR IS A THREE POSITION DEVICE: 45° LEFT(ROTATION), CENTER AND 45° RIGHT. THE CONTROLWILL DRIVE THE ACTUATOR TO THESE POSITIONSAS COMMANDED BY AHEAD, NEUTRAL OR ASTERNCOMMANDS FROM THE OPERATOR’S LEVER.

1. Install the gear select push-pull cable using steps 1 through 11 in theThrottle Push-Pull Cable Installation portion of this section.

2. Power-up the control, select a command station and move the stationlever to the AHEAD detent (ASTERN detent if the GEAR SELECTactuator travel was reversed). Push the cable all the way into the cablejacket (pull the cable end all the way out of the cable jacket if the GEARSELECT actuator travel was reversed) and move the cable clamp atthe control until the ball joint connector and ball joint are aligned.

3. Move the station lever to ASTERN detent (AHEAD detent if the GEARSELECT actuator travel was reversed). Pull the cable all the way out ofthe cable jacket (push the cable all the way into the cable jacket if theGEAR SELECT actuator travel was reversed) and move the ball jointconnector in the actuator lever slot on the control until the ball jointconnector and ball joint are aligned.

4. Repeat Steps 2 and 3 above until the ball joint connector and ball jointare aligned at both forward and reverse DETENTED positions, andhave a small amount (.010 inch) of overtravel to compensate for push-pull cable slack.

CAUTIONTHE ACTUATOR LEVER POSITIONS MUST DRIVE THE TRANSMISSIONARM INTO THE DETENTED POSITIONS OF THE TRANSMISSIONSELECTOR VALVE. OPERATION OF THE TRANSMISSION WITH THESELECTOR IN A NON-DETENTED AREA MAY CAUSE SEVERE DAMAGETO THE TRANSMISSION.

78



5. Turn the ignition switch OFF. Tighten the ball joint connector and thecable clamp. Connect the push-pull cable to the actuator lever on thecontrol.

Troll Push-Pull Cable Installation

NOTE:IF YOU HAVE ELECTRONIC TROLLING, SKIP OVERTHIS ITEM.

NOTE:THE TROLL PUSH-PULL CABLE IS INSTALLED THESAME WAY AS THE THROTTLE PUSH-PULL CABLEBUT THE SELECTOR SWITCH IS USED TO SET THEPROPER “IDLE 1” AND “MINIMUM TROLL”POSITIONS. THE CONTROL WILL DRIVE THE TROLLACTUATOR TO THESE POSITIONS AS COMMANDEDBY THE SELECTOR SWITCH AT THE COMMANDSTATION.

1. Install the troll push-pull cable using steps 1 through 11 in the ThrottlePush-Pull Cable Installation portion of this section.

2. Power-up the control, select a command station and select TROLL 2 onthe selector switch at the command station. Push the cable all the wayinto the cable jacket and move the cable clamp at the troll actuator untilthe ball joint connector and ball joint line up.

NOTE:THE LEVERS AT THE COMMAND STATION MUSTREMAIN IN NEUTRAL DURING TROLL CABLEADJUSTMENT.

3. Move the selector switch to IDLE 1. Pull the cable all the way out of thecable jacket and move the stud In the actuator lever slot on the trollactuator until the ball joint connector and ball joint line up.

4. Repeat Steps 2 and 3 above until the ball joint connector and ball jointare aligned at both IDLE 1 and MINIMUM TROLL positions, and have asmall amount (.010 inch) of overtravel to compensate for push-pull cableslack.

79



CAUTIONTHE ACTUATOR LEVER POSITIONS MUST COINCIDE EXACTLY WITHTHE DETENT AND MINIMUM TROLL POSITIONS OF THETRANSMISSION TROLLING VALVE. OPERATION OF THETRANSMISSION WITH THE TROLLING VALVE IN A NON-DETENTEDAREA IN IDLE 1 MODE MAY CAUSE SEVERE DAMAGE TO THETRANSMISSION.

PUSH-PULL CABLE INSTALLATION AT THE STAND ALONE TROLLACTUATOR

5. Turn the ignition switch OFF. Tighten the ball and the cable clamp.Connect the push-pull cable to the actuator lever on the troll actuator.

Note: See Appendix for additional Push-Pull Cable Mountinginformation.

80



81



SECTION 8 - FINAL TESTS & ADJUSTMENTS

Cable Tests

1. Turn the ignition switch on but do not start the engine. Check that thecontrol moved the transmission selector valve lever to NEUTRAL andthe engine throttle lever to low idle.

2. Select a command station by pressing the STATION SELECT buttonat one of the control stations. DO NOT START THE ENGINE. On troll-equipped installations, make sure the selector switch is in IDLE 1 at thecommand station.

3. Remove the cable from the GEAR SELECT actuator at the ball jointconnector. The ball joint connector and ball joint must line up at thetransmission selector’s NEUTRAL detent.

4. Move the cable to the AHEAD transmission detent.

NOTE:MAKE SURE THE CABLES ARE NOT BINDING.LOCATE AND CORRECT ANY PROBLEM AREAS.

5. Move the control lever to the AHEAD detent. Check for proper cablealignment between the ball joint connector and ball joint. The ball jointconnector and ball joint must line up at the transmission selector’sAHEAD detent. Adjust the cable travel and anchor position as necessaryif the ball joint connector and ball joint are not aligned.

6. Move the cable to the ASTERN transmission detent.

7. Move the control lever to the ASTERN detent. Check for proper cablealignment between the ball joint connector and ball joint. The ball jointconnector and ball joint must line up at the transmission selector’sASTERN detent. Adjust the cable travel and anchor position asnecessary by following steps 2 through 4 in the Gear Select Push-PullCable Installation portion of Section 7 if the ball joint connector and balljoint are not aligned.

8. Reconnect the cable to the ball joint connector.

82



9. Move the control lever to the full AHEAD position and verify theTHROTTLE actuator moved the engine throttle lever to the full throttleposition by disconnecting the cable at the ball joint connector and movingthe cable by hand. Adjust the cable travel and anchor position if necessaryby following steps 12 through 14 in the Throttle Cable Installation portionof Section 7 if the ball joint connector and ball joint are not aligned.

10. Reconnect the cable to the ball joint connector.

11. Return the station lever to NEUTRAL.

12. On troll-equipped installations, place the selector switch at the commandstation in TROLL, otherwise skip to Step 15, below.

13. Remove the cable from the troll actuator at the ball joint connector. Theball joint connector and ball joint must line up at the troll actuator’sMINIMUM TROLL position.

14. Move the selector switch to the IDLE 1 position and verify the troll actuatormoved the troll valve lever to the CRUISE (detent) position bydisconnecting the cable at the ball joint connector and moving the cableby hand. Adjust the cable travel and anchor position if necessary byfollowing steps 2 through 4 in the Troll Push-Pull Cable Installationportion of Section 7 if the ball joint connector and ball joint are not aligned.

15. Repeat the above steps for all engines and stations.

16. Move all station levers to NEUTRAL, selector switches to IDLE 1 andturn the ignition switch off.

Engine Running Test

1. Make sure the vessel is moored adequately for in-gear engine idleoperation.

2. Turn on the ignition switch.

3. Select a command station by pressing the STATION SELECT buttonat one of the control stations. On troll-equipped installations, set theselector switch to IDLE 1.

4. Start one engine. Make sure the prop shaft is not turning.

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CAUTIONBE PREPARED TO STOP ENGINE IF NECESSARY.

5. Move the lever to the AHEAD detent and verify the vessel is attemptingto move ahead. Return the lever to NEUTRAL if the boat had beenattempting to move astern. Refer to the Section 6 diagram for reversingdirection of the GEAR SELECT actuator.

CAUTIONTURN OFF ALL ENGINES AND ELECTRICAL POWER TO THECONTROL SYSTEM BEFORE CHANGING THE GEAR SELECTACTUATOR ORIENTATION.

6. Move the control lever to ASTERN detent and verify the vessel isattempting to move astern.

7. Move the lever to NEUTRAL.

8. Repeat steps 1 through 7 for all engines and stations.

9. Shut off engines and power if not proceeding to the next test.

Fast Idle with Direction Disable Test

10. Place all control levers in NEUTRAL, then start one engine if not alreadydone. Set the selector switch to IDLE 1 on troll-equipped installations.

