Ddeciii IV Level II

ATTENTION
Detroit Diesel Corporation makes no representation or warranties regarding the information

contained in this document and disclaims all liability or other responsibility for the design,
manufacture or installation of these systems, or the preparation or distribution to vessel users of
appropriate information regarding these systems. The information contained in this document
may not be complete and is subject to change without notice.
DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION
DDEC III MARINE LEVEL II BRIDGE CONTROL

APPLICATION AND INSTALLATION
ABSTRACT
The purpose of this manual is to provide a basic understanding of the Detroit Diesel Electronic
Controls (DDEC) III Level II Bridge Control system and displays, and to detail their installation
in a marine vessel.
This manual describes the features and functions of the control system and also details the
installation and interface to the DDEC engines and marine transmissions. The
Level I Bridge Control system is covered in Appendix of this manual. The Level I supports only
one control station connected directly to the Marine Interface Module(s) (MIM). Engine and
transmission functions are controlled independently and are therefore not coordinated.
This manual is intended for those with an electrical background. A simple installation may require
a basic understanding of electrical circuits while a more comprehensive electrical/electronics
background is required to access all of DDECs capability.
All information subject to change without notice.
18SA372
Copyright 2001 DETROIT DIESEL CORPORATION
ABSTRACT
ii
18SA372
TABLE OF CONTENTS
1
INTRODUCTION .................................................................................................................
1.1
FEATURES .....................................................................................................................
1.2
DIAGNOSTICS AND TOOLS .........................................................................................
1.3
THE BASICS ...................................................................................................................
1-1
1-1
1-2
1-3
SAFETY PRECAUTIONS ...................................................................................................

STANDS ..........................................................................................................................
GLASSES .......................................................................................................................
WELDING .......................................................................................................................
WORK PLACE ...............................................................................................................
CLOTHING ......................................................................................................................
ELECTRIC TOOLS .........................................................................................................
AIR ..................................................................................................................................
FLUIDS AND PRESSURE ..............................................................................................
BATTERIES .....................................................................................................................
FIRE ................................................................................................................................
DIAGNOSTIC DATA READER ........................................................................................
DETROIT DIESEL DIAGNOSTIC LINK ..........................................................................
PAINT ..............................................................................................................................
FLUOROELASTOMER (VITON) .....................................................................................
PRESSURE SENSOR GOVERNOR INSTALLATION ....................................................
OPTIMIZED IDLE ............................................................................................................
2-1
2-1
2-1
2-2
2-3
2-3
2-4
2-4
2-4
2-5
2-5
2-6
2-6
2-6
2-6
2-7
2-7
SYSTEM OVERVIEW ..........................................................................................................

3.1
CONTROL STATION .......................................................................................................
3.1.1
CONTROL STATION INTERFACE MODULE ............................................................
3.1.2
CONTROL BUTTON PANELS ....................................................................................
3.1.3
CONTROL HEADS .....................................................................................................
3.1.4
EMERGENCY BACKUP CONTROL PANEL .............................................................
3.1.5
ELECTRONIC DISPLAY MODULE ............................................................................
3.2
ENGINE ROOM ..............................................................................................................
3.2.1
ENGINE ROOM INTERFACE MODULE ....................................................................
3.2.2
MARINE INTERFACE MODULE ...............................................................................
3.2.3
GEAR ACTUATORS, BACKUP GEAR ACTUATORS AND TROLL ACTUATORS ......
3.2.4
ELECTRONIC GEAR INTERFACE MODULE ...........................................................
3.2.5
ELECTRONIC BACKUP POWER MODULE ..............................................................
3.2.6
LOCAL CONTROL PANEL .........................................................................................
3-1
3-1
3-1
3-3
3-5
3-7
3-8
3-9
3-9
3-10
3-11
3-12
3-13
3-14
FEATURES .........................................................................................................................
STATION TRANSFER .....................................................................................................
ENGINE SYNCHRONIZATION .......................................................................................
LOW IDLE .......................................................................................................................
TROLL (OPTIONAL) .......................................................................................................
ENGINE OVERLOAD PROTECTION .............................................................................
4-1
4-2
4-3
4-3
4-4
4-4
2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
3
4
4.1
4.2
4.3
4.4
4.5
18SA372
iii
TABLE OF CONTENTS
4.6
4.7
4.8
4.9
4.10
4.11
5
LOW VOLTAGE INDICATION ..........................................................................................

BUTTON PANEL DIMMING ............................................................................................
NEUTRAL/IDLE ..............................................................................................................
CLUTCH LOCK-OUT ......................................................................................................
HIGH ENGINE SPEED SHIFT PROTECTION ..............................................................
DRAG DOWN PREVENTION STRATEGY .....................................................................
4-5
4-5
4-6
4-6
4-6
4-6
CONTROL SYSTEM ...........................................................................................................

5.1
CONTROL STATION INTERFACE MODULE .................................................................
5.1.1
CONTROL BUTTON PANEL ......................................................................................
5.1.2
CONTROL LEVERS ...................................................................................................
5.1.3
ELECTRONIC DISPLAY MODULE ............................................................................
5.1.4
ENGINE ROOM INTERFACE MODULE CONNECTOR ............................................
5.1.5
EMERGENCY BACKUP CONTROL PANEL ..............................................................
5.1.6
OPERATING PARAMETERS ......................................................................................
5.1.7
STATION ACTIVE RELAY ...........................................................................................
5.2
ENGINE ROOM INTERFACE MODULE .........................................................................
5.2.1
CONTROL STATION CONNECTORS ........................................................................
5.2.2
PORT AND STARBOARD CLUTCH ACTUATOR CONNECTORS ............................
5.2.3
PORT AND STARBOARD TROLL ACTUATOR CONNECTOR ..................................
5.2.4
PORT AND STARBOARD MARINE INTERFACE MODULE CONNECTOR ..............
5.2.5
AUXILIARY EXPANSION CONNECTOR ....................................................................
5.2.6
DIAGNOSTIC CONNECTOR ....................................................................................
5.2.7
PC CONNECTOR .......................................................................................................
5.2.8
OPERATING PARAMETERS ......................................................................................
5.2.8.1
USER IDLE SPEED ..............................................................................................
5.2.8.2
MAXIMUM TROLL ENGINE SPEED ....................................................................
5.2.8.3
TROLL SPEED .....................................................................................................
5.2.8.4
TRANSMISSION PRESSURE SWITCH POINT ..................................................
5.2.8.5
BOW THRUSTER ENGINE SPEED .....................................................................
5.2.8.6
ENGINE MINIMUM AND MAXIMUM SPEEDS ....................................................
5.3
MARINE INTERFACE MODULE .....................................................................................
5.3.1
MASTER ECM CONNECTOR ....................................................................................
5.3.2
RECEIVER ECM CONNECTOR ................................................................................
5.3.3
5.3.4
DDR CONNECTOR ....................................................................................................
5.3.5
POWER CONNECTOR ..............................................................................................
5.3.6
MARINE GEAR SENSORS AND SWITCHES ...........................................................
5.3.6.1
NEUTRAL INDICATION ........................................................................................
5.4
ACTUATORS ...................................................................................................................
5.4.1
MARINE GEAR CLUTCH ACTUATOR .......................................................................
5.4.1.1
ENGINE ROOM INTERFACE MODULE CONNECTOR ......................................
5.4.2
BACKUP ACTUATOR .................................................................................................
5.4.2.1
EMERGENCY BACKUP POWER MODULE CONNECTOR ................................
5.4.3
TROLL ACTUATOR ....................................................................................................
5.4.3.1
ERIM TO ACTUATOR CONNECTOR ...................................................................
5.4.3.2
SHAFT SPEED SENSOR CONNECTOR .............................................................
5-1
5-2
5-3
5-3
5-4
5-4
5-4
5-5
5-6
5-6
5-7
5-7
5-8
5-8
5-9
5-9
5-9
5-9
5-10
5-10
5-10
5-10
5-10
5-10
5-11
5-12
5-12
5-12
5-13
5-13
5-14
5-14
5-15
5-16
5-17
5-17
5-18
5-18
5-19
5-19
iv
18SA372
5.4.4
DDEC III GEAR ACTUATORS ON 12 VOLT SYSTEMS .............................................
5.5
ELECTRONIC GEAR INTERFACE MODULE ................................................................
5.5.1
5.5.2
EGIM BACKUP ..........................................................................................................
5-19
5-19
5-20
5-20
ELECTRONIC DISPLAY MODULE ....................................................................................

6.1
OPERATING THE ELECTRONIC DISPLAY MODULE ...................................................
6.1.1
TEXT WINDOW ..........................................................................................................
6.1.2
KEYPAD ......................................................................................................................
6.1.3
MENUS .......................................................................................................................
6.1.3.1
ENGINE DISPLAY CHOICES ...............................................................................
6.1.3.2
CONTROL SYSTEM DISPLAY CHOICES ...........................................................
6.1.3.3
PROGRAMMING CHOICES ................................................................................
6.1.3.4
HISTORIC DIAGNOSTIC CODES ........................................................................
6.1.4
ALARM CONDITIONS ................................................................................................
6.2
PROGRAMMING THE EDM ...........................................................................................
6.2.1
RESET TRIP HOURS AND RESET TRIP FUEL USED ............................................
6.2.2
ENGLISH/METRIC SELECTION ...............................................................................
6.2.3
TEXT SCROLL SPEED ..............................................................................................
6.2.4
CHOICE REMINDER ..................................................................................................
6.2.5
ALARM OUTPUT LEVEL ..........................................................................................
6.2.6
BEEP FEEDBACK .....................................................................................................
6.2.7
TRAIN NEW EDMS AND TRAIN NEW ERIM ............................................................
6.3
PROGRAMMING AND TRAINING IN A NEW BOAT ......................................................
6.3.1
PROGRAMMING THE EDMS IN A NEW BOAT .........................................................
6.3.1.1
TROLLING VALVE CONTROL OPTION ...............................................................
6.3.1.2
TRAINING BOW THRUSTER RPM ......................................................................
6.3.1.3
TRAINING THE EDMS .........................................................................................
6.3.2
SERVICE REPLACEMENT ........................................................................................
6.4
EDM MAINTENANCE REMINDER .................................................................................
6.4.1
PROGRAMMING AND ENABLING THE MAINTENANCE REMINDERS ..................
6-1
6-1
6-2
6-2
6-2
6-2
6-3
6-3
6-3
6-5
6-6
6-6
6-6
6-7
6-7
6-7
6-7
6-7
6-8
6-8
6-10
6-11
6-12
6-12
6-13
6-14
MARINE BACKUP SYSTEMS ............................................................................................

7.1
EMERGENCY BACKUP CONTROL PANEL .................................................................
7.1.1
ACTIVATING EMERGENCY BACKUP MODE ...........................................................
7.1.2
RETURNING TO THE PRIMARY CONTROL SYSTEM .............................................
7.2
MANUAL BACKUP ..........................................................................................................
7.3
ELECTRIC BACKUP GEAR ACTUATOR ........................................................................
7.3.1
ELECTRONIC BACKUP POWER MODULE .............................................................
7.3.2
EMERGENCY MECHANICAL BACKUP CONFIGURATION ......................................
7.4
ELECTRONIC GEAR INTERFACE MODULE ...............................................................
7-1
7-1
7-4
7-4
7-4
7-6
7-7
7-7
7-9
SYSTEM INSTALLATION ...................................................................................................

8.1
PLANNING ......................................................................................................................
8.2
LAYOUT ..........................................................................................................................
8.3
INSTALLATION ...............................................................................................................
8.3.1
SETUP AND CHECKOUT ..........................................................................................
8.4
SEA TRIAL ......................................................................................................................
8-1
8-1
8-3
8-4
8-4
8-4
18SA372
TABLE OF CONTENTS
8.5
REQUIRED TOOLS ........................................................................................................
8.6
POWERING THE SYSTEM ............................................................................................
8.6.1
POWER SOURCE ......................................................................................................
8.6.1.1
BATTERY CHARGERS ........................................................................................
8.6.1.2
OPERATING VOLTAGE ........................................................................................
8.6.1.3
BATTERY CONVERTERS ....................................................................................
8.6.1.4
BATTERY EQUALIZERS ......................................................................................
8.6.1.5
BATTERY MONITORS ..........................................................................................
8.6.2
ENGINE BLOCK HEATERS .......................................................................................
8.7
VESSEL ELECTRICAL SYSTEM DESIGN GUIDELINES ..............................................
8.7.1
POWER AND GROUND SOURCE REFERENCE .....................................................
8.7.2
WIRE TYPE ................................................................................................................
8.7.3
TERMINAL INSTALLATION GUIDELINES .................................................................
8.7.4
WIRE SPLICING GUIDELINES ..................................................................................
8.8
ENGINE ROOM COMPONENTS ...................................................................................
8.8.1
MARINE INTERFACE MODULE ................................................................................
8.8.1.1
MIM POWER HARNESS .....................................................................................
8.8.1.2
MIM TO ECM HARNESS .....................................................................................
8.8.1.3
MIM TO ERIM HARNESS ...................................................................................
8.8.1.4
MIM CURRENT DRAW FOR DIFFERENT ENGINES .........................................
8.8.1.5
MIM FUSING ........................................................................................................
8.8.1.6
DUAL-FUSE INSTALLATION ................................................................................
8.8.1.7
SINGLE-FUSE INSTALLATION ............................................................................
8.8.2
POWER HARNESS DESIGN .....................................................................................
8.8.2.1
WIRE RESISTANCES ..........................................................................................
8.8.2.2
FUSE HOLDER AND CONNECTOR ....................................................................
8.8.3
POWER HARNESS INSTALLATION ..........................................................................
8.8.4
WELDING CAUTION .................................................................................................
8.8.5
FUSES ........................................................................................................................
8.8.6
ENGINE ROOM INTERFACE MODULE ....................................................................
8.8.6.1
ERIM FUSING ......................................................................................................
8.8.7
EMERGENCY BACKUP POWER MODULE ..............................................................
8.8.7.1
EBPM POWER HARNESS FUSING ....................................................................
8.8.8
ACTUATORS ..............................................................................................................
8.8.8.1
PRIMARY ACTUATOR MOUNTING .....................................................................
8.8.8.2
PRIMARY GEAR ACTUATOR TO ERIM ..............................................................
8.8.8.3
PRIMARY GEAR ACTUATOR (BACKUP SOLENOID) TO EBPM .......................
8.8.8.4
BACKUP ACTUATOR MOUNTING ......................................................................
8.8.8.5
BACKUP GEAR ACTUATOR TO EBPM ..............................................................
8.8.8.6
CHANGING THE SETUP OF THE GEAR SHIFT ACTUATORS ..........................
8.8.8.7
ACTUATOR NEUTRAL POSITION INDICATOR ...................................................
8.8.8.8
TROLL ACTUATOR MOUNTING ..........................................................................
8.8.8.9
TROLL ACTUATOR TO ERIM .............................................................................
8.8.8.10 TROLL SHAFT SPEED SENSOR MOUNTING ...................................................
8.8.8.11 ACTUATOR PREVENTATIVE MAINTENANCE ....................................................
8.8.8.12 USING ACTUATORS ON A 12 VOLT SYSTEM ....................................................
8.8.9
ELECTRONIC GEAR INTERFACE MODULE ...........................................................
vi
8-4
8-5
8-5
8-5
8-5
8-6
8-6
8-6
8-6
8-7
8-9
8-10
8-10
8-10
8-10
8-11
8-12
8-13
8-20
8-20
8-22
8-22
8-23
8-25
8-26
8-26
8-26
8-27
8-29
8-30
8-34
8-35
8-37
8-37
8-38
8-40
8-41
8-41
8-41
8-42
8-43
8-44
8-45
8-46
8-46
8-48
8-49
18SA372
8.8.10 LOCAL CONTROL PANEL ........................................................................................

8.9
CONTROL STATION COMPONENTS ............................................................................
8.9.1
CONTROL STATION INTERFACE MODULE .............................................................
8.9.2
ELECTRONIC DISPLAY MODULE ...........................................................................
8.9.3
CONTROL HEADS .....................................................................................................
8.9.4
CONTROL BUTTON PANEL ......................................................................................
8.9.5
CONTROL BUTTON PANEL TO CSIM ......................................................................
8.9.6
STATION LOCKOUT SWITCH ....................................................................................
8.9.7
IGNITION SWITCH (MASTER STATION ONLY) ........................................................
8.9.8
IGNITION SWITCH(ES) HARNESS ...........................................................................
8.9.9
EMERGENCY BACKUP CONTROL PANEL .............................................................
8.9.9.1
MASTER CSIM TO EBCP ....................................................................................
8.10
BONDING .......................................................................................................................
8.10.1 BONDING IN NONMETALLIC HULL VESSELS .........................................................
8.10.1.1 ENGINE ROOM INTERFACE MODULE ..............................................................
8.10.1.2 MARINE INTERFACE MODULE ..........................................................................
8.10.1.3 CONTROL STATION INTERFACE MODULE .......................................................
8.10.1.4 ELECTRONIC DISPLAY MODULE ......................................................................
8.10.1.5 CONTROL HEADS AND CONTROL PANEL .......................................................
8.10.1.6 GEAR ACTUATOR / TROLL ACTUATOR .............................................................
8.10.1.7 ALTERNATORS ....................................................................................................
8.10.1.8 STARTERS ...........................................................................................................
8.10.2 BONDING IN METAL HULL VESSELS ......................................................................
8.10.2.1 ENGINE ROOM INTERFACE MODULE ..............................................................
8.10.2.2 MARINE INTERFACE MODULE ..........................................................................
8.10.2.3 CONTROL STATION INTERFACE MODULE .......................................................
8.10.2.4 ELECTRONIC DISPLAY MODULE ......................................................................
8.10.2.5 CONTROL HEADS AND CONTROL PANEL .......................................................
8.10.2.6 GEAR ACTUATOR / TROLL ACTUATOR .............................................................
8.10.2.7 ALTERNATORS ....................................................................................................
8.10.2.8 STARTERS ...........................................................................................................
8.10.3 DOUBLE ISOLATION IN METAL HULL VESSELS ....................................................
8-51
8-52
8-53
8-56
8-60
8-65
8-67
8-67
8-67
8-67
8-67
8-69
8-69
8-70
8-72
8-72
8-72
8-72
8-72
8-72
8-72
8-72
8-73
8-74
8-74
8-74
8-74
8-74
8-74
8-75
8-75
8-75
DOCKSIDE CHECKOUT ....................................................................................................

