Microcomander 585ce

MicroCommander
Installation Manual
MM12793 Rev.B 8/02
Throughout the manual special attention should be paid to the following
boxes:
NOTE: Contains Helpful Information
CAUTION: Damage to equipment may occur if these messages are not followed.
WARNING: Personal injury may result if these messages are not followed.
ATTENTION
It is important to KEEP the 585CE Manual in a safe place for future ref-
erence. This manual contains answers to questions that may arise during
user operation or installation of MicroCommander Options.
CAUTION: On MicroCommander Systems utilizing more than one 585 or 585CE Actua-
tor, ZF Mathers highly recommends that software in ALL UNITS be
upgraded to the same revision level at the same time.
If planning to use the High/Low Idle, Clutch Oil Pressure Interlock options, or
adding Synchronization or Trolling, DO NOT attempt to operate a 585 or
585CE Actuator with this software upgrade in conjunction with a 585 or
585CE Actuator using any other software versions.
SW12705.5 and up
585CE Table of Contents
MicroCommander Installation Manual

MM12793 Rev.B 8/02
585CE Table of Contents - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
1.0 OPERATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7
1.1 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 1: Basic System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2 Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 2: Control Head Detents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.4 Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 3: Control Head Transfer Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.5 Station Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 4: Station Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.6 Control Head Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6.1 Low Repetition Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5: Slow Repetitive Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6.2 High Repetition Rate Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 6: High Repetition Rate Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6.3 Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 7: Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6.4 Repetitive Signal - One Long, One Short Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 8: One Long - One Short Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6.5 Repetitive Signal - One Long, Two Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 9: One Long - Two Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6.6 Repetitive Signal - One Long, Three Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 10: One Long - Three Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.7 High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 11: High / Low Idle Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.8 Neutral Warm-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 12: Neutral Warm-up Mode Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.10 Alarm Capability (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.11 Clutch Oil Pressure Interlock (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.12 Synchronization Mode (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.9 Neutral-only Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 13: Neutral-Only Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.13 Troll Mode (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.0 PLAN THE INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13
2.1 Required Parts from your Dealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.1 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 14: Actuator Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.2 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.3 Electric Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2 Required Tools and Parts from your Installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2.1 Push-Pull Cables and Cable Connection Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2.2 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2.3 DC Power Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 15: DC Power Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Page 1
2.2.4 Engine STOP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.0 INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16
3.1 Eight-Conductor Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.2 Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Figure 16: Plug Removal and Cable Grip Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.2.1 Two-Conductor Power Cable Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.2.2 Two-Conductor Start Interlock Cable Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.2.1 CONNECTIONS AT STARTER SOLENOID - - - - - - - - - - - - - - - - - - - - - - 17
3.2.2.2 CONNECTIONS AT ACTUATOR- - - - - - - - - - - - - - - - - - - - - - - - - - - - 17
3.2.3 Eight-Conductor Cable Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 17: Terminal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2.4 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2.5 Eight-Conductor Cable Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Figure 18: Control Head Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 19: Control Head Connections for Stations Facing Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.2.6 Engine STOP Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.3 Push-Pull Cable Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.3.1 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 20: Actuator Push-Pull Cable Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.3.2 Engine and Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.0 ADJUSTMENTS AND TESTS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22
4.1 Initialization Test (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2 Control Head And Station Transfer (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.3 Engine and Transmission Push-Pull Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.3.1 Direction Shunt Configuration (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.3.2 SHIFT Cable Adjustment (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.3.3 THROTTLE Cable Adjustment (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.4 Throttle Pause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.5 High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.5.1 JMPR Set Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.5.2 Setting (Engines Running). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.6 Adjustments To Check At the Dock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.6.1 Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.6.2 Stop Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.6.3 Push-Pull Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.6.4 Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.7 Adjustments To Check Underway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.7.1 Full-Speed Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.7.2 Proportional Pause Upon Direction Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Table 1: SW1 Switch: Full-Speed Pause Timing Chart.................................................................................................27
5.0 CONTROL OPTIONS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28

5.1 Alarm Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.2 Clutch Oil Pressure Interlock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.2.1 Interlock Switch Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.2.2 Switch Not Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.0 MAINTENANCE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 30
6.1 Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2 Control Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
MMC-165 Rev.D 3/02 ................................................................................................................................................ 31
Electronic Propulsion Control Systems Three Year Limited Warranty
F-226 Rev.A 11/00 ...................................................................................................................................................... 33
Sea Trial Report
Page 2
Synchronization Manual
MM14410 Rev.C 6/02
Synchronization Table of Contents- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
Revisions List ............................................................................................................................................................... 2
1.0 GENERAL INFORMATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3
1.1 Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Parts Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.0 INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4
2.1 Replacing Control Heads with no Synchronization LED with Control Heads with Synchronization LED (optional) 4
2.2 Port Auxiliary Board (Lead) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3 Choosing The Proper Follow Auxiliary Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 1: 01135 Magnetic Flywheel Pickup Engine Signal Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 2: 01135-1 Tach Sender Engine Signal Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3: 01135-1 Alternator, Ignition Coil, or Electronic Ignition Control Module Engine Signal Input . . . . . . . . . . 5
2.3.1 Starboard Auxiliary Board (Follow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 4: Plug Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3.2 Follow Actuators Violet Wire Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3.3 Signal Connections at the Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3.4 Port and Starboard Actuators Interconnecting Eight-Conductor Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.0 OPERATION CHECKS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8
3.1 CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Twin Screw with Synchronization ........................................................................................................................... 11
813CE Troll Actuator Installation Manual
MM14411 Rev. B 6/02
813CE Table of Contents - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
Revisions List ............................................................................................................................................................... 3
1.0 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5
1.1 Purpose of an 813CE Trolling Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Trolling Valve System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.0 OPERATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6
2.1 DC Power On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 1: Trolling Valve Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.1 Tone-Over-Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 2: Tone - Over - Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 Troll Mode ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 3: Control Head Troll Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Troll Mode OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1 Required Parts from your Dealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.1 813CE Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 4: 813CE Actuator Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.2 MicroCommander 585CE Single Screw System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.3 MicroCommander 585CE Twin Screw System without Synchronization Option . . . . . . . . . . . . . . . . . . . . . . 8
3.1.4 MicroCommander 585CE Twin Screw System with Synchronization Option . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.5 Electric Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 Required Parts from Installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2.1 Push-Pull Cables and Cable Connection Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page 3
3.2.2 DC Power Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5: Twin Screw with Troll DC Power Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 6: Alternate Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.0 INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11
4.2 813CE Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 7: 813CE Actuator Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.3 Electric Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.3.2 Eight-Conductor Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 8: 813CE Push-Pull Cable Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.5 585CE Auxiliary Boards Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.5.1 Auxiliary Board P/N 1133 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.5.2 Auxiliary Board P/N 1135 or P/N 1135-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.6 Auxiliary Board Eight-Conductor Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.6.1 MicroCommander 585CE Single Screw System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.6.2 MicroCommander 585CE Twin Screw System without Synchronization Option . . . . . . . . . . . . . . . . . . . . . 14
4.6.3 MicroCommander 585CE Twin Screw System with Synchronization Option . . . . . . . . . . . . . . . . . . . . . . . . 14
5.1 585CE Auxiliary Board DIP (Dual Inline Package) Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Table 1: 585CE Auxiliary Board DIP Switch Settings ...................................................................................................14
5.2 813CE Push-Pull Cable Direction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Table 2: Troll Push-Pull Cable Directions ......................................................................................................................15
5.3 Trolling Valve Push-Pull Cable Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4 813CE Trolling Pressure Adjustments (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4.1 Push-Pull Cable Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4.2 Control Head Troll Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.5 Control Head Operation Test (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.6 Range and Offset Adjustments (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Table 3: Propeller Shaft RPM .........................................................................................................................................17
5.6.1 Minimum Pressure (Range) Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Table 4: Minimum Trolling Pressure RPM ....................................................................................................................18
5.6.2 Maximum Pressure (Offset) Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Table 5: Maximum Trolling Pressure RPM....................................................................................................................18
6.0 OPTIONS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19
6.1 Troll Mode Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
6.1.1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.0 MAINTENANCE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19
8.0 TROUBLESHOOTING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21
8.1 SYMPTOM - Tone-over-Tone from all Control Head Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
MicroCommander Twin Engine with 813CE Troll ............................................................................................... 23
Appendix A.1
PARTS LIST ............................................................................................................................................................... 1
MMC-280 Rev.G 6/01 ................................................................................................................................................. 3
400 & MC2000 Control Head Variations
MMC-307 Rev.C 6-01 .................................................................................................................................................. 7
700 Series Control Head Sheet
Page 4
MMC-279 Rev.B 7/02 .................................................................................................................................................. 9
400 Series Weather Mount Enclosure
S-214 Rev.C 7/02 ........................................................................................................................................................ 11
Automatic Power Selector (APS) Model: 13505
Figure 1: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 2: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
MMC-287 Rev.B 7-01 ................................................................................................................................................ 13

Bonding - A.B.Y.C. E-9 46 CFR 111.05
MMC-288 Rev.C 7/01 ............................................................................................................................................... 15
References and Parts Source
MMC-289 Rev.- 6/01 ................................................................................................................................................. 17
Morse Clutch and Throttle Kit Selection
MMC-290 Rev.- 6/01.................................................................................................................................................. 19
Universal Mounting Kit
Universal Mounting Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Appendix B.1
1.0 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1
2.0 SYMPTOMS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2
2.1 SYMPTOM - Cannot acknowledge command at one remote station (both Port and Starboard for Twin Screw) when
the system is first turned On.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 SYMPTOM - On a Twin Screw Application, one Control Head lever of a Dual Control Head will accept command
while the other lever will not. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 SYMPTOM - The red light blinks when the Station Transfer Button is depressed, and continues to blink after it is re-
leased (Control Head lever is in Neutral/Idle position). Cannot transfer to this Remote Station if another Remote STa-
tion was previously in command. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4 SYMPTOM - The engine RPM varies, without moving the Control Head lever (synchronization disabled). . . . . . . 3
2.5 SYMPTOM - The engine RPM drops to Idle, transmission to Neutral, the Control Head red indicator light turns Off,
and a slow repetitive tone is heard at all Remote Stations after repositioning the Control Head lever.. . . . . . . . . . . 3
2.6 SYMPTOM - No tones or indicator lights at the Control Head, and no LEDs lit on the Circuit Board. . . . . . . . . . . . 3
2.7 SYMPTOM - No audible tone at a Control Head when power is first turned On, but otherwise works perfectly. . . . 4
2.8 SYMPTOM - The Control Head red indicator light does not light when in command, but everything else works per-
fectly.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.9 SYMPTOM - The engine starter will not engage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.10 SYMPTOM - Cannot obtain Neutral Warm-up Mode while moving the Control Head lever in the Ahead direction,
only in the Astern direction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.11 SYMPTOM - Rapid tone at all Remote Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.12 SYMPTOM - Steady tone is heard from all Remote Stations. Cannot gain command at any remote station. . . . . . 5
2.13 SYMPTOM - The engine starts to turn over while starting, and then stops. A slow repetitive tone is heard from all
Remote Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.14 SYMPTOM - One long, one short tone from all Remote Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.15 SYMPTOM - One long, two short tones from all Remote Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.16 SYMPTOM - One long, three short tones from all Remote Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Appendix C.1
Typical Actuator Connections ................................................................................................................................... 1
Single Engine ............................................................................................................................................................... 3
Two Engines with No Synchronization ..................................................................................................................... 5
Page 5
Page 6
OPERATION
1.0 OPERATION
The design of the MicroCommander Marine Propulsion Control System
(hereafter referred to as MicroCommander or System) is for pleasure and light
commercial marine applications on vessels up to approximately 100 feet (30m)
in length. The System is electronic, requiring a 12 to 32 VDC power Source,
one Actuator required per engine, and one Control Head per remote station.
The MicroCommander commands the vessels throttle and shift using a single
Control Head lever.
The Actuator is located in the engine room area and connected mechanically
to the vessels main engine throttle for speed command and to the transmis-
sion for shift command.
Eight-conductor shielded cable connects the Control Head(s) at the remote
station(s) to the Actuator(s). Only one remote station will have command at
any time. Station transfer is by push button acknowledgment with Station-in-
Command indicated by a red light located on the Control Head.
1.1 FEATURES
Easily configured to vessel
control requirements (Sec-
tion 1.2)
Single lever control of
speed and direction (Sec-
tion 1.3)
Station-in-Command indi-
cation (Section 1.4)
Push button station transfer
(Section 1.5)
Audible system diagnostics
and status indication (Sec-
tion 1.6)
Low / High Idle selection
(Section 1.7)
Neutral Warm-up Mode
(Section 1.8) Figure 1: Basic System Diagram
Neutral-Only Start Interlock (Section 1.9)

Clutch Oil Pressure Interlock (optional) (Section 1.11)
System failure alarm contact (optional) (Section 1.10)
Proportional pause on through-Neutral shifts (Section 4.4)
Mechanical interface to most engine / transmission combinations (Figure 1:)
One to five remote stations (Appendix C Drawing)
Page 7
OPERATION
1.2 OPTIONS
Automatic engine synchronization (Section 1.12 and Appendix MM11410 Synchro-
nization Installation Manual of this manual.)
Integrated trolling valve control (Section 1.13 and Appendix MM11411 813CE
Trolling Installation Manual of this manual.)
Hand Held Remote Control (MM12822 Hand Held Installation Manual)
1.3 OPERATION
The Control Head has three detents; Astern, Neu-
tral, and Ahead. (refer to Figure 2:) With the
Control Head lever(s) positioned in the Neutral
(vertical) detent the System will command Neu-
tral and Idle RPM. Control Head lever movement
of 15 degrees to the Ahead or Astern detent will
command Ahead or Astern clutch engagement
Figure 2: Control Head Detents
while the engine remains at Idle RPM. Further
movement of the Control Head lever will increase the engine RPM in propor-
tion to the Control Head lever position.
1.4 INITIALIZATION
When DC power is supplied to the MicroCom-
mander, the Actuator initializes by positioning the
engine throttle lever to Idle and the transmission
lever to Neutral. A low repetition tone occurs at
all remote stations, indicating the System has ini-
tialized and that no remote station has taken com-
Figure 3: Control Head Transfer
mand. Button
Accept command at any remote station by positioning the Control Head
lever(s) into the Neutral position and depressing the station transfer button.
(refer to Figure 3:) The red light (s) on the Control Head will become solid red
and the low repetition tone will cease, indicating this remote station is in com-
mand.
1.5 STATION TRANSFER Neutral/Idle
Each remote station is independent, making only one

station able to have command at a time. Solid red Transfer
Button
light(s) on the Control Head housing indicate Station-in-
10161
Command.To transfer command to another remote sta- Receiving Station
tion while in transit, leave the Station-in-Commands

Control Head lever(s) at the last commanded position.
At the receiving remote station, move the Control Head 10238
Station-in-Command
lever(s) into the Neutral detent position and press the Figure 4: Station Transfer
Page 8
OPERATION
station transfer button. (refer to Figure 4:) The operator lever(s) into the Neu-
tral detent position and press the station transfer button. (refer to Figure 4:)
The operatorhas one second after the red light(s) becomes solid to position the
Control Head lever(s) to the approximate position the previous remote stations
lever(s) were set. A smooth transfer of command has been accomplished with-
out interruption of speed.
1.6 CONTROL HEAD TONES
There are six patterns of Control Head tone:
1.6.1 Low Repetition Tone
Figure 5: Slow Repetitive Tone

This tone is normal when DC power is first applied to the System. This tone
indicates that the System initialization has occurred and the operator can accept
command at any remote station.
1.6.2 High Repetition Rate Tone
Figure 6: High Repetition Rate Tone

This tone signals a jam condition of either the Shift or Throttle cable. The Actu-
ator has stopped when this tone occurs. Moving the Control Head lever away
from the position at which the tone began will usually stop this tone; however,
the cause of the excessive push-pull cable load must be found. Refer to Appen-
dix B Trouble Shooting Section for recommendations.
1.6.3 Steady Tone
Figure 7: Steady Tone

This tone signals a voltage problem or that a component has failed. Depress the
Station Transfer Button; if the tone continues, the Actuator or circuit board may
require service. Refer to Appendix B Trouble Shooting Section for recommen-
dations.
1.6.4 Repetitive Signal - One Long, One Short Tone
Figure 8: One Long - One Short Tone

This tone signals a Shift position feedback error. Refer to Appendix B Trouble
Shooting Section.
1.6.5 Repetitive Signal - One Long, Two Short Tones
Figure 9: One Long - Two Short Tones

This tone signals a Throttle position feedback error. Refer to Appendix B Trou-
ble Shooting Section.
Page 9
OPERATION
1.6.6 Repetitive Signal - One Long, Three Short Tones
Figure 10: One Long - Three Short Tones

This tone signals a Control Head failure of the remote station that was in com-
mand at the time tone started. Refer to Appendix B Trouble Shooting Section.
1.7 HIGH IDLE
MicroCommander features an option for two engine
Idle settings. The system will be in Low Idle Mode at
initial power up. High Idle may be selected with the
transfer button.
The normal Low Idle RPM is set mechanically by the
Low Idle stop at the engine throttle. A secondary High
Idle RPM may be set within the Actuator at a RPM Figure 11: High / Low Idle
desirable for maneuvering. Selection
Selection of High or Low Idle is by alternately depressing the remote station

transfer button while the Control Head lever(s) is in the Neutral position. (refer
to Figure 11:)
When using the High Idle option, Station 5 cannot be used.
1.8 NEUTRAL WARM-UP MODE
This feature allows adjustment for engine start and warm-up of the desired
engine throttle RPM with the transmission held in Neutral. System is in High
Idle Mode when Neutral Warm-up Mode is selected.
To achieve Neutral Warm-up Mode, position the Control Head lever(s) in the
Neutral detent. Depress and hold the station transfer button while moving the
Control Head lever(s) to the Ahead detent. (Refer to Figure 12:)
Continue to hold the transfer button until the red light
on the Control Head housing begins to blink slowly.
Release the transfer button. The transmission will
remain in Neutral. Further movement of the Control
Head lever(s) will increase engine RPM to the desired
level. When the desired engine RPM has been
achieved, return the Control Head lever(s) to the Neu-
Figure 12: Neutral Warm-up
tral detent, the red light will become steady to indicate Mode Selection
standard command has returned.
Page 10
OPERATION
1.9 NEUTRAL-ONLY START INTERLOCK Key
Start Interlock
Connections
Start Maximum 30 Amperes
MicroCommander is interlocked to prevent Interlock
engine Start until power is On, the transmis-