CAUTIONBE PREPARED TO STOP ENGINE IF NECESSARY.

NOTE:REMEMBER TO SELECT A COMMAND STATIONBEFORE ATTEMPTING TO START THE ENGINE.

11. Press and hold the STATION SELECT button at the station in command.

12. Move the lever beyond the AHEAD or ASTERN detent position. Releasethe STATION SELECT button.

13. Verify the engine speed increases as the lever is advanced without thetransmission going into gear. Return the lever to NEUTRAL.

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CAUTIONTHE CONTROL(S) WILL RESUME NORMAL GEAR SELECT ANDTHROTTLE OPERATION WHEN THE LEVER(S) ARE RETURNED TONEUTRAL AFTER THE DIRECTION DISABLE TEST. THE STATIONSELECT BUTTON MUST BE DEPRESSED AND HELD ANY TIME THEDIRECTION DISABLE FEATURE IS DESIRED AND THE LEVER(S) AREIN NEUTRAL OR PASSING THROUGH NEUTRAL. FAILURE TODEPRESS AND HOLD THE STATION SELECT BUTTON FOR THEDIRECTION DISABLE TEST ANYTIME THE LEVER(S) ARE MOVEDTHROUGH NEUTRAL WILL RESULT IN UNDESIRED VESSELMOVEMENT.

CAUTIONIF THE DIRECTION DISABLE FEATURE IS BEING USED AT A COMMANDSTATION AND A DIFFERENT COMMAND STATION IS DESIRED, MAKESURE THE LEVER(S) AT THE DESIRED COMMAND STATION ARE INNEUTRAL PRIOR TO DEPRESSING THE STATION SELECT BUTTON.FAILURE TO DO SO WILL RESULT IN UNEXPECTED VESSELMOVEMENT BASED ON THE LEVER POSITION(S) AT THE NEWCOMMAND STATION.

14. Repeat the above steps for all stations and engines.

15. Shut off engines and power if not proceeding to the next portion.

Engine Synchronization (sync) Test

CAUTIONENGINE SYNC TESTING REQUIRES OPERATING BOTH ENGINESWHILE OBSERVING ENGINE TACHOMETERS. ENSURE THE VESSELIS POSITIONED AND MOORED SAFELY TO CONDUCT THIS TEST.

NOTE:THE SYNC RESPONSE RATE CAN BE TUNED TO SUITTHE VESSEL/ENGINE COMBINATION IF NECESSARY.

1. Locate the 4 switches, in the access panel, labeled sync controls. Thefollowing table lists possible settings to optimize the response of thesync system. These settings are given “divider numbers”. Set theswtiches according to the divider number shown in the table below whichmatches the applications.

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START WITHFOR: DIVIDER NUMBERTach Generators with 4 cyl. gas engines 1Tach Generators with 6 cyl. gas engines 1Tach Generators with 8 cyl. gas engines 1Mag Pickups in SAE #3 flywheel housings 8Mag Pickups in SAE #2 flywheel housings 9Mag Pickups in SAE #1 flywheel housings 10Mag Pickups in SAE #0 flywheel housings 12Mag Pickups in SAE #00 flywheel housings 14

NOTE:LABELS BELOW ARE FROM WHITE OVERLAYAROUND THE SWITCH. DO NOT USE SWITCHLABELS FOR THESE SETTINGS.

DIVIDERNUMBER SWITCH NUMBER

5 4 3 2 1 1 Note 1 OFF OFF OFF 2 Note OFF 2 OFF OFF 3 Note 1 2 OFF OFF 4 Note OFF OFF 4 OFF 5 Note 1 OFF 4 OFF 6 Note OFF 2 4 OFF 7 Note 1 2 4 OFF 8 Note OFF OFF OFF 8 9 Note 1 OFF OFF 8 10 Note OFF 2 OFF 8 11 Note 1 2 OFF 8 12 Note OFF OFF 4 8 13 Note 1 OFF 4 8 14 Note OFF 2 4 8 15 Note 1 2 4 8

Note: Switch Number 5 of the dip switch is the pressure switchenable/disable. See Appendix for more details.

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SYNC RESPONSE SWITCH LOCATIONS IN STARBOARD CONTROLSWITH THE SYNC OPTION (NOTE: THESE SWITCHES ARE ALSO INPORT CONTROL BUT ARE NOT CONNECTED)

1. Apply power to the system and take command at a station. Set thecontrol lever(s) to NEUTRAL.

2. Disconnect the cable from the GEAR SELECT actuator on both controls.Secure the cables away from all moving parts and in a way that thetransmission selectors are held in NEUTRAL. If you have an electronictransmission shifter, disconnect the solenoid valve connectors.

3. Turn the Selector switch to IDLE 1.

4. Start both engines at the dock.

5. Move both station levers to 1/2 throttle AHEAD and set the Selectorswitch to SYNC.

6. Note the engine RPM’s after 10 seconds. They should be within 5 RPMof each other.

7. Advance the port lever approximately one control lever handle width.The starboard engine speed should track and match the port enginespeed.

8. Change the port engine speed by moving the port lever approximatelyone control lever handle width toward NEUTRAL. The starboard enginespeed should track and match the new port engine speed.

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NOTE:IF THE SYNC RESPONSE SEEMS SLUGGISH, SETTHE SWITCHES ACCORDING TO A LOWER DIVIDERNUMBER. IF THE SYNC RESPONSE SEEMS TOMAKE THE ENGINES “HUNT”, SET THE SWITCHESACCORDING TO A HIGHER DIVIDER NUMBER.RETEST IF THE DIVIDER NUMBER WAS CHANGED.

NOTE:SOME TACH GENERATOR INSTALLATIONS WILLHAVE VERY SLOW (TEN SECONDS OR MORE) SYNCRESPONSE, DEPENDENT ON THE TACH DRIVE/CRANK/SHAFT SPEED RATIO AND THE FREQUENCYOUTPUT OF THE TACH GENERATORS. INSTALL TACHGENERATORS HAVING A HIGHER FREQUENCYOUTPUT, OR MAGNETIC PICKUPS IF A FASTER SYNCRESPONSE IS DESIRED, AND CANNOT BEACHIEVED WITH THE DIVIDER SWITCH SETTINGS.

1. Turn the Selector switch to IDLE 1 and verify the starboard engine speedno longer follows the port engine speed.

2. Shut engines off and reconnect the gear select cables, or transmissionsolenoid connectors.

Idle Set Speed Adjustments

The control system provides two or three engine idle set speed settingscorresponding to positions of the selector switch on the control head. Thesesettings are useful for cold starting, docking or maneuvering in no-wake zones.The speeds are very important for trolling valve operation and will enhancetrolling operation, provided the troll valves are properly installed and adjusted.

NOTE:ANY ADJUSTMENTS MADE TO THE MECHANICALCURB IDLE SPEED WILL REQUIRE READJUSTMENTOF THE IDLE SET SPEEDS IN THECORRESPONDING CONTROL.

CAUTIONIMPROPER IDLE SPEED CHOICE AND ADJUSTMENT CAN LEAD TODRIVETRAIN DAMAGE.

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Selecting the Proper Set Idle Speeds

DETERMINE IDLE 3 OR TROLL 3 SPEED1. Obtain the maximum transmission input speed allowed while trolling.

This information can be found in the transmission sales and/or serviceliterature.

2. Obtain the maximum transmission input speed allowed when shiftingthe transmission. This information can be found in the transmissionsales and/or service literature.

NOTE:IF MAXIMUM SHIFT SPEEDS ARE GIVEN FORSHIFTING “THROUGH” NEUTRAL (SHIFTING FROMAHEAD TO ASTERN AND VICE VERSA) AND “FROM”NEUTRAL (SHIFTING FROM NEUTRAL TO AHEAD ORASTERN) THEN USE THE LOWER OF THE TWOSPEEDS.