9.1
ENGINE ROOM CHECKOUT .........................................................................................
9.1.1
ERIM AND MIM ..........................................................................................................
9.1.2
MARINE GEAR CLUTCH ACTUATOR .......................................................................
9.1.3
ELECTRONIC TROLL INTERFACE MODULE ...........................................................
9.1.3.1
TEST SETUP ........................................................................................................
9.1.3.2
DRY RUN MODE ..................................................................................................
9.1.3.3
RUN MODE ..........................................................................................................
9.1.4
TROLL VALVE ACTUATOR (OPTIONAL) ...................................................................
9.1.5
ELECTRONIC GEAR INTERFACE MODULE (OPTIONAL) ......................................
9.1.6
LOCAL CONTROL PANEL (OPTIONAL) ...................................................................
9.2
CONTROL STATION CHECKOUT ..................................................................................
9.2.1
ELECTRONIC MODULES ..........................................................................................
9.2.2
CONTROL PANEL ......................................................................................................
9-1
9-1
9-2
9-3
9-4
9-4
9-5
9-5
9-6
9-7
9-7
9-8
9-8
9-8
18SA372
vii
TABLE OF CONTENTS
9.2.3
DISPLAYS ...................................................................................................................
9.3
POWER-UP CHECK OUT ..............................................................................................
9.3.1
ECM AT THE MIM ......................................................................................................
9.3.2
ECM WIRING .............................................................................................................
9.3.3
CONTROL STATION ...................................................................................................
9.3.4
SETTING THE SYSTEM TO READ MINIMUM AND MAXIMUM THROTTLE AND
SCALE THE READINGS ...........................................................................................
9.3.4.1
DUAL LEVER CONTROL HEADS ........................................................................
9.3.4.2
SINGLE LEVER CONTROL HEADS ....................................................................
9.3.5
SETTING THE MARINE CONTROL SYSTEM TO RECOGNIZE THE OTHER
THROTTLE LEVER AS MASTER ..............................................................................
9.3.6
EMERGENCY BACKUP CLUTCH CONTROLS CHECK ...........................................
9.3.6.1
MECHANICAL BACKUP CLUTCH CONTROLS ..................................................
9.3.6.2
ELECTRIC BACKUP CLUTCH ACTUATOR .........................................................
9.3.7
PROPER MARINE GEAR ACTUATOR MOVEMENT .................................................
9.3.8
PROPER EMERGENCY GEAR SHIFT OVERRIDE ACTION ....................................
9.3.9
PROPER EMERGENCY CONTROL TURN OFF .......................................................
9.3.10 PROPER TROLLING VALVE CONTROL SYSTEM OPERATION ..............................
9.4
CHECK WITH THE ENGINE RUNNING .........................................................................
9.4.1
ENGINE WARM UP ....................................................................................................
9.4.2
CONTROL STATION ...................................................................................................
9.4.3
LOW IDLE MODE .......................................................................................................
9.4.4
SET THE USER IDLE SPEED ...................................................................................
9.4.5
CLUTCH LOCK OUT MODE (SINGLE LEVER CONTROLS ONLY) .........................
9.4.6
EACH THROTTLE LEVER OPERATES THE CORRECT ENGINE ...........................
9.4.6.1
DUAL LEVER CONTROL HEADS ........................................................................
9.4.6.2
SINGLE LEVER CONTROL HEADS ....................................................................
9.4.7
ENGINE SYNCHRONIZE MODE ...............................................................................
9.4.8
PROPER OPERATION OF STATION TRANSFER .....................................................
9.4.9
BACKUP PANEL .........................................................................................................
9.4.10 CORRECT THROTTLE RANGE WITH ENGINES RUNNING ...................................
9.4.10.1 DUAL LEVER CONTROL HEADS ........................................................................
9.4.10.2 SINGLE LEVER CONTROL HEADS ....................................................................
9.4.11 THE PROPER THROTTLE IS MASTER WITH ENGINES RUNNING: ......................
9.4.11.1 DUAL LEVER CONTROL HEADS ........................................................................
9.4.11.2 SINGLE LEVER CONTROL HEADS ....................................................................
9.4.12 PROPER GEAR ENGAGEMENT WITH THE ENGINE RUNNING. ...........................
9.4.13 LOCAL CONTROL PANEL (OPTIONAL) OPERATION .............................................
9.5
SEA TRIAL ......................................................................................................................
9.5.1
TROLL SYSTEM OPERATION ...................................................................................
9.5.2
EMERGENCY BACKUP CONTROLS ........................................................................
9.6
DOCKSIDE CHECKLIST ................................................................................................
9-9
9-9
9-9
9-9
9-10
9-10
9-10
9-11
9-12
9-13
9-13
9-13
9-14
9-14
9-14
9-15
9-15
9-16
9-16
9-16
9-17
9-17
9-18
9-18
9-18
9-19
9-19
9-19
9-20
9-21
9-21
9-21
9-21
9-22
9-22
9-23
9-24
9-24
9-24
9-24
10
SYSTEM AND HARNESS DIAGRAMS ..............................................................................
10-1
11
MDEC-MARINE INTERFACE MODULE .............................................................................

11.1
ELECTRICAL - POWER SUPPLY ...................................................................................
11.1.1 CURRENT CONSUMPTION ......................................................................................
11-1
11-2
11-2
viii
18SA372
11.1.2 CIRCUIT BREAKER RECOMMENDATIONS .............................................................

11.1.3 CONNECTION TO BOAT POWER .............................................................................
11.2
M-MIM HARNESSES ......................................................................................................
11.2.1 M-MIM TO MDEC ECU HARNESS ............................................................................
11.2.2 M-MIM TO ERIM/BOAT BUILDER HARNESS ...........................................................
11.2.3 M-MIM DIAGNOSTIC CONNECTOR TO DDR ...........................................................
11.2.4 MDEC OPTIONS AND THE M-MIM HARNESS .........................................................
11.3
BACKUP CONTROL OPERATION .................................................................................
11.3.1 RETURNING TO THE PRIMARY CONTROL SYSTEM .............................................
11.4
INPUTS ...........................................................................................................................
11.4.1 IGNITION (ENGINE STOP) ........................................................................................
11.4.2 THROTTLE INPUT SELECT (SYNC ENABLE) ..........................................................
11.4.3 FREQUENCY THROTTLE SIGNAL ...........................................................................
11.4.4 ANALOG VOLTAGE THROTTLE SIGNAL ..................................................................
11.4.5 CURRENT THROTTLE SIGNAL (4-20MA) ................................................................
11.4.6 FULL ENGINE MODE ...............................................................................................
11.4.7 LCP IGNITION ............................................................................................................
11.4.8 SHUTDOWN OVERRIDE ...........................................................................................
11.4.8.1 SHUTDOWN OVERRIDE INSTALLATION ...........................................................
11.4.9 BATTERY VOLTAGE ...................................................................................................
11.4.10 TRANSMISSION OIL TEMPERATURE ......................................................................
11.4.11 TRANSMISSION OIL PRESSURE .............................................................................
11.4.12 MDEC OPTIONAL INPUTS ........................................................................................
11.4.12.1 EXTERNAL COOLANT LEVEL SENSOR ............................................................
11.5
OUTPUTS .......................................................................................................................
11.5.1 TACHOMETER SIGNAL .............................................................................................
11.5.2 1708 DATALINK ..........................................................................................................
11.5.3 MDEC OPTIONAL OUTPUTS ....................................................................................
11.5.3.1 ENGINE SPEED - ANALOG ................................................................................
11.5.3.2 %LOAD - ANALOG ...............................................................................................
11.5.3.3 STARTER LOCKOUT ...........................................................................................
11.5.4 SENSOR FAILURE MESSAGE ..................................................................................
11.6
DATALINK MESSAGES ..................................................................................................
11.6.1 ENGINE CONTROL UNIT DATA ................................................................................
11.6.2 DIAGNOSTIC MESSAGES ........................................................................................
11.6.3 CALCULATED J1587 PARAMETERS ........................................................................
11.6.3.1 TRIP FUEL ...........................................................................................................
11.7
EDM CHANGES FOR M-MIM .........................................................................................
11.7.1 NEW MENU ITEMS ....................................................................................................
11.7.2 NEW DIAGNOSTIC MESSAGES ...............................................................................
11-3
11-3
11-3
11-3
11-4
11-5
11-6
11-8
11-8
11-9
11-9
11-9
11-9
11-10
11-10
11-10
11-11
11-11
11-12
11-15
11-15
11-15
11-15
11-15
11-15
11-15
11-16
11-16
11-16
11-16
11-17
11-17
11-17
11-17
11-17
11-18
11-18
11-18
11-18
11-19
APPENDIX A: DDEC III LEVEL I BRIDGE CONTROL ................................................................
A-1
A1
INTRODUCTION .................................................................................................................
A.1.1 THROTTLE CONTROL ...................................................................................................
A.1.2 GEAR CONTROL ...........................................................................................................
A.1.3 USER IDLE .....................................................................................................................
A.1.4 LOW IDLE .......................................................................................................................
A-1
A-1
A-1
A-1
A-1
18SA372
ix
TABLE OF CONTENTS
A.1.5
A.1.6
SYNC MODE ..................................................................................................................

ENGINE OVERLOAD PROTECTION .............................................................................
A-2
A-4
A2
SYSTEM COMPONENTS ...................................................................................................
A.2.1 MARINE INTERFACE MODULE .....................................................................................
A.2.1.1 MIM VERSIONS .........................................................................................................
A.2.1.2 MIM DIAGNOSTICS ...................................................................................................
A.2.1.3 MIM HARNESS ..........................................................................................................
A.2.2 BUTTON PANEL .............................................................................................................
A.2.3 ELECTRONIC DISPLAY MODULE .................................................................................
A.2.4 THROTTLE HEADS ........................................................................................................
A.2.5 GEAR HEADS .................................................................................................................
A-4
A-5
A-5
A-5
A-7
A-7
A-11
A-11
A-13
A3
SYSTEM WIRING ...............................................................................................................
A-13
A4
DOCKSIDE CHECKOUT ....................................................................................................
A.4.1 BEFORE STARTING THE ENGINES .............................................................................
A.4.1.1 COMPONENTS ..........................................................................................................
A.4.1.2 SYSTEM WIRING .......................................................................................................
A.4.1.3 MARINE INTERFACE MODULE ................................................................................
A.4.1.4 BUTTON PANEL .........................................................................................................
A.4.1.5 THROTTLE CONTROLS ............................................................................................
A.4.2 CHECK WITH THE ENGINES RUNNING ......................................................................
A.4.2.1 ENGINE WARM UP ....................................................................................................
A.4.2.2 USER IDLE MODE .....................................................................................................
A.4.2.3 PROPER OPERATION OF PRIMARY THROTTLES ..................................................
A.4.2.4 ENGINE SYNCHRONIZE MODE ...............................................................................
A.4.2.5 PROPER OPERATION OF LCP THROTTLES ...........................................................
A-15
A-16
A-16
A-16
A-17
A-18
A-18
A-19
A-19
A-19
A-20
A-20
A-21
APPENDIX B: TERMINAL INSTALLATION AND REMOVAL ......................................................
B-1
B1
TERMINAL INSTALLATION - METHOD A, PUSH-TO-SEAT TERMINALS ......................
B-1
B2
PUSH-TO-SEAT TERMINAL REMOVAL ............................................................................
B-5
B3
TERMINAL INSTALLATION GUIDELINES - METHOD B, PULL-TO-SEAT TERMINALS
B-6
B4
PULL-TO-SEAT TERMINAL REMOVAL ............................................................................
B-9
B5
TERMINAL INSTALLATION GUIDELINES - METHOD C, DEUTSCH TERMINALS ........
B.5.1 FOUR-PIN DEUTSCH CONNECTORS ..........................................................................
B.5.2 SIX-PIN DEUTSCH CONNECTORS ..............................................................................
B-9
B-9
B-11
B6
DEUTSCH TERMINAL REMOVAL .....................................................................................
B.6.1 FOUR-PIN DEUTSCH CONNECTOR ............................................................................
B.6.2 SIX-PIN DEUTSCH CONNECTOR .................................................................................
B-13
B-13
B-14
APPENDIX C: SPLICING TECHNIQUE AND RECOMMENDATIONS ........................................
C-1
C1
CLIPPED AND SOLDERED SPLICING METHOD .............................................................
C.1.1 SPLICING AND REPAIRING STRAIGHT LEADS-ALTERNATE METHOD 1 .................
C.1.2 SPLICING AND REPAIRING STRAIGHT LEADS - ALTERNATE METHOD 2 ...............
C-1
C-4
C-6
18SA372
C.1.3
C.1.4
SHRINK WRAP ...............................................................................................................

STAGGERING WIRE SPLICES ......................................................................................
C-9
C-10
C2
CONDUIT AND LOOM ........................................................................................................
C-11
C3
TAPE AND TAPING ............................................................................................................
C-13
APPENDIX D: PART NUMBERS ..................................................................................................
D-1
APPENDIX E: ALERT CODES .....................................................................................................
E-1
E1
GENERAL MESSAGES ......................................................................................................
E-1
E2
PORT MESSAGES .............................................................................................................
E-1
E3
STARBOARD MESSAGES .................................................................................................
E-2
APPENDIX F: CONVERTING FROM DDECII/2.5 TO DDEC III ...................................................
F-1
F1
A DDEC III MIM REPLACING A DDEC II BBIM .................................................................
F-1
F2
ENGINE ROOM TACHOMETER .........................................................................................
F-2
F3
DDEC III MIM REPLACING A DDEC 2.5 MIM ...................................................................
F-2
F4
DDEC II/2.5 TO DDEC III GEAR ACTUATOR UPGRADE ON DDEC II/2.5 SYSTEM .......
F-3
F5
DDEC II/2.5 TO DDEC III COMPLETE SYSTEM UPGRADE ............................................
F-3
F6
DDEC II/2.5 TO DDEC III CONVERSION PARTS ..............................................................
F-5
GLOSSARY .....................................................................................................................................
G-1
INDEX ............................................................................................................................................ INDEX-1
18SA372
xi
TABLE OF CONTENTS
xii
18SA372
INTRODUCTION
The Detroit Diesel Electronic Control (DDEC) III Level II Bridge Control system combines
the advantages of an advanced technological electronic fuel injection and control system with
the ability to control up to six control stations and as many as four engines. Additional engines
require additional control systems.
The DDEC III system optimizes control of critical engine functions which affect fuel economy,
and provides the capability to protect the engine from serious damage resulting from conditions
such as high engine temperatures or low oil pressure.
The Level II Bridge Control system supports up to six independent control stations located in
separate areas in the vessel and allows interrupt-free transfer among them. A panel-mounted
Electronic Display Module(s) (EDM) shows operational data including the status of the engines,
transmissions and bridge control system.
The DDEC bridge controls and displays are available for Series 60, 71, 92, 149, 2000, and 4000
engines.
1.1
FEATURES
The DDEC III Level II Bridge Control system provides the following features:
3
3
3
3
3
3
Seamless transfer of control from the active control station to any one of the additional
control stations
Control and synchronization of two to four engines
Two levels of idle, low idle and user idle
High engine speed shifting protection that allows forward motion to be stopped quickly
without damaging the transmission
Drag down prevention routine designed to prevent engine stall when changing gear
direction
Trolling gear control (optional)
18SA372
1-1
INTRODUCTION
1.2
DIAGNOSTICS AND TOOLS
Diagnostic and other management tools offer additional flexibility and convenience. Pressing a
button on the control button panel activates various functions.
A hand-held Diagnostic Data Reader (DDR) obtains fault codes, performs self-checks, collects
snapshot data, and reprograms certain features on the DDEC ECM. The DDR Marine Connector
is from Kent-More, P/N: J 38500-155.
Panel-mounted EDM(s) show operational data including status of the engines, transmissions
and bridge control system.
1-2
18SA372
1.3
THE BASICS
The Engine Room Interface Module (ERIM), the master module in the DDEC III Level II
Bridge Control system, can be considered the most important component of the system, acts as
an interface with the ECM and other subsystems and devices.
In this role the ERIM:
3
3
3
3
3
3
Coordinates the transfer of control from one station to another

Routes ECM outputs to each control station
Permits control of the ECM inputs from any one station (one at a time)
Arbitrates throttle and gear control transfer from one station to another
Allows for engine synchronization
Provides high (user) and low speed idle
In engine synchronization mode, both engines receive a common signal generated in the ERIM. A
troll function is also available on this system.
The ECM used in DDEC engines is designed for a single control station. Many marine
applications require control of multiple engines from more than one control station.
DDEC III Level II Bridge Control forms the interface between the engine speed commands
from the vessel captain and the engine-mounted ECM. DDEC III Level II Bridge Control also
interfaces between the captains commands for gear direction and the shift mechanism in the
transmission. These two control signals are coordinated by the control system to prevent shifts at
high engine speeds that may damage internal gearbox components.
Control may be locked to any desired station once vessel control is transferred to it.
The system will also shift the marine gears. See Figure 1-1 for a schematic of a one engine
system. See Figure 1-2for a system block diagram of a multi station throttle and gear control
system for a two-engine marine application.
Throttle and shift commands from the captain are transmitted via control heads. The control
heads located at each station are either single or dual lever designs. A single lever head combines
control of both throttle and gear shifting in the same lever, while a dual lever head has separate
throttle and gear shift levers.
A means for emergency backup of the bridge control system is provided. This backup scheme
maintains control of engine speed and transmission gear direction in the event that the primary
control system no longer functions correctly.
18SA372
1-3
INTRODUCTION
Figure 1-1
The DDEC III Level II Bridge Control System - Single Engine

Installation
1-4
18SA372
Figure 1-2
Two Engine Marine Application
18SA372
1-5
INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
1-6
18SA372
SAFETY PRECAUTIONS
The following safety measures are essential when installing a Detroit Diesel engine equipped with
the DDEC III Level II Bridge Control system.
Diesel engine exhaust and some of its constituents are

known to the state of California to cause cancer, birth
defects and other reproductive harm.
3
3
3
2.1
Always start and operate an engine in a well-ventilated

area.
If operating the engine in an enclosed area, vent the
exhaust to the outside.
Do not modify or tamper with the exhaust system or
emission control system.
STANDS
Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or
the hoist to carry the load.
2.2
GLASSES
Select appropriate safety glasses for the job. Safety glasses must be worn when using tools
such as hammers, chisels, pullers and punches.
18SA372
2-1
SAFETY PRECAUTIONS
2.3
WELDING
Consider the consequences of welding.

NOTICE:
When welding, the following must be done to avoid damage
to the electronic controls or the engine:
3
3
3
Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
Ground cable must be in close proximity to welding location
- engine must never be used as a grounding point.
Welding on the engine or engine mounted components is
NEVER recommended.
Wear welding goggles and gloves when welding or using an acetylene torch.
To avoid injury from fire, check for fuel or oil leaks before
welding or carrying an open flame near the engine.
Insure that a metal shield separates the acetylene and oxygen which must be chained to a cart.
2-2
18SA372
2.4
WORK PLACE
Organize your work area and keep it clean.
To avoid injury from a fall, immediately clean

up any spilled liquids.
Eliminate the possibility of a fall by:
3
3
Wiping up oil spills

Keeping tools and parts off the floor
A fall could result in a serious injury.