Starter
sion is in Neutral, and a remote station is in Solenoid Actuator
command. The engine Start signal must be

connected through the Actuator to the
starter solenoid or relay. (refer to Figure Starter
13:) The interlock will function with a Start

signal up to 50 volts DC and 30 amperes
DC Common
maximum. Battery Bond
10457
Figure 13: Neutral-Only Start Interlock
CAUTION: The circuit board design is for a maximum of 30 amperes starting signal cur-
rent. Greater current will damage the interlock circuit.
1.10 ALARM CAPABILITY (OPTION)

The MicroCommander 585CE Actuator offers an alarm connection that opens
with a control power failure or circuit malfunction. The alarm circuit in the
Actuator is designed to operate a relay in an alarm system supplied by others.
If this option is used, refer to Appendix C Typical Actuator Connections. The
alarm connection point is a single connection block labeled ALARM on the
Actuator circuit board and located between potentiometers R7 and R8. The
resistance through the Actuator to battery negative is approximately 21 ohms
in the Normal condition. Maximum current draw must not exceed 200 milli-
amperes.
Refer to Section 5.1, page 28, for further information.
1.11 CLUTCH OIL PRESSURE INTERLOCK (OPTION)
The purpose of the Clutch Oil Pressure Interlock is to prevent engine accelera-
tion before clutch engagement. The interlock will block a speed signal to the
engine until the hydraulic clutch pressure has reached a value recommended by
the transmission manufacturer that ensures clutch engagement.
If for any reason the clutch oil pressure should fall below the pressure switch
setting while operating, the engine speed will drop to Idle RPM.
Refer to Section 5.2, page 28, for further information.
1.12 SYNCHRONIZATION MODE (OPTION)
By adding Lead and Follow Auxiliary Boards, the System offers automatic
engine synchronization for twin screw applications. The MicroCommander
Page 11
OPERATION
585CE System must be completely installed and thoroughly tested before
installing this option.
Synchronization Mode will automatically start when Port and Starboard Con-
trol Head levers are:
commanding Ahead,
commanding at least 5% speed,
and within 15% of each other.
The Starboard Actuator receives a signal from both Lead and Follow engines
representing engine RPM. The Starboard Actuator compares the engine sig-
nals, then makes the needed adjustments to the Follow engine throttle to match
the Lead engine RPM.
The green synchronization light on the Starboard Control Head will blink as
the engines are being compared and adjusted. When the green light becomes a
steady green, synchronization has completed and the engines are now synchro-
nized.
Synchronization Mode automatically deactivates when one Control Head lever
moves beyond the 15% window of the other. The green synchronization light
turns Off, indicating the System is not in Synchronization Mode.
The operator has the option to disable/re-enable automatic synchronization
while in Synchronization Mode.
Refer to Appendix MM11410 585CE Synchronization Installation of this man-
ual for further information.
1.13 TROLL MODE (OPTION)
By adding an 813CE Actuator to the System, MicroCommander offers inte-
grated trolling valve control. The MicroCommander 585CE System must be
completely installed and thoroughly tested before installing this option.
The 813CE Actuator connects electrically with the Port and Starboard 585CE
Actuators, linking by push-pull cable with the trolling valve lever on the
reverse reduction gear.
For further information on Trolling Valve operation, refer to Appendix
MM14411 813CE Installation of this manual.
Page 12
PLAN THE INSTALLATION
2.0 PLAN THE INSTALLATION

2.1 REQUIRED PARTS FROM YOUR DEALER
NOTE: Refer to Appendix A - Parts List for component Part Numbers.
2.1.1 Actuator
One Actuator required per engine.
Actuators are spray proof, but must not be immersed.
Refer to Figure 14: for Actuator dimensions.
Usually an engine room location of the Actuator is preferred. If
the engine room is too small, locate in any area where
it is accessible for electrical and push-pull cable con-
nections.
Bulkhead mounting preferred for ease of access for wiring and
adjustments, but the Actuator can be mounted in any
attitude. If the clutch cable is connected to an I/O
drive outside the hull, the Actuator must be two feet
(0,6m) above waterline. Do not mount the Actuator to
the engine, to the transmission, or in any location that
will subject it to excessive vibration.
MicroCommanders electronic circuits can be influenced by static
charges. Do not mount close to gas engine ignition
systems, alternators, or electric motors. Allow two
Figure 14: Actuator Dimensions feet (0,6m) of clearance, or more, between the Actua-
tor(s) and such devices
Power source must be bonded to the hull in metal-hulled vessels, or to the bonding
buss in non-metal vessels. Refer to Appendix A Bonding for spe-
cific information.
Locate each Actuator such that the push-pull cables from it to the engine have large
radius bends, with the least total degrees of bend and moderate
length. EXAMPLE: The minimum bend radius of 10 inches
(254mm) for total degrees of bends of less than 270 degrees. Push-pull
cable lengths should not exceed 20 feet (6m).
Locate Actuator(s) away from heat sources, such as engine exhaust manifolds.
Allow four feet (1,2m) of clearance, or more, between the Actuator(s)
and such heat sources.
2.1.2 Control Head

Refer to Appendix A Control Head Sheets for specific information on the cor-
rect Control Head style.
The Control Heads are in single or dual lever configurations.
One Control Head required per remote station. ZF Mathers offers an option of a
Hand Held Control as an added remote station. See your Micro-
Commander Dealer for further information.
Page 13
When mounting a Control Head that may be weather exposed from the underside,
consider using a Watertight Enclosure. Reference Appendix A
Watertight Enclosure for specific information.
Retrofit applications may require planning for an adapter pad to cover the old Con-
trol Head cutout. A variety of adapter and cover pads are available
from ZF Mathers, LLC.
2.1.3 Electric Cable

Eight-Conductor cable will connect the Control Head(s) with the Actuator(s). One
eight-conductor cable required per Control Head lever.
Two-Conductor power cable will connect the Actuator(s) to the vessels power distri-
bution panel. It is important to keep the length of power cable short
to reduce voltage drop. The 14 gauge twisted pair power cable,
should not exceed 20 feet (6m). If individual wires are used for sup-
ply (+) and return (-) then the total wire length should not exceed 40
feet (12m)
Two-Conductor start interlock cable will connect the Actuator to the starter solenoid
or relay. Refer to Section 3.2.2 for further information.
CAUTION: When more than one Actuator is used, all Actuators must connect to power
sources that have a common DC return (-).
2.2 REQUIRED TOOLS AND PARTS FROM YOUR INSTALLER

2.2.1 Push-Pull Cables and Cable Connection Kits
Two Type 33C push-pull cables needed per engine. The cable length is mea-
sured from end of thread to end of thread. Cables are usually stocked in one
foot (0,3m) increments.
NOTE: Engine and transmission lever load should not exceed 30 pounds (13,6kg) .
Many engine, transmission, and inboard/outboard (I/O) drives are delivered
with factory mounted kits. If factory mounting kit not included, contact the
engine dealer for a Factory Cable Connection Kit. Appendix A shows other
connection options.
2.2.2 Tools
Anti-static wrist strap (Included with Actuator)
Wire cutter, stripper, crimper (Thomas & Betts WT-2000 or equal)
7/16-inch Socket and medium extension
5/16-inch Wrench - open end
Screwdriver - medium Phillips head #2
Screwdriver - medium straight slot
Screwdriver - small straight slot
Hole saw - 1-inch (25,4mm)
Saw: blade suitable for Console Top Panel
Drills - 9/32-inch (7,2mm) & 7/32-inch (5,6mm)
Page 14
2.2.3 DC Power Source
The Actuator requires a battery source (12, 24, or 32 volts DC) protected by a
10 ampere circuit breaker. Power should come from the vessels DC power dis-
tribution panel. Do not use engine starting batteries on a 12 volt system,
because the cranking voltage may be too low. Refer to Figure 15:
Figure 15: DC Power Sources

NOTE: It is important that the wire size from the battery to the circuit breaker panel is large enough to
keep voltage drop due to current flow to less than 3%. The DC return to the battery must be
large enough to supply all current requirements with a voltage drop of less than 3%. (See Refer-
ences, Appendix A.)
2.2.4 Engine STOP Switch

An engine STOP switch MUST be located at each remote station. Refer to CFR
46, Sec. 62.35-5 and ABYC P-24.5.8.
Page 15
INSTALLATION
3.0 INSTALLATION
NOTE: Before starting the actual installation of MicroCommander, make sure you have the correct
parts and tools on hand. See Section 2.0. Read ALL the instructions pertinent to each part
before beginning the installation of that part.
CAUTION: Static electricity can destroy electronic components. Connect the wrist strap
provided to the Actuator frame whenever working on the Actuator. This will
drain any static charge you may have on your person.
3.1 EIGHT-CONDUCTOR CABLE

Install the eight-conductor electric cable between each Control Head location
and the appropriate Actuator location. Support the cables using clamps or
straps not more than 18 inches (0,5m) apart if not contained in a conduit. Verify
cable location protects the cable from physical damage.
Label each eight-conductor cable at both ends with the station it connects, and
Port or Starboard.
3.2 ACTUATOR
A) Secure the Actuator using 1/4 inch or M6 fasteners.
B) Remove the Actuator cover. When not working on the Actuator, keep the
cover in place to prevent damage to circuits.
C) Connect the wrist strap to your person, and the ground connector to the
Actuator frame.
D) Bond each Actuator to the
hull or bonding bus. (Refer to
Bonding in Appendix .1).
E) Remove only the Hole Plugs
needed for remote station
cable entry as shown in Fig-
ure 16:.
F) Install the watertight cable
grips into the open entry holes
of the Actuator. Refer to Fig-
ure 16: for cable grip installa-
tion.
Figure 16: Plug Removal and Cable Grip Installation
3.2.1 Two-Conductor Power Cable Connection

NOTE: When connecting the DC power cable to the Actuator be sure the power is Off.
A) Run the length of two-conductor power cable between the DC Power Source
and the Actuator.
Page 16
INSTALLATION
B) Make the connections at the vessels DC Power Source.
C) Install a watertight cable grip into the DC POWER entry hole. Refer to Fig-
ure 16: for cable grip installation.
D) Run the two-conductor power cable through the watertight cable grip.
E) Strip each wire 3/8-inch (9,5mm), then install crimp terminals.
F) Connect the two-conductor cable as indicated on the Drawing - Appendix C.
G) Feed through a little slack cable and tighten the cable grip.
H) Tie wrap the power cable to the Actuator frame.
3.2.2 Two-Conductor Start Interlock Cable Connection

CAUTION: The design of the circuit board is for a maximum of 30 amperes start signal
current. Greater current will damage the interlock circuit.
Run the length of two-conductor start interlock cable between the Starter Sole-
noid and the Actuator.
3.2.2.1 CONNECTIONS AT STARTER SOLENOID

A) Remove the remote start switch lead from the Starter Solenoid.
B) Strip and connect one start interlock cable wire to this lead.
C) Strip and connect the second start interlock cable wire to the Starter
Solenoid
3.2.2.2 CONNECTIONS AT ACTUATOR

A) Install a watertight cable grip into the START INTERLOCK entry
hole. Refer to Figure 16: for cable grip installation.
B) Run the two-conductor start interlock cable through the watertight
cable grip.
C) Strip each wire 3/8-inch (9,5mm), then install crimp terminals.
D) Connect the two-conductor cable as indicated on the Drawing -
Appendix C.
E) Feed through a little slack cable and tighten the cable grip.
F) Tie wrap the start interlock cable to the Actuator frame.
3.2.3 Eight-Conductor Cable Connection

A) Run the eight-conductor cable for each remote station through the corre-
sponding watertight cable grip on the Actuator. Do not tighten cable grip at
this time.
B) Strip the PVC jacket and shielding back approximately 2 inches (50,8mm) on
the STATION 1 eight-conductor cable.
C) Bend the Violet wire out of the wire bundle and wrap, or otherwise compact
it at the cover; secure with tape for possible use in optional wiring.
Page 17
INSTALLATION
D) Stagger the remaining wire lead lengths to match the STA 1 terminal strip.
Wire leads must not touch frame.
E) Strip the wire 3/8 inch (9,5mm) on each lead.
NOTE: On the Actuator circuit board, all station terminal strips have a jumper between terminals 5 and 6.
Remove the jumper only on used terminal strips. Do not remove the jumper on unused terminal
strips.
F) A WAGO Tool is taped to the relay on the circuit board in each
Actuator. Use this tool to depress the spring lock for the indi-
vidual wire connection to the terminal strip. (See Figure 17:)
Connect the wire colors to the terminal strip as shown on the
Drawing in Appendix C.
G) Connect the bare shielding drain wire to Terminal 8 on the ter-
minal strip. The shielding drain wire MUST NOT touch any
other components.
H) Feed through a little slack cable, and tighten the cable grip on
Figure 17: Terminal Connections
the eight-conductor cable.
I) Connect the other station's eight-conductor cables to the appropriate sta-
tion terminal strips in the same way.
NOTE: Verify all unused station terminal strips have a jumper between terminals 5 and 6.
J) Secure the eight-conductor cables to each other and the Actuator frame,
using the tie wraps provided.
3.2.4 Control Head

A) Refer to Appendix A - Control Head Dimensions and Variations for the cut-
out and mounting hole information.
B) Drill the screw holes and the corner cutout holes at the chosen location.
Using a Saw, complete the rectangular opening for the Control Head termi-
nal block.
C) The Number 8-32 x 1-inch mounting screws are for a 3/4 inch (19,1mm) maxi-
mum thick mounting surface. Verify that the four mounting screws will pen-
etrate the mounting surface and start into the Control Head.
D) Strip the cover from the adhesive side of the Control Head gasket. Apply the
adhesive side to the console.
3.2.5 Eight-Conductor Cable Connection

A) Run the eight-conductor cable through the Control Head opening of the con-
sole to the Control Head.
B) Strip back the PVC cover on the eight-conductor cable approximately 2-1/2
inches (63,5mm).
C) Cut off the shielding and drain wire flush with the end of the PVC cover. Do
not connect the drain wire at the Control Head to ground.
Page 18
INSTALLATION
D) Bend the Violet wire out of the wire bundle and wrap at the cover. Secure
with tape for possible use as a spare or in optional wiring.
E) Strip 3/8 inch (9,5mm) insulation off each wire, and install crimp connectors.
F) Make the connections to the Control Head terminal block(s) as indicated on
the Drawing in Appendix C.
G) Connections 5 and 7 at the terminal block are direction sensitive. The con-
nections must be as follows:
Port Lever: Starboard Lever:
Terminal 5 Blue Terminal 5 Yellow
Terminal 7 Yellow Terminal 7 Blue
Figure 18: depicts a twin-screw remote station with the Control Head lever for
the Port engine on the users left and the Control Head lever for the Starboard
engine on the users right. Figure 18: also depicts a single-screw remote station
with the Control Head lever on the users left.
Figure 18: Control Head Connections
Refer to Figure 19:. For dual lever Control Head remote stations that have the
user facing aft:
Reverse connections 5 and 7.
If the synchronization option is being used, ensure the violet wire is con-
nected on the Control Head side that is commanding the Starboard Proces-
sor.
For single lever Control Head remote stations that have the user facing aft and
the single Control Head lever on the users right, reverse connections 5 and 7.
Page 19
INSTALLATION
Figure 19: Control Head Connections for Stations Facing Aft
3.2.6 Engine STOP Switches

Required at all Control Head stations are engine STOP switches. Refer to the
installation instructions supplied with the switches for manufacturer recom-
mended installation.
3.3 PUSH-PULL CABLE CONNECTIONS
3.3.1 Actuator
Refer to Figure 20:.
Figure 20: Actuator Push-Pull Cable Connections
A) Remove the #10-32 jam nut and the two rubber seals from the end of
each push-pull cable that is to connect to the Actuator(s) only; discard
the seals
B) Remove one screw from each Cable Anchor Clip and loosen the other
screw. Swing the two Clips clear.
C) Insert the SHIFT push-pull cable and THROTTLE push-pull cable
according to the labels on the Actuator.
Page 20
INSTALLATION
D) When the push-pull cable end is visible within the Actuator interior, rein-
stall the #10-32 jam nut.
E) Connect the push-pull cables to the hex nuts (See Figure 20:, Detail I).
Use a 7/16 inch socket to turn the hex nut onto the cable rod end until
there is approximately 5/16 inch (7,9mm) of thread showing beyond the jam
nut.
F) Use a 7/16-inch socket wrench and a 5/16-inch open end wrench to
tighten the jam nuts.
G) Position the Cable Anchor Clips to secure the cables to the Actuator
housing.
H) Install the screws removed in step B). Tighten all Cable Anchor Clip
screws.
3.3.2 Engine and Transmission