3. Determine Idle Set 3 by using the lower of the two speeds determinedin steps 1 and 2, above.

IDLE 1 SETTINGSet Idle 1 is always the engine mechanical curb idle speed with the transmissionin NEUTRAL. This idle speed should no be affected by the control.

NOTE:PUSH-PULL CABLE ADJUSTMENT WILL AFFECT IDLESET SPEEDS. VERIFY THE CABLES ARE PROPERLYADJUSTED BEFORE PROCEEDING WITH IDLE SETSPEED ADJUSTMENTS.

DETERMINE IDLE 2Set idle 2 is usually halfway between Set Idle 1 and Set Idle 3, but can be anypoint in between, depending on operator preferences.

Determine Set Idle 2 by adding Set Idle 1 to Set Idle 3 and dividing by 2.

EXAMPLE: Set Idle 1 - 600 rpm + Set Idle 3 - 950 rpm

Set Idle 2 - 1550 rpm / 2 = 775 rpm

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Setting Speeds

NOTE:THROTTLE PUSH-PULL CABLE ADJUSTMENT WILLAFFECT IDLE SELECT SPEEDS. VERIFY THECABLES ARE PROPERLY ADJUSTED BEFOREPROCEEDING WITH IDLE SET SPEEDADJUSTMENTS.

1. Locate and remove the access cover on each control. It is retained byfour screws.

2. Locate potentiometers (pots) P1 and P2 and an appropriate screwdriveror trimming tool for use in their adjustment.

SET IDLE SPEED ADJUSTMENT LOCATION IN ALL CONTROLS

NOTE:THE POTS MIGHT REQUIRE SEVERAL ROTATIONSWITH THE SCREWDRIVER PRIOR TO REACHING THEMINIMUM POSITION.

3. Establish command at a station and start the engine for which the idlepositions are to be set. On troll-equipped installations, set the selectorswitch to IDLE 1.

4. Warm the engine to operating temperature by holding down the STATIONSELECT button and moving the lever to select the desired engine speed.Move the lever to NEUTRAL after engine warm-up is complete.

5. Turn the Selector switch to IDLE 2 and note engine speed. Return theknob to IDLE 1.

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6. Rotate P1 two revolutions clockwise to increase or two revolutionscounterclockwise to decrease. Repeat step 5, above.

7. Perform steps 5 and 6 above until the desired Set Idle 2 speed isobtained.

NOTE:AS THE DESIRED SET IDLE 2 SPEED ISAPPROACHED, REDUCE THE AMOUNT OF POTADJUSTMENT. IF THE SET IDLE 2 SPEED GOESABOVE THE DESIRED SETTING, ROTATE P1COUNTERCLOCKWISE TO REDUCE THE SPEED.

8. Turn the Selector switch on the lever to IDLE 2 or TROLL 2 for boatswith trolling transmissions.

9. Turn the Selector switch to IDLE 3 or TROLL 3 and note the enginespeed. Return the knob to IDLE 2 or TROLL 2.

10. Rotate P2 two revolutions clockwise to increase or two revolutionscounterclockwise to decrease. Repeat step 9, above.

11. Perform steps 9 and 10 above until the desired Set Idle 3 speed isobtained.

NOTE:AS THE DESIRED SET IDLE 3 SPEED ISAPPROACHED, REDUCE THE AMOUNT OF POTADJUSTMENT. IF THE SET IDLE 3 SPEED GOESABOVE THE DESIRED SETTING, ROTATE P2COUNTERCLOCKWISE TO REDUCE THE SPEED.

12. Perform steps 1 through 11 above for all engines.

Throttle Clamp Selection

Throttle clamp time selections should be made based on minimizing ‘lurch’ orengagement jolts resulting from engine RPM’s increasing before gearengagement is completed from NEUTRAL (gear) or when passing from gearto gear (neut).

1. Select short ‘gear’ throttle clamp time for transmissions which processNEUTRAL to gear engagements within .75 seconds from command.Select long clamp time for transmissions requiring more than .75seconds.

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2. Select short ‘neut’ throttle clamp time for transmissions which processgear to NEUTRAL disengagements within .75 seconds from command.Select long clamp time for transmissions requiring more than .75seconds.

PRESSURE SWITCH OPTION

Note: Some applications require the use of a pressure switchto confirm gear engagement is complete prior to allowinga throttle increase above idle. See Appendix.

Hold in Gear Time Adjustment

CAUTIONMANEUVERS REQUIRED DURING THIS TEST WILL CAUSE SUDDENDECELERATION OF VESSEL. BE SURE PERSONNEL ANDEQUIPMENT ARE SECURE.

NOTE:THIS SECTION REQUIRES FULL SPEED OPERATIONOF THE VESSEL USING A STOPWATCH FORRECORDING RESPONSE TIMES.

1. Take command at a station, start the engines and warm them to operatingtemperature if not already done. On troll-equipped installations, set theselector switch to IDLE 1.

2. Operate the vessel AHEAD at 1/2 throttle for at least one minute.Continue AHEAD at 1/2 throttle for at least two minutes after vesselspeed has stabilized.

3. Quickly move the levers from 1/2 throttle to the AHEAD detents. DoNOT go to NEUTRAL. Discontinue if unacceptable conditions areobserved.

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4. Repeat steps 2 and 3 above using 3/4 throttle speed. Discontinue ifunacceptable conditions are observed.

5. Prepare the stopwatch for measurement. Repeat step 2 above usingFULL throttle.

6. Repeat step 3 above, measuring the time from when the levers are movedfrom full throttle until the engine speed drops to 1000 rpm. Record thistime.

Note: Some electronic engine governors may require that theengine speed drop below 750 RPM to avoid stalling.

7. Remove the access cover plate on each control. Locate the switcheslabeled SW1, SW2 and SW3 in each control. Locate the time on thetable closest to the time measured on the stopwatch. Set switches 1, 2and 3 as shown.

DELAY SWITCH LOCATION IN ALL CONTROLS

NOTE:THE TIMES SHOWN ON THE TABLE ARE OBTAINEDONLY WHEN THE VESSEL HAS BEEN AT FULLTHROTTLE FOR A MINIMUM OF SIXTY SECONDS.DOCKING OPERATIONS USING LOW THROTTLESPEEDS AND SHORT TERM TRANSMISSIONENGAGEMENTS DO NO PRODUCE SUCH DELAYS.

NOTE:LABELS BELOW ARE FROM WHITE OVERLAYAROUND THE SWITCH. DO NOT USE SWITCHLABELS FOR THESE SETTINGS.

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MEASURED DELAY(SECONDS) SWITCH NUMBER

SW1 SW2 SW30.0 to 0.5 OFF OFF OFF0.6 to 1.8 1.3 OFF OFF1.9 to 3.3 OFF 2.8 OFF3.4 to 4.6 1.3 2.8 OFF4.7 to 6.5 OFF OFF 6.06.6 to 7.8 1.3 OFF 6.07.9 to 9.3 OFF 2.8 6.09.4 to 10.6 1.3 2.8 6.0

CAUTIONTHE NEXT STEP IS NOT TO BE PERFORMED UNLESS THE PREVIOUSSHIFT DELAY TESTING HAS BEEN COMPLETED.

STEP 8 RESULTS IN AN AHEAD-TO-ASTERN SHIFT REVERSAL.DISCONTINUE AT ANY TIME UNUSUAL CONDITIONS ARE OBSERVED.

8. Repeat steps 1 through 6 but return the levers through the AHEAD detentto the ASTERN detent.

Final Installation

1. Secure all loose wiring and cables if not already done.

2. Verify that all mechanical and electrical connections are secure.

3. Coat all wire terminals with Dow Corning® #4 dielectric compound if notalready done.

4. Reinstall all access covers on control enclosures.

5. Connect bonding wire(s) to the BOND screw on all control enclosures.Coat screw heads with Dow Corning® #4 dielectric compound.

6. Return vessel to normal operation.

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SECTION 9 - OPERATION

Basic System Features

The Model EC200 Marine Control System consists of a control, a control head,an optional troll actuator, and one or more wiring harnesses. One control systemis required per engine.