After installation of the engine is complete:
To avoid injury from rotating belts and fans, do not

remove and discard safety guards.
3
3
2.5
Reinstall all safety devices, guards or shields

Check to be sure that all tools and equipment used to install the engine are removed
from the engine
CLOTHING
Wear work clothing that fits and is in good repair. Work shoes must be sturdy and rough-soled.
Bare feet, sandals or sneakers are not acceptable foot wear when installing an engine.
To avoid injury when working near or on an operating

engine, remove loose items of clothing and jewelry.
Tie back or contain long hair that could be caught in
any moving part causing injury.
18SA372
2-3
SAFETY PRECAUTIONS
2.6
ELECTRIC TOOLS
Improper use of electrical equipment can cause severe injury.
To avoid injury from electrical shock, do not use defective

portable power tools. Check for frayed cords prior to using
the tool. Ensure all electric tools are grounded.
Check power tools before using.
2.7
AIR
Use proper shielding to protect everyone in the work area.
To avoid injury from flying debris when using compressed

air, wear adequate eye protection (safety glasses, face plate)
and do not exceed 40 psi (276 kPa) air pressure.
2.8
FLUIDS AND PRESSURE
Be extremely careful when dealing with fluids under pressure.
To avoid injury from the expulsion of hot coolant, never

remove the cooling system pressure cap while the engine is
at operating temperature. Remove the cap slowly to relieve
pressure. Wear adequate protective clothing (safety glasses,
goggles, or face shield, rubber gloves, apron, and boots).
Fluids under pressure can have enough force to penetrate the skin.
2-4
18SA372
To avoid injury from penetrating fluids, do not put your

hands in front of fluid under pressure. Fluids under
pressure can penetrate skin and clothing.
These fluids can infect a minor cut or opening in the skin. See a doctor at once, if injured by
escaping fluid. Serious infection or reaction can result without immediate medical treatment.
2.9
BATTERIES
Electrical storage batteries give off highly flammable hydrogen gas when charging and continue
to do so for some time after receiving a steady charge.
To avoid injury from battery explosion or contact with battery

acid, work in a well-ventilated area, wear protective clothing,
and avoid sparks or flames near the battery. Always establish
correct polarity before connecting cables to the battery or
battery circuit. If you come in contact with battery acid:
3
3
3
3
Flush your skin with water.

Apply baking soda or lime to help neutralize the acid.
Flush your eyes with water.
Get medical attention immediately
Always disconnect the battery cable before working on the Detroit Diesel Electronic Controls
system.
2.10
FIRE
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher for
the situation. The correct fire extinguisher types for specific working environments are listed in .
Fire Extinguisher
Table 2-1
Work Environment
Type A
Wood, Paper, Textile and Rubbish
Type B
Flammable Liquids
Type C
Electrical Equipment
The Correct Type of Fire Extinguisher
18SA372
2-5
SAFETY PRECAUTIONS
2.11
DIAGNOSTIC DATA READER
For mobile applications, the Diagnostic Data Reader (DDR) must be used by personel other
than the vehicle operator.
To avoid injury from loss of vehicle/vessel control,

the operator of a DDEC equipped engine must not
attempt to use or read the Diagnostic Data Reader
when the vehicle/vessel is moving.
The vehicle operator must maintain control of the vehicle while an assistant performs the
diagnostic evaluations.
2.12
DETROIT DIESEL DIAGNOSTIC LINK
For mobile applications, Detroit Diesel Diagnostic Link (DDDL) must be used by personnel other
than the vehicle operator.
To avoid injury from loss of vehicle/vessel control, the

operator of a DDEC equipped engine must not use or read
any diagnostic tool while the vehicle/vessel is moving.
The vehicle operator must maintain control of the vehicle while an assistant performs the
diagnostic evaluations.
2.13
PAINT
NOTICE:
Do not apply paint to the ECM or EFC. The application of paint
may affect the performance of the ECM and EFC.
Mask off the ECM and EFC, prior to applying any paint.
2.14
FLUOROELASTOMER (VITON)
Fluoroelastomer (Viton) parts such as O-rings and seals are perfectly safe to handle under
normal design conditions.
2-6
18SA372
To avoid injury from degraded flouroelastomer parts, wear

eye protection (goggles and faceplate) and neoprene or
PVC gloves when handling fluoroelastomer O-rings or seals
which have been degraded by excess heat. Do not handle
engine parts until they have cooled. Wash equipment and
parts well with lime water (calcium hydroxide solution) before
reusing if hydrogen fluoride condensate is expected. Discard
gloves after handling degraded fluoroelastomer.
A potential hazard may occur if these components are raised to a temperature above 600F (316C)
(in a fire for example). Fluoroelastomer will decompose (indicated by charring or the appearance
of a black, sticky mass) and produce hydrofluoric acid. This acid is extremely corrosive and, if
touched by bare skin, may cause severe burns (the symptoms could be delayed for several hours).
2.15
PRESSURE SENSOR GOVERNOR INSTALLATION
The Vehicle Interface Harness requires unique additional circuits to accommodate the Pressure
Sensor Governor (PSG).
The OEM must supply a series of interlock switches to insure the vehicle is in the specified
state in order to activate the PSG.
To avoid injury from the vehicle moving while in

either Pressure or RPM Mode, the required interlock
switches must be engaged.
Interlock switches may include but are not limited to the following:
3
3
3
2.16
Parking brake
Transmission state - in neutral (PTO pump) or engaged (midship pump)
Pump mechanically engaged
OPTIMIZED IDLE
Optimized Idle enhances the DDEC Idle Shutdown feature. Optimized Idle will automatically
stop and restart the engine when required in order to keep the engine temperature above 60F, the
battery charged, and/or the vehicle interior at the desired temperature.
18SA372
2-7
SAFETY PRECAUTIONS
2-8
18SA372
SYSTEM OVERVIEW
The DDEC III Level II Bridge Control system supports up to six independent control stations
located in separate areas in the vessel and allows interrupt-free transfer among them. The DDEC
III Level II Bridge Control system is situated in two locations, the control station and the engine
room.
3.1
CONTROL STATION
A control station is defined as any location on the vessel from which the propulsion system
is controlled. One station is designated as the master station when there are multiple control
stations. A typical control station includes:
3
3
3
3
3
3
3.1.1
One Control Station Interface Module (CSIM)

One Control Button Panel (CBP)
One set of gear and throttle levers (port and starboard)
One Electronic Data Module (EDM) for each engine
One Emergency Backup Control Panel (EBCP) (master station only)
Ignition switch (master station only)
CONTROL STATION INTERFACE MODULE
The CSIM ( P/N: 23517552) is the main junction box at each control station (see Figure 3-1). The
CSIM performs several different functions as follows:
3
3
Translates the information from the analog control heads into digital information, which is
placed on the data bus for other modules to use.
Transfers data to and from the EDMs, and the control button panel.
There is only one version of the CSIM, and it can interface with all varieties of controls heads and
button panels.
18SA372
3-1
SYSTEM OVERVIEW
The CSIM stores the idle and maximum speed throttle analog to digital (A/D) values. These A/D
converter values are for the idle and full throttle of the throttle potentiometer position. For single
lever control heads, separate values are stored for the "ahead" and "astern" directions of the
throttle lever movement. Only forward throttle lever values are stored for dual lever control heads.
Figure 3-1
Control Station Interface Module
The CSIM differentiates between single and dual lever control heads by the gear shift position
during the "train the throttle levers" routine normally done during the dockside checkout. A single
lever control head will be in the ahead position during the ahead throttle training, and in the
astern position during astern training. A dual lever control head will be in the neutral position
during training.
Default values for the throttle lever positions are stored in the CSIM at the factory and need to
be customized to the control head used in the field. The customization process is the "train
the throttle levers" routine. The potentiometer position values are read and stored in the CSIM
permanent memory during this process.
NOTICE:
It is important to turn off the ignition key for thirty seconds following
throttle training so the new values can be stored in the CSIM.
When the ignition key is turned on, the Engine Room Interface Module (ERIM) polls all the
CSIMs connected to it and obtains the minimum and maximum throttle lever position values.
These values are stored in ERIM temporary memory for use during the ignition cycle. The
ERIM microprocessor uses these values to interpret the throttle position transmitted by the CSIM
during normal operation.
3-2
18SA372
3.1.2
CONTROL BUTTON PANELS
The CBPs are used to activate various functions available to the user. The functions available
include the following:
3
3
3
3
3
Station Active
Sync
Low Idle
Troll
Engine Overload Override
The STATION ACTIVE button transfers engine control to the station where the button was
activated if all the criteria for station transfer are satisfied. The exception occurs when station
lockout is enabled at another station.
The SYNC button signals the ERIM to send a common speed command to both the port and
the starboard engines.
The LO IDLE button signals the engines to run at the lowest possible idle speed. This speed is
determined by the calibration of the engine. This command will affect both the port and the
starboard engines simultaneously.
The TROLL button will command the engines to a predetermined speed and enable the trolling
actuator. The throttle lever will now actuate the trolling valve, instead of the engine speed.
The ENG OVR button will allow the user to override an engine overload condition for a short
period of time. This time is determined by timers within the engine controller, and is not user
adjustable. This feature is only available on engines equipped with the overload protection.
The buttons available for each control panel are listed in Table 3-1.
Panel
Station
Active
Sync
Low Idle
Troll
Overload
Override
Five button
Four button
--
Three button
--
--
Table 3-1
Buttons Available for Three, Four, and Five Button Control Panels
18SA372
3-3
SYSTEM OVERVIEW
The various styles of button panels can be seen in the following illustration (see Figure 3-2).
Figure 3-2
Control Button Panels
3-4
18SA372
3.1.3
CONTROL HEADS
Control heads come in two different styles. There are the Standard style heads (see Figure 3-3)
and the Slimline control heads (see Figure 3-4).
Figure 3-3
Standard Control Heads
Both styles of heads come in clear, black and stainless steel finish. Control heads also come as
either single lever which control shift and throttle with one handle or with separate handles for
shift and throttle. The standard style control head choices are listed in Table D-6.
DDC P/N
Finish
23512035
Brushed S.S.
One Handle, Single Lever Port, One Engine
23512036
Black S.S.
23512037
Brushed S.S.
Two Handles, One Head, Throttle-Two Engines
23512038
Black S.S.
23512039
Brushed S.S.
One Handle, Single Lever Stbd, One Engine
23512040
Black S.S.
23512041
Brushed S.S.
Two Handles, One Head, Single Lever-Two Engines
23512042
Black S.S.
23512043
Brushed S.S.
Two Handles, One Head, Shift-Two Engines
23512044
Black S.S.
Table 3-2
Description
Standard Style Control Heads
18SA372
3-5
SYSTEM OVERVIEW
Figure 3-4
Slimline Control Heads
The slimline control head choices are listed in Table D-7.

DDC P/N
Finish
23520053
Clear
Twin Engine, One Station, Single Lever
23520175
Clear
Single Engine, One Station, Single Lever
23520176
Black
23520177
Clear
Twin Engine, One Station, Two Shift, Two Throttle
23520178
Black
23520179
Black
23520180
Clear
Triple Engine, One Station, Single Lever
23520181
Black
23520182
Clear
Triple Engine, One Station, Three Shift, Three Throttle
23520183
Black
Table 3-3
Description
Slimline Style Control Heads
3-6
18SA372
3.1.4
EMERGENCY BACKUP CONTROL PANEL
The EBCPs are used to control both the throttles and gears of up to two engines and transmissions
in the event that the main control system is not fully operational. Installations with more than
two engines require two EBCPs. There are several different versions of panels, but they all
include one main backup switch with a protective cover, and at least one electrical potentiometer
used to control engine speed. Other versions include an additional throttle potentiometer (for
another engine) and toggle switches to control gear direction. The different versions available
are (see Figure 3-5):
3
3
3
3
EBCP dual engine with gear toggles

EBCP single engine with gear toggle
EBCP dual engine without gear toggles
EBCP single engine without gear toggle
Figure 3-5
Emergency Backup Control Panels
18SA372
3-7
SYSTEM OVERVIEW
3.1.5
ELECTRONIC DISPLAY MODULE
The EDM is an information display. Each EDM conveys information about only one engine and
transmission, and control station information. Specific information is constantly displayed on the
front of the EDM (see Figure 3-6). This information is listed in Table 3-4.
Figure 3-6
Electronic Display Module
Engine Information
Transmission Information
Control Information
RPM
ahead/neutral/astern
Active Control Station
Coolant Temperature
Oil Temperature
Battery Voltage
Oil Pressure
Oil Pressure
---
Fuel Rate
Table 3-4
EDM Display Information
The EDM can also display other information about the engine and controls system upon request.
Instructions for this can be found in the EDM section of this manual. Several features are
programmable through the EDM, including, but not limited to: gear pressure alarms and two
maintenance reminders. The full listing is available in the section about EDMs.
The EDM is weatherproof, so it can be mounted either on the inside or the outside of the vessel.
The EDM is wired to be powered all of the time. The EDM is in "sleep mode" when the data bus
is inactive (i.e. the ignition is off) but "wakes up" and displays current data when there is activity
on the data bus. When the system is in "backup" mode, the EDMs will continue to display data.
3-8
18SA372
3.2
ENGINE ROOM
The following components of the DDEC III Level II Bridge Control system are located in the
engine room
3
3
3
3
3
3
3.2.1
Engine Room Interface Module (ERIM) (required)

Marine Interface Module (MIM) (required)
Gear Actuators, Backup Gear Actuators and Troll Actuators
Electronic Backup Power Module (EBPM)
Electronic Gear Interface Module (EGIM)
Local Control Panel (LCP)
ENGINE ROOM INTERFACE MODULE
The ERIM, P/N: 23517868, is the master module in the marine control system (see Figure 3-7).
The ERIM is designed to handle up to two engine/transmission packages at any one time. Three
and four engine installations require an additional ERIM.
18SA372
3-9
SYSTEM OVERVIEW
Figure 3-7
Engine Room Interface Module
The ERIM performs many different functions. The primary function is to accept commands
from the active CSIM and then pass this information through the MIM(s) to the ECM(s). The
ERIM also commands the gear actuator(s) or Electronic Gear Interface Module(s) (EGIM) to
shift the transmission(s). The ERIM is designed to help protect the marine gears from damage
due to high engine speed shifting. The ERIM is also the main junction box for all of the Control
Station Interface Modules, Marine Interface Modules, gear actuators (gear/trolling), Emergency
Backup Control Panels, and Emergency Backup Power Modules.
3.2.2
MARINE INTERFACE MODULE
The MIM is an engine mounted module designed to make all of the necessary connections to the
ECM. The MIM also receives data from the marine gear sensors (oil temperature and oil pressure)
and places this information on the data link for the other modules to use. The MIM has the
software and processing for the Local Control Panel. There is also a Check Engine Light (CEL), a
Stop Engine Light (SEL), and an Ignition Light on the face of the MIM (see Figure 3-8).
3-10
18SA372
Figure 3-8
Marine Interface Module
There are four different styles of MIMs: :
3
3
3
3
Single ECM MIM with fuses P/N: 23519567

Multi ECM MIM with fuses P/N: 23519568
Single ECM MIM with out fuses P/N: 23519565
Multi ECM MIM with out fuses P/N: 23519566
Multi ECM MIMs support up to three ECMs.
3.2.3
GEAR ACTUATORS, BACKUP GEAR ACTUATORS AND TROLL