A) Check on the engine and transmission if push-pull cable anchor brackets
installed. If the brackets are not on the engine or the transmission, select
from Morse Standard Kits (Appendix A) or fabricate brackets as shown in
Universal Mounting Kit (Appendix A).
B) Use the jam nuts supplied with the cables to secure the cable rod ends in the
ball joints.
C) Do not remove the two rubber seals from this end of the cable.
CAUTION: Do NOT connect push-pull cables to the engine or transmission at this time.
Page 21
ADJUSTMENTS AND TESTS
4.0 ADJUSTMENTS AND TESTS

4.1 INITIALIZATION TEST (ENGINES STOPPED)
A) Apply DC power to the MicroCommander Propulsion Control System.
B) The Control Head at each remote station will produce an intermittent tone.
C) Verify that Control Head lever(s) is at Neutral.
D) Depress the Station Transfer Button. The red indicator light on the Control
Head should light, showing this station has command. (Note that both red
indicator lights must be lighted on dual Control Heads.)
E) Move the Control Head lever(s) full-Ahead and full-Astern. This will
check that the controls are operating.
NOTE: On remote stations that have the user facing aft, ensure Control Head lever direction is correct.
WARNING: Keep hands and tools clear of the Actuator when power is On. Turn Off
the control system power before disconnecting from the batteries. Do
not disconnect battery terminals when engine is operating.
4.2 CONTROL HEAD AND STATION TRANSFER (ENGINES STOPPED)
At each remote station, move the Control Head lever(s) to the Neutral detent
position, then press the Station Transfer Button. The indicator light on the
Control Head will confirm that station transfer has taken place. Control Head
levers are direction-sensitive; to prove that the Control Head wiring connec-
tions are correct:
A) Move the Control Head lever(s) to the Neutral detent position.
B) Depress and hold the Station Transfer Button, then move the Control
Head lever(s) to Ahead detent position. This will put the System in Neu-
tral Warm-up Mode with the red indicator light on the Control Head
blinking. The blinking red light indicates that the clutch is in Neutral
and that the Control Head lever(s) will position the throttle only.
C) Depress and hold the Station Transfer Button, then move the Control
Head lever(s) to Astern detent position. The red indicator light on the
Control Head should now remain steadily On.
Neutral Warm-up Mode must operate only in the Ahead direction. If the red
indicator light is On in Ahead and blinks in Astern, see Section 3.2.5 and
reverse connections 5 and 7 on the Control Head terminal block.
4.3 ENGINE AND TRANSMISSION PUSH-PULL CABLE
Verify push-pull cable anchor brackets installed on the engine and transmis-
sion, and that cable ball joints are disconnected.
CAUTION: Misadjusted shift and throttle cables cause Actuator servo motor failure.
Ensure adjustments are made correctly and completely.
Page 22
4.3.1 Direction Shunt Configuration (Engines Stopped)
A) Refer to Typical Actuator Connections in Appendix C.
B) As shipped from the factory, Clutch Direction - JMPR 4 is at OFF posi-
tion and, therefore, the push-pull cable will pull on the transmission
shift lever for Ahead. If this is wrong, move the Clutch Direction
JMPR 4 to ON, and the push-pull cable will push the transmission shift
lever for Ahead.
C) As shipped from the factory, Throttle Direction - JMPR 3 is at OFF
position and, therefore, the push-pull cable will push the throttle lever
for full-speed. If this is wrong, move the Throttle Direction JMPR 3 to
ON, and the push-pull cable will pull on the throttle lever for full-
speed.
4.3.2 SHIFT Cable Adjustment (Engines Stopped)

A) Position the Control Head lever(s) to the Neutral detent and turn the
System On.
B) With the SHIFT cable disconnected, adjust the SHIFT cable ball joint
at the transmission to align with the clutch selector lever in Neutral.
The push-pull cable should form a right angle (90 degrees) to the
clutch selector lever with the Control Head lever in the Neutral posi-
tion.
C) Leave the SHIFT Cable disconnected.
D) Move the Control Head lever to the Ahead detent. The Actuator can be
adjusted for a total clutch movement of 2-inches (51mm) to 3-inches (76mm).
Actuators are shipped with switches set for minimum movement
E) Measure the clutch selector lever movement from Ahead detent to
Astern detent. The lever movement must be within the adjustment
range of 2-inches (51mm) to 3-inches (76mm).
F) DIP Switch SW1 (refer to Typical Actuator Connections in Appendix
C) will increase the SHIFT cable movement in each direction from
Neutral by moving the switches from ON to OFF.
Switch 1: 1/4-inch (6,4mm)
Switch 2: 1/8-inch (3,2mm) Approximate Dimensions
Switch 3: 1/16-inch (1,6mm)
G) Select the combination of switches to obtain the required additional
movement, then check the Astern direction.
H) Recheck with the SHIFT cable disconnected: Ahead; Neutral; and
Astern. Verify that the Actuator will not jam the clutch selector lever
against its stops and that Neutral is correct.
Page 23
I) Connect SHIFT cable to the clutch selector lever. Ensure that the push-
pull cable and clutch selector lever connection point form a 90 degree
angle. If the connection is not a 90 degree angle, there will be unequal
Ahead and Astern travel.
4.3.3 THROTTLE Cable Adjustment (Engines Running)

A) Refer to Typical Actuator Connections in Appendix C.
B) Check that potentiometers R7 and R8 are in the fully counterclockwise
position, as shipped from the factory.
CAUTION: Potentiometers can be damaged by turning too hard against the stop.
C) Leave the THROTTLE cable disconnected at this time.

D) Measure the throttle movement at the engine from Idle to Full. It must
be within the Actuator range of 1-inch (25,4mm) to 2-7/8-inches (73mm). If
the throttle movement is less than 1-inch (25,4mm) or greater than 2-7/8-
inches (73mm), change the lever radius to be within range. If possible,
throttle movement should be 2-1/2-inches (64mm) Idle to Full.
E) Place Control Head lever(s) in Neutral, start the engine and run at Idle.
F) Adjust the ball joint on the THROTTLE cable to match the throttle
lever at Idle position.
G) Stop the engine.
H) Move the Control Head lever to the Full Ahead position. Manually
move the engine throttle lever to the full-speed stop.
I) Gradually turn potentiometer R7 on the circuit board clockwise until
the push-pull cable ball joint, when connected, will exert a slight
amount of pressure against the full-speed throttle stop.
J) Recheck Idle and Full.
K) Connect ball joint to throttle lever.
L) Throttle adjustment is complete.
4.4 THROTTLE PAUSE
Refer to Typical Actuator Connections in Appendix C.
Hydraulic-actuated clutches typically require 1/2 second or longer following
clutch selector lever movement before there is clutch plate contact. Accord-
ingly, Dip Switch SW1-7 in the OFF position allows 1/2 second Idle throttle
pause after the Actuator has completed clutch selector movement.
Page 24
Dog and cone clutches used on some inboard/outboard and outboard drives
typically do not require a throttle pause following clutch shift. Accordingly,
SW1-7 should be in ON position.
Some clutches may build clutch pressure more slowly; this could mean high
engine RPM before clutch engagement. Clutch Oil Pressure Interlock mini-
mizes this possibility. Refer to Section 5.2.
4.5 HIGH IDLE
4.5.1 JMPR Set Up
Make the following circuit board adjustments, to select the High Idle feature:
Move JMPR 1 from pins 2 and 3 to pins 1 and 2.
Move JMPR 2 from one pin to both pins.
4.5.2 Setting (Engines Running)

Set High Idle with potentiometer R8; when turned fully counterclockwise
High Idle is minimum, and is the same as Low Idle. R8 is set this way at the
factory.
To adjust High Idle:
A) Turn power On to MicroCommander.
B) Accept command at any remote station by positioning the Control Head
lever(s) into the Neutral position and depressing the station transfer but-
ton.
NOTE: Through the entire High Idle adjustment procedure the Control Head lever(s) remains in the Neu-
tral Idle position.
C) At the Actuator, rotate potentiometer R8 clockwise 1/4 turn. The

servo should not move as MicroCommander is in Low Idle Mode at ini-
tial power up.
D) Turn on Engine.
E) To change to High Idle Mode, depress the station transfer button. The
servo should move slightly and the Idle should increase, indicating
MicroCommander is in High Idle Mode.
F) Rotate potentiometer R8 clockwise until desired High Idle RPM is
achieved.
G) Depress station transfer button to change to Low Idle Mode. The servo
should move to the Low Idle position. Test High and Low Idle by alter-
Page 25
nately depressing the station transfer button and observing the Actuator
servo movement.
NOTE: On a twin screw vessel, if High and Low Idle are out of phase, place both engines in the Neutral
Warm-up Mode. Return the Control Head levers into the Neutral Idle position. The system has
just reset to Low Idle Mode.
4.6 ADJUSTMENTS TO CHECK AT THE DOCK

WARNING: Do not attempt to operate the controls away from the dock with any
system abnormality.
Perform the following tests with the vessel moored to the dock. Do all the tests
ensuring operation is correct. Only then is the vessel ready to leave the dock.
4.6.1 Start Interlock

Verify proper operation of Start Interlock:
A) Turn DC power to MicroCommander Off; verify that engine(s) can NOT
be started.
B) Turn DC power to MicroCommander On and acknowledge command.
Position the Control Head lever(s) to the Ahead detent and verify that
engine(s) can NOT be started.
C) Position the Control Head lever(s) in the Neutral detent and verify that
engine(s) CAN now be started.
4.6.2 Stop Switches

Start engine(s) and verify that engine Stop switches (normally, push buttons)
function correctly at all remote stations. Refer to Sect. 3.2.6 if any problems
occur.
4.6.3 Push-Pull Cables

A) Check that all push-pull cable connecting fasteners are tightened
securely.
B) Refer to Figure 20:, Detail I. In the Actuator(s) check that the push-
pull cable Hex Nuts are securely tightened to the Jam Nuts. A loose
Hex Nut can back off the push-pull cable threaded end and effectively
change the cable length.
4.6.4 Control Head

A) Idle the engine(s) and place one Control Head lever at a time in the
Ahead detent and then the Astern detent. Do this at each station to con-
firm direction command.
B) Operate Control Head lever(s) to Ahead and Astern detents and verify
that push-pull cable direction is correct.
Page 26
C) Operate Control Head lever(s) from Idle to Full-Ahead and check
push-pull cable movement is correct.
D) Use Neutral Warm-up Mode on each engine at each station, one engine
at a time, to confirm speed control.
4.7 ADJUSTMENTS TO CHECK UNDERWAY
4.7.1 Full-Speed Setting
Warm-up the engine and in open water gradually move the Control Head lever
to full-speed.
If the engine RPM is low, check whether the engine throttle lever is against the full-
speed stop. Other possibilities are incorrectly set full-speed stops or
too great of a propeller load.
If the engine RPM is high, refer to Sect. 4.5.2 and turn potentiometer R7 counter-
clockwise to obtain desired full speed. For twin screw applica-
tions, check that matching Idle, Mid-range, and Full-speed Control
Head lever positions cause equal RPM in both engines.
4.7.2 Proportional Pause Upon Direction Change

The Proportional Pause feature provides engine deceleration when making a
direction change.
throttle position drops to Idle;
transmission remains engaged Ahead;
the pause that follows is in proportion to:
1. The Control Head lever position prior to the reversal.
2. How long the Control Head lever had been in that position prior to the reversal.
Refer to Timing Chart, Table 1:; to configure the Proportional Pause to meet the
vessels requirements. Factory settings at the time of shipment are 4 seconds
from full speed.
NOTE: The pause in gear on a through-shift is proportional to the speed commanded and time at that
speed. The times listed in Table 1: are maximum. Shifting from Idle Ahead to Idle Astern, the
pause is ZERO. The time required to build to the maximum pause is 6 times the pause listed in
Table 1:. The pause from full-Astern to Ahead is half that listed in Table 1: for full-Ahead to
Astern.
Table 1: SW1 Switch: Full-Speed Pause Timing Chart

Switch SW1-4 OFF OFF OFF OFF ON ON ON ON
Switch SW1-5 OFF OFF ON ON OFF OFF ON ON
Switch SW1-6 OFF ON OFF ON OFF ON OFF ON
Seconds: 0 2 4 5 7 9 10 12
After pause has expired, the clutch is positioned to Neutral (or Ahead or Astern)
depending on the final Control Head position.
Page 27
CONTROL OPTIONS
5.0 CONTROL OPTIONS

5.1 ALARM CAPABILITY
MicroCommander offers a single alarm connection that OPENS with a system
power failure or circuit malfunction.
The Actuators alarm connection point is a single connection block on each
Actuator Circuit Board. The alarm circuit in the Actuator operates an alarm
system supplied by others.
The control failure alarm is rated for a maximum of 200 mA. Do not exceed
this rating. Normal operation is 21 ohms to DC return, high impedance indi-
cates Alarm Condition.
It is the Shipyards responsibility to utilize the alarm connection in an appropri-
ate alarm circuit that has the same common mode voltage.
5.2 CLUTCH OIL PRESSURE INTERLOCK SWITCH
NOTE: A Jumper is installed in place of the Pressure Switch connections. If Clutch Oil Pressure Switch
is used, remove this Jumper. Refer to Appendix C Drawing Notes for details on Jumper.
The purpose of the Clutch Oil Pressure Interlock is to prevent high engine
RPM when the clutch is not fully engaged. The interlock will block a speed
signal to the engine until the hydraulic clutch pressure has reached a value rec-
ommended by the transmission manufacturer that ensures clutch engagement.
The pressure switch is Installer supplied.
The requirement is a N.O. (Normally Open) pressure switch with a trip
point adjustable to match the transmission manufacturers recom-
mended setting.
The hydraulic clutch pressure of either the Ahead or Astern clutch
must operate the pressure switch.
When contacts close, this indicates to the Actuator when the clutch is
sufficiently engaged to allow a speed command above Idle speed. It is
a safety feature that protects the clutch and its use is recommended.
If the clutch pressure should fall below the pressure switch setting, the engine
speed will drop to Idle RPM.
The Factory places a jumper between the two clutch oil pressure switch con-
nections on the Actuator before shipment. Remove this jumper when connect-
ing the clutch oil pressure switch. Refer to Appendix C Drawing for specific
details.
Page 28
CONTROL OPTIONS
5.2.1 Interlock Switch Used
Refer to the information supplied by the switch manufacturer for switch instal-
lation. The pressure switch must be installed so the hydraulic clutch pressure of
both the Ahead or Astern clutch will operate the pressure switch.
A) Run a two-conductor cable from the Clutch Oil Pressure Interlock
Switch to the Actuator.
B) Connect at the pressure switch as recommended by the manufacturer.
C) Remove a Hole Plug from an unused entry hole on the START INTER-
LOCK side of the Actuator. Refer to Figure 16: for Hole Plug removal.
D) Install a watertight cable grip into the entry hole. Refer to Figure 16: for
cable grip installation.
E) Run the two-conductor cable through the watertight cable grip.
F) Strip each wire 3/8-inch (9,5mm), then install crimp terminals.
G) Connect the two-conductor cable as indicated on the Single Engine
Drawing in Appendix C.
H) Feed through a little slack cable and tighten the cable grip.
I) Tie wrap the two-conductor cable to the Actuator frame.
The pressure switch set point must be set at the value recommended by the
transmission manufacturer that ensures clutch engagement. The hydraulic
clutch pressure of both the Ahead or Astern clutch must operate the pressure
switch.
The clutch pressure may rise to pressure switch set point slowly, and therefore,
limit throttle response immediately after clutch engagement.
When Dip Switch SW1-7 is in the Off position, there is a 5 second delay
before the Clutch Oil Pressure Interlock becomes active.
When Dip Switch SW1-7 is in the On position, clutch oil pressure must be
greater than switch set point before throttle will increase above Idle.
5.2.2 Switch Not Used

To disable this feature for outboard engines and engines with mechanical
clutches, a single insulated wire must be connected to the two clutch oil pres-
sure interlock switch connection points within the Actuator. Refer to Appendix
C for reference to these two connection points.
Page 29
MAINTENANCE
6.0 MAINTENANCE
6.1 ACTUATOR
The MicroCommander Actuator requires the following annual checks:
Check all terminal connections for signs of corrosion or loose connec-
tions.
Check mechanical connections within the Actuator, and at the throttle
and transmission selector lever.
Check mechanical movement of the throttle lever from Idle to Full.
Ensure that the cable does not jam while positioning the throttle at Idle
or Full speed.
Check mechanical movement of the transmission selector lever from
Neutral to Ahead, and Neutral to Astern. Ensure that the cable does
not jam while positioning the transmission selector lever at the Ahead
or Astern stops.
Cycle the Actuator and if lead screws are noisy, apply a light coating of
silicone grease to the stainless steel lead screw.
6.2 CONTROL HEADS
Check the Control Heads annually to insure that the terminals are secure and
free of corrosion.
Page 30
ZF Mathers, LLC
1415 Pacific Drive
Burlington WA 98233-3103 U.S.A.
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-165 Rev.D 3/02