The control system coordinates engine and marine transmission functions. ALEVER, STATION SELECT button and SELECTOR SWITCH in the controlhead enable the operator to control operation of the system and installed options.

OPERATOR CONTROLS IN DUAL LEVER CONTROL HEAD (SINGLELEVER CONTROL HEAD SIMILAR)

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Operator controls and indicators are:

1. A SINGLE OR DUAL LEVER control head for controlling the speedand direction of port (and starboard) propulsion. Each lever controlsgear selection and throttle for one engine/gear set. If your boat isequipped with phantom or master throttle accessories, each lever maycontrol 2 or more engine gear sets.

2. A STATION SELECT button on the control head for taking commandat a specific location. The red light(s) next to the button verify that portand/or starboard controllers are selected to work with the control station.

3. A SELECTOR SWITCH on the control head for selecting up to threeengine idle speeds, optional troll operation at either of two enginespeeds, and optional engine synchronization.

4. Yellow NEUTRAL indicators provided for port and starboard (if dual) willlight constantly if the control box gear selector is in neutral, and flash ifcontroller is set to direction disable mode (warm-up).

System Operation

Engine Start

Power up of the vessel will normally supply power to the control system. Enginestarting, however, requires that the following conditions are met:

1. At the selected Control Station, place the Lever(s) in the Neutral DetentPosition. Place the selector switch in IDLE 1 position.

2. Power up the system by turning on the ignition switch for the desiredengine(s).

3. Press and release the STATION SELECT button on the control head.The red light(s) next to the STATION SELECT button will illuminate toindicate that the station is in command.

NOTE:IF ONLY ONE CONTROL IS POWERED UP IN TWINENGINE INSTALLATIONS, STARTING OF THESECOND ENGINE WILL REQUIRE THAT THE STATIONSELECT BUTTON BE DEPRESSED AFTER THESECOND ENGINE’S IGNITION SWITCH IS TURNED ON.THE SYSTEM INDICATES CONTROL STATUS VIA THERED INDICATOR.

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4. Start the engine and warm up at the desired rate.

Engine Warm-up

USING THE SET IDLE SPEEDSTurn the SET IDLE switch on the control head to position IDLE 1, IDLE2, or IDLE 3 (if available).

USING THE DIRECTION DISABLE MODEDepress and hold the STATION SELECT button while moving thecontrol lever in either the AHEAD or ASTERN direction. The enginecan be varied from minimum to maximum speed.

NOTE:THIS FEATURE CAN BE USED ANY TIME WHEREELEVATED ENGINE SPEED WHILE HOLDING THETRANSMISSION IN NEUTRAL IS REQUIRED.

CAUTIONWHEN THE LEVER IS RETURNED TO NEUTRAL FROM THEDIRECTION DISABLE MODE, THE CONTROL WILL RESET ANDNORMAL OPERATION WILL OCCUR WHEN THE LEVER IS MOVED TOAHEAD OR ASTERN DIRECTION FROM NEUTRAL WITHOUTDEPRESSING AND HOLDING THE STATION SELECT BUTTON.

Operation

Lever Positioning1. Move the control lever AHEAD to the AHEAD DETENT to select ahead

vessel direction. The remaining lever travel after the AHEAD DETENTcontrols the engine throttle.

2. Move the control lever ASTERN to the ASTERN DETENT to select asternvessel direction. The remaining lever travel after the ASTERN DETENTcontrols the engine throttle.

NOTE:REVERSALS CAN BE MADE AT ANY TIME. THEY WILLBE EXECUTED ON AN AUTOMATIC TIMEDSEQUENCE WHICH FORCES THE THROTTLE TOIDLE PRIOR TO ENGAGING THE OPPOSITEDIRECTION. THIS IS FOLLOWED BY RETURN OF THEENGINE THROTTLE TO THE POSITION CALLED FORBY THE CONTROL LEVER.

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SIDE VIEW OF CONTROL HEAD

Using SET IDLE Speeds

The set idle speeds can be used to raise the engine speed slightly withoutmoving the lever from the AHEAD and ASTERN detents. This is a usefulfeature for situations like maneuvering in no-wake zones or docking inwindy conditions. The idle set speeds are an important part of propertrolling performance.

CAUTIONTHE SET IDLE SPEEDS MUST BE PROPERLY ADJUSTED ACCORDINGTO THE PROCEDURE GIVEN IN SECTION 8 OF THE INSTALLATIONMANUAL 1018434. FAILURE TO ADJUST THE SET IDLE SPEEDSPROPERLY WILL RESULT IN ABNORMAL SYSTEM AND/OR VESSELOPERATION AND POSSIBLE DRIVETRAIN DAMAGE.

1. Place the Selector switch on position IDLE 2 or IDLE 3 (if available)

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as preferred while the lever(s) are in the AHEAD, ASTERN, or NEUTRALdetents.

2. Place the Selector switch on position IDLE 1 to return to the enginecurb idle speed.

Idle 1 to Troll (OPTIONAL)

NOTE:ALL COMMAND STATION LEVERS MUST BE IN THEAHEAD, NEUTRAL OR ASTERN DETENT POSITIONWHEN SWITCHING BETWEEN IDLE 1 AND TROLLMODES.

SELECTING TROLL FROM IDLE 1

1. Place the command station’s levers in the AHEAD, NEUTRAL orASTERN detent.

2. Place the selector switch in the TROLL 2 or TROLL 3 position.

NOTE:ENGINE SPEED IS SELECTED WITH THE SELECTORSWITCH AND TROLLING VALVE POSITION ISCONTROLLED BY THE STATION LEVER DURINGTROLL MODE.

SELECTING IDLE 1 FROM TROLL

1. Place the command station’s levers in the AHEAD, NEUTRAL orASTERN detent.

2. Place the selector switch in the IDLE 1 or IDLE 2 position.

Engine Synchronization (OPTIONAL)

NOTE:ENGINE SYNC REQUIRES A STATION TO BE INCOMMAND AND BOTH PORT AND STARBOARDLEVERS IN AHEAD. SYNC IS NOT AVAILABLE INTROLL MODE, DIRECTION DISABLE MODE ORASTERN VESSEL DIRECTION IN ANY MODE.

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1. Move both station levers together while setting the port engine to desiredoperating speed.

2. Place the selector switch in the sync position. The starboard engineshould increase or decrease speed until it matches the port.

NOTE:SYNC IS ONLY AVAILABLE IF THE LEVERS AREWITHIN 7 1/2 DEGREES (APPROXIMATELY THEWIDTH OF TWO FINGERS) OF EACH OTHER.

3. Change engine speeds by moving both levers at the same time. Thestarboard engine will maintain sync or resynchronize within a few secondsafter control lever motion stops.

4. Turn the Selector switch to IDLE 1, the starboard engine speed will nolonger follow the port engine speed.

Station Transfer

Control transfer is a “take from” function, meaning that a station can takecommand from another station presently in command and cannot preventanother station from taking command away.

CAUTIONIF A STATION SELECT BUTTON IS DEPRESSED AT A CONTROLSTATION OTHER THAN THE COMMAND STATION, THE CONTROL WILLRESPOND TO THE LEVER POSITIONS AND SWITCH SETTINGS AT THENEW COMMAND STATION. UNEXPECTED VESSEL OPERATION WILLRESULT IF THE LEVER POSITIONS AND SWITCH SETTINGS ARE NOTTHE DESIRED POSITIONS PRIOR TO TAKING COMMAND AT A NEWSTATION.

1. Place all switches and levers in the desired position at the desiredcommand station.

2. Depress the STATION SELECT switch to take command at the desiredstation.

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Manual Control

In the event that the control system becomes inoperative, the push-pull cablesare mechanically and electrically free. The throttle and gear select may beoperated manually as required.

Starting an engine will require that a jumper be placed between the NEUTRALSTART interlock pins in the cable connected to the control’s J6 connector.