ACTUATORS
Actuators are devices which translate the commands from the ERIM into rotational motion at the
gear shift lever. The actuator is attached to the directional lever on the marine gear via a push/pull
cable. When the command from the ERIM is transmitted, the actuator will move accordingly.
The actuator follows the motion of the lever.
NOTICE:
The actuator is a 24 Volt ONLY device!
The part numbers are listed in Table 3-5. The following illustration shows the backup gear
actuator (see Figure 3-9).
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3-11
SYSTEM OVERVIEW
DDC P/N
23517554
Actuator - Gear, 24 Volt
23517555
Actuator - Troll, 24 Volt
23519571
Backup Actuator Coupler
23520439
Actuator - Emergency, 24 Volt
Table 3-5
Actuator Part Numbers
Figure 3-9
3.2.4
Description
Backup Gear Actuator
ELECTRONIC GEAR INTERFACE MODULE
The EGIM, P/N: 23519500, directs ERIM shift commands to electric shift transmissions (see
Figure 3-10). The EGIM is a 12/24 volt device with its own backup.
3-12
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Figure 3-10
3.2.5
Electronic Gear Interface Module
ELECTRONIC BACKUP POWER MODULE
The EBPM P/N: 23519569, supplies power to the electric backup actuators while in emergency
backup mode (see Figure 3-11).
Figure 3-11
Electronic Backup Power Module
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3-13
SYSTEM OVERVIEW
Electrical connections are made to the ERIM (for the command signals), and to the battery (for
actuator power). The EBPM is mounted in the engine room, close to the emergency backup
actuators. Since this module also provides power to operate the actuators, it must be located close
to a battery source.
3.2.6
LOCAL CONTROL PANEL
The LCP, P/N: 23519570, is designed to be mounted in the engine room next to the engine. The
LCP provides throttle control to a technician working on the engine, while preventing shifting
of the transmission. The LCP has a six foot long pigtail harness. This pigtail will attach to
another pigtail on the MIM to ERIM harness. This panel is designed for diagnostic purposes
only (see Figure 3-12).
Figure 3-12
Local Control Panel
3-14
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FEATURES
The DDEC III Level II Bridge Control system provides the following standard features:
3
3
3
3
3
Seamless transfer of control from the active control station to any one of the additional
control stations (up to five)
Control and synchronization of two to four engines
Two levels of idle, low idle and user idle
Drag down prevention routine designed to prevent engine stall when changing gear
direction
High engine speed shifting protection that allows forward motion to be stopped quickly
without damaging the transmission
The first three features are reached using the Control Button Panel (CBP) and are available on
the three, four and five Control Button Panels (see Figure 4-1).
Figure 4-1
Three Button Control Panel
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4-1
FEATURES
Engine overload protection that maintains acceleration performance while protecting engine
durability is provided for some DDEC III engines. This feature is available on the four or five
CBP (see Figure 4-2).
Figure 4-2
The Four and Five Control Button Panels
Trolling gear control is an optional feature accessed on the five button CBP (see Figure 4-2).
4.1
STATION TRANSFER
This feature provides seamless transfer of control from an active control station to any additional
control stations. Only one station may be active at a time.
Press and release the STATION ACTIVE button to take control at an inactive station. The
previously active station no longer has throttle and gear control. The gear direction at the current
station must match transmission gear direction prior to pressing the STATION ACTIVE button or
the Engine Room Interface Module (ERIM) will immediately shift the transmission(s) to neutral
and idle the engines. The captain has five seconds at the new active station to match the previous
throttle within 100 RPM, during which time the STATION ACTIVE lamp blinks. After five
seconds if the match is not achieved, the control system will set the transmission(s) to neutral and
the engine(s) to idle. At the same time, an audible alarm will sound and the Electronic Display
Module(s) (EDM) will display a throttle qualification error message.
Each control station may have an optional station lock out switch. When actuated at the active
control station, the inactive control stations are prevented from taking control. The secondary
station(s) may not assume control if the master station lockout switch is on when the ignition is
turned ON. The secondary station lockout switches, however, are ignored upon ignition On. Care
should be exercised when deciding on location of the master station.
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4.2
ENGINE SYNCHRONIZATION
This feature provides the control and synchronization of two to four engines.
Pressing and releasing the SYNC button at the active control station lights the SYNC lamp on
the button panel and signals the engine to the same RPM. The "master" throttle now controls all
the engine(s). Pressing and releasing the SYNC button again deactivates Engine Synch mode.
The SYNC lamp will blink until the captain matches the throttle of each engine within 100
RPM on the master throttle.
The port throttle lever is factory preset to be the "master" throttle lever in Engine Sync mode. The
following procedure will train the system to recognize the starboard throttle lever as the "master".
It also may be used to retrain the system to again recognize the port throttle as "master".
1. Engines must be at zero RPM with ignition on.
2. Place both throttle levers at the idle position.
3. Press and hold the SYNC button for two seconds until the SYNC lamp begins to flash.
4. Continue to hold the SYNC button and move the desired master throttle lever to the
maximum forward throttle position.
5. When the maximum throttle position is reached, the SYNC lamp will light continuously,
indicating the control station has set this throttle as the "master."
6. Release the SYNC button. The SYNC lamp will turn off.
7. Cycle the ignition (key must be off for at least thirty seconds).
This procedure need only be performed at one station.
4.3
LOW IDLE
The DDEC III Level II Bridge Control system provides for two levels of idle, low idle and
user idle.
The LO IDLE button toggles between low idle and user idle. Pressing and releasing the LO IDLE
button at the active control station lights the LO IDLE lamp and enables the lowest possible idle
for the engine(s) at minimum throttle. The low idle RPM is factory pre-set for each engine. The
low idle is elevated on a cold engine to speed warm up. As the engine oil temperature increases,
the low idle RPM ratchets down to the fully warm value.
Pressing and releasing the LO IDLE button again extinguishes the LO IDLE lamp and enables
User Idle mode. The user idle speed is factory pre-set to 550 RPM, but may not be lower than
the low idle RPM. User idle may be set by the captain to any engine RPM between low idle
RPM and 750 RPM.
To set user idle:
NOTE:
All engines must be running and at normal operating temperature.
1. Put the throttle levers in the idle position and the transmission in neutral.
18SA372
4-3
FEATURES
2. Press and hold the LO IDLE button. After two seconds, the LO IDLE lamp will start
flashing.
3. Engine speed will start to increase at a slow rate. Speed will slowly cycle between the low
idle RPM and 750 RPM. The speed will continue to cycle until the button is released.
4. Release the LO IDLE button when the engine(s) reaches the desired user idle speed. The
control system has now learned this speed and will return to it whenever the throttle levers
are at minimum and the LO IDLE lamp is off.
4.4
TROLL (OPTIONAL)
The DDEC III Level II Bridge Control system troll option provides for the control of the
transmission trolling valve(s). The trolling valve slips the transmission, allowing the propeller
to rotate slower than it would in lock-up, which allows the vessel to travel slower than normal
at low idle RPM. Pressing and releasing the TROLL button at the active control station lights
the TROLL lamp and commands the engine(s) to the preset troll RPM. The throttle lever(s) now
control transmission slip. Pressing and releasing the TROLL button again deactivates Troll mode,
drops the engine(s) to idle RPM, and fully engages clutch lockup. The TROLL lamp will blink
until the captain qualifies the throttle(s) by setting idle position.
NOTE:
Engine RPM is limited upon exiting Troll mode until transmission oil pressure rises to
an acceptable level.
4.5
ENGINE OVERLOAD PROTECTION
Some Detroit Diesel marine engines are programmed with an engine overload protection feature.
NOTICE:
Running in an overloaded condition may adversely
effect engine life.
Engine overload protection prohibits operation above the normal propeller load curve for
prolonged periods of time. This maintains acceleration performance while protecting engine
durability. The overload feature will not activate under normal operation, but may activate when
running on only one engine in multi-engine vessels, when one or more injector fails, when debris
tangles in the propeller, etc.
An audible warning sounds and a warning message is displayed on the EDM(s) when engine
output exceeds the maximum allowed torque curve for more than one minute. After two
additional minutes, the Check Engine Light (CEL) illuminates and code 58 is displayed. The
engine output will ramp down to the maximum allowed torque curve. Pressing and releasing the
ENG OVR button at the active control station restores full power for two minutes followed by
another ramp down. See Figure 4-3.
4-4
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Figure 4-3
4.6
Engine Overload-Override
LOW VOLTAGE INDICATION
The EDM constantly displays the battery voltage measured at the Marine Interface Module
(MIM). Should the voltage at the MIM drop below 10.5 volts, the EDM(s) will display a low
voltage code. Should the voltage drop below 10.5 volts at the Electronic Control Module(s)
(ECM), the EDM(s) will display a different low voltage code. Should the voltage drop below 10.5
volts at the active CSIM, all the lamps on the button panel will flash as an indication, and the
EDM(s) will display a different low voltage code as listed in Table 4-1.
Table 4-1
4.7
Code Number
Location of Low Voltage Indication

(below 10.5 V)
46
ECM
405
MIM
301
CSIM
Low Voltage Codes
BUTTON PANEL DIMMING
The lamps on the button panel(s) may be dimmed to one of four levels by pressing and releasing
the STATION ACTIVE button at the active control station. Continued pressing and releasing of
the STATION ACTIVE button will cycle through all the levels. The level is stored and used at
all control stations.
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4-5
FEATURES
4.8
NEUTRAL/IDLE
Pressing and holding the STATION ACTIVE button for more than two seconds commands the
transmission(s) to neutral and the engine(s) to idle.
4.9
CLUTCH LOCK-OUT
The transmission(s) can be locked in neutral by using the neutral lock-out feature in control
stations with single lever control heads. This allows the operator to throttle the engine(s) without
engaging the transmission(s) for troubleshooting and dockside check-out purposes. While
the control head(s) are in the neutral position, pressing both the SYNC and LO IDLE buttons
simultaneously until the SYNC and LO IDLE lamps flash locks the transmission(s) in neutral.
The SYNC and LO IDLE lamps continue to blink as an indication of Lock-out mode. Pressing
and releasing both the SYNC and LO IDLE buttons again restores transmission control to the
gear head(s).
4.10
HIGH ENGINE SPEED SHIFT PROTECTION
The DDEC III Level II Bridge Control system provides for high engine speed shifting protection.
NOTICE:
Transmission shifts above the recommended RPM may
damage the transmission.
This feature is designed to allow forward motion to be stopped as quickly as possible without
damaging the transmission. Should the captain maintain throttle position but reverse the
transmission direction, the ERIM immediately commands the engine(s) below 800 RPM and the
transmission(s) to neutral. Once the engine speed drops below 800 RPM, the ERIM commands
the transmission to shift, waits an additional 0.4 seconds, and then commands the engine to return
to the speed corresponding to the throttle lever position.
4.11
DRAG DOWN PREVENTION STRATEGY
The drag down prevention routine is designed to prevent engine stall when changing gear
direction and bringing the engine speed to idle while the vessel is moving. The ERIM controls
the drag down prevention strategy, which allows for different responses depending upon the
speed of the vessel. The ERIM enables the routine when the engine(s) have been in gear above
950 RPM for more than ten seconds. When it detects conditions that will put the engine(s) in
jeopardy of stalling, it boosts the commanded engine speed briefly to increase the available torque
and keep the engine(s) from dragging down.
If the vessel has been in ahead gear direction between 950 RPM and 1650 RPM for more than ten
seconds, the low speed drag down prevention routine is available (see Figure 4-4).
Should the captain abruptly change transmission direction to astern and bring the throttle lever(s)
to idle, the following events will occur:
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18SA372
1. The ERIM will immediately shift to neutral and set speed at idle.
2. The ERIM simultaneously commands the shift actuator to move to astern and commands
the engine speed to 750 RPM, 0.4 seconds after the engine speed drops below 800 RPM.
3. The speed ramps up at a 800 RPM/second rate to the target speed of 750 RPM. The engine
will stay running due to the additional torque available at 750 RPM.
4. After 3.2 seconds at 750 RPM, the ERIM will again command the engine to go to idle
RPM. By this time the vessel has essentially stopped in the water and there will be little
back-torque on the propeller.
18SA372
4-7
FEATURES
Figure 4-4
Dragdown Routine - 1580 RPM
The high speed drag down prevention routine is available if the vessel has been in ahead gear
direction above 1650 RPM for more than 10 seconds. The ERIM response is the same as in the
low speed drag down prevention routine, except that the ERIM commands 1200 RPM instead of
750 RPM for 3.2 seconds (see Figure 4-5).
4-8
18SA372
Figure 4-5
Dragdown Routine - 1680 RPM
18SA372
4-9
FEATURES
4-10
18SA372
CONTROL SYSTEM
Understanding the purpose and operation of each system module is helpful, when checking a
system after installation. This section provides information on some of the internal workings of
the system components. The major components are:
3
3
3
3
3
Control Station Interface Module (CSIM)

Engine Room Interface Module (ERIM)
Marine Interface Module (MIM)
Gear Actuator, Troll Actuator and Backup Actuator
Electronic Gear Interface Module (EGIM)
There are two distinct data bus (J 1708) signals in the system (see Figure 5-1). The control system
data bus, and the engine data bus. The control system data bus carries all of the information about
the control system between the controlling marine modules. The engine data link carries all of the
engine data. The other systems will still function.
18SA372
5-1
CONTROL SYSTEM
1. Port engine
4. Control Station 2
2. Starboard Engine
5. Port Gear Actuator
3. Control Station 1
6. Starboard Gear Actuator
Figure 5-1
5.1
Data Links System Schematic
The main function of the CSIM (see Figure 5-2) is to act as an interface between the captain and
the ERIM. The CSIM receives commands from the captain via the control levers and control
panel at the helm. The CSIM interprets the commands and sends them on the control data link
to the ERIM. The ERIM makes control decisions based on this data. The ERIM also sends
commands to the CSIM on the control data link to have it illuminate the Light Emitting Diodes
(LED) on the control panel.
5-2
18SA372
Figure 5-2
5.1.1
CONTROL BUTTON PANEL
The Control Button Panel (CBP) connects to the CSIM. See Figure 5-3. When the buttons on the
control panel are pressed, the switches in the panel produce a ground (0 volts) signal to the control
panel button interface circuit located in the CSIM.
The control panel circuitry also contains LED Drivers. The CSIM microprocessor receives
commands from the ERIM microprocessor. The CSIM microprocessor interprets these commands
and activates the appropriate LED drivers to illuminate the control panel LEDs. These LEDs
inform the captain when the various modes are active. The drivers have been designed to provide
current for LED devices only.
5.1.2
CONTROL LEVERS
The clutch head connects to the CSIM. See Figure 5-3 The clutch head contains micro switches
that make and break as the levers are moved. The resulting high and low signals enter the clutch
head interface connector. From the clutch head interface the signal enters the CSIM input
multiplexer. The CSIM microprocessor continuously reports the status of the clutch head lever to
the ERIM via the control data link. The ERIM microprocessor monitors the status of the clutch
inputs and makes control decisions based on this information.
The throttle heads are connected to the CSIM. The throttle heads contain a potentiometer attached
to each lever that varies DC voltage. From the throttle interface, the signal enters the Analog to
Digital Converter (A/D) and is converted from an analog voltage level to a digital value. This
digital value is read by the CSIM microprocessor and sent to the ERIM via the control data link.
This information is used by the ERIM to provide throttle request to the engine.
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5-3
CONTROL SYSTEM
5.1.3
The Electronic Display Module (EDM)s attach to the CSIM. See Figure 5-3 Each CSIM controls
up to two EDMs. The CSIM provides power to operate serial data link connections and the
EDMs. The serial data link wires pass through the CSIM through the ERIM connector and run
directly to the EDM.
The EDM displays information from both the control system data link and the engine data link.
5.1.4
ENGINE ROOM INTERFACE MODULE CONNECTOR
The wire harness from the ERIM connects to the CSIM using this connector. See Figure 5-3 This
connector routes wires for several functions, including:
3
3
3
3
Power for the CSIM

Control system data link
Engine data links
Engine ignition signals (master station only)
At the master control station, the ERIM connector accepts ignition wires from the ignition
switches. The ignition wires do not provide power to any module, rather they are a signal for the
ECM, MIM, and ERIM to power up. The microprocessors in these modules monitor the ignition
signals for ignition voltage and turn on when they are present.
5.1.5
An Emergency Backup Control Panel (EBCP) is also connected to the CSIM harness (master
station only). See Figure 5-3. There are two versions of the EBCP for both single and dual engine
installations. Both provide the switch to enter backup mode and throttle controls for the engine(s).
The second version adds toggle switch(es) for transmission control.
In backup mode, throttle voltage signals from the EBCP are relayed directly to the ECM via the
ERIM and MIM. In backup mode, the ECM responds to the analog voltage throttle request from
the EBCP rather than the frequency value from ERIM.
5-4
18SA372
Figure 5-3
5.1.6
Control Station Interface Module Connections
OPERATING PARAMETERS
The CSIM contains nonvolatile memory for calibration and operational parameter storage. The
stored information is used by the microprocessors in operating the control modes of the system.
The CSIM stores the idle and maximum speed throttle A/D values. These A/D converter values
are for the idle position and the full throttle position of the throttle potentiometers. Separate
values are stored for the ahead and astern directions of the throttle lever movement for single lever
control heads. Only forward throttle lever values are stored for dual lever control heads.
The CSIM differentiates between single and dual lever control heads by determining whether or
not the gear shift is in neutral during the "train the throttle levers" routine normally done during
the dockside checkout. A single lever control head will be in ahead during the ahead throttle
training, and in astern during astern training. A dual lever control head will be in neutral during
throttle training. If the throttles are not trained, the following results may occur.
The engine(s) may not achieve no-load full throttle RPM.
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5-5
CONTROL SYSTEM
3
3
3
The engine idle speed(s) may not match.

The throttles may have a large dead band region of operation.
The throttles may have a region of operation that will generate a fault.
Default values for the throttle lever positions are stored in the CSIM nonvolatile memory at
the factory and they need to be customized to the control head attached to them in the field.
The customization process is the "train the throttle levers" routine. The potentiometer position
values are read and stored during this process.
The approximate voltages coming from throttle head signal wire into the CSIM from the various
positions are listed in Table 5-1.
Limit Name
Voltage VDC
Reference Voltage
5.00
Upper Alarm Limit
4.88
Upper limit, max throttle position
4.76
Lower limit, max throttle position
3.42
Upper limit, min throttle position
1.71
Lower limit, min throttle position
0.29
Lower Alarm Limit
0.11
Ground
Table 5-1
Voltage from Throttle and Signal Wires
When the ignition key is turned on, the ERIM polls all the CSIMs connected to it and obtains the
minimum and maximum throttle lever position values. They are stored in ERIM Random Access
Memory (RAM) for use during that ignition cycle. The ERIM microprocessor uses these values
to interpret the throttle position transmitted to it by the CSIM during normal operation.
NOTE:
It is important to turn off the ignition key for thirty seconds following throttle training so the
new values can be stored in the CSIM.
5.1.7
STATION ACTIVE RELAY
The CSIM contains a set of DC relay contacts which close when the station becomes active.
These contacts may be used by other instruments at the control station to indicate active operation.
The contacts are available on pins 7 and 8 of the Gear Control Head Connector on the CSIM and
are capable of handling up to 1 A @ 24 VDC.
5.2
The ERIM is the central processor of the DDEC III Level II Bridge Control system (see
Figure 5-4).
5-6
18SA372
Figure 5-4
All signals needed for control system operation are monitored or controlled by this module. It
distributes power to other system modules and actuators, controls the electronic gear interface,
sends commands to the ECM, and passes engine and control system information to the EDMs.
5.2.1
CONTROL STATION CONNECTORS
The five secondary control station connectors are identical. The master control station connector
additionally contains the ignition wires. Each control station connector has its own control
data transceiver which sends and receives control data. These transceivers interface the ERIM
microprocessor to the serial control data links which run to each CSIM. Since each link is
independent of the others, a failure in one control link will not affect the function of the others.
Power, ground, and data links are provided to each CSIM through these connectors. Power to
each CSIM is protected with internal self resetting thermal switches.
5.2.2
PORT AND STARBOARD CLUTCH ACTUATOR CONNECTORS
These connectors interface to gear actuators or EGIMs for the port and starboard marine
gears. They provide power and the control signals (data link) to the gear actuators. The ERIM
microprocessor controls these signals based on commands from the captain and logic in the
software program. The ERIM microprocessor sends these signals via a control data transceiver to
the Port and Starboard Gear Interface circuits.
The actuators and the EGIMs provide the ERIM with positional feedback. This data tells the
ERIM microprocessor the gear actuator position. With this data, the ERIM makes gear actuator
control decisions.
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5-7
CONTROL SYSTEM
5.2.3
PORT AND STARBOARD TROLL ACTUATOR CONNECTOR
Connections are made here only if there is a troll actuator system fitted to the marine gears.
These connectors interface to troll actuators for the port and starboard trolling gears. The ERIM
microprocessor controls these signals based on commands from the captain and logic in the
software program. The ERIM microprocessor sends these signals via a control data transceiver to
the Port and Starboard Troll actuators.
The troll actuator(s) provide the ERIM with positional feedback. This data tells the ERIM
microprocessor the troll actuator position. With this data, the ERIM makes troll actuator control
decisions.
5.2.4
PORT AND STARBOARD MARINE INTERFACE MODULE

CONNECTOR
This connector carries signals to and from the engine-mounted ECMs via the MIMs. These
signals include:
3
3
3
3
3
3
3
Normal mode throttle signal (Frequency throttle)