Electronic Propulsion Control Systems Three
Year Limited Warranty
Your ZF Mathers product has been designed and manufactured by experi-

enced engineers and craftsmen. ZF Mathers LLC., warrants for the period
indicated below, each product to be free from defect in material and workman-
ship. Repair or replacement, at ZF Mathers option, will be provided if the
product, upon ZF Mathers inspection, is found to be properly installed and
operated in accordance with ZF Mathers Manual. This warranty does not
apply to malfunction caused by damage, unreasonable use, misuse, repair or
service by unauthorized persons or normal wear and tear.
A)Coverage Under Warranty
Three years from the date of purchase by the original end user.
Year One
No charge for equipment repair, parts and labor. Up to three hours labor toward troubleshooting
and replacement of defective equipment.
Year Two and Three
There is no charge for equipment repairs performed at the factory that are covered under warranty.
No labor allowance for troubleshooting and replacement of defective equipment.
B)No Coverage Under Warranty
The following will not be covered under warranty.
1. Travel to and from the job site.
2. Adjustment or calibration of any ZF Mathers equipment.
3. Adjustment or calibration of any associated equipment which may include but not limited to
push-pull cables, engine governor or carburetor, transmission or trolling valve.
4. Damage due to accidents, improper installation or handling and or improper storage.
5. Damage due to faulty repairs performed by an unauthorized service representative.
6. Damage due to conditions, modifications or installation contrary to published specifications or
recommendations.
7. Original installation charges or start-up costs.
8. Battery service including labor charges related to battery service.
9. Rental of equipment during performance of warranty repairs.
10. Unauthorized repair shop labor, without prior approval from ZF Mathers Service Department.
11. Shop supplies such as connectors, wire, cable, etc.
C)Warranty Service
Call 1-800-546-5455 or 1-360-757-6265 for your nearest ZF Mathers Factory Authorized Dealer.
1. Prior to returning any product to the factory, you must contact ZF Mathers Service Depart-
ment for a Material Return Authorization (MRA) number. Return the product freight prepaid,
marked clearly with the MRA number and a description of the malfunction.
Page 31
2. If there is a defect covered by warranty, ZF Mathers will, at its option, either repair or replace
the defective part or product. If after inspection, ZF Mathers determines that the product is
not defective, ZF Mathers will charge a testing fee and return the product to the sender, freight
collect.
3. Repair or replacement during the warranty period will not extend the warranty period.
4. All claims must be submitted within 30 days from date of service.
5. Claims for over 3 hours must be pre-approved by the ZF Mathers Service Department.
This Warranty is expressly in lieu of all other Warranties, express or implied. Except to the extent pro-
hibited by applicable law, ZF Mathers hereby disclaims all other implied or express warranties of any
kind, including warranties of merchantability and fitness for a particular purpose. Under no circum-
stances shall ZF Mathers be liable for any consequential damages sustained in connection with the
product or its use, including any costs or damages which result from loss of use of the product or any
engine or boat with which it is used. ZF Mathers does not authorize any representative or agent to
assume for it any obligation or liability other than those expressly set forth above. Some states do not
allow limitations on how long an implied warranty lasts or the exclusion or limitation of incidental or
consequential damages, so the above limitation may not apply to you. All implied warranties, if any, are
limited to the duration of this express warranty. This warranty gives you legal rights, and you may have
other rights which may vary from State to State.
Page 32
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
F-226 Rev.A 11/00
Sea Trial Report
Vessel Name:_____________________________________ Trial Date:__________________ SSN:_____________

Owners Name:________________________________________________________________________________
Address:_________________________________________________________________________________
Tel/Fax/e-mail:_______________________________________________________________________________
Contact Name:_______________________________________________________________________________
APPLICATION:
A:Boat Builder________________________ Model_____________________ Size_________ Year_____
Original Equipment ___ Retrofit ___ Type of Controls Replaced_______________________________
B:Single or Twin Screw_________________________________________________________________
Engine Make__________________________ Model__________________________________________
Horsepower _______________ RPM______________ Engine Hours_____________________________
Reduction Gear/Drive______________________________ Model/Ratio_______ Trolling? Yes___ No___
Type of Service (Pleasure, Fishing, Rental, Etc.)______________________________________________
C:Number of Remote Stations___________________________________________________________
Actuator/Control Processor: Port Model_______________________ Starboard Model_____________________
Port SN:___________________ Starboard SN:_______________________
Before Running Engine: Port Stbd
1. Voltage at the Battery Terminals. ________VDC ________VDC
2. Voltage at the Actuator/Control Processor. ________VDC ________VDC
3. Warm-up Indicator Light blinks in Ahead. All Stations. Yes ___ No___ Yes___ No___
4. Electric Cables are supported every 18 inches (45,72cm) Yes ___ No___ Yes___ No___
5. Cable connections are tight at the Actuator/Control Processor and Control Heads.
Yes ___ No___ Yes___ No___
6. Engine Stop Switches at EACH Remote Station are operational.
Yes ___ No___ Yes___ No___
7. Check push-pull cable match. Disconnect push-pull cables at the clutch and throttle. Check that cables travel in the correct
direction. Check the cable movement, insure that it matches clutch and throttle. Yes ___ No___ Yes___ No___
Dock Side Tests (Running):
1. Voltage at the Battery Terminals. ________VDC ________VDC
2. Does Engine Start when Controls are OFF? Yes ___ No___ Yes___ No___
3. Low Idle RPM. ________RPM ________RPM
4. High Idle RPM (optional). ________RPM ________RPM
5. Check Warm-Up Mode. Yes ___ No___ Yes___ No___
6. Check shift in both directions. Yes ___ No___ Yes___ No___
Page 33
Sea Trials: Port Stbd
1. Check that Twin Screw Control Head levers match position and RPM through speed range.
Yes ___ No___ Yes___ No___
2. Set maximum engine RPM as required. ________RPM ________RPM
3. Adjust Full Speed Reversal Delay ________SEC ________SEC
4. Is Synchronization operational? Yes ___ No___ Yes___ No___
5. Is Trolling Valve operational? Yes ___ No___ Yes___ No___
SW1 Switch Settings:
PORT STBD
1 2 3 4 5 6 7 1 2 3 4 5 6 7
ON ON
OFF OFF
PORT JMPR 3 ___ ___ STBD JMPR 3 ___ ___

PUSH PULL PUSH PULL
JMPR 4 ___ ___ JMPR 4 ___ ___

PUSH PULL PUSH PULL
Comments (Please use additional paper as necessary):
General Installation Condition:
Any Irregularities:
ARE THE MANUALS ON BOARD? Yes___ No___

IS THE OPERATOR CARD ON BOARD? Yes___ No___
INSPECTOR__________________________________________ DATE_________________
MAIL COMPLETED COPY TO:

ZF Mathers, LLC
1415 Pacific Drive
Burlington, WA 98233
OR FAX TO: 360-757-2500
Page 34
Synchronization Manual
MM14410 Rev.D 8/03
Synchronization Table of Contents
Synchronization Table of Contents ............................................................................................ 1
Revisions List ................................................................................................................................ 2
1.0 GENERAL INFORMATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3
1.1 Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Parts Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.0 INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4
2.1 Replacing Control Heads with no Synchronization LED with Control Heads with Synchronization LED (optional) 4
2.2 Port Auxiliary Board (Lead) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3 Choosing The Proper Follow Auxiliary Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 1: 01135 Magnetic Flywheel Pickup Engine Signal Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 2: 01135-1 Tach Sender Engine Signal Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3: 01135-1 Alternator, Ignition Coil, or Electronic Ignition Control Module Engine Signal Input . . . . . . . . . . 5
2.3.1 Starboard Auxiliary Board (Follow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 4: Plug Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3.2 Follow Actuators Violet Wire Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3.3 Signal Connections at the Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3.4 Port and Starboard Actuators Interconnecting Eight-Conductor Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.0 OPERATION CHECKS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8
3.1 CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Twin Screw with Synchronization ............................................................................................ 11
Page 1
Revisions List
Rev Date Revision Description
- 10/01 Placed MM12793 Synchronization Section into this manual.
A 10/01 Revised for current Standards. Please review entire manual.
B 5/02 1. Cover Revised.

2. ELR 769 changed Figures 1, 2, 3 to reflect actual circuit boards.
3. Twin Screw Dwg 10236-A was revised to C.
C 6/02 1. Added MM14410 Synchronization Manual as a Section in the

MM12793 MicroCommander Manual.
D 8/03 Per Bulletin #03-008 August 2003 Figure 2 & 3 were corrected.
Page 2
Synchronization MM14410 Rev.D 8/03
Effective only for 585CE Actuators with Serial Numbers B01001 and up.
1.0 GENERAL INFORMATION

NOTE: (1) The MicroCommander Control System must be completely installed and thoroughly
tested as a system before installing the Synchronization Option.
(2) The Synchronization option is not compatible with diesel engines using Speed-limiting
Governors.
1.1 OPERATING PRINCIPLES

Mathers engine synchronization requires a minimum of a twin-screw installation. One of
these engines is designated as the Lead and one to three engines is designated as the Follow.
Synchronization may be installed on twin, triple, and quad screw vessels. For the purpose
of this manual, we have elected to use a twin-screw installation and make the Port engine
the Lead and the Starboard engine the Follow. The drawings, diagrams and instructions
reflect this concept.
The remote stations controlling the Follow engine may have a green LED (Light Emitting
Diode), located by the Starboard lever, which indicate the status of synchronization. If you
are adding synchronization to an existing system, you may have a Control Head lacking this
green LED. The system will synchronize without the green LED, but you will not have the
visual indication. (Reference Parts List in Appendix A.1)
Initial power-up of the MicroCommander system enables Synchronization Mode. Synchro-
nization of the engines will automatically start when both the Port and Starboard Control
Head levers are:
Commanding Ahead,
Commanding at least 5% of the speed range,
Within a 10% Window of each other.
The Follow Actuator receives an AC signal, which is representative of engine RPM, from
both the Port and Starboard engines. These signals are shaped and compared within the Pro-
cessor. The Follow Actuator then makes the needed adjustments to its Throttle Push-pull
cable until the RPMs of the Port and Starboard engines are synchronized.
A green LED, mounted on the Control Head, will blink slowly while the system is working
toward synchronizing the engines. Once the green LED becomes lit steady, the engines are
synchronized.
Synchronization automatically deactivates when one Control Head lever moves beyond the
10% window or drops below 5% of the speed range. When this occurs, the green LED turns
Off, indicating that the engines are not synchronized.
The operator has the option of disabling synchronization from any remote station by
depressing the Transfer Button at the Station currently in command for one second. The
green LED will extinguish, indicating that synchronization mode is no longer active.
To disable Synchronization Mode, depress and hold the Station Transfer Button for one sec-
ond when the Control Head levers are above 10% Throttle in Ahead. The green
LED will turn Off, indicating that Synchronization has been disabled.
To re-enable Synchronization Mode, match the Control Head levers above 10 percent throt-
tle in Ahead. Depress and hold the Station Transfer Button for one second. The
green LED will light indicating that Synchronization Mode is again active
Page 3
.
WARNING: A sudden change of RPM may occur on the starboard engine when synchronization is
first disabled. This change may be an increase or decrease in RPM, and can be up to
10%. The resulting change in RPM may result in a sudden pull to either the Port or
Starboard side.
1.2 PARTS REQUIRED

The following parts, above and beyond the basic installation, are required for synchroniza-
tion. Refer to the Parts List located in Appendix A.1
Follow Auxiliary Circuit: (Part No.1135 or 1135-1. See Section 2.3)
Lead Auxiliary Circuit: (Part No.1133)
Eight-conductor Shielded Cable: (Part No.180)
Engine RPM Pulse Signal: (Part No. 8902 or 8912. See Section 2.3.3)
3-Conductor Shielded Cable: (Part No. 2241)
Dual Control Head w/ Green LED: (Various Options. Refer to the Parts List in Appendix A.1
2.0 INSTALLATION
The Synchronization option requires the installation of the following:
Install either a Dual Control Head with a green LED or utilize the existing Dual Control Heads.
The green LED is purely an indication of synchronization and has no impact on the actual opera-
tion.
NOTE: 1) If installing synchronization on a new or existing system having Control Heads with a
green synchronization LED, connect the violet wire at each Control Head starboard
terminal block to pin 8. Proceed to. Section 2.2.
2) If installing synchronization on an existing system having Control Heads with no green
synchronization LED, proceed to Section 2.1
Install a Lead Auxiliary Circuit Board (Part No. 1133) in the Lead (Port) Actuator.
Install a Follow Auxiliary Circuit Board (Part No. 1135 or 1135-1) in the Follow (Starboard)
Actuator.
Provide pulse signals, representing the engines RPMs, to the Follow (Starboard) Actuator.
2.1 REPLACING CONTROL HEADS WITH NO SYNCHRONIZATION LED WITH
CONTROL HEADS WITH SYNCHRONIZATION LED (OPTIONAL)
NOTE: Refer to the drawing Twin Screw with Synchronization on page 13 for specific
connection information.
A) Remove the existing Control Head(s) from the Console.
B) Disconnect all eight-conductors from both the Port and Starboard sides.
C) Connect the Starboard eight-conductor cable Violet wire to Terminal 8 on the Star-
board terminal block of the new Control Head. Connect the remaining wires per the
drawing Twin Screw with Synchronization on page 13.
D) Mount the Control Head to the Console.
E) Repeat steps A) through D) at all the desired Remote Stations.
2.2 PORT AUXILIARY BOARD (LEAD)
WARNING: Static electricity can destroy electronic components. Always connect the wrist strap
provided to the Actuators frame when working inside the Actuator. This will drain
any static electricity you may have on your person.
Page 4
The Lead Auxiliary Board (P/N 1133) will install in the Port Actuator.
A) Remove the Port Actuators cover. When not working on the Actuator, keep the
cover in place to prevent damage to the circuits.
B) Connect the anti-static wrist strap to your person, and the alligator clip to the
Actuators aluminum frame.
C) Plug the Lead Auxiliary Board into the Actuators 25-pin connector. Refer to the
drawing Twin Screw with Synchronization on page 13 for the location.
D) Secure the Lead Auxiliary Board to the Actuators frame with the three 4-40 x
1/4 inch screws provided.
2.3 CHOOSING THE PROPER FOLLOW AUXILIARY BOARD
1135 Auxiliary Board (Refer to Figure 1:)
The 1135 Follow Auxiliary Board
requires an electric pulse input in pro-
portion to RPM from each engine.
This Auxiliary Boards circuit con-
tains a filter that allows higher fre-
quencies to pass than the 1135-1
Auxiliary Board permits. Therefore,
it is typically used with Magnetic Fly-
wheel Pickups (8912) that count the
number of teeth on the flywheel and
generally reach higher frequencies.
1135-1 Auxiliary Board (Refer to Figure 2:
and Figure 3:)
Figure 1: 01135 Magnetic Flywheel Pickup Engine
The 1135-1 Follow Auxiliary Board Signal Input
requires electric pulse input in proportion to the RPM of each engine. This Auxiliary
Board contains a Low Pass filter that rejects any frequencies over a certain level.
This filter prevents unwanted electrical noise from being introduced to the Actuator.
The Auxiliary Board is generally used when the source of the signal is a Mechanical
Tachometer Sender (8902), an Alternators Stator AC terminal, the point side or nega-
tive side of the coil or from an electronic ignition control module.
Figure 3: 01135-1 Alternator, Ignition Coil, or

Electronic Ignition Control Module Engine Signal Input
Figure 2: 01135-1 Tach Sender Engine Signal Input
Page 5
2.3.1 Starboard Auxiliary Board (Follow)
The Follow Auxiliary Board (P/N 1135 or 1135-1) will install in the Starboard
Actuator.
A) Remove the Starboard Actuators cover. When not working on the Actu-
ator, keep the cover in place to prevent damage to the circuit.
B) Connect the anti-static wrist strap to your person and the alligator clip to
the Actuator aluminum frame.
C) Plug the Follow Auxiliary Board into the plug connector of the Actuator.
Refer to the drawing Twin Screw with Synchronization on page 13 for
the location.
D) Secure the Follow Auxiliary Board to the Actuators frame with the three
4-40 x 1/4 inch screws provided.
E) Locate the two 1/2 inch (12,7mm) central entry holes and remove the plas-
tic plugs. Refer to Figure 4: for the location of the holes.
inch (12,7mm)
Central Entry
Holes
Watertight
Actuator Cable Grip
Nut
Cable Hole
Plug Entrance
Body
Cable Seal
Cable Grip Push
Body
Watertight
Cable Grip
Figure 4: Plug Removal

F) Install two 1/2 inch Liquid Tight Connectors provided, into the two 1/2
inch central entry holes
G) Run the Tachometer Signal Cables through the Liquid Tight Connectors
and tighten the nuts.
H) Strip the Insulating jacket off the cable just past the point where it enters
the inside of the Enclosure.
I) Strip 3/8 inch (9,5 mm) of insulation off of the Black and Red conductors.
J) Connect the Black conductors to TB2-3 & TB3-3 and the Red conductors
to TB2-2 & TB3-2 as shown in Figure 2: and Figure 3: or the Red con-
ductors only, as shown in Figure 1:.
K) Terminate the Drain (Shield) wire under the Auxiliary Boards mounting
screw as shown in Figure 1:, Figure 2:, or Figure 3:.
Page 6
2.3.2 Follow Actuators Violet Wire Connections

NOTE: If the violet wire does not have sufficient length to reach Terminal Block TB4 or TB1 on the
Follow Auxiliary Board, you may butt-splice an additional length of wire.
A) Unwrap the Violet wire from the Starboard Actuators eight-conductor cable
at Station 1.
B) Strip 3/8 inch (9,5 mm) off of the Violet conductor.
C) Use the WAGO tool provided and connect the Violet conductor to the appro-
priate Terminal on the Follow Auxiliary Circuit Board.
D) Connect all of the Starboard Actuators eight-conductor cables Violet wires
as follows:
Station 1- Terminal 1 of TB4
2.3.3 Signal Connections at the Engines
1135 with Flywheel Magnetic Pickups (Refer to Figure 1:.)