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103

Twin Disc, Incorporated Appendix


APPENDIX

MORSE 33 SERIES CABLE MOUNTING DIMENSIONS

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Twin Disc, IncorporatedAppendix


CONTROL MOUNTING DIMENSIONS

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TROLL ACTUATOR MOUNTING DIMENSIONS

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Push-Pull Cable Mounting

EC200 control boxes with push-pull cables may require addition of externaltooth lockwashers to the cable clamp assembly. In some installations the push-pull cables are located such that they become grab handles for personnel workingin the engine room, or are in the way of personnel working on the engine. If thecable is subject to significant tension or movement for any reason, it may benecessary to install additional lockwashers to prevent the clamp from movingand changing the alignment of the cable to the throttle, gear changer, or trollactuators. In such cases as become necessary, a #12 stainless steel externaltooth lockwasher may be inserted between the shim plate and the mountingframe as shown in Figure 1. The Morse lockwasher provided for the balljointassembly in the installation kit IS NOT TO BE USED for this purpose. Thislockwasher must be kept in the balljoint assembly as shown in Figure 2. #12stainless steel washers are available from Twin Disc as well as mosthardware stores.

Figure 1.

Figure 2.

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Push-Pull Cable Alignment/Check Procedure

During installation and throughout the life of an EC150, EC200, or WJ200 controlsystem the alignment of the push-pull cables should and will need to be checked.In addition to routine maintenance checks, the push-pull cables should bechecked for proper alignment whenever there is any engine or transmissionwork done on the boat. In general, the cable alignment should be checkedwhenever there has been any work performed around the areas through whichthe push-pull cable is routed. The following procedure is one method for checkingthe alignment of the cables which requires only simple materials and tools.Besides the proper wrenches you will need some masking tape and a markerpen. A dry erase marker is suggested so that the subsequent alignment checkswill not have to deal with previous markings left on the actuator arm. The PowerCommander Control System MUST be turned ON and station selected duringthe alignment checks because the travel arc of the actuator arm is differentwhen being controlled by the circuitry than it is when the arm is rotated by handthrough the entire arc between mechanical end stops. The desired result of thealignment is to match the stroke of the push-pull cable with the travel arc of theball joint on the arm, and to locate the clamp such that the end points of travel ofthe push-pull cable match those of the ball joint. The following procedure isshown as related to the gear selector. The same procedure applies to thethrottle cable, but instead of selecting a gear to get the actuator arm to go to theend of it's driven travel, you will be working the control head lever from neutral tofull throttle in FORWARD gear. The following alignment procedure stepsassume that the push-pull cable is not kinked or broken, and is properly installedand aligned at the transmission or governor end. Refer to the installation manualfor general installation procedures and cable or clamp details.

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Cable Alignment/Check Procedure

1. Disconnect the push-pull cable from the control box gear select actuatorarm by pulling back on the collar and moving the cable head away fromthe actuator arm.

Figure 1.

2. With system power on, and station selected, select forward or reversegear, to get the actuator arm to rotate to the position closest to the sideof the control box (farthest away from the push-pull cable jacket clamp).

Figure 2.

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3. Pull on the head of the push-pull cable so that it extends as far as possibleout of the jacket. Rotate the collar of the head so that the ball cavity isvisible. Check the alignment of the ball cavity with the ball on the actuatorarm. If the ball cavity in the head of the cable lines up directly over theball or is no more than 1/32 inch short (toward the center) of lining upwith the ball, this end of the alignment is ok. If the alignment is not withinthe 1/32 inch short allowance, then skip over the next step and prepareto realign the push-pull cable or ball joint mounting.

Figure 3.

4. Move the control head to the opposite gear selection, push the push-pull cable head into the jacket as far as it will go. Check the alignment inthis position direct line up or up to 1/32 inch short. Short again meansthat the cavity is inside of the actuator arm arc. If the ball joint cavity isoutside of the actuator arm arc, then it is not going to be driven fully intoposition by the actuator arm. If the ball joint cavity is more than 1/32 inchshort then the actuator arm will "jam" into the cable head at the end ofcable travel and cause damage to the clutch in the actuator mechanism.If the alignment is within the 1/32 inch allowance, this cable does notneed to be realigned.

Figure 4.

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Proceed to Step 5 if alignment is required.

5. Turn off system power, and move the actuator arm as far to the side ofthe box as it will go. Place a piece of 3/4 or 1 inch masking tape abovethe gear sticker, while overlapping the sticker by about 1/4 of an inch.Pull the push-pull cable out of the jacket as far as it will go and use amarker to draw a straight line perpendicular to the cable and centeredon the ball joint cavity. Note: the line may have to extend above or belowthe 3/8 inch mark shown on the illustration.

Figure 5.

6. Push the push-pull cable into the jacket as far as it will go and mark thecenter of the ball joint cavity on the masking tape in the same manner asstep 5. The distance between the marks is the "stroke" of the push-pullcable. The next operation will be to locate the ball joint in the slot in theactuator arm so that the stroke of the ball joint matches the stroke of thepush-pull cable. As can be seen in this example, the stroke of the push-pull cable is not centered in the arc of the ball joint on the actuator arm.The adjustment of the jacket clamp will be used to correct the centering.

Figure 6.

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7. Turn the power on, select a station, and put the control handle into theappropriate gear position to get the actuator arm to move to the positionclosest to the side of the control box. The ball joint may have to beloosened and slid to one end of the actuator arm slot in order to locateand make the next mark. Looking through the slot in the actuator arm,make a pair of marks on the arm which would, if continued through thecenter of the slot, cut across the masking tape mark where it is centeredin the slot of the arm.

Figure 7.

8. Select the gear which moves the actuator arm to the opposite end of thestroke, and make two marks on the arm which would intersect themasking tape mark in the center of the slot. The proper location of theball joint is about in the middle of the two sets of marks. If the marks aremore than 1/4 inch apart, it may be necessary to position the ball joint inthe middle, perform the clamp adjustment, and then repeat the entirealignment procedure if the recheck (steps 1 to 3) does not show properfinal alignment.

Figure 8.

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9. Locate the ball joint in the middle of the two sets of marks and tighten itup enough so that it will not move during the rest of the alignmentprocedure. If additional space is required for wrench access, turn poweroff and move actuator arm closer to the side of the control box. If thepush-pull cable is interfering with the access to the ball joint, loosen thescrews on the jacket clamp and slide the cable and clamp assemblyaway from the actuator arm. The clamp position will be adjusted in step11.

Figure 9.

10. Loosen the ball joint jam nut, and unthread the ball joint from the cableend. Note the position of the ball joint necessary to have it in the middleof the threaded area. Screw the ball joint back onto the cable end up tothe position noted above.

Figure 10.

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11. If the cable jacket clamp was not loosened in step 9, loosen the screwsthat hold the clamp to the nut plate. Do not remove the screws. It maytake several turns until the clamp and cable will slide in the saddle slots.There is no need to loosen the clamp beyond the point which allows theassembly to slide in the saddle.

Figure 11.

12. Power up the system, select a station, and put the control lever into thegear which moves the actuator arm closest to the jacket clamp. At thecontrol box, push the head of the push-pull cable until it is fully retractedto match the position of the gear actuator. Slide the cable jacket/clampassembly as required to get the cable head ball joint cavity to line upwith the ball joint on the actuator arm. Tighten the clamp screws enoughthat the clamp will not slide in the saddle, and recheck to see that theball joint will go on and off of the ball with the head of the cable beingfirmly pushed in the clamp direction. Readjust the clamp position asrequired.

Figure 12.

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13. Disconnect the ball joint, select the opposite gear and pull the head ofthe push-pull cable as far away from the clamp as possible. With thecollar of the ball joint held back, check to see that the ball joint will go onand off of the ball while pulling the head of the push-pull cable away fromthe clamp. If the ball joint will not go on and off of the ball with the clampin it's current position, it will be necessary to remark and reposition theball on the actuator arm. Repeat the alignment procedure starting fromstep 5.

Figure 13.

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Final Steps

1. Set the control head to Neutral and using the selector arm on thetransmission, move the push-pull cable to the neutral position.

2. Check to see that the cable head ball joint to actuator arm ball alignmentallows the head to be disconnected and reconnected without requiringsignificant force to be applied to the cable head in either direction.

3. Repeat the alignment if significant force is required.

4. If no additional alignment is required, tighten the jacket clamp screwsand the nut on the ball joint, and inspect the cable end ball joint head tobe sure that the collar moved back into the locked position.