Backup mode throttle signal (analog voltage)
Ignition signal
Engine speed signal (Tach Drive)
Engine overload override signal
Engine data link
Throttle select Primary/Backup (Sync Enable)
In the normal mode, the ERIM controls engine speed via the Frequency throttle and the Sync
Enable wire. It does this by grounding Sync Enable which instructs the ECM to respond to throttle
commands from the Frequency throttle input. The ERIM produces the frequency throttle signal
which is a variable frequency square wave. When the captain commands an increase in engine
speed, the ERIM increases the throttle frequency. The ECM responds to the higher frequency by
increasing the fuel injector pulse width signal to deliver more fuel.
In the backup mode, the ERIM removes the ground from the Sync Enable line which tells the
ECM to respond to the engine speed command from the backup throttle potentiometer input. The
backup throttle potentiometer signal is an analog voltage between 0 and 5 VDC. It is obtained
directly from the potentiometer in the backup panel at the master control station.
This connector also supplies ignition to the ECM, and carries the ECM data link to the ERIM
microprocessor. The ERIM microprocessor communicates on this link via the data transceiver
circuit.
5-8
18SA372
5.2.5
AUXILIARY EXPANSION CONNECTOR
This connector contains wires from the control data transceiver. These wires form a control
data link which enables the ERIM microprocessor to communicate with a second ERIM
microprocessor. This arrangement links two ERIMs together to control three or four engines
simultaneously.
5.2.6
DIAGNOSTIC CONNECTOR
The Diagnostic Data Reader (DDR) connects here to read the diagnostic information sent from the
ERIM microprocessor. The DDR data transceiver converts data from the ERIM microprocessor
to the J1587 format recognized by the DDR. This port transmits control station information
only, not engine information.
5.2.7
PC CONNECTOR
This connector is used for factory programming of the modules.
5.2.8
OPERATING PARAMETERS
The ERIM contains both volatile (temporary) and nonvolatile (permanent) memory for calibration
and operational parameter storage. The stored information is used by the microprocessors in
operating the control modes of the system. The ERIM stores the following parameters:
3
3
3
3
3
3
3
3
Idle and Maximum Speed Throttle A/D Values

User Idle Speed
Maximum Troll Engine Speed
Troll Speed
Transmission Pressure Switch Point
Bow Thruster Engine Speed
Engine Minimum and Maximum Speeds
Idle and Maximum Speed Throttle A/D Values
These A/D converter values are for the idle position and the full throttle position of the throttle
potentiometers for all the attached CSIMs. These values are transmitted to the ERIM and stored
right after the ignition key is turned on. This way the ERIM always receives the values that are
currently in the CSIMs. If a CSIM is replaced, its throttles must be re-trained. The numbers in
the ERIM will no longer be correct unless the new ones are obtained. By polling each CSIM
every time the ignition key is turned on, the numbers in the ERIM and in the individual CSIMs
always match.
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5-9
CONTROL SYSTEM
User Idle Speed

This is the speed that the captain has chosen to be the normal idle speed of the engines. The same
value applies to both engines if two engines are attached to the ERIM. The value is set using the
"User Idle Speed Adjustment" routine described in the Dockside Checkout procedure.
Maximum Troll Engine Speed

This value limits the maximum speed of the engine when in the troll mode. It is set with an EDM
by using the "Train ERIM Max Troll Engine Speed" routine in the EDM Programming Choices
menu. This speed should match the transmission manufacturers recommendations.
Troll Speed
This is the engine speed that the ERIM will command when the troll button is pressed and the
system runs in the troll mode. It is set using the "troll speed adjustment" routine in the EDM
programming choices menu.
Transmission Pressure Switch Point

These values set the transmission oil pressure at which the ERIM will inhibit throttle-up when
exiting troll mode. These values are not used if there is not a troll system attached to the ERIM.
These values are set with an EDM by using the "Transmission Oil Pressure Alarm Setpoint"
routine in the EDM programming choices menu.
Bow Thruster Engine Speed

This is the speed at which an engine will run when a hydraulic pump is attached to the engine
for providing pressure for a bow thruster. This is typically used only on three and four engine
vessels. The speed is set with an EDM by using the "Train Bow Thruster RPM" routine in the
EDM Programming Choices menu as described in the Dockside Checkout.
Engine Minimum and Maximum Speeds

These parameters are the values of the low idle speed and the maximum running speed of the
engines. The values are transmitted to the ERIM from the ECM during the ignition cycle. This
assures that if the calibration is ever changed for different minimum and maximum speeds, the
ERIM stored data will match that of the ECMs.
Parameters 2 through 7 can be read with an EDM by entering the Control System Display Choices
and Programming Choices menus. Engine Maximum and Minimum Speeds (value #7) can be
read with a DDR connected to a MIM or ERIM.
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5.3
An engine mounted Marine Interface Module (MIM) is the interface between a marine DDEC
engine and the controls and displays. This module is a watertight and convenient junction for
wires originating at the engine ECM(s) and requires the OEM to connect two harnesses to it. The
power harness (SK-10659) and the Engine Room Interface Module (ERIM) harness ( SK-11052)
are described in the Installation section.
Most wires entering the MIM are spliced and passed through except for the wires from the
transmission oil pressure and temperature sensors. These wires connect to an Analog to Digital
(A/D) Converter internal to the MIM. The converted values are transmitted on the engine serial
data link to the Electronic Display Module(s) (EDM). The MIM also samples the battery voltage
at the power connector and filters out voltage transients created by the fuel injector events. The
battery voltage is read by the A/D Converter and the value is transmitted on the engine serial
data link to the EDM.
The four available versions of the MIM are listed in Table 5-2. Two versions interface with only
one ECM on engines of eight or less cylinders. The other two versions interface with up to three
ECMs on engines of twelve to twenty four cylinders. The single and multi ECM MIMs also are
available in special fused versions for Class H and similar applications.
MIM Part Number
ECM(s)
Fused
23519565
Single
No
23519566
Multi
No
23519567
Single
Yes: one 20 amp
23519568
Multi
Yes: two 20 amp
Table 5-2
Four Available Versions of the MIM
The MIM has three Light Emitting Diodes (LED) and a diagnostic connector for trouble shooting
purposes (see Figure 5-5). The Ignition LED indicates that the MIM has ignition. The Check
Engine Light (CEL) and Stop Engine Light (SEL) wires from the ECM(s) are monitored by the
MIM, which lights the LED indicators in response to the state of these signals. On engines with
more than one ECM, the CEL and SEL will illuminate when any of the ECMs have an active
code. The hand held Diagnostic Data Reader (DDR), which plugs into the MIM diagnostic
connector, may be used to determine which ECM is broadcasting the fault. The DDR may also be
used to monitor parameters on the serial data link.
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5-11
CONTROL SYSTEM
Figure 5-5
5.3.1
Single ECM MIM
MASTER ECM CONNECTOR
The wire harness from the master ECM attaches here. An optional external warning device, and
the marine transmission sensors also connect here (see Figure 5-6).
5.3.2
RECEIVER ECM CONNECTOR
The receiver ECM(s) on a multi-ECM engine connect here. This harness carries control and
power wires to the ECM(s) (see Figure 5-6).
5.3.3
The cable from the ERIM attaches here and carries all the signals that travel between the control
system and the ECM. All of these signals are passed through the MIM, with the wire junction
points located on the MIM circuit board. The Local Control Panel (LCP) also pigtails into this
connector (see Figure 5-6).
5-12
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Figure 5-6
5.3.4
MIM Connections
DDR CONNECTOR
The DDR plugs into this connector for use in monitoring the ECM(s). The engine serial data link
connection is made here, with power for the DDR provided by the MIM (see Figure 5-6).
5.3.5
POWER CONNECTOR
The power connector attaches power and ground wires from the battery source designated for the
ECM(s). The connector provides power to the MIM and attached ECM(s).
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5-13
CONTROL SYSTEM
5.3.6
MARINE GEAR SENSORS AND SWITCHES
The Marine Gear contains a Gear Pressure Sensor, a Gear Pressure Switch, and a Gear
Temperature Sensor. The two sensors are connected into the Marine Engine Control System for
informational and system protection functions. The switch is normally closed (when in neutral)
and is open when in gear (high pressure). It is used by the DDEC and MDEC marine control
systems and the MDEC governor.
If the marine control system is configured for a pressure switch and the switch is not installed,
the gear will not engage. The governor is programmed to only allow the engine to operate in
half-engine while the gear is in neutral. If no switch is used, the controls will think the engine
is in gear and never operate in half-engine.
The part numbers for the Gear Temperature and Pressure Sensors are listed in Table 5-3.
Description
Range
Part Number
Gear Temperature Sensor
-40 to 150C
23518092
Gear Pressure Sensor
0 - 400 psia
23520795
Table 5-3
Gear Harness and Sensor Part Numbers
See Figure 5-7 for the part numbers and length of the Marine Gear Sensor Harnesses.
Figure 5-7
Marine Gear Sensor Harness
Neutral Indication
DDEC III Gear Actuators contain an internal micro switch offering normally open and normally
closed contacts. The X are rated to 200 mA of current. Access to the switch is gained through the
connector on the actuator using harness, SK 11378.
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18SA372
The DDEC III EGIM used for electric shift gears does not offer a dedicated neutral indicator for
use by external systems. Normally an independent pressure switch may be used in the marine gear.
If using the solenoid drive outputs of the EGIM is required by other systems, an interface device
must be built to isolate the EGIM from the external systems. See Figure 5-8for the recommended
configuration for obtaining a neutral signal if a neutral switch is not available on the transmission.
Figure 5-8
5.4
Configuration for Obtaining a Neutral Signal Without a Neutal

Switch
ACTUATORS
The actuator is an electromechanical device which receives electrical signals and translates
the signal to mechanical motion. The rotational motion is used to mechanically actuate the
transmission. There are three types of actuators used in the control system: marine gear clutch
actuator, backup actuator, and troll actuator.
NOTE:
All DDEC III actuators require 24 volts. Converters are required for 12 volt systems.
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5-15
CONTROL SYSTEM
The actuators get information from the Engine Room Interface Module (ERIM) from the data line
or from the GEAR1 (G1) and GEAR2 (G2) signals.
Information from the data line is carried over the data bus and interpreted by the gear actuator.
The position feedback is sent back to the ERIM on the same data bus.
Information is also sent to the actuator via the G1 and G2 signals as listed in Table 5-4.
Actuators
Data Bus
Marine Gear Actuator
G1, G2
Backup Actuator
Troll Actuator
EGIM
Table 5-4
X (in b/u mode)
Commands to the Actuators
The G1 and G2 signals are logic high and low signals. The G1 and G2 are only used in the backup
mode. The logic associated with the G1 and G2 while in backup mode is listed in Table 5-5.
Gear Position
Gear 1
Gear 2
AHEAD
high
low
NEUTRAL (fault)
high
high
NEUTRAL (normal)
low
low
ASTERN
low
high
Table 5-5
5.4.1
Gear 1 and Gear 2 Logic in Backup Mode
MARINE GEAR CLUTCH ACTUATOR
The gear actuator is an electromechanical device which receives signals from the ERIM and
translates the signal to rotational motion. This information is carried over the data link, and is
a complete closed loop system. There are range position switches in the gear actuator which
provide the position feedback. If the position switches are not operational, a code will display
on the EDM, and the actuator will operate at a reduced speed. There will be no loss of force
under these conditions.
The gear actuator is an intelligent device. The gear actuator is constantly sending signals
concerning its location to the ERIM. The ERIM then knows if the actuator has not traveled far
enough to properly engage the marine gear selector valve. If the actuator experiences a higher
than normal load, code 339 will be displayed on the EDM. If a cable is binding, and the actuator
cannot achieve the maximum travel, another code will display on the EDM.
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NOTICE:
Correct installation of the push-pull cable is required for proper
operation of the gear actuator. The gear actuator is equipped with
dry contacts which close when the actuator is in a neutral position.
A push-pull cable is connected to the output arm attached to the gear actuator shaft. The other end
of the push-pull cable is fastened to the selector valve on the marine transmission.
Engine Room Interface Module Connector

The ERIM attaches to the actuator and provides power, ground and control signals through
this connector. The control signals are sent and received over the control data link. The clutch
actuator assembly consists of a backup solenoid, and a stepper motor that moves the transmission
shift lever by use of a linear cable.
5.4.2
BACKUP ACTUATOR
The backup actuator is used to take over the actuation of the gear selector valve in the event that
the primary gear actuator does not function properly. The backup gear actuator operates on
the G1 and G2 logic. The backup gear actuator is mechanically connected to the primary gear
actuator via a solid rod between the backup gear actuator arm and the backup arm on the primary
actuator. See Figure 5-9.
1. Backup Gear Actuator
3. Primary Gear Actuator
2. Connecting Rod
Figure 5-9
Backup and Primary Gear Actuators
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5-17
CONTROL SYSTEM
When the backup mode is engaged, several different events occur:

1. Code 317 flashes on the EDM, indicating that the system has gone into backup mode.
2. The primary actuator powers down and goes to a free-wheeling state.
3. The backup actuator powers up and mechanically connects to the gear selector valve arm
via an electric solenoid.
4. The switches on the emergency backup panel become active and now control the
emergency backup actuator via G1 & G2 signals.
The brackets are designed so that both the primary gear actuator and the backup actuator can be
mounted to each other. See Figure 5-9.
The control signals for the backup actuator are G1 and G2. Control signal states and the resulting
commanded actuator position are listed in Table 5-6.
Gear Position
G1
G2
AHEAD
high*
low
NEUTRAL (fault)
high*
high*
NEUTRAL (normal)
low
low
ASTERN
low
high*
* high = +12/24 Volts DC, IGN

low = 0 Volts, Ground
Table 5-6
Backup Actuator Control Signals
Emergency Backup Power Module Connector

The EBPM attaches to the actuator and provides power, ground and G1/G2 signals through this
connector. The G1/G2 signals originate at the EBCP, and are passed through the ERIM and
EBPM to the backup gear actuators.
5.4.3
TROLL ACTUATOR
The troll actuator is an optional actuator on vessels equipped with trolling valve equipped
transmissions. The ERIM recognizes that there is a troll actuator present when the troll actuator is
plugged into the ERIM. The troll actuator receives commands from the ERIM via the data bus.
There are range position switches in the troll actuator which provide feedback. The troll actuator
is attached to the trolling valve on the marine gear via a push pull type cable. When the troll
button is pressed, troll mode is activated and several events occur:
The engine rpm goes to a predetermined speed. This speed is programmed through the
EDM.
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The throttle lever now controls the motion of the troll actuator. The troll actuator tracks
the motion of the throttle lever. Minimum throttle position results in maximum slip and
maximum throttle position results in minimum slip.
NOTE:
When exiting troll mode, the engine RPM will be limited until the transmission builds up
enough oil pressure in the clutch plates to achieve full lockup in the clutch. The system
determines this pressure via the pressure sensor mounted on the valve.
ERIM to Actuator Connector

The ERIM attaches to the actuator and provides power, ground and control signals through this
connector. The control signals are sent and received over the control data link.
Shaft Speed Sensor Connector

The transmission output shaft speed sensor connects to the actuator assembly here. The shaft
sensor is a Hall Effect device that senses the eight magnets on the shaft speed ring. The sensor
pulses are filtered and detected by the interface circuit in the troll actuator, and fed to the ERIM
microprocessor.
5.4.4
DDEC III GEAR ACTUATORS ON 12 VOLT SYSTEMS
DDEC III gear actuators require a 24 volt supply for operation. A vessel does not have to be
completely wired for 24 volts, a voltage converter is required. The 24 volt output must be
connected to the battery power 1/4 in. lugs on the ERIM and EBPM (if used). See Figure5-10.
Figure 5-10
Converting to 24 volts from 12 volts
Systems using electric shift (EGIM) instead of actuators may not require 24 volts. The limitation
in this case is the electrical requirements of the shift solenoids in the marine gear. If the solenoids
will operate using 12 volts, then the entire system will run using 12 volts.
5.5
The Electronic Gear Interface assembly consists of electronic circuitry that interprets data link
commands and translates those commands to voltages activating the appropriate solenoid on the
electric shift marine gear.
The neutral status line signals the ERIM that the neutral position is achieved when commanded.
A high signal on this line signifies the neutral position. If this status indicates that neutral cannot
be achieved, the ERIM prevents further movement of the solenoids.
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5-19
CONTROL SYSTEM
5.5.1
The ERIM attaches to the Engine Room Interface Module and provides power, ground and control
signals through the Engine Room Interface Module connector.
5.5.2
EGIM BACKUP
The ERIM control signals for the EGIM backup interface are G1 and G2. The commanded
position according to the state of the signals is listed in Table 5-7.
GEAR POSITION
G1
G2
AHEAD
high*
low
NEUTRAL (fault)
high*
high*
NEUTRAL (normal)
low
low
ASTERN
low
high*
* high = +12/24 Volts DC, IGN

low = 0 Volts, Ground
Table 5-7
ERIM Control Signals for the EGIM Interface
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This section describes operation and programming of the Electronic Display Module (EDM) for
the DDEC III Electronic Bridge Control Level II system.
6.1
OPERATING THE ELECTRONIC DISPLAY MODULE
The EDM automatically turns on with activity on the data link. The module briefly sounds
its audible alarm and runs through checks of the display and internal circuits. Following the
checks, it receives and displays engine and transmission data. The EDM always displays engine
speed, coolant temperature, oil pressure, fuel consumption rate, battery voltage, transmission oil
temperature, transmission oil pressure, gear direction, and the active control station number
(see Figure 6-1).
Figure 6-1
18SA372
6-1
6.1.1
TEXT WINDOW
The EDM displays additional information and instruction in the text window. The messages scroll
through the window. When an item is selected for a view, the value of that item, e. g., engine
hours, remains stationary in the text window.
6.1.2
KEYPAD
The six buttons on the keypad permit access to information and features as follows:
Used to disable an audible alarm received and displayed by the EDM
and to increase settings in the programming mode.
Accesses features and information in four separate menus. Pressing it causes the
headings of the four menus to scroll through the text window. The menu button also
exits any sub-menu and return the text window display to the main menu level.
Skips to the next choice in any menu, providing a "fast forward" feature. In the
programming mode, it adjusts the setting of several user-programmable features.
Allows a choice of a topic or option in the menus. When any portion of a

menu item is scrolling through the window, pressing this button makes it
active. In the programming mode, the select button
Permits exit from any level of menu to the next higher level. Pressing clear
while in the main menu clears the text window entirely. When a diagnostic
message is in the window, this button clears the message. In the programming
mode, Clear allows backing up from an unintended step.
Turns on the back lighting for night operation. There are four levels of intensity.
Each press of the button decreases intensity until reaching the fifth (off) level.
One more press of the button returns the intensity to the maximum. Light is
also used to decrease settings in the programming mode.
6.1.3
MENUS
Pressing the MENU button causes the four main menu choices to scroll through the text window.
Pressing SELECT on any choice scrolls the items in that menu through the text window. A
description of the four main menus follows:
Engine Display Choices