A) Screw down the Dual Magnetic Pickup (Part No. 8912) into the Flywheel
Bell Housing until light contact is made with one of the teeth.
B) Back off on the Pickup 1/2 of a turn and then tighten down the locking
nut.
C) Butt splice the Red and Yellow wires on the Dual Mechanical Tach Send-
ers to the tachometer cable; Red to Red and Yellow to Black.
D) Verify the Tachometer signal at the Follow Actuator with a Voltmeter.
Check across terminals 2 and 3 of TB2 for the Port engine, and terminal 2
and 3 of TB3 for the Starboard engine. The output voltage, with the
engines running at idle, should be 3 VAC or higher, increasing with RPM.
1135-1 with Mechanical Senders (Refer to Figure 2:.)

A) Screw down the Dual Mechanical Sender (Part No. 8902) into the
Engines Mechanical Tachometer Drive. Ensure the Drive key is in
place.
B) Butt-splice the cable to the Red and Yellow wires on the Dual Magnetic
Pickup.
C) Verify the Tachometer signal at the Follow Actuator with a Voltmeter.
Check across terminals 2 and 3 of TB2 for the Port engine, and terminals
2 and 3 of TB3 for the Starboard engine. The output voltage, with the
engines running at idle, should be 3 VAC or higher, increasing with RPM.
1135-1 with Electronic Ignition, Ignition Coils, or Alternator AC Terminal
(Refer to Figure 3:.)
A) The cable connects to the electronic ignition module, negative or point
side of the engine coil or the alternators stator AC terminal. Refer to the
engine manufacturers data for specific connection information.
Page 7
B) When the cable connection is complete, verify that a pulsating 12 or 24
VDC is present at terminal 2 and 3 of TB2, and terminals 2 and 3 of TB3
of the 1135-1 Auxiliary Board.
2.3.4 Port and Starboard Actuators Interconnecting Eight-Conductor Cable

A) Locate an unused hole on the right side in both the Port and Starboard Actua-
tors and remove the plastic plugs.
B) Install a 3/4 inch Liquid Tight Connector into both of the holes.
C) Run a length of eight-conductor cable between the Actuators through the Liq-
uid Tight Connectors.
D) Strip back the PVC cover to the point just inside the Actuators Enclosure.
E) Strip 2/3 inch (9,5 mm) off each end of the green wire only.
F) Connect the green wire using the WAGO Tool to Terminal 6 of TB1 on both
the Lead and Follow Auxiliary Boards.
G) Connect the Drain (Shield) wire to the Starboard Actuators mounting screw
only. Do Not connect the shield on the Port side.
H) Wrap the remaining conductors out of the way and secure with tape for possi-
ble use later.
3.0 OPERATION CHECKS

Verify that Synchronization occurs automatically when both Control Head levers are Ahead,
above 5% of throttle range, and within 10% of equal RPM.
NOTE: Synchronization checks must be done underway with gasoline engines
A) Disconnect the Shift Push-pull Cables at the transmission. Ensure that the Control
Head Shift levers are in the Neutral position.
CAUTION:Make sure the Shift lever at the gear, outdrive, or outboard, will not be moved from the
Neutral position while checking synchronization operation!
B) Start the engines.

C) Move the Station-in-Commend Control Head levers Ahead to approximately 1500
RPM. The Control Heads green LED should blink and then light steadily. The
engines should now be synchronized; if they are not, perform the steps below:
3.1 CHECKS
A) Check the wiring connections; refer to Figure 1:, Figure 2:, Figure 3:, and the drawing
Twin Screw with Synchronization on page 13.
B) Check that the connections for the electric pulse at the Follow Actuator are: Port
engine (Lead) at Terminal Block TB2 and Starboard engine (Follow) at Terminal
Block TB3.
C) In Diesel applications with Magnetic Flywheel Pickups, check the 1135 Auxiliary
Board for 3.0 VAC or greater at idle between Terminals 2 and 3 on Terminal Blocks
TB2 and TB3.
Or
Page 8
In Diesel applications with Mechanical Senders, check the 1135-1 Auxiliary Board for
3.0 VAC or greater at idle between Terminals 2 and 3 on Terminal Blocks TB2 and
TB3.
Or
In applications where the Alternators AC Stator or the Negative or Point side of the
Coil is the Signal Source, check Terminals 2 and 3 of Terminal Blocks TB2 and TB3
for pulsating 12 or 24 VDC.
Or
In Gasoline Engine applications with Electronic Ignition, check Terminals 2 and 3 at
Terminal Blocks TB2 and TB3 for 3.0 VAC at Idle, increasing with RPM.
D) With a DC Voltmeter, check the voltage at Terminal 6 of TB1 on the Follow Auxiliary
Board. The measurement should be 10- 14VDC when both Control Head levers are
commanding Ahead at 1500 RPMs.
NOTE: Refer to MM12793 Installation Manual for further Control Head requirements, operation
principles, and checks.
Page 9
Page 10
Twin Screw with Synchronization
Page 13
Page 14
813CE Troll Actuator Installation Manual
MM14411 Rev. B 6/02
813CE Table of Contents
813CE Table of Contents ........................................................................................................... 1
Revisions List ................................................................................................................................ 3
1.0 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5
1.1 Purpose of an 813CE Trolling Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Trolling Valve System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.0 OPERATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6
2.1 DC Power On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 1: Trolling Valve Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.1 Tone-Over-Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 2: Tone - Over - Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 Troll Mode ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 3: Control Head Troll Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Troll Mode OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1 Required Parts from your Dealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.1 813CE Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 4: 813CE Actuator Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.2 MicroCommander 585CE Single Screw System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.3 MicroCommander 585CE Twin Screw System without Synchronization Option . . . . . . . . . . . . . . . . . . . . . . 8
3.1.4 MicroCommander 585CE Twin Screw System with Synchronization Option . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.5 Electric Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 Required Parts from Installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2.1 Push-Pull Cables and Cable Connection Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2.2 DC Power Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5: Twin Screw with Troll DC Power Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 6: Alternate Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.0 INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11
4.2 813CE Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 7: 813CE Actuator Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.3 Electric Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.3.2 Eight-Conductor Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 8: 813CE Push-Pull Cable Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.5 585CE Auxiliary Boards Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.5.1 Auxiliary Board P/N 1133 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.5.2 Auxiliary Board P/N 1135 or P/N 1135-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.6 Auxiliary Board Eight-Conductor Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.6.1 MicroCommander 585CE Single Screw System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.6.2 MicroCommander 585CE Twin Screw System without Synchronization Option . . . . . . . . . . . . . . . . . . . . . 14
4.6.3 MicroCommander 585CE Twin Screw System with Synchronization Option . . . . . . . . . . . . . . . . . . . . . . . . 14
5.1 585CE Auxiliary Board DIP (Dual Inline Package) Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Table 1: 585CE Auxiliary Board DIP Switch Settings ...................................................................................................14
5.2 813CE Push-Pull Cable Direction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Table 2: Troll Push-Pull Cable Directions ......................................................................................................................15
5.3 Trolling Valve Push-Pull Cable Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4 813CE Trolling Pressure Adjustments (Engines Stopped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4.1 Push-Pull Cable Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4.2 Control Head Troll Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Page 1
5.5 Control Head Operation Test (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.6 Range and Offset Adjustments (Engines Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Table 3: Propeller Shaft RPM .........................................................................................................................................17
5.6.1 Minimum Pressure (Range) Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Table 4: Minimum Trolling Pressure RPM ....................................................................................................................18
5.6.2 Maximum Pressure (Offset) Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Table 5: Maximum Trolling Pressure RPM....................................................................................................................18
6.0 OPTIONS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19
6.1 Troll Mode Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
6.1.1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.0 MAINTENANCE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19
8.0 TROUBLESHOOTING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21
8.1 SYMPTOM - Tone-over-Tone from all Control Head Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
MicroCommander Twin Engine with 813CE Troll ................................................................ 23
Page 2
Revisions List
Rev Date Revision Description
- 10/01 Placed 813CE Troll Sections from MM12793 Rev.- into current format.
A 10/01 Revised Manual to Current Standards. Read entire manual carefully.
B 06/02 Inserted MM14411 813CE Trolling Actuator manual into MM12793

MicroCommander Manual as a Section.
Page 3
..
Page 4
813CE Trolling Actuator MM14411 Rev.B 6/02
1.0 INTRODUCTION
NOTE: The MicroCommander 585CE System must be completely installed and thoroughly tested
as a system before installing the 813CE Troll System. Keep the 585CE Manual for refer-
ence during the 813CE Troll System installation.
Throughout the manual special attention should be paid to the following boxes:
NOTE: Contains Helpful Information
CAUTION: Damage to equipment may occur if this message is disregarded.
WARNING: Personal Injury may result if this message is disregarded.
The 813CE is dependent on the Control System it is connected to for requirements, options, and
operation. Always refer to the MicroCommander Manual to verify requirements or options of the
813CE Troll System. For ease of explanation, the following reflects 585CE Software Version
SW12705.5, unless otherwise indicated. For the most part, the drawings, diagrams, and instruc-
tions reflect this concept.
1.1 PURPOSE OF AN 813CE TROLLING VALVE SYSTEM

The Trolling Valve System consists of a single Model 813CE Actuator (hereafter referred to
as the 813CE) for single or twin screw applications.
The 813CE works together with the Port and Starboard Actuators, allowing integration of
the functions of Ahead/Astern clutch selection and main engine speed with trolling valve
modulation. The movement of a single lever on a Control Head accomplishes this.
Movement of this single Control Head lever sends an electrical signal to the Actuator, which
in turn sends an electrical signal to the 813CE. The 813CE is linked by push-pull cable with
the trolling valve selector lever on the transmission.
CAUTION: Consult the transmission dealer or manufacturer for specific engine RPM limitations.
1.2 TROLLING VALVE SYSTEM REQUIREMENTS

Refer to Section 3.0 for specific information.
NOTE: Trolling valve lever load should not exceed 40 pounds (18kg) .
NOTE: A propeller shaft tachometer is strongly recommended in order to properly and accurately
adjust the Trolling Valve in Section 5.6.
One 813CE Actuator for single or twin screw applications
A new or existing MicroCommander System
One Two-conductor electric cable for power connection, Part No. 212
One Circuit Breaker, Part No. 810
One Eight-conductor electric cable for interconnection of the 813CE and the Actuators, Part
No. 180 (two cables for Twin Screw)
One 33C Push-Pull cable for Troll connection (two for Twin Screw)
A battery source of 12 to 32 volts DC for the 813CE
MicroCommander 585CE Manual
One Troll Mode Switch at Primary Station (Optional, refer to the following NOTE )
Page 5
NOTE: When the 813CE is used in conjunction with an Actuator that has the current software
revision (SW12705.5), each Remote Station has the ability to Enable/Disable Troll Mode by
depressing the Transfer Button on the Control Head. In this situation, the Troll Mode
Switch is not required. However, the Jumper installed at TB5-3 & 4 on the 813CE MUST
be left in place. Details of the switchs installation can be found in Section 6.1, page 19.
CAUTION: The 813CE is dependent on the Control System it is connected to for the requirement
or option of a Troll Mode Switch.
585CE Actuators with Software Versions .0 through .3: Troll Mode Switch required. Refer
to the MicroCommander Manual Trolling Section and Appendix C.1 Twin Engine with Troll
Drawing for explanation of Troll Mode Switch.
585CE Actuators with Software Version .5: Troll Mode Switch optional. Refer to Section
6.1 of this manual.
Always refer to the MicroCommander System Manual to verify requirements or
options of the 813CE Troll System. For ease of explanation, the following reflects
585CE Software Version .5 only. The drawings, diagrams, and instructions reflect this
concept.
2.0 OPERATION
2.1 DC POWER ON
This system has two Modes of Operation:
Troll and Non-Troll. When the system is ini-
tially powered up, the Mode in which it starts
is selectable. (Refer to Section 5.1.)
During Non-Troll Mode:
All stations will operate as a standard single
lever control of vessel speed and direction
Trolling valve lever will be at the maximum
oil pressure position. (refer to Figure 1:) Figure 1: Trolling Valve Selector Lever
2.2 CONTROL HEAD TONES

2.2.1 Tone-Over-Tone
Figure 2: Tone - Over - Tone

This tone at all Remote Stations, warns of a problem with the 813CE. This tone would
sound for any of the following reasons:
813CE power has not been turned On.
The 813CE was turned On after the Actuator.
813CE component failure.
813CE cannot drive the push-pull cable to the desired position.
Low voltage.
Incorrect wiring between the 813CE and the Actuator.
To isolate the cause, refer to Troubleshooting Section 8.0, page 21.
Page 6
2.3 TROLL MODE ON

CAUTION:The 813CE is dependent on the Control System it is connected to for the selectable
degrees of Troll Range.
585CE Actuators with Software Versions SW12705.0 through .4: Set to the standard Troll
Range of 20 degrees (not selectable). Refer to the appropriate 585CE Installation Manual
Troll Section for Troll operation.
585CE Actuators with Software Version SW12705.5: A Troll Range of 20 or 35 degrees
can be selected. Refer to this Manual for the proper Troll Valve operation.
Always refer to the MicroCommander System Manual to verify 813CE Troll System
options. For ease of explanation, the following reflects 585CE Software Version
SW12705.5 only. The drawings, diagrams, and instructions reflect this concept.
During Troll Mode:
Control of the trolling valve is integrated with the clutch and throttle control.
The degree of Control Head lever movement dedicated to Troll Range command, is selectable
for either 20 or 35 degrees (refer to Figure 3:)
(585CE Software Versions SW12705.4 & .5) Allows the installer the ability to select whether
Troll is ON or OFF when power is first applied. For the purpose of this explanation, Troll OFF
has been selected.
A) Place the Station-in-Command Control Head
lever in the Ahead or Astern Detent.(Troll func- Astern Detent Ahead Detent
tions the same in Ahead or Astern) Neutral
Troll Troll
Range Range
B) Depress and hold the transfer button for one
20 20
second. or or
The solid red indicator light will begin blinking 35 35
Speed Speed
rapidly, indicating the system is now in Troll
Mode. (MicroCommander Software SW12705.4
& .5 only)
C) When the system is placed into Troll Mode, the
following occurs:
The Troll push-pull cable moves the trolling valve Figure 3: Control Head Troll Range
selector lever to the Minimum Pressure position.
The Clutch selector will remain in the Ahead or Astern position.
The Engine will remain at Idle.
D) Moving the Control Head lever through the next 20 or 35 degrees will:
Move the Trolling Valve selector lever from the Minimum Pressure position to the Maximum
Pressor position.
The Engine will remain at Idle.
E) Moving the Control Head lever beyond the Troll Range:
The red indicator light will stop blinking and become a solid Red.
The Trolling Valve selector lever will be positioned to the Full Pressure (Lock-up) position.
The Engine speed signal will increase from Idle to Full Speed.
2.4 TROLL MODE OFF

A) Place the Control Head lever in the Ahead or Astern Detent.
Page 7
B) Depress and hold the transfer button for one second.

The rapidly blinking red indicator light will become a solid red, indicating the system is now in
Non-Troll Mode. (MicroCommander software 12905.4 and .5 only)
The Trolling Valve selector lever is positioned to the Full Pressure (Lock-up) position.
The system functions in the normal fashion as if there were no Trolling Valve/813CE present.
3.0 PLAN THE INSTALLATION

3.1 REQUIRED PARTS FROM YOUR DEALER
3.1.1 813CE Actuator
The 813CE is spray proof but cannot be immersed
The 813CE uses electronic circuits that can be influenced
by static charges. Do not mount close to gas
engine ignition systems, alternators, or electric
motors. Allow 4 feet (1,2m) of clearance or more
between the 813CE and such devices.
Locate the Actuator away from heat sources, such as
engine exhaust manifolds. Allow 4 feet (1,2m) of
clearance, or more, between the Actuator and such
heat sources.
Bulkhead mount preferred for ease of access for wiring and
adjustments, but the 813CE can be mounted in any
attitude.
Mount the 813CE in any attitude that allows easy connec-
tion of push-pull cables to trolling valve.
Figure 4: 813CE Actuator Dimensions
CAUTION: Do not mount to the engine, or transmission, or any location that will allow excessive
vibration.
Locate the Actuator such that the push-pull cable(s) from it to the trolling valve(s)
have large radius bends, with the least total degrees of bend and moderate length.
NOTE: Example: Minimum bend radius 10-inches (254mm); total degrees of bends less than 270
degrees; total length not to exceed 20 feet (6m).
813CE power source must be bonded to the hull in metal-hulled vessels, or to the
bonding bus in non-metal vessels. Refer to Appendix A.1 Bonding for specific
information.
3.1.2 MicroCommander 585CE Single Screw System

One Auxiliary Board P/N 1133
Provides trolling valve control and is needed for installation in the Single Screw 585CE
Actuator.
3.1.3 MicroCommander 585CE Twin Screw System without Synchronization Option

One Lead Auxiliary Board (P/N 1133) for the Port Actuator
One Follow Auxiliary Board (P/N 1135 or 1135-1) for the Starboard Actuator
The Auxiliary Boards provide for trolling valve control and the option of the addition
of Synchronization.
Page 8
3.1.4 MicroCommander 585CE Twin Screw System with Synchronization Option

Auxiliary Boards were previously installed during the Synchronization Installation. One
Lead Auxiliary Board (P/N 1133) and One Follow Auxiliary Board (P/N 1135 or 1135-
1)
The Auxiliary Boards provide for synchronization and trolling valve control.
3.1.5 Electric Cable

NOTE: If synchronization was previously installed and operational, and the decision was made to
add Troll, the following applies:
Remove the existing cable that connects to Terminal Block TB1, Pin 6 of the 1133 Auxiliary
Board to Terminal Block TB1, Pin 6 of the 1135 Auxiliary Board.
Eight-Conductor cable will connect the 813CE with the existing Actuator(s), Part
No. 180
One eight-conductor cable required for each Actuator.
Two-Conductor power cable will connect the 813CE with the vessels power distri-
bution panel, Part No. 212.
It is important to keep the length of power cable short to reduce voltage drop. The
14 gauge twisted pair power cable should not exceed 20 feet (6m) . Reference ABYC
E-9.
CAUTION: All Actuators (813CE, 585CE) must connect to power sources that have a common DC
return (-).
3.2 REQUIRED PARTS FROM INSTALLER