5. Measure the distance between the marks on the masking tape and notethis information in the manual, for future reference. Remove the maskingtape from the control box.

6. Measure the location of the clamp in the saddle of the control box andnote this information in the manual for future reference.

Figure 14.

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Shaft Brake Control Option Details

EC200 propulsion controls are available with a shaft brake control option. Whena control system is ordered with the shaft brake control option, the hold in geardelay circuitry is altered to allow for proper operation of the shaft brake. Theresult of this is that the shift logic for gear to neutral and neutral to gear is entirelydifferent. The basic logic of an EC200 is to allow gear to neutral shift only afterthe hold in gear delay value has been counted down to zero. The gear delayvalue is determined by the setup switches in the access panel, the engine throttlelevel just before the gear to neutral shift action, and the length of time that theengine throttle had been at that level. The delay is used to allow the engine,which has been commanded to idle, to act as a brake and reduce the inertia ofthe drive train and propeller backdrive. The delay is setup to reduce the inertiato a level which will allow a gear change without stalling the engine or causingexcess wear of the transmission clutch plates. Neutral to gear changes are notrestricted in the basic EC200, but the engine throttle is clamped for 0.8 to 1.5seconds after the gear command is given to allow the marine transmission'sclutches to engage. In general, when the ratio of the transmission goes above4:1 and the engine size increases, required hold in gear delay values increaseand shaft brakes are sometimes fitted to these high horsepower higher ratiotransmission packages. Appropriately sized, the shaft brake is capable ofreducing the inertia of the propulsion system quickly, allowing responsive butsafe gear to gear operations. For the shaft brake to operate properly, thecontrol logic must be modified to get the gear disengaged as soon as possibleafter the change gear command has been issued, and to time the applicationof the shaft brake appropriate to the speed of the engine and the mechanics ofthe propulsion system it is being applied to. The circuitry changes that aremade for the shaft brake control option change the logic of the control to allowit to cause a gear to neutral shift, hold in neutral while the shaft brake time valueis counted down to zero, and then perform the neutral to gear shift for the reversedirection gear. The hold in neutral time value is determined by the setupswitches (same switches as used before for the hold in gear delay), the enginethrottle level just prior to the gear change command from the control head, andthe length of time that the engine throttle had been at that level. When performingsetup for the EC200 with shaft brake control option, use the time chart in theinstallation manual to set the shaft brake maximum time value, set the "GEAR"engine throttle clamp time to long (1.5 second), and set the "NEUTRAL" enginethrottle clamp to "SHORT" for 0.8 second minimum brake time or "LONG" for1.5 second minimum brake time. The rate of development of the shaft braketime is faster than the gear delay time. The gear delay time takes approximatelysix times the delay to develop while the shaft brake time takes approximatelythree times the delay. Once the time values have been set, sea trials should bedone to determine whether the settings should or could be changed to improvehandling without risking engine stall or damage to the transmission.

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Example 1. Switches are set to 6.5 seconds (6 second switch plus 0.5 secondbase) and "LONG" neutral engine throttle clamp. Boat has operated at 50%engine throttle for 30 seconds and the captain commands a gear reversal.Transmission will be commanded to neutral, and as soon as the gear changeris detected as neutral selection the shaft brake command will be given. Theshaft brake command will be output for about 3.3 seconds (50% of 6..5 ). After3.3 seconds of shaft brake application, the gear changer will go to the reversegear, and the engine throttle will be clamped to idle for about 1.5 seconds.After the 1.5 second clamp time the engine throttle will be commanded to thevalue indicated by the control lever.

Example 2. Same settings as above, but the captain is maneuvering the boatand the control lever is moving between forward half engine throttle and reversehalf engine throttle while staying at the selected gear positions for only 10seconds. Upon reverse command, the transmission will be commanded toneutral, as soon as the gear is detected as being neutral, the shaft brake outputwill turn on. The shaft brake will be on for 1.5 to 1.8 seconds. The 1.5 secondlow end of the range is the minimum because of the "LONG" neutral switchsetting, and the 1.8 second high end of the range is the maximum possiblebecause of the 10 seconds (approx. 50% of the 20 second full engine throttlerate of development times the 50% engine throttle level or 25% of 6.5 seconds.

Performance of the shaft brake and the shaft brake control option is dependenton the attention paid to the setup and sea trials. Once the brake and control areinstalled, the resulting performance is usually consistent and does not dependon the attention or training of the captain.

Figure 15

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Pressure Switch Based Throttle Clamp

The EC200 and EC250 product lines are now shipped with the additional logicnecessary to process a pressure switch signal from the transmission. Certaintransmissions being sold at this time require a throttle clamp function which isbased on clutch pressure. These transmissions have positions in the valvemanifold or transmission case for insertion of a pressure switch, and unlessthe pressure switch is used to clamp the throttle, the warranty on the transmissionmay not be valid. All EC200 and EC250 series Power Commander controlsnow have processing circuitry for the pressure switch as a standard feature.

Note: Power commander throttle commands will be inhibited ifthe pressure switch is enabled, and the system does nothave a pressure switch or it is not connected to the controlbox and properly fitted to the transmission.

Because the sync enable switch showed no record of use, the position usedfor that function has been reconnected to be used for the pressure switch enablefunction. The graphics of the overlay have been changed to show that thepressure switch enable/disable is now using the position that was previouslyused for sync enable/disable.

Installation procedures that transfer a patterned switch set up into theaccess panel of an EC200 must be modified to avoid throttle inhibitproblems during start-up.

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Figure 16 below shows portions of the old and new access panels with theswitch changes and redesigned graphics. If the system controlled by the PowerCommander has pressure switches in the transmissions, the pressure switchselection must be set to the ENABLE position. If there are not pressure switchesin the system, the pressure switch selection must be set to the DISABLEposition. Failure to set this switch to the DISABLE position will prevent throttleoperation in systems that do not have pressure switches installed and properlyconnected.

The left illustration in Figure 16 shows the sync switch portion of the accesspanel prior to the change while the picture on the right shows the same portionof the access panel after the change. The sync divider (sensitivity) portion ofthe switch remains the same while the enable portion of the switch has nowbeen allocated to the pressure switch input function.

Figure 16

Figure 17

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Twin Disc, Incorporated EC250 Addendum


EC250 INSTALLATION/OPERATION MANUALADDENDUM

GENERAL:

The EC250 control system is an all electronic version of the EC200 controlsystem. It is based on the same design features as the EC200 control systemincluding stainless steel control boxes and cast aluminum bronze control heads.The box height has been reduced and connectors have been repositioned tothe front surface, to allow closer packaging in the engine or equipment room ofthe boat. The control has been designed to be compatible with all currentelectronic engine and transmission formats. Deutsch connectors are used forall wiring connections to the control box. The control box has been designed touse the same mounting holes s the EC200.

EC250 SYSTEM COMPONENTS

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Twin Disc, IncorporatedEC250 Addendum


Refer to the EC200 system installation manual for all details concerningspecifications, installation precautions, tools, system startup tests, settings andoperation. This addendum is for explanation and details pertaining to thedifferences between the EC250 and EC200. Details of the gear selector andtrolling valve connector wiring are also provided here as those connectors arethe major wiring difference between the two units. Refer to the current electronicengine interface chart for information on the calibration of the engine interfacemodule provided with the control. Refer to the transmission manual forinformation on the solenoid driver logic configured into the control.