This menu contains 13 items involving engine operation. The data comes from the ECM and the
available items are shown in the first column of Figure 6-2.
6-2
18SA372
Control System Display Choices

There are up to 16 items in this menu. The information comes from the ERIM and the available
parameters are shown in the second column of Figure 6-2.
Programming Choices
This menu contains up to 21 items, four of which are set by the technician during the initial
dockside checks. They include alarm set points and special operating speeds that are locked from
being changed after 20 hours of operation. Refer to the third column of Figure 6-2 for these items.
Historic Diagnostic Codes

This menu reviews diagnostic code information for the engine, transmission and control system
which the EDM stores for later recall. The code categories are shown in the fourth column of
the next illustration (see Figure 6-2).
NOTE:
If the EDM is operating as a service replacement with some earlier levels of control
system, several menu items in the CONTROL SYSTEM DISPLAY CHOICES,
PROGRAMMING CHOICES and HISTORIC DIAGNOSTIC CODES menus will not
display.
18SA372
6-3
Figure 6-2
EDM Menu Tree
6-4
18SA372
6.1.4
ALARM CONDITIONS
Each EDM has a 90 dB internal alarm that sounds whenever the EDM displays a code. There is
also an internal alarm relay that closes contacts when the alarm sounds. These contacts are rated
at 2 amps and may be wired to an external alarm circuit (see Figure 6-3).
Figure 6-3
External Alarm Installation
Alarm conditions trigger the EDM to take several actions. The audible alarm sounds and a word
description scrolls through the text window. At the same time, the word ALARM CODE appears
in the lower left corner, and the word CHECK blinks in the upper left corner of the EDM. If one
of the permanently displayed items is affected, the corresponding icon blinks. Finally, a set of
internal switch contacts closes or opens to allow control of an external alarm. Pin F connects to a
normally open contact, and pin G connects to a normally closed contact.
There are four engine alarm conditions that request the captain to stop the engine. Under these
conditions, both CHECK and STOP blink in the upper left corner (see Figure 6-4).
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6-5
Figure 6-4
Electronic Display Module - Alarm Condition
If the alarm is for an engine condition, the word ENGINE blinks. If it is a transmission alarm,
"TRANS" blinks, and if it is a control system alarm, the words CONTROL SYS appear in the
lower left corner. If more than one alarm is active, the word MULTIPLE appears in the lower left
corner. A word description of all active alarms scrolls through the text window.
6.2
PROGRAMMING THE EDM
Several EDM operating features may be set in the PROGRAMMING CHOICES menu. Press the
MENU button to enter the main menu. Each choice will scroll through the text window. When
PROGRAMMING CHOICES appears, press the SELECT button. The items in that menu will
scroll through the text window one after another.
6.2.1
RESET TRIP HOURS AND RESET TRIP FUEL USED
The trip hours and trip fuel used are located in the ENGINE DISPLAY CHOICES menu, and
reset to zero in the PROGRAMMING CHOICES menu.
When RESET TRIP HOURS or RESET TRIP FUEL USED scroll through the text window,
press SELECT to choose the desired item.
The word SURE??? will appear in the window. If certain of this action, press SELECT to reset
the quantity to zero. Otherwise press CLEAR to go on to the next item.
6.2.2
ENGLISH/METRIC SELECTION
When ENGLISH/METRIC DISPLAY MODES scrolls through the window, press SELECT.
6-6
18SA372
The current selection will appear. Pressing SCROLL changes to the other choice.
After selecting the desired mode, press SELECT and the EDM will always display that system of
units. If no change in choice is desired, press CLEAR.
6.2.3
TEXT SCROLL SPEED
Press SELECT when TEXT SCROLL SPEED appears in the text window.
Three choices of scroll speed are available: fast, normal and slow. Press SCROLL until the
desired speed appears, then press SELECT to choose it.
6.2.4
CHOICE REMINDER
When viewing an item in the ENGINE DISPLAY CHOICES or CONTROL SYSTEM DISPLAY
CHOICES menus, the title of the item scrolls through the window every five seconds. This
provides a reminder of what is being viewed.
This reminder may be turned off by selecting the item when it scrolls through the window.
Change INREM ON to REM OFF by pressing the SCROLL button followed by SELECT
to make the choice.
6.2.5
ALARM OUTPUT LEVEL
Press SELECT when ALARM OUTPUT LEVEL appears in the text window.
Four levels of loudness are available in the EDM. Pressing SCROLL cycles through the loudness
levels and allows selection to the level matching the conditions at the control station.
6.2.6
BEEP FEEDBACK
The EDM produces a beep each time a button is pressed, but may be disabled.
Press SELECT when BEEP FEEDBACK appears in the text window.
The message will read either BEEP OFF or BEEP ON. Press SCROLL to choose the desired
message, followed by SELECT to make the choice.
6.2.7
TRAIN NEW EDMS AND TRAIN NEW ERIM
The service technician uses these programming features when making a service replacement or
adding an additional control station. Any other EDM attached to the same engine will teach the
new unit all the programmed levels, avoiding lengthy manual programming.
The other items in the PROGRAMMING CHOICES menu allow viewing of the set points for the
maximum troll engine speed, the transmission oil pressure alarm, the transmission oil temperature
alarm, and the bow thruster engine speed.
Press SELECT when the desired item scrolls by and the set point will briefly display.
18SA372
6-7
6.3
PROGRAMMING AND TRAINING IN A NEW BOAT
The first EDM(s) programmed will be the "trainer" EDM(s) in the "training" control station.
Refer to the DDEC III Marine Troubleshooting Guide, 6SE499 if the EDM does not give the
indicated response in any of the following steps. When the problem is corrected, repeat the steps
in this section from the beginning to be sure that the system is working properly.
6.3.1
PROGRAMMING THE EDMS IN A NEW BOAT

NOTICE:
DO NOT run the TRAIN NEW EDMs item in the PROGRAMMING
CHOICES menu until the EDMs at the "training" control station
are programmed. The TRAIN NEW EDMs feature can be used
only within the first twenty hours of EDM operation. EDMs
accumulate time whenever they are powered up. After twenty
hours each EDM must be programmed individually.
Select one EDM to be the "trainer" once the EDMs are mounted and connected at each control
station. Program the "trainer" EDM as follows:
NOTICE:
Turn the engine ignition switch "ON" to program the trainer
EDM but DO NOT START the engine.
1. Turn on the engine ignition switch for one engine at a time. The EDM for that engine
will power up.
2. Make certain that the engine temperature and battery volts display on the EDM after 10
seconds. Other data will also appear. Repeat this step for each engine in the vessel.
3. Activate a control station by pressing the control station STATION ACTIVE button.
Observe that the control station number and gear direction status appear on the EDM
panel. Check this at all EDM locations on the vessel.
4. Go to a station in the vessel which has an EDM for each engine in the vessel. Here you
will program the minimum transmission oil pressure and maximum transmission oil
temperature. The default values are listed in Table 6-1.
NOTE:
This procedure must be performed on each EDM at this station.
NOTE:
Be certain that the temperature and pressure alarm values are those the transmission
manufacturer recommends. When the EDM has been powered up for less than 20 hours,
it may be programmed and reprogrammed as many times as needed to get the alarm
points correct. However, after 20 hours of operation the values lock in and cannot be
reprogrammed. If the EDM has not been programmed before the 20 hour limit, it can
6-8
18SA372
still program these alarm values, but only one time. Once they are set, they cannot
be changed again.
Parameter
Oil Pressure
Oil Temperature
Table 6-1
Default Value
Set point 1
100 psi @ 1000 rpm
Set point 1
150 psi @ 1500 rpm
--
195F
Default Values for Oil Pressure and Temperature
5. To program transmission oil pressure alarms:

[a] Press the MENU button.
[b]
Press the SCROLL button twice to PROGRAMMING CHOICES.
[c] Press the SELECT button.

[d]
Press the SCROLL button to OIL PRESSURE ALARM SET POINT.
[e] Press the SELECT button.

[f]
Flash MIN OIL 1 will show in the display window of the EDM. The oil pressure
showing at the EDM at the Transmission oil pressure display point is the minimum
oil pressure alarm oil point for the SPEED 1 alarm point. 100 psi is the factor default.
The set point can be set anywhere from 400 RPM to the SPEED 2 set point.
[g]
Pressing the ALARM OFF (top) button will scroll the oil pressure up to determine
the set point for the SPEED 1 RPM. Touching the LIGHT (bottom) button will scroll
the oil pressure set point down for the SPEED 1 RPM.
[h]
After choosing the oil pressure set point in the message window touch the SCROLL
button once.
[i]
Flash "SPEED 1" will show in the display window. The factory default is 1000 RPM.
[j]
1000 RPM will be at the RPM display at the EDM. Pressing the ALARM OFF (top)
button will increase the RPM set point. The set point can be anywhere from 400
RPM to the SPEED 2 set point.
[k]
After choosing the SPEED 1 set point press the SCROLL button.
[l]
MIN OIL 2 will show in the display window.
[m]
Choose the 2nd oil pressure set point by manipulating the ALARM OFF (top) and
LIGHT (bottom) buttons. This set point can be set anywhere between the SPEED 1
set point and 1600 psi.
[n]
After choosing the 2nd oil pressure point press the SCROLL button.
[o]
SPEED 2 will show in the display window.
[p]
Choose the SPEED 2 speed set point by manipulating the ALARM OFF (top)
and LIGHT (bottom) buttons. The 2nd speed set point can be anywhere between
the SPEED 1 set point and 2500 RPM.
[q]
After choosing the SPEED 2 speed set point press the SELECT button.
18SA372
6-9
[r] Display asks SURE???.

[s] Press the SELECT button again.
[t]
Press the CLEAR button twice.
6. To program transmission oil temperature alarms:

[a] Press the MENU button.
[b]
Press the SCROLL button twice to PROGRAMMING CHOICES.
[c] Press the SELECT button.

[d]
Press SCROLL to Oil Temperature Alarm Set point.
[e] Press the SELECT button.

[f] Flash MAX TEMP will show.
[g]
The transmission alarm set point will appear at the transmission temperature display
at the EDM. The factory default is 195F.
[h]
Press the ALARM OFF button to increase the Transmission over temperature set
point; press the LIGHT button to decrease it.
[i]
After you have chosen the temperature press SELECT. The display will scroll
to the next menu item.
[j]
Press the CLEAR button twice.
7. One of three steps will be necessary depending upon the equipment.

[a] If the vessel is equipped with the trolling valve control option, refer to section ,
"Trolling Valve Option."
[b]
If the vessel does not have the trolling valve control option but is equipped with a
bow thruster hydraulic pump driven by a center engine of a triple or quad engine
powertrain, refer to section , "Training Bow Thruster RPM."
[c] If the vessel has neither, the EDMs at this control station are programmed. All of the
EDMs at the additional stations are ready to be trained from this station. Refer to
section , "Training the EDMs," for the procedure used to train the EDMs.
Trolling Valve Control Option

If the vessel is equipped with the trolling valve control option, the maximum trolling engine speed
must be set. If the vessel is not equipped with the trolling valve control feature, the EDM will
not display this choice in the menu; proceed to section section , "Training Bow Thruster RPM,"
or section , "Training the EDMs."
NOTE:
Before proceeding, be certain that that the maximum trolling engine speed value
matches the transmission manufacturers recommended value.
1. Select the PROGRAMMING CHOICES menu as directed in the previous steps.
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18SA372
2. Use SCROLL to reach TRAIN MAX TROLL ENGINE SPEED.

3. Press the SELECT button. The text window will display MAX TROL. (If the word SET
POINT appears, this value has already been set. The value in the EDM memory will
appear in the engine speed area of the display.
4. Press the ALARM OFF button to increase the displayed speed value. Press the LIGHT
button to decrease the displayed value.
5. When reaching the desired value for the maximum trolling engine speed set point, press
the SELECT button.
6. The text window will display SURE???. Check once more that the value is correct - if it
is, press SELECT. If it is not correct, press CLEAR to return to the PROGRAMMING
CHOICES menu.
7. The next sub menu item will scroll through the window. Repeat steps a and b once the
correct value is set. When completing this step, the EDM will transmit the value to the
ERIM for use during trolling operation.
8. If the vessel is equipped with a bow thruster hydraulic pump driven by a center engine of a
triple or quad engine powertrain, refer to section , "Training Bow Thruster RPM." If the
vessel has neither, the EDMs at this control station are programmed. All of the EDMs at
the additional stations are ready to be trained from this station. Refer to section , "Training
the EDMs," for the procedure used to train the EDMs.
Training Bow Thruster RPM

This next procedure is only necessary for a vessel equipped with a bow thruster hydraulic pump
driven by a center engine of a triple or quad engine powertrain. A vessel with more than two
engines requires two ERIMs connected in tandem. The following steps use the EDM to program
the bow thruster operation.
NOTE:
Before proceeding, be certain that that the bow thruster engine speed value matches the
transmission manufacturers recommended value.
1. Select the PROGRAMMING CHOICES menu.
2. Use SCROLL button to advance to TRAIN BOW THRUSTER RPM.
3. Press the SELECT button. The text window will display BOW SET. (If the word
SETPOINT appears, this value has already been set. Go to step 7. The value in the EDM
memory will appear in the engine speed area of the display.
4. Press the ALARM OFF button to increase the displayed speed value. Press the LIGHT
button to decrease the displayed value.
5. When reaching the desired value for the bow thruster engine speed set point, press the
SELECT button. The text window will display "SURE???." Check once more that the
value is correct - if it is, press SELECT. If it is not correct, press CLEARto return to
the PROGRAMMING CHOICES menu.
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6-11
6. The next sub menu item will scroll through the window. Repeat steps a and b once the
correct value is set. When completing this step, the EDM will transmit the value to the
ERIM for use during trolling operation.
7. The EDMs at this control station are programmed. All of the EDMs at the additional
stations are ready to be trained from this station. Refer to section Training the EDMs
for the procedure used to train the EDMs.
Training the EDMs

NOTE:
If the vessel has only one EDM per engine, this procedure is not necessary.
Use the following procedure to train the EDMs:
1. Press MENU then press SELECT when PROGRAMMING CHOICES appears. The
submenus will scroll by.
2. Use SCROLL to advance to TRAIN NEW EDMs and press SELECT.
The text window will display the message "WAIT." This message will remain in the text
window until the EDM has transmitted all of the programmed information to the other
EDMs on that engine. Upon completing this function, the EDM will return to scrolling in
the PROGRAMMING CHOICES menu.
3. Complete the above steps for each EDM at the programming station.
4. Go to all EDM locations on the vessel and verify that every EDM has received the set
point data.
5. Enter the PROGRAMMING CHOICES menu of each newly trained EDM.
6. Scroll to either OIL PRESSURE ALARM SET POINT or OIL TEMPERATURE
ALARM SET POINT and press SELECT .
The word SETPOINT will appear in the text window if the EDM is programmed, and the
value of the set point will display adjacent to the correct icon.
The words "MIN OIL" or "MAX TEMP" will appear in the window if the transfer
of information was not successful. This indicates that the EDM is not trained. Press
CLEAR twice, return to the programming station, and the above steps. If the transfer of
information still does not occur, refer to the DDEC III Marine Troubleshooting Guide,
6SE499. All of the EDMs can also be individually programmed.
This completes the steps required to program all the EDMs on the vessel.
6.3.2
SERVICE REPLACEMENT
Mount and train a service replacement EDM as follows:

1. Mount the EDM at the control panel in the same manner the original display was mounted
as described in the "EDM Installation" section of the "System Installation."
2. Connect the electrical cable.
6-12
18SA372
3. If the vessel has more then one EDM per engine and at least one EDM has not been
replaced, the procedure in section may be used to train any number of newly installed
EDMs from existing EDMs for that engine. If only one EDM per engine is installed, then
it must be programmed using the procedure starting in section 6.3.1.
6.4
EDM MAINTENANCE REMINDER
The Maintenance Reminder is a feature of the DDEC III Level II Marine EDM that provides
a convenient means for the captain or crew to track the replacement interval of up to two
maintenance items.
These two intervals come factory set to 200 hours, but can be independently changed to meet
the needs of the vessel and item to be tracked. The EDM sounds/gives an alert when 90% of
either interval is reached. A reminder code appears in the message window in the lower part
of the EDM panel and the unit emits an audible pulsing alarm. The alarm can be silenced by
pressing the ALARM OFF button. The message will reappear each time the engine is started or
every four hours if the engine continues to run after the reminder appears. Another message and
pulsing alarm will be produced when the interval expires, and will reappear periodically until
the interval is reset.
There are six EDM menu items to support the maintenance reminder feature. Four are in the
PROGRAMMING CHOICES menu and two are in the ENGINE DISPLAY CHOICES menu.
The four items located in the PROGRAMMING CHOICES menu are listed in Table 6-2 with
the default and incremental settings.
Menu Item
Default
Increment
Range
1. SETUP MAINT REM A
Disabled
N/A
N/A
2. SETUP MAINT REM B
Disabled
N/A
N/A
3. RESET MAINT REM A
500 hours
10 hours
0 to 5000 hours
4. RESET MAINT REM B
500 hours
10 hours
0 to 5000 hours
Table 6-2
Programming Choices Menu Selection
Menu items 1 and 2 are used to turn on the maintenance reminders, as they come disabled from
the factory. These items are located in the Programming Choices menu, immediately following
the OIL TEMPERATURE ALARM SETPOINT item (see Figure 6-2).
When a maintenance reminder is turned on, it initially uses the factory default setting of 200
hours. If a different interval is desired, this is accomplished via the RESET MAINT REMINDER
items located near the top of the Programming Choices menu, immediately following RESET
TRIP FUEL USED.
The two items located in the Engine Display Choices menu are:
1. MAINT REMINDER A TIME
2. MAINT REMINDER B TIME
18SA372
6-13
These items are located near the bottom of the Engine Display Choices menu immediately
following the TOTAL FUEL USED item. These two items display the time remaining in the
maintenance reminder intervals. When either maintenance reminder is disabled, the number of
engine hours remaining for that reminder will display as N/A.
6.4.1
PROGRAMMING AND ENABLING THE MAINTENANCE REMINDERS
To enable and program the maintenance reminders, the EDM must be connected to an operating
DDEC III ECM with the data bus active. The engine does not have to be actually running.
1. Enter the PROGRAMMING CHOICES menu by pressing the MENU button.
2. Press the SCROLL button.
3. Press SELECT when PROGRAMMING CHOICES menu appears.
4. Scroll down to the SETUP MAINT REMINDER A or B and press SELECT.
5. Next, the Enable/Disable item, which is set to Disabled by default, will appear. Change it
to Enabled by pressing SCROLL.
6. Press SELECT and the submenu item of Engine Hour Interval will appear. The default
value of 1000 hours will appear in the scroll message screen. This can be reset to any
desired value in steps of one hour in the range of 0 to 5000 hours. Press the ALARM
OFF button to increase the displayed value or press the LIGHT button to decrease the
displayed value.
7. When reaching the desired value, press SELECT and the word "SURE???" appears in the
text window. If all values are correct, press SELECT again.
8. When the programming is complete, the EDM begins to measure the time for the enabled
maintenance remainder(s).
NOTE:
The MAINT REMINDER relies on the correct engine hurs to be stored in the EDM. The
RESET MAINT REMINDER button must be pressed during installation programming for
the current engine hours to be properly saved into the EDM memory.
6-14
18SA372
MARINE BACKUP SYSTEMS
DDEC III Level II Bridge Control system supports three different backup systems. These systems
provide an alternate method of throttle and gear control in the event of a primary system failure.
NOTICE:
A backup system providing an alternate method of throttle and
gear control in the event of a primary system failure is required.
The different backup systems are the following:
3
3
3
Manual backup gear actuator