3.2.1 Push-Pull Cables and Cable Connection Kits
One 33C push-pull cable per trolling valve lever is required.
The cable length is measured from end of thread to end of thread. Cables are usually
stocked in one foot (0,3m) increments.
Verify installation of push-pull cable brackets on the trolling valve. If the brackets are
missing, contact the trolling valve manufacturer or fabricate brackets as shown in Uni-
versal Mounting Appendix A.1.
3.2.2 DC Power Source

NOTE: Power MUST be applied to the 813CE whenever the Control System is in use. This is irre-
gardless of whether the Trolling Valve(s) are in use or not. If power is not applied to the
813CE prior to, or at the same time, as the 585CE, throttle will be limited to 10% of full
and a persistent Tone-over-Tone will be sounded at all Remote Stations. To clear this situa-
tion, power down all Actuator(s) and reapply power to the 813CE first, followed by the
585CE(s). Refer to Figure 6: Alternate Power Supply drawing for accomplishing this auto-
matically.
The 813CE requires a reliable battery source (12, 24, or 32 Volts DC) protected by a 10
ampere Circuit Breaker. (refer to Figure 5:) If the Alternate Power Supply method is being
used, the Circuit Breaker requirement changes to 20 ampere (refer to Figure 6:)
The use of the engine starting battery is not recommended on 12 VDC systems, unless the
alternate method of supplying DC power is utilized. This is due to the voltage drop that may
be experienced while cranking the engine.
Page 9
One option for supplying power to the 813CE is through a dedicated ON-OFF Switch/Cir-
cuit Breaker. Refer to Figure 5: Twin Screw with Troll DC Power Only for more informa-
tion on this option.
Figure 5: Twin Screw with Troll DC Power Only
Figure 6: Alternate Power Supply

An alternate method of supplying DC power to the 813CE is with the use of an APS (Auto-
matic Power Selector). Refer to Figure 6:. The use of this circuit benefits the installation in
two ways:
1. The APS is connected to two different power sources and automatically switches
the better of the two to the 813CE. This ensures the availability of good power to
the 813CE at all times, even when cranking over an engine.
2. Power must be applied to the 813CE prior to, or at the same time, power is
turned ON to the Main Propulsion Control System. To ensure this occurs, power
can be connected as shown in Figure 6:, page 10. As long as the 813CE Circuit
Breaker is left ON, turning either the Port or Starboard Actuator power ON will
automatically energize the 813CE Troll Actuator.
Page 10
4.0 INSTALLATION
NOTE: Before starting the actual installation of the 813CE Troll System, make sure you have the
correct parts on hand. Refer to Section 3.0. Read ALL the instructions pertinent to each
part before beginning the installation of that part.
CAUTION: Static electricity can destroy electronic components. Connect the wrist strap provided
to the Actuator frame whenever working on the Actuator. This will drain any static
charge you may have on your person.
4.1 EIGHT-CONDUCTOR CABLE

A) Install the eight-conductor electric cable between each Actuator and the chosen 813CE
location.
CAUTION: Support the cable(s) using clamps or straps not more than 18 inches (0,5m) apart if not
contained in a conduit. Verify cable location protects the cable from physical damage.
B) Label each eight-conductor cable at the 813CE with the Actuator it will connect to (Port
or Starboard).
4.2 813CE ACTUATOR

CAUTION: When not working on the Actuator, keep the cover in place to prevent damage to cir-
cuits.
A) Secure the 813CE using 1/4 inch or M6 fasten-
ers.
B) Remove the 813CE cover.
C) Connect the wrist strap to your person, and the
ground connector to the 813CE frame.
D) Bond the 813CE to the hull or bonding bus.
(Refer to Bonding in Appendix A.1).
E) Remove only the Hole Plugs needed for the
eight-conductor cable and the two-conductor
Figure 7: 813CE Actuator Entry
power cable as shown in Figure 7:
F) Install the watertight cable grips into the open entry holes of the 813CE. Refer to the
585CE Manual for Watertight Cable Grip installation.
4.3 ELECTRIC CABLE

4.3.1 Two-Conductor Power Cable Connection
NOTE: When connecting the DC power cable to the 813CE be sure the power is Off.
A) Run the length of two-conductor power cable between the DC Power Source and
the 813CE. Use a Circuit Breaker (P/N 820) on the positive lead.
B) Run the two-conductor power cable through the watertight cable grip at the
813CE.
C) Strip each wire 3/8-inch (9,5mm) , and install crimp terminals.
D) Connect the two-conductor cable as indicated on the Twin Engine with Troll
Drawing in Appendix C.1.
Page 11
E) Feed through a little slack cable and tighten the cable grip.
F) Tie wrap the power cable to the 813CE frame.
G) Make the connections at the vessels DC Power Source. Review the information
supplied with the DC Power Source for connections.
4.3.2 Eight-Conductor Cable

CAUTION: On a Twin Screw Systems, ensure the Port eight-conductor cable enters the Port
watertight cable grip on the 813CE, and the Starboard in the Starboard entry.
A) Run the eight-conductor cable(s) through the watertight cable grip on the 813CE.
B) Strip back the PVC cover on the eight-conductor cable(s) approximately 2-1/2-
inches (63,5mm).
C) Strip and cut off the shielding flush with the end of the PVC cover.
D) Strip 3/8-inch (9,5mm) insulation off the end of each wire.
E) Use the WAGO tool that was supplied with the Actuator(s) to install each wire.
Refer to the 585CE Manual for reference on use of the WAGO Tool.
Install each wire by color code as shown on the Twin Engine with Troll Drawing in
Appendix C.1 of this manual.
F) Connect the drain wire(s) to Terminal 8 on the terminal block.
CAUTION: Do not connect the other ends of the Drain wire(s) at the MicroCommander Actuator(s).
G) Feed through a little slack cable and tighten the cable grip.
H) Tie wrap the eight-conductor cable to the 813CE frame.
4.4 PUSH-PULL CABLE CONNECTIONS

A) Refer to Figure 8:.
813CE Actuator
Housing
See Detail I
Actuator Cross-Bar
7/16" Socket Jam Nut Hex

Tighten Nut
5/16"
(8mm)
Push-Pull Cable
(not Supplied)
1/4" Mounting Hardware Detail I
(not Supplied) 0658
Figure 8: 813CE Push-Pull Cable Connections
B) Remove the #10-32 Jam Nut and the two Rubber Seals from the end of each push-pull
cable that is to connect to the 813CE and discard the seals.
C) On the 813CE remove one screw from the Cable Anchor Clip and loosen the other.
Swing the Cable Anchor Clip clear.
Page 12
D) Insert the push-pull cable.

NOTE:On Twin Screw applications ensure insertions of push-pull cables are into the correct push-
pull cable entry. Port cable and Starboard cable should enter according to the labels on the
813CE. See Figure 7:.
E) When the push-pull cable end is visible within the 813CE interior, reinstall the #10-32
jam nut such that there is approximately 5/16 inch (7,9mm ) of thread showing beyond the
jam nut. Refer to Figure 8:, Detail I.
F) Tighten the jam nut to the hex nut.
G) Align the push-pull cable sleeve ferrule such that the Cable Anchor Clip will engage the
peripheral grooves. Position the Cable Anchor Clip and reinstall the screw removed in
Step C).
H) Tighten both screws.
NOTE: Do not connect push-pull cables at the trolling valve lever at this time. Connections will be
made during trolling cable adjustments.
4.5 585CE AUXILIARY BOARDS INSTALLATION

This section is for 585CE Actuator(s) without the Synchronization Option. If the Syn-
chronization Option was installed in the existing 585CE System, skip and go on to Section
4.6 for Auxiliary Board eight-conductor cable connections.
CAUTION:When not working on the Actuator, keep the cover in place to prevent damage to cir-
cuits.
4.5.1 Auxiliary Board P/N 1133

A) At the Port (Lead) or Single Screw 585CE Actuator, remove the Actuator cover.
B) Connect the anti-static wrist strap to your person, and the ground connector to the
Actuator frame.
C) If not already present, plug the Lead Auxiliary Board into the plug connector of
the Actuator. Refer to Appendix C.1 - Twin Engine with Troll Drawing for Auxil-
iary Board location.
D) Remove the Hole Plug from the TROLL entry hole of the Actuator and install the
3/4-inch watertight cable grip for the eight-conductor cable from the 813CE.
Refer to the 585CE Manual for Watertight Cable Grip installation.
4.5.2 Auxiliary Board P/N 1135 or P/N 1135-1

A) At the Starboard (Follow) 585CE Actuator, remove the Actuator cover.
Actuator frame.
C) If not already present, plug the Follow Auxiliary Board into the plug connector of
the Actuator. Refer to Appendix C.1 - Twin Engines with Troll Drawing for Aux-
iliary Board location.
D) Remove the Hole Plug from the TROLL entry hole of the Actuator and install the
3/4-inch watertight cable grip for the eight-conductor cable from the 813CE.
Refer to the 585CE Manual for Watertight Cable Grip installation.
Page 13
4.6 AUXILIARY BOARD EIGHT-CONDUCTOR CONNECTIONS

4.6.1 MicroCommander 585CE Single Screw System
A) At the 585CE Actuator remove the Actuator cover.
Actuator frame.
C) Run the eight-conductor cable through the watertight cable grip on the 585CE.
D) Strip back the PVC cover on the eight-conductor cable(s) approximately 2-1/2-
inches (63,5mm) .
E) Strip and cut off the shielding flush with the end of the PVC cover.
F) Strip 2/3-inch (9,5mm) insulation off the end of each wire.
G) Bend the green wire out of the wire bundle and wrap, or otherwise compact it at
the cover, for possible use in optional wiring.
H) Cut back the Drain wire to the PVC jacket.
I) Use the supplied WAGO Tool to install each wire.
Refer to the 585CE Manual for reference on use of the WAGO Tool.
Install each wire by color code as shown on Twin Engine with Troll Drawing in
Appendix C.1.
J) Feed through a little slack cable and tighten the cable grip.
K) Tie wrap the eight-conductor cable to the Actuator frame.
4.6.2 MicroCommander 585CE Twin Screw System without Synchronization Option

Complete all steps in Section 4.6.1 for each 585CE Actuator.
4.6.3 MicroCommander 585CE Twin Screw System with Synchronization Option

1. Complete steps A) through H) in Section 4.6.1 for each 585CE Actuator. Then
continue with Step 2) of this Section.
2. Connect green wire to Terminal 6 of TB1 in both Port and Starboard 585CE Actu-
ators.
3. Complete steps J) through K) in Section 4.6.1 for each 585CE Actuator.
5.0 ADJUSTMENTS AND TESTS

5.1 585CE AUXILIARY BOARD DIP (DUAL INLINE PACKAGE) SWITCH SETTINGS
The following settings apply to installations where the 813CE is used with 585CE Actua-
tor(s) with current software (SW12705.5). The Switch is located on the 585CE Actuators
Main Control Circuit. Always refer to the MicroCommander Installation Manual to verify
the switch functions.
Table 1: 585CE Auxiliary Board DIP Switch Settings
SW1-1: ON = Allows the operator the ability to toggle Troll Mode Off/ On at the Control Head by depress-
ing the station Transfer Button while the Control Head lever(s) is in the Ahead or Astern
Detent.
OFF = The operator is unable to toggle Troll Mode Off/ On at the Control Head.
Page 14
Table 1: 585CE Auxiliary Board DIP Switch Settings

SW1-2: ON = 35 degrees of Control Head lever range dedicated to Troll.
OFF = 20 degrees of Control Head lever range dedicated to Troll.
SW1-3: ON = The red LED will blink rapidly On and Off while in Troll Mode.
OFF = The red LED will stay lit solid while in Troll Mode.
SW1-4: ON = The system is in Non-Troll Mode at power up.
OFF = The system is in Troll Mode at power up.
SW1-5: Not Used
SW1-6: ON = Enables the use of Troll Mode.
OFF = Disables the use of Troll Mode.
NOTE: Switch SW1-6 MUST be set to the ON position to enable the use of Troll Mode.
Reference Appendix C.1 Two Engines with Troll drawing for the location of the
switch.
5.2 813CE PUSH-PULL CABLE DIRECTION
A) Verify the trolling valve lever at the transmission is in the maximum oil pressure posi-
tion. (refer to Figure 1:, page 6)
B) Apply DC power to the MicroCommander and 813CE Systems.
C) Take command at a remote station.
D) The 813CE will be at maximum oil pressure position.
E) Verify the push-pull cable direction matches the trolling valve lever.
If not, change the direction of the push-pull cable(s) movement by repositioning the Shunt
onto the other set of pins on the appropriate Jumper. Refer to Appendix C.1 - Twin Engines
with Troll drawing for the location of the Jumpers on the 813CE circuit board.
Table 2: Troll Push-Pull Cable Directions
JMPR4 JMPR3
ON Port Cable Fully Extended for Maximum Pressure ON Starboard Cable Fully Extended for Maximum
(Lockup) Pressure (Lockup)
OFF Port Cable Fully Retracted for Maximum Pressure OFF Starboard Cable Fully Retracted for Maximum
(Lockup) Pressure (Lockup)
5.3 TROLLING VALVE PUSH-PULL CABLE BRACKETS

Verify whether push-pull cable anchor brackets are installed on the trolling valve. If brack-
ets are not provided, refer to Appendix A.1 - Morse Standard Kits or Universal Mounting.
5.4 813CE TROLLING PRESSURE ADJUSTMENTS (ENGINES STOPPED)

5.4.1 Push-Pull Cable Direction
A) Manually move the troll selector lever to the maximum oil pressure position.
CAUTION: Refer to the transmission manufacturers data for the position of the trolling valve
selector lever at maximum oil pressure. (Refer to Figure 1:)
B) Take command at a remote station.
C) Verify System is in the Non-Troll Mode.
Page 15
D) Verify troll push-pull cable is disconnected at the trolling valve.

E) Verify that the push-pull cable has extended or retracted to the Trolling Valve lever
Maximum Oil Pressure position (Lock-up).
If the cable movement direction to reach the Trolling Valves Maximum Oil Pres-
sure position (Lock-up) is not correct, refer to Section 5.2. Otherwise, continue
with Step F)
F) Adjust the troll cable ball joint to align with the troll selector lever at the maximum
oil pressure (lock-up) position.
NOTE: Do not connect the Troll push-pull cable to the trolling valve at this time.
5.4.2 Control Head Troll Indication

A) Place the Control Head lever in the Ahead detent.
CAUTION: Control Head lever is active during this set-up procedure. Ensure the Control Head
lever remains in the Ahead Detent during set-up.
B) Turn ON Troll Mode.

C) Verify Control Head LED begins blinking rapidly.
If LED blinks, continue with the next step.
If LED does not blink, verify that Dip Switch SW1-1 & SW1-3 are in the ON posi-
tion on the Lead and Follow Auxiliary Circuit Boards in the 585CE.
5.5 CONTROL HEAD OPERATION TEST (ENGINES RUNNING)

A) Turn power On to the Control System and take command at a remote station.
B) Place the Control Head lever in the Ahead or Astern Detent.
C) If the red LED is not blinking rapidly, turn Troll Mode On by depressing the Transfer
Button and then go on to step D).
D) Move the Control Head lever into the Troll Range.
Verify that the push-pull cable moves the Trolling Valve lever in the direction that increases oil
pressure.
Verify that the Clutch selector remains in the Ahead or Astern position.
E) Move the Control Head lever past the Troll Range.
Verify that the rapidly blinking red LED becomes solid.
Verify that the push-pull cable positions the Trolling Valve lever to the Full Pressure (Lockup)
position. (Refer to Figure 1, page 6.)
Verify that the Clutch selector remains in the Ahead or Astern position.
F) Return the Control Head lever into the Troll Range.
Verify that the push-pull cable moves the Trolling Valve lever in the direction that decreases
Oil Pressure.
Verify that the Clutch selector lever remains in the Ahead or Astern position.
G) Return the Control Head lever to the Ahead or Astern detent.
H) Turn Troll Mode Off.
Verify that the red LED is now lit solidly.
Page 16
I) Return the Control Head lever to the Neutral/ Idle position.

Verify that the Clutch selector return to the Neutral position.
5.6 RANGE AND OFFSET ADJUSTMENTS (ENGINES RUNNING)

Initial adjustments of the Troll push-pull cables Minimum and Maximum pressures can be
adjusted at either the dock or underway. In either case, the final adjustments must be
accomplished underway and with the Gear Box at normal operating temperature.
WARNING: Prior to attempting any adjustments to the Trolling Valve at the dock, you
must ensure that the dock and dock lines will safely restrain the vessel at Idle
in-gear. If there is any doubt, perform the adjustments while underway, NOT
at the dock.
ZF Mathers, LLC recommends that the Minimum Troll Pressure set at the dock be 30 per-
cent of the normal Propeller Shaft RPM at Idle, and 30 to 50 percent while underway. The
range of 30 to 50 percent is based on the desired minimum speed for the vessel.
If the initial adjustments are being accomplished at the dock, start and adjust one Trolling
Valve at a time. If the adjustments are being done underway, adjust both Trolling Valves at
the same time.
A) Start the engine(s).
B) Take command at a Remote Station.
C) Place the Control Head lever(s) into the Ahead detent.
D) Record the Propeller Shaft RPM in Table 3:.
Propeller Shaft RPM at Idle
Take measurements only after the Reduction Gear
has reached its normal operating temperature.
PORT STARBOARD
Table 3: Propeller Shaft RPM

5.6.1 Minimum Pressure (Range) Adjustment
A) Move DIP Switch SW1-1 on the 813CE Main Control Circuit to the On position.
Both the Port and Starboard Troll push-pull cables will drive to the Minimum Pres-
sure (Range) position.
B) Minimum Pressure is adjusted by locating the appropriate Trim Pot, rotating it
slowly in a counterclockwise direction until the desired Propeller Shaft RPM is
reached.
Trim Pot R7 is for adjusting the Port minimum pressure (Range) position.
Trim Pot R8 is for adjusting the Starboard minimum pressure (Range) position.
Page 17
C) Record the Propeller Shaft RPM in Table 4:.