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VIEW OF MOUNTING DIMENSIONS AND CLEARANCE REQUIREMENTS

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ACCESS PANEL

The access panel selector arrangement remains the same layout, but a newfeature has been added to allow for easy adaptation to transmissions that areequipped with pressure switches. Transmissions that require the pressureswitch to be actively in control of the “throttle clamp” so that it is not possible toraise the engine RPM above the maximum safe clutch slipping level unless thepressure switch has closed to indicate that the gear box selector mechanismhas developed enough pressure to the clutch to fully engage the selected gear.This feature offers additional protection for the transmission in minimizing thepossibility of damage to the clutch plates by engaging the gear with excessiveengine speed. The circuitry provided for this feature is designed to be selfindicating in case of a failure in the switch or wiring between the switch and thecontrol box. If the wire is broken or disconnected, or the switch has failed tomake contact, the throttle will not be allowed to increase. In order to have thiscontrol feature present for those transmissions which require it, and not have toalter installation wiring for those transmissions that do not require it, a switchhas been provided on the access panel which will enable or disable the pressureswitch monitoring circuitry. The access panel diagram below providesinformation as to the location of the switch, and the position that the switchmust be in for enabling or disabling the pressure switch monitoring function.The access panel is located on the top surface of the control box. This is thesame surface that all the cable connectors are mounted to. The access panelis covered by a stainless steel plate with a gasket that is held on with four (4) 6x 32 stainless steel screws. Refer to the EC200 installation manual for additionalinformation on the other settings which must be made during installation of asystem. In general, once a boat has been sea-trialed, and the appropriatesettings have been made, there should not be a reason to change any of thesettings unless significant maintenance or problems are encountered with theengine or gear box on the boat.

SWITCH LOCATION

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GEAR AND TROLL VALVE CONNECTIONS

Valve connections for gear shifter and trolling are made at the two rectangularconnectors above the access panel. The control box end of the cable comesfrom the factory pre-assembled. The diagram below provides a general guidefor the connections which should be made at the transmission end of the cable.Consult the transmission manual for specific connector and pin identificationfor the gear and troll solenoid connections.

GEAR SELECTOR AND TROLL CONTROL SOLENOID CONNECTIONS

Some of the new electronic engine and gear packages require a neutral signalfrom the controller, even if there is not a neutral solenoid. If the installation doesnot require the neutral signal for the engine or the transmission, be sure to tapeup the wire ends so they cannot short to each other, or to any metal of theengine, transmission, or boat structure. Some transmissions require a trollenable solenoid drive, as well as a troll signal or solenoid drive. If the installationdoes not require the troll enable drive, be sure to tape up the ends of the wiresso they cannot short to each other or to any metal of the engine, transmission,or boat structure.

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EC250 TROLL SWITCH SETTING

EC250 Marine Control

Configuration Steps:

1. WARNING: Electrical components can be destroyed by static electricity.When altering DIP switch settings, ensure that the individual changingthe switches, tools, and control, are electrically all at the same potential.

2. Turn off power to the control.

3. Remove the 6 rail mounting screws (3 per side) from the top of the unit.Set aside the 6 screws, 2 nylon mounting rails, and 4 nylon shoulderwashers.

4. Remove the 6 back panel screws (3 per side) from the back of the unit.Set aside the 6 nuts, 6 split washers, and 6 screws.

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5. Remove the back panel and set aside (to expose circuit boards withDIP switches).

6. Locate SW1 on the circuit board. SW1 is a red rectangular block roughly1.5 x 0.5 x 0.5 inches with eight small white switches. Printed on thecircuit board will be a label ‘S1’ near the bottom of the component. Seefigure 1

7. Determine the correct troll range and configure SW1 settings for trolloperation. See figure 4 for switch combinations and correspondingtroll current. When changing the switch settings, ensure a definitive ‘click’is heard when changing the switch state. ‘O’ and ‘C’ switch states areachieved by downwardly pressing on the corresponding ‘OPEN’ and‘CLOSED’ switch side (‘OPEN’ labeled on SW1). See figure 2. Switchnumbers 1-8 are labeled on SW1. Alter only switches 1-5. See figure 3.

Note: Switch order & combinations must be strictly followed toprevent possible valve coil damage.

A Place an ammeter in series with the troll solenoid to monitor coilcurrent when testing. The troll solenoid is connected to J6-4 andJ6-6. See figure 3. Lever position near detent gives the largestcurrent and lowest clutch pressure. Full lever travel gives lowestcurrent and highest pressure. The current to the solenoid is linearover the entire lever travel.

B Set SW1 with the widest troll current range, configuration number5 (switches 1 – 5: CCOCO). See figure 4.

C Verify SW1 settings with the included chart and test the trolloperation. When testing, note the solenoid current when trollbegins (closer to lever detent).

D Based on the solenoid current measurements from testing, selecta suitable configuration. The configuration minimum troll currentshould be slightly less than the measured minimum troll point. Ifnone of the configurations exactly match, select the closestconfiguration.

Note: If an ammeter is unavailable, refine the troll operation usinglever position only. Move the lever through its full range.Then, select a troll range based on the observed leverposition for minimum troll.

E Continue refining troll operation. Repeat steps c & d until themost suitable troll configuration is achieved.

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8. Replace the back cover.

9. Attach the 6 screws (3 per side) securing the back cover to the unitmaking sure that the washers go on the back side of the unit next to thenut. The screws should be tightened to 25-29 in-lbs.

10. Attach the nylon shoulder washers through the front cover.

11. Attach the nylon mounting rails to the shoulder washers on the backcover.

12. Attach the 6 screws (3 per side) securing the mounting rails and backcover to the unit.

EC250: SW1 Location

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SW1: Open / Closed

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Troll Current Measurement

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Troll Current Ranges for EC-200/250 Software Assembly 1021410

The following defines new trolling current ranges associated with switch settingson S1, associated with the Gear processor.

The checksum of Software Assembly 1021410 is 2EFD.

SW1(A) 12345

Config. Number

Detent Troll Current

mA

Max. Lever Troll Current

mA ccOcO 5 850 450 ccOOc 6 850 800 cOccc 8 810 760 cOcOO 11 780 730 cOOcc 12 750 700 cOOOc 14 720 670 OOccc 24 690 640 OOccO 25 660 610 OOcOc 26 630 580 OOcOO 27 600 550 OOOcc 28 570 520 OOOcO 29 540 490 OOOOc 30 510 460 OOOOO 31 500 450 COOcO ZF 160 450 cOOOO ZF2 197 305

Fig 4. Troll Current Ranges

c = closed = on0 = open = off

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Troll Current Ranges for EC-200/250 Software Assembly 1022046

The following defines new trolling current ranges associated with switch settingson S1, associated with the Gear processor.

The checksum of Software Assembly 1022046 is 3268.

SW1(A) 12345

Config. Number

Detent Troll Current

mA

Max. Lever Troll Current

mA ccOcO 5 850 450 ccOOc 6 850 800 cOccc 8 810 760 cOcOO 11 780 730 cOOcc 12 750 700 cOOOc 14 720 670 OOccc 24 690 640 OOccO 25 325 120 OOcOc 26 300 120 OOcOO 27 275 120 OOOcc 28 300 90 OOOcO 29 275 90 OOOOc 30 250 90 OOOOO 31 225 90

Fig 5. Troll Current Ranges

c = closed = on0 = open = off

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EC251 EXPRESS INSTALLATION/OPERATIONADDENDUM

SYSTEM DESCRIPTION

The EC251 EXPRESS control system is an all electronic version of the EC200control system. It is for use exclusively with Twin Disc Quickshift TMtransmission packages. It is based on the same design features as the EC200/250 control system including stainless steel control boxes and cast aluminumbronze control heads. The EC251 control system has been designed to becompatible with most current electronic engine formats while providing theenhanced gear select control features of the Twin Disc Quickshift TM modeltransmissions.

The EC251 EXPRESS control system provides exceptional propulsion controlfor improved vessel command and maneuverability. In addition to standardCRUISE and SYNC, the new EXPRESS and TROLL functions are selectablevia the function select switch on the control head.

EXPRESS provides proportional gear engagement from 15o to 40o of levertravel at a factory configured RPM; with full engagement at 40o andproportional throttle command from 40o to 70o of lever travel.

TROLL provides proportional gear engagement between 15o to 70o of levertravel at a preset controlled engine RPM.

INSTALLATION

General

Refer to the EC200 system installation manual for all details concerning generalinstallation specifications, precautions, and guidelines. This addendum is forexplanation of the installation and operational differences between the EC251and EC200/250. Details of the gear selector valve connector wiring and accesspanel adjustments are provided here as these are the major installationdifferences between the systems. Refer to the transmission manual foradditional selector valve operational/maintenance information. Refer to theEC200 installation manual for service and warranty information for the control

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system.