Electric backup gear actuator
Electric Gear Interface Module (EGIM)
All the backup systems require an Emergency Backup Control Panel (EBCP).
7.1
The EBCP is used to control both the throttles and optionally the gears of up to two engines
and transmissions in the event that the main control system is not fully operational. The EBCP
connects directly to the master Control Station Interface Module (CSIM) harness. All styles of the
EBCP include one emergency manual control switch with a protective cover.
There are four styles of EBCPs:
EBCP dual engine without gear toggle P/N: 23519572 (see Figure 7-1)
18SA372
7-1
Figure 7-1
EBCP single engine without gear toggle P/N: 23519574 (see Figure 7-2)
Figure 7-2
Dual Engine Without Gear Toggle
Emergency Backup Control Panel Single Engine Without Gear

Toggle
EBCP dual engine with gear toggle, P/N: 23517558 (see Figure Figure 7-3)
7-2
18SA372
Figure 7-3
Electronic Backup Control Panel, Dual Engine with Gear Toggle
EBCP single engine with gear toggle, P/N: 23517559 (see Figure 7-4)
Figure 7-4
Electronic Backup Control Panel, Single Engine With Gear Toggle
All styles of the EBCP also include one or two backup throttle potentiometers to control one or
two engines. The potentiometer(s) are wired directly to the engine Electronic Control Module(s)
(ECM) by passing unaltered through the master CSIM harness, Engine Room Interface Module
(ERIM) and Marine Interface Module(s) (MIM). This direct connection provides a completely
separate throttle circuit even in the event of a CSIM, ERIM or MIM processor failure.
18SA372
7-3
7.1.1
ACTIVATING EMERGENCY BACKUP MODE

NOTICE:
The transmission is not protected from high speed shifting
in emergency backup mode. Transmission damage may
result from high speed shifting.
Activating the control switch on the EBCP will initiate emergency backup mode in which the
following actions will occur:
3
3
3
3
3
3
3
7.1.2
Transmission(s) will switch to neutral.

Engine(s) will switch to idle.
All primary control stations will go to inactive states, losing their ability to command
gear direction and engine speed.
All Electronic Display Modules (EDM) will display an alert indicating emergency backup
mode.
The backup throttle potentiometer will command engine speed once qualified.
On electric backup or EGIM installations, the backup transmission selector will command
gear direction immediately.
On manual backup installations, the backup transmission selector will command gear
direction once qualified.
RETURNING TO THE PRIMARY CONTROL SYSTEM
The following steps are required to return from emergency backup mode to the primary control
system:
1. Switch the emergency manual control switch to the off position. The transmission(s) will
be commanded to neutral and the engine(s) will be commanded to idle.
2. Press the station active button at a control station.
3. Qualify the throttle and gear controls of the active station.
7.2
MANUAL BACKUP
The manual backup option uses a mechanical device (Morse-type cable, air, or hydraulics)
to overdrive the powered down primary electric gear actuator and select gear direction (see
Figure 7-5).
7-4
18SA372
Figure 7-5
Manual Backup for Pull-To-Forward Operation
The primary actuator only requires four pounds of force to overdrive in the powered down state.
When utilizing this backup system, gear toggle switches are not required on the EBCP. The single
and dual engine versions of the EBCP are with gear toggle (see Figure 7-1 and Figure 7-2).
18SA372
7-5
7.3
ELECTRIC BACKUP GEAR ACTUATOR
The electric backup gear actuator option utilizes two actuators in series to drive the transmission
selector valve (see Figure 7-6).
Figure 7-6
Electronic Backup Gear Actuatorx
7-6
18SA372
In emergency backup mode, the primary actuator is powered down to a free wheeling state. An
electric solenoid is used to mechanically couple the backup actuator to the primary, which only
requires four pounds of force to overdrive when powered down. Electric backup installations
require the versions of the EBCP that include gear toggle(s) (see Figure Figure 7-3 and Figure 7-4).
7.3.1
ELECTRONIC BACKUP POWER MODULE
The Electronic Backup Power Module (EBPM), P/N: 23519569, is used to supply power to the
electric backup actuators while in emergency backup mode (see Figure 7-7).
Figure 7-7

NOTICE:
Do not mount the EBPM or actuator modules on the
engine or transmission.
Electrical connections are made to the ERIM for the command signals and to the battery for
actuator power. The EBPM has the same dimensions as the CSIM and must be mounted in the
engine room in close proximity to the emergency backup actuator and the battery source.
7.3.2
EMERGENCY MECHANICAL BACKUP CONFIGURATION
In case of an electrical failure, backup may be mechanically locked in. First remove hair spring
cotter (see Figure 7-8) and apply pressure in direction shown until cross drilled hole in shaft
becomes visible.
18SA372
7-7
Figure 7-8
Backup Lever Assembly
The backup lever assembly may need to be rotated to align levers before solenoid shaft will move
inward enough for the crossed drilled hole to be visible. At this point, the hair spring cotter
may be installed into the cross drilled hole.
7-8
18SA372
7.4
The EGIM option, sometimes referred to as EGEAR, is used to transmit shift commands from the
ERIM to electric shift transmissions during normal operation. The EGIM (see Figure 7-9) is a
12/24 volt device with its own backup; it sends shift commands from the EBCP to electric shift
transmissions through a completely separate circuit during emergency backup mode.
Figure 7-9
The EGIM (Figure 28936 - System section) has the same dimensions as the CSIM. EGIM
installations require the versions of the EBCP that include gear toggle(s) (see Figure 7-3 and
Figure 7-4).
18SA372
7-9
7-10
18SA372
SYSTEM INSTALLATION
The boat builder will successfully install a DDEC III Level II Bridge Control system by following
the specific requirements in this manual. The process begins with planning and layout, continues
through the actual installation and culminates with setup, a functional checkout, and a sea
trial. Each step contributes to a reliable end product if the boat builder carefully adheres to
the requirements.
8.1
PLANNING
The planning process for installation of DDEC bridge controls involves deciding what options to
include in the boat. These options are:
3
3
3
3
Number and placement of control stations

Style of control head
Type of gear shift control required for the transmission (electromechanical gear actuator or
Electric Gear Interface Module)
Configuration of the gear shift backup control
Designing the power distribution system for the engine-mounted DDEC ECMs and the Level II
Bridge Control system is a very important part of the planning. The power distribution system
must be designed to meet the requirements presented in the following sections (see Figure 8-1).
18SA372
8-1
SYSTEM INSTALLATION
Figure 8-1
Power Distribution Schematic
8-2
18SA372
8.2
LAYOUT
Layout is an important phase of boat construction. Decisions on where to locate bridge control
components, engines, and battery supplies are critical. Location has a great effect upon the
eventual reliability and smooth operation of the engine and bridge control systems.
NOTICE:
Avoid placing system wiring near or in parallel with other system
wires, as electromagnetic coupling may result in degraded
system performance. DDEC system wires must be at least
three feet away from other system wires.
During the layout phase it is important to determine the length of harnesses connecting the
various bridge control modules. Length restrictions given for the power wire cables must be
adhered to for successful operation.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
Length restrictions are given as criteria in the sections discussing engine and control room
components (refer to section 8.8 and section 8.9). Custom length wiring harnesses which meet all
of DDCs requirements are available through your local DDC distributor or Sturdy Corporation
(refer to section 8.5 for Sturdy Corporations address). A sample of maximum cable lengths
is listed in Table 8-1.
Table 8-1
Run
Maximum Length
ERIM to Battery
36 ft (11 m)
Actuator to ERIM
36 ft (11 m)
ERIM to EGIM
36 ft (11 m)
Actuator to Transmission
8 ft (2.4 m)
LCP to MIM
6 ft (1.8 m)
Maximum Cable Lengths
In the case of data link wires to control stations and Electronic Data Module (EDM) panels,
increasing wire gage does not necessarily allow greater distances between modules. The issue in
this case is wire gage capacitance and resulting signal distortion.
18SA372
8-3
SYSTEM INSTALLATION
8.3
INSTALLATION
The most carefully laid out wiring system on paper can be rendered invalid by poor installation
practices. Unforeseen routing issues and problems that arise during construction can invalidate the
most careful drawings. Any on-the-spot rework must take into account the layout requirements
for the DDEC system. Compromise here can create a need for additional re-work when the
construction is completed and inadequate operation is encountered.
8.3.1
SETUP AND CHECKOUT
After installation is complete, all parts of the system must be properly checked to confirm that
connectors are attached to the correct mate in the correct orientation before applying power.
The setup phase also involves programming the EDMs and setting up the control heads following
the instructions in the Dockside Checkout section (refer to chapter 9). A detailed checklist is
also incorporated into the Dockside Checkout.
A completed checkout is also required as part of the Detroit Diesel Pilot Installation Description
(PID) documentation that must be submitted to DDC for each vessel.
8.4
SEA TRIAL
During a sea trial, engine power and match to the propellers or other propulsion system is
checked. Fuel system and cooling system function is also given a final checkout.
In addition, during the sea trial each control station must be re-checked for full function. If the
system includes trolling gear control, that part of the Dockside Checkout must be completed
underway on the sea trial.
8.5
REQUIRED TOOLS
The following tools and troubleshooting aids, listed in Table 8-2, are required to set up and
troubleshooting the DDEC control systems.
Service Tool
DDC or Manufacturer Part Number
Diagnostic Data Reader
J 38500
Diagnostic Data Reader Cartridge
J 38500-13E
Terminal Crimper (Deutsch)
HDT-48-00
Terminal Remover (Deutsch)
23507139
411-204-1605
Table 8-2
Service Tools
Harnesses are available from:
8-4
18SA372
Sturdy Corporation
1822 Carolina Beach Road
Wilmington, NC 28401
910 763-8261
910 763-2650 FAX
8.6
POWERING THE SYSTEM

NOTICE:
System power and ground lines must be disconnected from
the battery prior to any welding on the vessel. The very
large currents generated during welding can flow through the
DDEC system and damage the electronics.
The boat builder must apply precautionary labels on the vessel stating "Serious damage to the
ECM(s) and DDEC components may result from welding if the DDEC ground and power leads
are not disconnected."
Detroit Diesel recommends a battery disconnect switch in both the power and ground leads
for this purpose.
8.6.1
POWER SOURCE
A deep cycle battery sized to the application is recommended for the engine cranking and DDEC
power source. Engine mounted alternators are the best method of charging batteries; they are
quite reliable and require little maintenance.
Criteria: Power Source
Alternators must be sized to provide sufficient charging under all conditions, including powering
both engines in the event of a battery bank failure in twin engine applications.
Battery Chargers
Battery chargers may be used only as a secondary source for charging batteries. Even so, the
chargers must be sized to provide sufficient charging for both engines in the event of a battery
bank failure in twin engine applications.
Operating Voltage
The system is designed to run on either 12 or 24 volts DC; Detroit Diesel recommends 24 volts DC.
18SA372
8-5
SYSTEM INSTALLATION
Criteria: Operating Voltage

The gear actuators require 24 volts DC.
Various operating voltages and consequences are listed in Table 8-3.

NOTICE:
Connection to higher voltage or reversing the polarity
can cause damage to the system.
Results
Operating Voltage
Table 8-3
More than 32 Volts
System damage may occur.
32 to 11 Volts DC
System will operate with normal performance.
11 to 7 Volts DC
System will operate with degraded performance.
7 to 0 Volts DC
System may not operate. Engines may not start or run.
Reverse polarity
System damage may occur.
Operating Voltage and Results
Battery Converters
Battery converters are only recommended for the 24 volt gear actuators on 12 volt systems.
Battery converters are prohibited on the rest of the system for the following reasons:
3
3
The required direct connection to the battery source cannot be achieved.

Failure of the converter would result in total power loss to the DDEC system and
immediate engine shutdown.
Battery Equalizers
Battery equalizers are not required as the system is designed to operate on 24 volts DC. However,
if the 24 volt system is running on 12 volts an equalizer will be needed.
Battery Monitors
A useful addition to the power distribution system is a battery monitor. These devices alert the
captain to problems with the batteries or charging system before total power loss.
8.6.2
ENGINE BLOCK HEATERS
Many marine engines are equipped with block heaters to provide optimum startability under all
conditions. There are two versions of heater systems:
Six and eight cylinder engines use a single 1000 watt element wired with 120 volts AC.
The junction box is engine mounted.
8-6
18SA372
3
8.7
Twelve and sixteen cylinder engines use two heater elements of 1000 watts each. The
engine mounted electrical junction box may be wired with either 120 or 240 volts AC.
VESSEL ELECTRICAL SYSTEM DESIGN GUIDELINES
The influx of electronic instruments in marine applications makes necessary the adherence to
certain design concepts. These concepts are effective in reducing the magnitude of voltage
transients coupled from one vessel system to another.
Criteria: Dedicated Power Distribution Panel
Boat builders must provide a separate and dedicated DC power distribution panel
for the DDEC III Level II Bridge Control system.
Establish two completely separate power and ground systems directly from the battery: one for
the electronics system and one for the high power ship electrical system. This concept includes an
ignition switch which provides isolated contacts for the electronics (see Figure 8-2).
18SA372
8-7
SYSTEM INSTALLATION
Figure 8-2
Vessel Electrical System Design
This requirement is in keeping with ISO/TC 188/WG 10, November 6, 1990, paragraph 9.
The specifications for the DDEC panel must meet or exceed the ISO standard in the following
areas:
8-8
18SA372
Criteria: DDEC Panel

The enclosure shall be marine quality and weatherproof.
The enclosure shall be readily accessible from the front, and accessible from the rear.
The enclosure shall contain circuit breakers or fuses for the power distribution cables
to all DDEC sub-systems (Engine Room Interface Module, Marine Interface Module,
Emergency Backup Power Module, and ignition.)
No other boat systems shall be in or routed through the enclosure.
The enclosure shall provide battery select switches to allow each sub-system to crossover
from one battery source to another in case a battery bank fails.
The enclosure shall provide ignition switches that function as a master on/off switch for each engine.
Criteria: Circuit and Harness Routing

Provide maximum physical separation of the two systems by routing all electronic circuits on one side
of the vessel and all power and transient load circuits on the other side of the vessel if possible.
Use proper wire orientation and separation where two systems come into close proximity and
route electronics wires perpendicular to electrical system wires.
Keep electronics harness bundles or wires as far away from radio or telephone wiring as possible,
especially antenna feed wires. One potential trouble spot is wires running through the tuna tower
legs. Radio interference can result from long lengths of closely adjacent harnesses.
8.7.1
POWER AND GROUND SOURCE REFERENCE
NOTE:
Do not source the power from the starter motor stud due to the large voltage drops and
noise generated during cranking.
NOTE:
Do not connect the ground wires directly to the ship bonding system, the engine block, or
the starter motor ground.
Criteria: Power and Ground Source
Power and ground for the Marine Interface Module (MIM), Engine Room Interface Module (ERIM), and
the Emergency Backup Power Module (EBPM) must be sourced from the engine cranking battery.
Connections must be electrically sound since high resistance in the power lines reduces
the effectiveness of the battery as an electrical noise filter.
The positive wires must connect directly to the positive battery post or positive power bus. These
wires must be short-circuit protected with a fuse or circuit breaker.
The ground wires must connect directly to the battery ground post or an isolated electronics single point
ground. The electrical resistance from any other ground point may be too high for optimal DDEC operation.
18SA372
8-9
SYSTEM INSTALLATION
Refer to section 8.8 and section 8.9 for fuse and gage specifications.
NOTE:
Detroit Diesel requires that a power source selector switch be provided for emergency
situations.
A power source selector switch will allow the power source for one engine to be switched over to
another engine or battery source in the event of a battery or charging system failure. The switch
must have a rating consistent with the current it will have to carry.
8.7.2
WIRE TYPE
The power harnesses that meet all of Detroit Diesels requirements are available through the local
DDC distributor or Sturdy Corporation in a variety of lengths.
All specified lengths and sizes are based upon the use of tinned annealed copper. Aluminum
wire is not recommended.
Criteria: Wire Insulation
UL style 3173 wire with a 600 volt rating and a -40C (-38F)to 125C (251F) temperature rating must be used.
8.7.3
TERMINAL INSTALLATION GUIDELINES
Instructions on terminal installation may be found in Appendix B.
8.7.4
WIRE SPLICING GUIDELINES
Splices must be avoided! Refer to Appendix C for more information on splicing where necessary.
NOTICE:
Where necessary, splices must be marine grade and waterproof.
Marine grade and waterproof splices are covered with a protective
material and filled with a water displacing material. Salt water
intrusion into splices will rapidly corrode the wires.
The protective material and the water displacing material which must be used to produce marine
grade and waterproof splices is available from Raychem Corporation.
8.8
ENGINE ROOM COMPONENTS
This section describes briefly the engine room components and the harness which connect the
components. All custom length wiring harnesses described in this section, which meet all of the
DDC requirements, are available through the local DDC distributor or Sturdy Corporation.
8-10
18SA372
Sturdy Corporation
1822 Carolina Beach Road
Wilmington, NC 28401
910 763-8261
910 763-2650 FAX
8.8.1
The MIM is factory installed on the engine. Three harnesses connect to the MIM: MIM Power
Harness (SK-10659, refer to chapter 10), MIM to ERIM Harness (SK-11052, refer to chapter 10),
and MIM to ECM Harness (Factory installed).
NOTICE:
The four available versions of the MIM are listed in Table 8-4.
MIM Part Number
ECM(s)
Fused
23519565
DDEC Single
No
23519566
DDEC Multi
No
23519567
DDEC Single
Yes: one 20 amp
23519568
DDEC Multi
Yes: two 20 amp
23521893
MDEC (refer to chapter 11)
No
Table 8-4
Four Available Versions of the MIM
Multi ECM MIMs support up to three ECMs. There is also a Check Engine Light, a Stop Engine
Light, and an Ignition Light on the face of the MIM. See Figure 8-3 for the dimensions of the
single ECM MIM with fuses.
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8-11
SYSTEM INSTALLATION
Figure 8-3
Single ECM MIM with Fuses
See Figure 8-4 for the dimensions of the multi ECM MIM with fuses.
MIM Power Harness