Propeller Shaft RPM Propeller Shaft RPM
At Minimum Trolling Pressure at the Dock At Minimum Trolling Pressure Underway
Approximately 30% of the Value recorded in Approximately 30- 50% of the Value recorded in
Table 3: Table 3:
Port Starboard Port Starboard
Table 4: Minimum Trolling Pressure RPM

D) When the Minimum Trolling Pressure (Range) adjustment is complete, turn DIP
Switch SW1-1 on the 813CE Main Control Circuit Board to the Off position.
5.6.2 Maximum Pressure (Offset) Adjustment

A) Turn DIP Switch SW1-2 on the 813CE Main Control Circuit Board to the On
position.
B) Maximum Pressure is adjusted by locating the appropriate Trim Pot, rotating it
slowly in a counterclockwise direction until the desired Propeller Shaft RPM is
reached.
Trim Pot R10 is for adjusting the Port maximum pressure (Offset) position.
Trim Pot R9 is for adjusting the Starboard maximum pressure (Offset) position.
C) Record the Propeller Shaft RPM in Table 5:
Propeller Shaft RPM Propeller Shaft RPM
At Maximum Trolling Pressure at the Dock At Maximum Trolling Pressure Underway
Approximately 70% of the Value recorded in Approximately 70% of the Value recorded in
Table 3: Table 3:
Port Starboard Port Starboard
Table 5: Maximum Trolling Pressure RPM

D) When the maximum trolling pressure (Offset) setting is completed, turn DIP
Switch SW1-2 on the 813CE Main Control Circuit Board to the Off position.
NOTE: 1. The Troll Minimum and Maximum Pressure adjustments may need to be gone through
more than once in order to get the desired results.
2. The actual effect on the Propeller Shafts RPMs may be delayed with respect to
the movement of the Trolling Valve lever. Therefore, leave enough time between
adjustments for the Propeller Shaft speed to stabilize.
CAUTION: For Normal operation, the 813CE DIP Switchs SW1-1 and SW1-2 MUST be in
the Off positions.
Page 18
6.0 OPTIONS
6.1 TROLL MODE SWITCH
A Troll Mode Switch is not required in systems where the latest 585CE Actuators are used
with SW12705.5 Software. However, the installer may elect to install one as a master Troll
On/ Off Switch. When this switch is ON, (closed Troll Switch) the system operates as if the
Troll Switch Jumper were in place. If the Troll On/Off Switch is OFF, (open Troll Switch)
the Trolling Valve push-pull cables will always be at the Full Pressure (Lockup) position.
Only one switch is used to select Troll. Install this switch at the Primary Remote Station.
6.1.1 Installation
A) Install the Troll On/Off Switch at the Primary Remote Station.
NOTE: This switch is installer supplied. Refer to the manufacturer for installation instructions
B) Run a two-conductor cable from the Troll On/Off Switch to the 813CE.
C) Locate an unused hole and remove the plug.
D) Insert a Liquid Tight Connector into the hole and run the two-conductor cable
through the Connector.
E) Strip back the PVC jacket just inside of the 813CE Enclosure.
F) Strip back 3/8 inch from each of the conductors.
G) Using the WAGO Tool supplied with the 813CE Actuator, remove the Jumper con-
nected between Terminals TB5-3 and TB5-4 and connect the two-conductors in its
place.
7.0 MAINTENANCE
The 813CE Actuator requires the following annual checks:
Check all terminal connections for signs of corrosion or loose connections.
Check mechanical connections within the Actuator
Check mechanical connections at the Trolling Valve.
Check mechanical movement of the Trolling Valve selector lever from minimum oil pressure to full
oil pressure. Ensure that the cable does not jam while positioning the selector lever.
Cycle the Actuator and if lead screws are noisy, apply a light coating of silicone grease to the stain-
less steel lead screw.
Page 19
Page 20
Troubleshooting 10/01
8.0 TROUBLESHOOTING
Refer to the Appendix B.1 Troubleshooting Section.
Before beginning troubleshooting, review the Drawing on page 23, and become familiar with the
component configuration on your vessel.
When contacting an authorized ZF Mathers servicing dealer, or the ZF Mathers Service Depart-
ment, please be ready with the Actuator Part Number and Serial Number.
CAUTION:Static electricity can destroy electronic components. Any time the Actuator cover is
off, wear the wrist strap provided and connect it to the Actuator frame. This will drain
any static charge you may have on your person.
NOTE: Always check the other Stations, to see if the symptom can be repeated.
8.1 SYMPTOM - TONE-OVER-TONE FROM ALL CONTROL HEAD STATIONS

Cause:
Any fault or failure of the 813CE will produce this same symptom. A systematic
approach to eliminating potential causes must be performed.
Remedy:
A) No Power or Low Voltage at the 813CE.
Measure the voltage at the BATT+ and BATT- Terminals on the 813CE Circuit
Board.
If the voltage is less than 8.0 VDC, correct the power problem
B) The 813CE power was turned ON after the 585CE Actuator power was applied.
Turn power OFF to both the 813CE and the Actuator(s).
Apply power to the 813CE only.
Apply power to the Actuator(s)
If the tone persists, go to the next Step.
C) One or both the 813CEs servos is jammed or misadjusted.
Disconnect the push-pull cable(s) from the Trolling Valve selector lever.
Cycle power to the 813CE only.
If the tone is no longer present, check the Trollin Valve selector lever for ease of
movement.
If the Trolling Valve selector levers movement is normal, readjust the push-pull
cables travel.
If tone is still present, replace the 813CE
D) Incorrect or bad connection between the 813CE and the Actuator.
Disconnect all of the eight-conductor wires at both the 813CE and the Actuators
Auxiliary board.
Reconnect the wires per the Wiring Diagram in Appendix C.1
If the tone persists, replace the 813CE.
Page 21
Troubleshooting 10/01
Page 22
MicroCommander Twin Engine with 813CE Troll
Software Version SW12705.5
Page 23
Page 24
APPENDIX A.1
Appendix A 10/01
PARTS LIST
PART NO. DESCRIPTION
ACTUATORS
585CE Actuator (Shift & Speed) Multi-voltage
813CE Actuator (Trolling) Multi-voltage
CONTROL HEADS
SINGLE SCREW
450-3L or 3R Left or Right Control Head, 'T' Lever
453-3L or 3R Left or Right Control Head, Chrome Knob Lever
455-3L or 3R Left or Right Control Head, Black Low Profile Lever
456-3L or 3R Left or Right Control Head, Chrome Low Profile Lever
750-L or R Left or Right Control Head, Heavy Duty
TWIN SCREW (Synchronization Indication)

460-4 Control Head, 'T' Lever
463-4 Control Head, Chrome Knob Lever
464-4 Control Heads, Split, with Single Levers, Chrome Knobs (pair)
465-4 Control Head, Black Low Profile Lever
466-4 Control Head, Chrome Low Profile Lever
760 Control Head, Heavy Duty
MC2000-1 Black Head, Black Levers

MC2000-2 Chrome Head, Chrome Levers
MC2000-3 Gold Head, Gold Levers
MC2000-4 Black Head, Chrome Levers
MC2000-5 Black Head, Gold Levers
CABLE (Electric)
180 8-Cond. Shielded Cable Per/ft.

350 8-Cond. Shielded Cable 500' Spool
11811 8-Cond. Shielded Cable 1000 Spool
212 2-Cond. Power Cable Per/ft.

349 2-Cond. Power Cable 250' Spool
183 2-Cond. Start Interlock Cable Per/ft.

355 2-Cond. Start Interlock Cable 250' Spool
585CE AUXILIARY CIRCUIT BOARDS FOR OPTIONAL SYNC OR TROLL

1133 Auxiliary Circuit Board Lead Actuator
1135 Auxiliary Circuit Board (Mag. Pickup ONLY) Follow Actuator
1135-1 Auxiliary Circuit Board Follow Actuator
585CE ADDITIONAL PARTS FOR OPTIONAL SYNC

8902 Mechanical Tachometer Sender (Dual)
2241 Tachometer Wire - Shielded
8912 Magnetic Pickup (Dual) 3/4 x 16
Page 1
Appendix A 10/01
Page 2
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-280 Rev.G 6/01
400 & MC2000 Control Head Variations
11643
Page 3
Standard Cable Connections
Select the desired mounting locations and drill holes per template.
Run cables between Actuator/Processor and Control Head.
At the Control Head, strip back the PVC cover on the shielded cable approximately 2"
(50mm).
Strip and cut off the shielding and drain wire flush with the end of the PVC cover (the
drain wire at the Control Head is not connected to ground).
Strip 3/8" (9,5mm) insulation off each wire.
Twist the individual strands of the wires to minimize fraying.
Crimp a locking fork terminal (included with each Control Head) to each of the conduc-
tors.
Make connections to the Control Head as shown above for MicroCommander, ClearCom-
mand, and CruiseCommand Systems.
Handheld Control is a Station option. Contact your ZF Mathers Dealer for further information on
Handheld requirements and options.
Page 4
Page 5
.
Page 6
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-307 Rev.C 6-01
700 Series Control Head Sheet
Standard Cable Connections

A) Remove the bottom cover from the Control Head.
B) Insert electrical cable through watertight cable grip(s) in Control Head bottom cover.
C) Strip back the PVC cover on the shielded cable approximately 2" (50mm).
D) Strip and cut off the shielding and drain wire flush with the end of the PVC cover (the
drain wire at the Control Head is not connected to ground).
Page 7
E) Strip 3/8" (9,5mm) insulation off each wire.
F) Twist the individual strands of the wires to minimize fraying.
G) Crimp a locking fork terminal (included with each Control Head) to each of the con-
ductors.
H) Make connections to the Control Head as shown below for MicroCommander,
ClearCommand, and CruiseCommand Systems.
I) When connections are complete, replace the bottom cover to the bottom of the Control
Head housing.
NOTE:On 750 Series Control Heads use one of the bottom cover screws to connect to the ships bonding system.
J) Tighten watertight cable grip(s).

Mounting
A) Select mounting location and drill mounting holes as shown in the template on the front
page.
B) Remove front cover from the Control Head
C) Mount Control Head with supplied hardware.
D) Replace front cover when mounting is complete.
Page 8
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-279 Rev.B 7/02
400 Series Weather Mount Enclosure
Single or Dual
Control Head
Gasket
Control Head .75 inch Diameter Hole

Mounting Locate where required.
Holes (two if Dual Control Head)
3.54
(89,9mm)
Watertight
Enclosure
Watertight
Cable Grip
(two if Dual Control Head)
6.29
(159,8mm)
4.72
10241 (119,9mm)
Deck Mount or Exposed Mount

Ideal for outside Weather Mount
To prevent internal condensation and moisture build up the mount is drilled to allow air
circulation.
Part No. 12110
Page 9
.
Page 10
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
S-214 Rev.C 7/02
Automatic Power Selector (APS) Model: 13505
A) GENERAL INFORMATION
The APS (Automatic Power Selector), Model 13505, provides a simple, solid state solution to the need for rout-
ing redundant DC power sources for vital electronic equipment while maintaining isolation of the DC power
sources.
Two independent batteries rated at the same nominal voltage are wired to separate terminals on the APS and
internal diodes maintain total isolation between them. A single output terminal is wired to the ZF Mathers Pro-
pulsion Control System.
The APS is rated for loads of up to 70 Amps on 12-24V systems. The unit is ruggedly constructed with heavy-
duty wiring studs and epoxy-potted components in an anodized aluminum case.
B) APS SPECIFICATIONS
Model: 13505
Maximum Load Current: 70 amps
Operating Temperature: -40 degrees C to +80 degrees C; derate linearly from 100% @ 50 degrees C to 70%
@ 80 degrees C
Voltage Drop: 0.7 VDC @ 50% load; 0.9 VDC @ full load
Dimensions: 3.25" x 4.5" x 3.1" (8,3 x 11,4 x 7,9 cm)
C) MATERIALS PROVIDED
The APS is supplied with a hardware packet containing (8) hex nuts, (4) lock washers, (6) self-tapping mounting
screws, (1) instructions diagram.
NOTE: Not all of the hardware will be used in the installation; some spares are provided. Nut size is M-6.
D) INSTALLATION
Refer to the installation diagram Figure 1:.
1. Shut off all charging sources and disconnect the negative (ground) side of each battery which will be wired
to the APS.
2. Mount the APS in a suitable location which will keep wire runs to a minimum length, and is (preferably)
ventilated, for cooler operation. The case of the APS is electrically isolated from the internal diodes, so
mounting on either a metal or non-metal surface is acceptable. Complete the wiring as shown on Page 2.
3. Reconnect the negative battery posts.
Page 11
E) IMPORTANT NOTE ABOUT BATTERY SOURCES
Whenever the load is turned on, it can be drawing power from the batteries. Therefore, if the batteries are not
simultaneously being recharged, or if charging will not be available for an extended period, it is recommended
that the load be shut off to prevent complete discharge of batteries.
F) INSTALLATION DIAGRAM
Flag 1: Wire Size (Ref ABYC E9.15.9
10%)
0-15 12 AWG (#3 Metric Equivalent)
Flag 2: Wire Size (Recommended

Twisted Pair)
Flag 6: Maximum wire size allowed

in fuseholder is 12 AWG. If
a larger wire size is required
for installation, the customer
shall provide an appropriate
fuse and fuse holder.
Flag 7: If this configuration is used

with an electronic engine,
the circuit breaker must be
turned on prior to applying
power to the remote switch.
Note:
1. APS output is strictly for ZF
Mathers Controls
Figure 1: 2. Power Sources may be 12 or 24
volts DC
A.P.S. (Auto Power Selector) Kits
Twin Single
Screw Screw Include the following:
13984 13983
Quantity Description Part Number
1 1 A.P.S. Unit 13505
2 1 10 amp Switch
Circuit Breaker 810
2 2 Fuse Holder In-Line HFB
2 2 30 Amp Fuse AGC-30
Figure 2:
Page 12
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-287 Rev.B 7-01
Bonding - A.B.Y.C. E-9 46 CFR 111.05

All boats equipped with a permanently installed electrical system shall also be equipped
with a bonding system. The negative terminal of all batteries should be connected at only
one point, the DC common, and from DC common to bond system or hull.
Metal - Hull Vessels
The hull of a metal - hull vessel may serve as the common bonding conductor. Any item
to be bonded not in contact with the hull requires a bonding conductor to the hull.
Page 13
Page 14
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-288 Rev.C 7/01
References and Parts Source
A) REFERENCES
1. American Boat & Yacht Council (ABYC)
3069 Solomons Island Road
Edgewater, MD 21037-1416
E-3 Wiring Identification on Boats
E-9 DC Electrical Systems on Boats
H-2.4e or 32.4g Ambient Temp. 50 degrees C
P-24 Electric/Electronic Propulsion Controls
2. Code of Federal Regulations
33 CFR 183 Subpart I - Electrical Systems
33 CFR 183.410 Ignition protection
33 CFR 183.415 Grounding
33 CFR 183.425 Conductors: General
33 CFR 183.430 Conductors in circuit of less than 50 Volts
33 CFR 183.445 Conductors: Protection
33 CFR 183.455 Over-current and Protection: General
46 CFR 111.01 - 15(b) Ambient Temp. Machinery Spaces 50 degrees C
46 CFR 111.05- System Grounds
3. Society of Automotive Engineers
400 Commonwealth Drive
Warrendale, PA 15096
J1171 External Ignition Protection
J1428 Marine Circuit Breakers
J378 Marine Engine Wiring
4. National Marine Manufacturers Association
401 North Michigan Avenue
Chicago, IL 60611
5. Underwriters Laboratories
Page 15
B)PARTS SOURCE
Anti-Static Wrist Strap P/N 517 [Thomas & Betts (P/N AWCC)]
Automatic Power Selector P/N 13505

Circuit Breaker- UL Approved P/N 810 [E-T-A (P/N 41-2-514-LN2-10)]
Fuse P/N 1030 [Bussman (P/N. GDC-1A)]
Relay 12 VDC P/N 1114 [Potter-Brumfield (P/N KRPA5D6-12)]

Relay 24 VDC P/N 1122 [Potter-Brumfield (P/N KRPA5D6-24)]
Service Field Test Unit (Break-out Box) P/N 13927

WAGO Tool P/N 397 [WAGO (P/N 236-332)]
Page 16
MMC-289 Rev.- 6/01
Morse Clutch and Throttle Kit Selection
Pre-Engineered Throttle Connection Kits
MAKE ENGINE MODEL KIT NO.
Caterpillar 3208NA 300172