MOUNTING DIMENSIONS AND SPACIAL REQUIREMENTS

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MOUNTING DIMENSIONS AND SPACIAL REQUIREMENTS (Gear selectorvalve connections (EXPRESS))

136



Valve connections for gear shifter are made at the rectangular connector abovethe access panel via the EXPRESS solenoid harness. The EXPRESS solenoidharness comes pre-assembled with connectors on both ends. The diagrambelow provides a general guide for the connections which should be made atthe transmission end of the cable.

SOLENOID HARNESS

Access panelThe access panel is located on the top surface of the control box and can beremoved to gain access to the adjustable control settings. Refer to the EC200installation manual for additional information on settings which must be madeduring installation of a system. In general, once a boat has been sea-trialed,and the appropriate settings have been made, there should be no reason tochange any of the settings unless significant maintenance or problems areencountered with the engine or gear box on the boat.

For EC251 systems, “Idle Set #3” is fixed and cannot be adjusted. “Idle set #2”provides for adjusting the throttle setting for TROLL mode. The following settingsare factory pre-set and should be left accordingly to provide optimumperformance: Idle #3 is set fully counterclockwise, throttle clamps are both setto short, pressure switch is disabled. The following settings are to be configuredspecific for the boat/application following details in the 1018434 installationmanual: sync, shift delay (for crash reversal), throttle and gear directions, andIdle #2 (for troll).

There are specific maximum engine speed limits which must not be exceeded

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for the TROLL mode engine speed setting (Idle set #2 potentiometer). Maximumengine speed for operation in the TROLL mode can vary depending on thetransmission model.

To confirm the transmission(s) maximum allowable speed for use in TROLLmode, check your transmission operator manual or service manual, contact anauthorized Twin Disc Distributor, or contact Twin Disc directly to determine themaximum engine speed limits for your particular transmission and enginemodel.

IDLE SET 2, IDLE SET 3

OPERATION

Refer to section 9 - ‘Operation’ for details on standard CRUISE and SYNCoperation. The details below are specific to the EXPRESS functions of theEC251 system.

Note: The function/mode of operation should be selected when the controllever(s) are in neutral or the fwd/rev detent positions. If function/mode selection

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is changed when the lever(s) are beyond fwd/rev detent, the control system willnot change the mode of operation until the lever(s) are returned to the detentposition.

EXPRESS provides proportional gear engagement from 15o to 40o of levertravel at a factory configured RPM; with full engagement at 40o andproportional throttle command from 40o to 70o of lever travel.

WHEN INDICATOR ON.

NEUTRAL POSITION

GEAR SHIFTER IS IN

POWER COMMANDER

TWIN DISC

CRUISE

SYNC

EC-251

EXPRESS

TROLL

EXPRESS FUNCTION

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TROLL provides proportional gear engagement between 15o to 70o of levertravel at a preset controlled engine RPM. Engine RPM setting for troll operationis adjustable via the access panel, “Idle Set #2” potentiometer.

While in TROLL mode, the control system and control levers no longer permitany change or control of the engine’s throttle, RPM, or power. The maximumthrust in forward or reverse is limited to the “preset” engine(s) speed of thecontrol system as set by the “Idle set #2” potentiometer.

There are specific maximum engine speed limits which must not be exceededfor the TROLL mode engine speed setting (Idle set #2 potentiometer). Maximumengine speed for operation in the TROLL mode can vary depending on thetransmission model.

To confirm the transmission(s) maximum allowable speed for use in TROLLmode, check your transmission operator manual or service manual, contact anauthorized Twin Disc Distributor, or contact Twin Disc directly to determine themaximum engine speed limits for your particular transmission and enginemodel.

WHEN INDICATOR ON.

NEUTRAL POSITION

GEAR SHIFTER IS IN

POWER COMMANDER

TWIN DISC

CRUISE

SYNC

EC-251

EXPRESS

TROLL

TROLL FUNCTION

140



EXPRESS SYNC combines standard engine SYNC operation with theEXPRESS function. When the selector switch is in the SYNC/EXPRESSposition, both port and stbd handles are in forward detent and both handles arewithin 7 1/2o of each other, the EC251 controller will automatically match thestbd engine RPM to the port engine RPM.

WHEN INDICATOR ON.

NEUTRAL POSITION

GEAR SHIFTER IS IN

POWER COMMANDER

TWIN DISC

CRUISE

SYNC

EC-251

EXPRESS

TROLL

EXPRESS SYNC FUNCTION

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EC251 SWITCH SETTINGS

Configuring Cruise, Express and Troll

Figure XX. EC251 Marine Control

Configuration Steps:1. WARNING: Electrical components can be destroyed by static electricity.

When altering DIP switch settings, ensure that the individual changingthe switches, tools, and control, are electrically all at the same potential.

2. Turn off power to the control.

3. Remove the 6 rail mounting screws (3 per side) from the top of the unit.Set aside the 6 screws, 2 nylon mounting rails, and 4 nylon shoulderwashers.

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4. Remove the 6 back panel screws (3 per side) from the back of the unit.Set aside the 6 nuts, 6 split washers, and 6 screws.

5 Remove the back panel and set aside (to expose circuit boards withDIP switches).

6 Locate SW2 on the circuit board. SW2 is a red rectangular block roughly1.5 x 0.5 x 0.5 inches with eight small white switches. Printed on thecircuit board will be a label ‘S2’ near the bottom of the component. Seefigure 1

7. Determine the switch settings for correct operation. See Figure 3 forswitch combinations and corresponding current ranges for Cruise,Express, and Troll. When changing the switch settings, ensure a definitive‘click’ is heard when changing the switch state. ‘O’ and ‘C’ switch statesare achieved by downwardly pressing on the corresponding ‘OPEN’and ‘CLOSED’ switch side (‘OPEN’ labeled on SW2). Switch numbers1-8 are labeled on SW2. Alter only switches 1-5. See figure 2.

8 Replace the back cover.

9. Attach the 6 screws (3 per side) securing the back cover to the unitmaking sure that the washers go on the back side of the unit next to thenut. The screws should be tightened to 25-29 in-lbs.

10 Attach the nylon shoulder washers through the front cover.

11 Attach the nylon mounting rails to the shoulder washers on the backcover.

12 Attach the 6 screws (3 per side) securing the mounting rails and backcover to the unit.

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Fig 1. EC251: SW2 Location

Fig 2. SW2: Open / Closed

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The following defines software assembly part number 1021599 and 1022201 which has current ranges forswitch settings on Servo Board Switch S2. As shown below, the switches which vary for different currentsare 1 through 5 on switch S2.

S1 (A)12345_678

S2 (B)12345_678

Config.Number

CruiseFill Level

(mA)

ExpressMin.Level(mA)

ExpressTransition

(mA)

Troll Range(mA)

ccccc_Occ ccOcO_Occ 5 360 370 515 360 - 515ccccc_Occ ccOOc_Occ 6 360 360 515 360 - 515ccccc_Occ cOccc_Occ 8 360 350 515 360 - 515ccccc_Occ cOcOO_Occ 11 360 340 515 360 - 515ccccc_Occ cOOcc_Occ 12 360 330 515 360 - 515ccccc_Occ cOOOc_Occ 14 360 370 515 370 - 515ccccc_Occ OOccc_Occ 24 360 350 515 350 - 515ccccc_Occ OOccO_Occ 25 360 340 515 340 - 515ccccc_Occ OOcOc_Occ 26 360 330 515 330 - 515ccccc_Occ OOcOO_Occ 27 360 320 515 320 - 515ccccc_Occ OOOcc_Occ 28 400 380 620 400 - 620ccccc_Occ OOOcO_Occ 29 400 400 620 400 - 620ccccc_Occ OOOOc_Occ 30 400 440 620 440 - 620ccccc_Occ OOOOO_Occ 31 400 420 620 440 - 620

O = open = offc = closed = on

Fig 3. Configuration Current Settings

#1018434 Rev F 03/06

TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM

Documents

EC200 EC250 EC251 Installation 1018434_RF_0306_CD