3208TA 305403
334, 3304, 3306 36680
3406 & 343 36680
3408 36680
Cummins A11 w/MVSGOV 36680
AFC Fuel Pump
V504M, V555M, V903M, VT903M, 300580
VTA903M, NT855M, VT171OM, VTA171OM, KT & KTA 1150M, KT
& KTA 2300M, 1975 and later
General Motors 3, 4, & 6-71 w/var.sp.gov. 41736
6, 8, 12 V-71 & 6, 8 V-92 w/var.sp.gov. 41736
6-71 inclined 36680
2, 3, 4-53 w/left hand gov. 36680
Right hand gov. 36680
6V-53 Rear entry 36680
6V-53 Front entry 36680
6, 8V-71 Front entry 36680
12, 16V-149
Perkins 4, 236M 48931
6, 3544M; T6, 3544M; ST6, 3544M; SST6, 3544M 302026
4, 108 W/shut off 303878
Pre-Engineered Clutch Connection Kits

MAKE TRANSMISSION MODEL KIT NO.
Allison M & MH 41482
Borg Worner 70, 71, 72 In line w/red gear rear entry 301474
Capital 12400 36680
2, 3, & 4 HD & HE 36680
MerCruiser Inboard w/o Warner red gear 62355
Paragon HF-7 36680
Twin Disc MG508, 509, 510, 510A, 512, 514C, 514CHP, 518, 521, 527, 530, 540 42577
MG502, 506, 507, W/x9994, xA7022, A7048 Valves
63696
Twin Disc MG509, 510A, 511A, 307171
Trolling Valve 514C
Outboard and I/O Cable Connection Kits

ENGINE MAKE KIT NO.
Chrysler 1975 & later 300465

Evinrude/Johnson 55-235 H.P. 1978 to date 301729
Mercury 40-300 H.P. 301901
Mercruiser I/O 302123
OMC Sterndrive I/O 300557
Volvo I/O Engine and out drive brackets are provided by Volvo
Page 17
Page 18
ZF Mathers, LLC
1415 Pacific Drive
800-546-5455 / 360-757-6265
Fax: 360-757-2500
MMC-290 Rev.- 6/01
Fabricate Bracket to match

dimensions shown
3/16" (4,8mm) Diameter
1/4"
7-3/8" (6,4mm)
33C (187mm) Diameter
Cable
TYP 90
7/32" Shim
(5,8mm)
Cable Clamp 31638 Selector
Diameter
31509 Lever
Jam Nut
Ball Joint
31126 2-3/4"
1" (70mm)
(25,4mm) 1/4"-28 UNF Maximum
Stud Movement
10246A
Page 19
Page 20
This page intentionally left blank.
Page 21
This page intentionally left blank.
Page 22
APPENDIX B.1
Appendix B - TROUBLESHOOTING
1.0 General
The MicroCommander Control System consists of one to five Control Heads
located at the vessels remote stations, connected to one or two Actuators located in
the engine room area. The Actuator(s) may be configured for main engine speed
and transmission direction only, or configured for automatic engine synchronization
and trolling valve control.
Before beginning troubleshooting, review the Drawings in Appendix C. Become
familiar with the component configuration on your vessel.
Carefully inspect the following:
DC Power Source
Component Location
Component Condition
Interconnecting Wiring
Wire Terminations
Mechanical Connections at the Throttle and Transmission
Pulse Signal (Synchronization Applications)
Mechanical Connections at the Trolling Valve
A key in troubleshooting the MicroCommander System is identifying the problem
as:
DC Power Source
Interconnection wiring or termination
Mechanical Interface
Component Calibration
Component Failure
The MicroCommander System has Station-in-Command indicator lights on each
Control Head, as well as audible tone indicators. These indicators will assist in
troubleshooting and control system status.
When contacting an authorized MicroCommander servicing dealer, or ZF Mathers
Service Department, please be ready with the Actuator Part Number and Serial
Number.
CAUTION: Static electricity can destroy electronic components. Any time the Actuator
cover is off, wear the wrist strap provided and connect it to the Actuator
frame. This will drain any static charge you may have on your person.
NOTE: Always check the other remote stations, to see if the symptom can be repeated
Page 1
2.0 SYMPTOMS
2.1 SYMPTOM - CANNOT ACKNOWLEDGE COMMAND AT ONE REMOTE STATION
(BOTH PORT AND STARBOARD FOR TWIN SCREW) WHEN THE SYSTEM IS FIRST
TURNED ON.
CAUSE REMEDY
A bad electrical connection. Check the crimps and insure that all the screws are tight at the Control
Head. Check the STATION connections at the Actuator. Tighten or re-
crimp as necessary.
Incorrectly wired eight-con- Check wire terminations at both the Control Head and the Actuator for
ductor cable. correct terminal connections. Refer to Drawings in Appendix C.1.
2.2 SYMPTOM - ON A TWIN SCREW APPLICATION, ONE CONTROL HEAD LEVER

OF A DUAL CONTROL HEAD WILL ACCEPT COMMAND WHILE THE OTHER
LEVER WILL NOT.
During initial power up, the MicroCommander System has initialized,
although you are unable to acknowledge command, the low repetition tone is
present and the red indicator light is not lit.
CAUSE REMEDY
Incorrect or poor wire connections at the Control Check wire terminations at the Control Head
Head or Actuator. and the Actuator. Refer to Drawings in Appen-
dix C.
Faulty Control Head. Replace Control Head.
Port and Starboard power sources do not have a com- The negative terminals of both batteries must be
mon ground (only the starboard would be unable to connected to a common point. If not, connect
acknowledge command). both to a common point.
Incorrectly wired eight-conductor cable. Wire the cable connections as shown in Appen-
dix C.
2.3 SYMPTOM - THE RED LIGHT BLINKS WHEN THE STATION TRANSFER BUTTON
IS DEPRESSED, AND CONTINUES TO BLINK AFTER IT IS RELEASED (CONTROL
HEAD LEVER IS IN NEUTRAL/IDLE POSITION). CANNOT TRANSFER TO THIS
REMOTE STATION IF ANOTHER REMOTE STATION WAS PREVIOUSLY IN
COMMAND.
CAUSE REMEDY
The Control Head potentiometer is not cen- Replace the Control Head.
tered.
Page 2
2.4 SYMPTOM - THE ENGINE RPM VARIES, WITHOUT MOVING THE CONTROL
HEAD LEVER (SYNCHRONIZATION DISABLED).
CAUSE REMEDY
Problem with the gover- Watch the push-pull cable at the governor or carburetor; if the push-pull
nor or carburetor. cable is moving, go to step B). If not, contact a certified mechanic.
Erratic command signal. At the Actuator, measure the DC voltage at the yellow and green wires (pins
5 and 6) of the Station-in-Command; the reading should be a stable voltage
(no variations). If not, check for a loose connection between the Actuator
and the Control Head. If the connections are tight, and no corrosion is
present, replace the Control Head.
2.5 SYMPTOM - THE ENGINE RPM DROPS TO IDLE, TRANSMISSION TO

NEUTRAL, THE CONTROL HEAD RED INDICATOR LIGHT TURNS OFF, AND A
SLOW REPETITIVE TONE IS HEARD AT ALL REMOTE STATIONS AFTER
REPOSITIONING THE CONTROL HEAD LEVER.
CAUSE REMEDY
A drop in battery voltage (12 volt sys- Measure the voltage at the battery without the engine or charger
tems only) at the Actuator. running; the reading should be a minimum of 12.4 volts. If not,
the battery needs charging or possibly replacing. Measure the
voltage at the Actuator(s) BATT+ and BATT- terminals; this
reading should be no less than 0.20 volt below the measured bat-
tery voltage.
Defective Control Head. Replace the Control Head if the voltage at the Actuator tested
good.
2.6 SYMPTOM - NO TONES OR INDICATOR LIGHTS AT THE CONTROL HEAD, AND

NO LEDS LIT ON THE CIRCUIT BOARD.
CAUSE REMEDY
No power to the Actuator. Check the power source to the Actuator.
Polarity of the battery voltage Connect the red/purple wire to the Actuator terminal labeled BATT+
reversed. and the black wire to the terminal labeled BATT-.
Fuse (Part No. GDC-1A) on the Measure the battery voltage at the Actuator. If the voltage exceeds 40
circuit board blown. volts, the power source must be corrected. Replace the fuse with the
spare, which is taped to the relay on the circuit board. If the fuse
again blows, the circuit board needs to be serviced or replaced with a
Circuit Board Kit.
Page 3
2.7 SYMPTOM - NO AUDIBLE TONE AT A CONTROL HEAD WHEN POWER IS FIRST
TURNED ON, BUT OTHERWISE WORKS PERFECTLY.
CAUSE REMEDY
Incorrectly wired eight- Verify that the black wire is connected to pin 1 in the Actuator, and to pin 1 at
conductor cable. the Control Head. The brown wire must be connected to pin 2 in the Actua-
tor, and to pin 2 at the Control Head. In addition, the LED will not light if
the brown wire is loose or connected incorrectly. Check for loose or cor-
roded connections.
Defective sound trans- Measure the voltage at Control Head at pins 1 and 2 (do not depress the Sta-
ducer. tion Transfer Button); the voltage should fluctuate at a steady rate. If an
unsteady fluctuating voltage is measured, replace the Control Head.
2.8 SYMPTOM - THE CONTROL HEAD RED INDICATOR LIGHT DOES NOT LIGHT
WHEN IN COMMAND, BUT EVERYTHING ELSE WORKS PERFECTLY.
CAUSE REMEDY
Incorrectly wired eight-conductor Verify that the brown wire is connected to pin 2 of the Actuator
cable. and to pin 2 of the Control Head.
Defective LED Measure the DC voltage between pins 2 and 3 at the Control
Head; the reading will be 1.00 to 2.00 volts in normal operation.
If 4.00 volts is measured, the LED is open, replace the Control
Head.
2.9 SYMPTOM - THE ENGINE STARTER WILL NOT ENGAGE.

CAUSE REMEDY
The MicroCommander System is Turn power On to the MicroCommander System.
not turned On.
The Control Head lever(s) are not Place the Control Head lever(s) in the Neutral position and depress
at the Neutral position. the Station Transfer Button.
Low battery voltage. Check the battery voltage. If the voltage is low, charge or replace
the battery.
Faulty start interlock circuit in the Temporarily connect the two start interlock wires (yellow with red
Actuator. stripe) at the Actuator to the same START INTERLOCK terminal.
If the engine can now be started, the Actuator needs to be serviced.
Page 4
2.10 SYMPTOM - CANNOT OBTAIN NEUTRAL WARM-UP MODE WHILE MOVING
THE CONTROL HEAD LEVER IN THE AHEAD DIRECTION, ONLY IN THE ASTERN
DIRECTION.
CAUSE REMEDY
The Actuator is sensing Depress the Station Transfer Button while moving the Control Head lever to
Control Head lever the Astern detent. If the LED now blinks, the Actuator is incorrectly set up.
movement in the Astern This will be corrected by performing the following:
direction.
Check the eight-conductor wiring.
For right-hand Control Heads, the yellow wire should go to pin 5 at both
the Actuator and Control Head.
For right-hand Control Heads, the blue wire should go to pin 7 at both the
Actuator and Control Head.
For left-hand Control Heads, the yellow wire should go to pin 7 at the Con-
trol Head and pin 5 at the Actuator.
For left-hand Control Heads, the blue wire should go to pin 5 at the Control
Head and pin 7 at the Actuator.
If any changes to the wiring are necessary, the shunt at JMPR 4 may need to be
changed to the opposite two pins.
Check all Stations for Ahead and Astern operation.
2.11 SYMPTOM - RAPID TONE AT ALL REMOTE STATIONS.

CAUSE REMEDY
Incorrectly adjusted push-pull Disconnect the push-pull cable from the shift lever at the transmission.
cable. Disconnect the push-pull cable from the throttle lever at the carburetor or
governor. Operate the Control Head(s). If the rapid tone is no longer
present, follow the Push-Pull Cable Adjustment and Tests Section.
Defective push-pull cable. One-by-one, remove the push-pull cables from the Actuator and operate
the Control Head(s). If the rapid tone is no longer present, replace the
defective push-pull cable.
Low battery voltage at the Measure the battery voltage at the Actuator. If the measured voltage is 8
Actuator (12 volt systems). to 12 volts, the power source needs to be checked.
Defective servo unit in the If the above 3 remedies tested good, the entire Actuator needs to be
Actuator. repaired or replaced.
2.12 SYMPTOM - STEADY TONE IS HEARD FROM ALL REMOTE STATIONS. CANNOT
GAIN COMMAND AT ANY REMOTE STATION.
CAUSE REMEDY
Low battery voltage at the Check the battery voltage at the Actuator. If the measurement is less
Actuator. than 8 volts, the battery needs to be replaced or the source of the voltage
drop needs to be corrected.
Component failure on the cir- If the voltage tested good, the circuit board needs to be repaired or
cuit board. replaced. The Actuator may require service by an authorized ZF
Mathers Service Center.
Page 5
2.13 SYMPTOM - THE ENGINE STARTS TO TURN OVER WHILE STARTING, AND
THEN STOPS. A SLOW REPETITIVE TONE IS HEARD FROM ALL REMOTE
STATIONS.
CAUSE REMEDY
The voltage to the Actuator has dropped too low, Supply power to the Actuator from a battery other
due to the starters current requirements. then the starting battery.
Battery charge is low. Recharge or replace the battery.
2.14 SYMPTOM - ONE LONG, ONE SHORT TONE FROM ALL REMOTE STATIONS.
CAUSE REMEDY
Shift position feedback error. Depress the Station Transfer Button twice. The Actuator will
need to be serviced at the first opportunity.
2.15 SYMPTOM - ONE LONG, TWO SHORT TONES FROM ALL REMOTE STATIONS
CAUSE REMEDY
Throttle position feedback error. Depress the Station Transfer Button twice. The Actuator will
need to be serviced at the first opportunity.
2.16 SYMPTOM - ONE LONG, THREE SHORT TONES FROM ALL REMOTE STATIONS.
CAUSE REMEDY
Defective Control Head. Depress the Station Transfer Button twice. Change Stations if
possible. Have Control Head serviced at the first opportunity.
Page 6
APPENDIX C.1
Typical Actuator Connections
Dip Switch SW1 Settings (as shipped)
Off (7) Throttle Pause
Off (6) Clutch Pause - see

On (5) Timing Chart, Sect. 4.8.2
Off (4) Figure 7
On (3) 1/16 inch (1,6mm) Shift

On (2) 1/8 inch (3,2mm) Cable
On (1) 1/4 inch (6,4mm) Movement
Page 1
Page 2
Single Engine
Page 3
Page 4
Two Engines with No Synchronization
Page 5
Page 6

Microcomander 585ce

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MicroCommander

MicroCommander Installation Manual

5.0 CONTROL OPTIONS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28

MMC-287 Rev.B 7-01 ................................................................................................................................................ 13

Neutral-Only Start Interlock (Section 1.9)

Each remote station is independent, making only one

Command.To transfer command to another remote sta- Receiving Station

tion while in transit, leave the Station-in-Commands

1.6.1 Low Repetition Tone

Figure 5: Slow Repetitive Tone

1.6.2 High Repetition Rate Tone

Figure 6: High Repetition Rate Tone

1.6.3 Steady Tone

Figure 7: Steady Tone

1.6.4 Repetitive Signal - One Long, One Short Tone

Figure 8: One Long - One Short Tone

1.6.5 Repetitive Signal - One Long, Two Short Tones

Figure 9: One Long - Two Short Tones

Figure 10: One Long - Three Short Tones

Selection of High or Low Idle is by alternately depressing the remote station

engine Start until power is On, the transmis-

command. The engine Start signal must be

13:) The interlock will function with a Start

Figure 13: Neutral-Only Start Interlock

1.10 ALARM CAPABILITY (OPTION)

2.0 PLAN THE INSTALLATION

2.1.2 Control Head

2.1.3 Electric Cable

2.2 REQUIRED TOOLS AND PARTS FROM YOUR INSTALLER

Figure 15: DC Power Sources

2.2.4 Engine STOP Switch

3.1 EIGHT-CONDUCTOR CABLE

3.2.1 Two-Conductor Power Cable Connection

3.2.2 Two-Conductor Start Interlock Cable Connection

3.2.2.1 CONNECTIONS AT STARTER SOLENOID

3.2.2.2 CONNECTIONS AT ACTUATOR

3.2.3 Eight-Conductor Cable Connection

3.2.4 Control Head

3.2.5 Eight-Conductor Cable Connection

Figure 18: Control Head Connections

Figure 19: Control Head Connections for Stations Facing Aft

3.2.6 Engine STOP Switches

Figure 20: Actuator Push-Pull Cable Connections

3.3.2 Engine and Transmission

4.0 ADJUSTMENTS AND TESTS

4.3.2 SHIFT Cable Adjustment (Engines Stopped)

4.3.3 THROTTLE Cable Adjustment (Engines Running)

C) Leave the THROTTLE cable disconnected at this time.

4.5.2 Setting (Engines Running)

C) At the Actuator, rotate potentiometer R8 clockwise 1/4 turn. The

4.6 ADJUSTMENTS TO CHECK AT THE DOCK

4.6.1 Start Interlock

4.6.2 Stop Switches

4.6.3 Push-Pull Cables

4.6.4 Control Head

4.7.2 Proportional Pause Upon Direction Change

Table 1: SW1 Switch: Full-Speed Pause Timing Chart

5.0 CONTROL OPTIONS

5.2.2 Switch Not Used

MMC-165 Rev.D 3/02

Your ZF Mathers product has been designed and manufactured by experi-

F-226 Rev.A 11/00

Sea Trial Report

Vessel Name:_______________________ Trial Date: SSN:_

PORT JMPR 3 _ _ STBD JMPR 3 _ _

JMPR 4 _ _ JMPR 4 _ _

ARE THE MANUALS ON BOARD? Yes_ No_