See SK-10659, wiring diagram - power harness assembly, refer to chapter 10.
8-12
18SA372
Figure 8-4
Multi ECM MIN with Fuses
MIM to ECM Harness

The factory installed MIM harness connects the engine mounted MIM to the engine mounted
ECM(s) and several marine sensors. The harness connects the 30 pin vehicle harness connector of
the master ECM to the 40 pin master ECM connector on the MIM.
18SA372
8-13
SYSTEM INSTALLATION
NOTICE:
Should the engine have more than one ECM (more than eight cylinders), the harness will also
connect to the 30 pin vehicle harness connectors of the receiver ECM(s) and the 24 pin receiver
ECM connector on the MIM. The harness connects to the transmission oil temperature and
pressure sensors and the engine coolant level sensor. When pins 39 and 40 are jumpered, the MIM
is compatible with 0-2000 psi transmission oil pressure sensor. If these two pins are not jumpered
(factory default) then the MIM is compatible with 0-400 psi transmission oil pressure sensor. An
optional external warning device, such as an exhaust temperature switch, may also be included.
See Figure 8-5 for the MIM to ECM harness if the engine is eight or less cylinders. The pinouts
for the ECM connector and MIM connector are listed in Table 8-6. See Figure 8-6 if the engine
has more than eight cylinders. The pinouts for the ECM connectors and MIM connector are
listed in Table 8-6.
Master ECM Connector
Pin
Function
MIM Connector Pin
B3
Ignition
E1
Diagnostic Request5
B1
CEL
B2
SEL
A3
Sensor Supply +5 V
4
5
D1
PTO/VSG In
C3
Sensor Return
Shield
A2
Sync Active
C1
DDL J1987 (-)
10
C2
DDL J1987 (+)
11
Shield
12
K1
Tach Drive ECM Output
13
K3
N/C
14
H1
Sync Enable D_IN_
15
E2
VSS (+) VSG Frequency Input
16
H2
Ext Warning #1 D_IN_
17
G1
Stop Engine Override D_IN_
18
J2
Aux Input Switch
20
Battery (-) CLS Sensor
37
H3
ECM Power Connector
8-14
18SA372
Pin
F
E
D
C
Function
MIM Connector Pin

21
22
23
24
Battery (+) 20 A @ 85 C
Battery (+) 20 A @ 85 C
Battery (-) 20 A @ 85 C
Battery (-) 20 A @ 85 C
Battery (+) 20 A @ 85 C
25
Battery (+) 20 A @ 85C
26
Trans Pressure Sensor +5 V
27
Trans Pressure Sensor In
28
Battery (-) Press/Temp Return
29
Trans Temp Sensor In
30
Battery (-) CLS Sensor Return
31
Gear Oil Temp, Press Conn
Coolant Temp Sensor Conn

38
B
Coolant Temp Sensor Return
Trans Pressure Range Select
39
Ignition
33
Coolant Level Signal
32
Coolant Level Return
34
Coolant Level Probe (-)
A - Coolant Level Conn
Coolant Level Probe (+)
B - Coolant Level Conn
Coolant Temp Sensor Return
A - Cool Lev Module Conn
Trans Pressure Range Select
B - Cool Lev Module Conn
--
Exhaust Overtemp
35
--
Battery Negative (-)
36
Coolant Level Module Conn
Coolant Level Sensor Conn
Table 8-5
MIM to ECM Harness - Eight Cylinders or Less
18SA372
8-15
SYSTEM INSTALLATION
Figure 8-5
8-16
18SA372
Pin
Function
MIM Conn
Pin P/N:
23507145
B3
Ignition
B3
NC
Diagnostic Request
E1
B1
CEL
B1
B2
B2
C1
SEL
Sensor +5 V (M) / Data
Link (-) (R)
PTO/VSG In (M) / Data
Link (+) (R)
Sensor Return (M) / Data
Link Shield (R)
VSG Throttle (Analog)
Sync Active (M) / Analog
Throttle Shield (R)
DDL J1987 (-)
10
C2
DDL J1987 (+)
11
K1
Tach Drive ECM Output
13
H1
Sync Enable D_IN_
15
H1
E2
VSS (+) Frequency Input
16
E2
H2
Ext Warning #1 D_IN_

Stop Engine Override
D_IN_
PWM Output #1
17
Aux Input Switch

Coolant Level Sensor
Signal
Signal
20
A3
D1
C3
NC
A2
G1
J3
J2
K3
H3
5
6
Pin
Receiver ECM
Connector
C1
C2
7
8
D1
18
G1
19
37
C* (CLS Conn)
ECM Power Connector

E
ECM Power (-)
ECM Power (-)
ECM Power (+)
ECM Digital Power (-)
ECM Power (+)
23 (M) / 12
(R)
24 (M) / 13
(R)
21,22 (M) /
14,15 (R)
31(M) / Plug
(R)
25 (M) /
10,1 (R)
E
D
C
B
A
Gear Oil Temperature,

Pressure Connector
Trans Pressure Sensor

+5 V
Trans Pressure Sensor In
Battery (-) Press/Temp
Return
Trans Temp Sensor In
ECM Digital Power (-)
3
4
18SA372
27
28
29
30
31
8-17
SYSTEM INSTALLATION
Pin
MIM Conn
Pin P/N:
23507145
Function
Pin
Receiver ECM
Connector

Connector
C
B
A

Signal
CLS +V Supply (Ignition)
Return
H3 (Master ECM
Conn)
33
31
Gear Pressure Range

Select Connector
A
B
Table 8-6
Common
Trans Pressure Range
Select
28
40
8-18
18SA372
Figure 8-6
MIM to ECM Harness, More Than Eight Cylinders
18SA372
8-19
SYSTEM INSTALLATION
MIM to ERIM Harness

The MIM must be connected to the Engine Room Interface Module (ERIM) using the harness
detailed in SK-11052 (refer to chapter 10). The Local Control Panel (LCP) may also connect to
this harness (see Figure 8-7).
Figure 8-7
MIM Harnesses
MIM Current Draw for Different Engines

MIM current draw for single, dual and triple ECM(s) at zero (0) rpm is listed in Table 8-7.
8-20
18SA372
Engine
Condition
Current for 12V

(Average DC)
Current for 24V

(Average DC)
Single ECM
Ignition Off
20 mA
25 mA
Single ECM
Ignition On & Engine Stopped
500 mA
400 mA
Dual ECM
Ignition Off
40 mA
50 mA
Dual ECM
1.0 A
800 mA
Triple ECM
Ignition Off
60 mA
75 mA
Triple ECM
1.5 A
1.2 A
NOTE: For every digital output used, add up to 1.5A to the current draw total listed above.
NOTE: Power supply and harness must be able to transition from 0A to 30A in .6 milliseconds with no
more than 0.75 volt loss at the ECM.
Table 8-7
MIM Current Draws - Zero RPM
MIM current draw for two cycle engines (Series 71, Series 92, and Series 149) is listed in
Table 8-8.
Engine
Condition
Current for 12V

(Average DC)
Current for 24V

(Average DC)
6 cylinder
Idle
1.6 A
1.0 A
6 cylinder
Rated RPM, Full Load
6.0 A
3.8 A
8 cylinder
Idle
2.0 A
1.5 A
8 cylinder
8.0 A
4.5 A
12 cylinder
Idle
3.2 A
2.0 A
12 cylinder
12.0 A
7.5 A
16 cylinder
Idle
4.0 A
2.5 A
16 cylinder
16.0 A
9.0 A
20 cylinder
Idle
5.0 A
3.0 A
20 cylinder
20.0 A
12.0 A
Table 8-8
MIM Current Draws for Two Cycle Engines (Series 71, 92, 149)
MIM current draw for the Series 60 engine is listed in Table 8-9.
Engine
Condition
Current for 12V

(Average DC)
Current for 24V

(Average DC)
6 cylinder
Idle
1.0 A
0.8 A
6 cylinder
4.5 A
3.0 A
Table 8-9
MIM Current Draws for the Series 60 Engine
18SA372
8-21
SYSTEM INSTALLATION
Engine
Condition
Current for 24V

(Average DC)
8 cylinder
Idle
1.1 A
8 cylinder
4.0 A
12 cylinder
Idle
1.6 A
12 cylinder
6.0 A
16 cylinder
Idle
2.2 A
16 cylinder
8.0 A
Table 8-10
MIM Current Draws for the Series 2000 Engines
Engine
Condition
Current for 24V

(Average DC)
8 cylinder
Idle
1.5 A
8 cylinder
4.5 A
12 cylinder
Idle
2.0 A
12 cylinder
7.5 A
16 cylinder
Idle
2.5 A
16 cylinder
9.0 A
Table 8-11
MIM Current Draws for the Series 4000 Engine
MIM Fusing
A special fused version of the MIM is available for class H and similar applications.
Refer to chapter 5, "Control System" for more information. The positive power wires must also
be protected at their source with an appropriate fuse or circuit breaker.
Dual-fuse Installation
Detroit Diesel recommends a dual-fuse installation. This will provide redundancy on a critical
circuit and prevent the splicing of wire into fuse holders or power connectors. Dual-fuse
installations have two lines wired in parallel. This configuration also allows for a greater distance
from ECM to battery.
The resistance requirement is unchanged. The correct fuse size is listed in Table 8-12.
8-22
18SA372
NOTICE:
Connection to reverse polarity will damage the system if not properly fused.
Number of Cylinders
Table 8-12
Dual Fuse or Circuit Breaker Dual Fuse or Circuit Breaker

Size - 12V
Size - 24V
2 @ 15 Amp each
2 @ 10 Amp each
2 @ 20 Amp each
2 @ 15 Amp each
12
2 @ 30 Amp each
2 @ 20 Amp each
16
2 @ 40 Amp each
2 @ 30 Amp each
MIM Fusing, Dual-Fusing Installation
To determine minimum cable gage based upon harness length from the battery source to the
ECM, use the information listed in Table 8-13.
Length from ECM to Battery
or Bus Bar
U.S.
(ft)
Minimum Wire Size
International (m)
U.S.
(Ga.)
International (mm2)
Total Resistance of
Maximum Length
U.S.
(m
)
International (m
)
0 to 28
0 to 6
12
2.5
24.8
22.8
28 to 44
6 to 10
10
24.57
23.55
44 to 70
10 to 14
24.58
21.98
70 to 110
14 to 26
10
24.7
23.66
110 to 178
26 to 40
16
25.0
23.2
Table 8-13
Power Harness Length Criteria for Dual Fuse Installations
NOTE:
For international wire sizes the harness length must be recalculated to meet the
resistance requirement.
Single-fuse Installation
Single-fuse installations have one line from the battery to the MIM. The correct fuse size is
18SA372
8-23
SYSTEM INSTALLATION
Single-fuse or Circuit
Breaker Size - 12V
Single-fuse or Circuit
Breaker Size - 24V
1 @ 30 Amp
1 @ 20 Amp each
1 @ 40 Amp
1 @ 30 Amp each
12
1 @ 60 Amp
1 @ 40 Amp each
16
1 @ 80 Amp
1 @ 60 Amp each
Number of Cylinders
Table 8-14
MIM Fusing, Single-fuse Installations
NOTE:
A single-fuse installation does not provide redundancy on a critical circuit and does not
prevent splicing of wire into fuseholders or power connectors.
The minimum cable gage based upon harness length from the battery source to the ECM is
Length from ECM to Battery or
Bus Bar
Total Resistance of Maximum

Length
Minimum Wire Size
U.S.
(ft)
International (m)
U.S.
(Ga.)
International (mm2)
U.S.
(m
)
International (m
)
0 to 14
0 to 3
12
2.5
24.8
22.8
14 to 22
3 to 5
10
24.57
23.55
22 to 35
5 to 7
24.58
21.98
35 to 55
7 to 13
10
24.7
23.66
55 to 89
13 to 20
16
25.0
23.2
Table 8-15
MIM Fusing, Single-fuse Installations
If larger than 12 AWG wire is required, it should be spliced to 12 AWG wire as close as possible
to the connector (see Figure 8-8).
8-24
18SA372
Figure 8-8
Spliced Power Connector Wire
These length and sizes are based on the use of stranded annealed copper not aluminum wire.
Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem
TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is
required.
8.8.2
POWER HARNESS DESIGN
The following criteria are to be used when designing the Power Harness.
Criteria: Power Harness Design
The power connector is designed to accept 12 Ga. standard wall cable only.
The acceptable cable insulations are Teflon (EFTE), cross-link polyethylene (XLPE) or any equivalent
self-extinguishing insulation such as GXL having a minimum rating of -40C to 125C. An equivalent
insulation must meet the acceptable cable diameters 3.49 - 3.65 mm.
The conductor must be annealed copper not aluminum and must comply with the
industry standard SAE J1128 document.
Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem TAT-125 or
any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is required.
Detroit Diesel Corporation recommends color coding and hot stamping wire numbers in
contrasting colors at intervals of four inches or less.
18SA372
8-25
SYSTEM INSTALLATION
Wire Resistances
Twelve gage wires are required at the power harness connector. The total resistance of any power
harness wire from the ECM to the battery (or bus bar) can not exceed 50 m
. The characteristics
for Teflon coded and GXL type wire gages are listed in Table 8-16.
SAE
Wire
Gage
Metric
Gage #
Area
mm2
Resistance
m /m
Resistance
m /ft @ 20C
Resistance m /ft
@ 120C
Diameter
mm
16
1.129
15.300
4.66
6.50
0.72
14
1.859
9.290
2.83
3.94
1.18
12
2.929
5.900
1.80
2.50
1.86
10
4.663
3.720
1.13
1.58
2.97
7.277
2.400
0.73
1.02
4.63
Table 8-16
Wire Characteristics
Fuse Holder and Connector

The use of weatherproof blade type fuses, circuit breakers, or equivalent protection is required.
Blade fuse holders may be purchased from DDC parts distribution network. The part numbers are
Part
Part Number
Fuse Holder
12033769
Cover
12033731
Terminal
12033997
Table 8-17
Fuse Holder Part Numbers
Power harness connectors and terminals may be purchased from the DDC parts distribution
network. The part numbers are listed in Table 8-18.
Part
Part Number
Connector Assembly
12124634
Terminal
12077413
Cable Seal
12015193
Secondary Lock
12052816
Table 8-18
8.8.3
Power Harness Connector Assembly
POWER HARNESS INSTALLATION
The following criteria should be used when installing power harnesses.

8-26
18SA372
Criteria: Power Harness Installation

Power must be sourced directly from the battery. An electrically solid connection to the battery or bus
bar is required so the battery can filter electrical noise from the power lines. Power for other vehicle
systems must not be sourced from the power harness assembly. Do not use chassis ground.
The DDEC ground wire must be electrically separate from chassis ground.
Power and ground bus bars may be used. The bus bar must be connected to the battery posts with 0 AWG
or larger wire depending upon the total vehicle current requirement. The connecting wires must be as
short as possible to minimize circuit resistance. Do not connect the ground wire to the chassis ground.
Provide maximum physical separation of the power harness from other vehicle electrical
systems. Other electrical system cables should ideally be at least three feet away from the
power harness and should not be parallel to the power harness. This will eliminate coupling
electromagnetic energy from other systems into the power harness.
Do not route harness near any vehicle moving parts.
Do not route harness assembly near exhaust system or any high heat source.
Use a protective sheath and clips to prevent wires from being cut or frayed when
weaving a harness through the frame.
8.8.4
WELDING CAUTION
Prior to any welding on the vehicle or equipment, the following precautions must be taken to
avoid damage to the electronic controls and/or the engine (see Figure 8-9 and Figure 8-10).
18SA372
8-27
SYSTEM INSTALLATION
Figure 8-9
Welding Precaution
8-28
18SA372
Figure 8-10
8.8.5
Welding Precaution - Multi-ECMs
FUSES
uses, manual reset breakers, or auto-reset breakers are all acceptable. F
18SA372
8-29
SYSTEM INSTALLATION
Circuits #240 and #241 battery voltage fuse(s) must blow to protect the ECM against potential
reverse battery and load dump.
To avoid injury from fire, additional loads should not

be placed on existing circuits. Additional loads may
blow the fuse (or trip the circuit breaker) and/or cause
the circuit to overheat and burn.
To avoid injury from fire, do not replace an existing fuse

with a larger amperage fuse. The increased current
may overheat the wiring, causing the insulation and/or
surrounding materials to burn.
Recommended fuse characteristics are listed in Table 8-19.
% of Rated Fuse Current
Blow Time
110%
> 100 hours
135%
< 25 minutes
200%
< 5 seconds
350%
< 0.08 seconds
Table 8-19
Recommended Fuse Characteristics
The switched battery power sourced to outputs may or may not be fused. The vehicle wiring
harness must provide all required circuit fusing.
If the inductance of the load connected to a digital output exceeds its max rating (85 mH) then
flyback clamping is required. Diode clamping is probably the most common. The clamp must not
allow the flyback to exceed 50 volts.
8.8.6
Mount the ERIM in the engine room. See Figure 8-11 for the ERIM dimensions.
8-30
18SA372
Figure 8-11
18SA372
8-31
SYSTEM INSTALLATION
NOTICE:
The ERIM must be mounted to limit vibration, heat, and
exposure to weather. The ERIM may not be engine or
transmission mounted. The ERIM must be securely fastened
to a bulkhead above the bilge high water line.
Criteria: ERIM Mounting

The ERIM case must be in good electrical contact with the hull, or the bonding stud
must be properly connected to the vessel bond.
The ERIM must be mounted in the engine room in close proximity to the engine mounted
MIM(s) and power supply (maximum harness length of 36 ft).
The ERIM must be mounted with sufficient clearance for its harnesses.
ERIM harnesses are listed in Table 8-20.
8-32
18SA372
NOTICE:
Harness
ERIM Actuator Power
Harness
SK-11050
ERIM Logic Power

Harness
SK-11069
ERIM to Master CSIM
SK-11049
ERIM to
Secondary CSIM(s)
SK-11051
ERIM to MIM
SK-11052
ERIM to Primary Gear

Actuator or EGIM
(primary port)
SK-11053
ERIM to EBPM
SK-11054
ERIM to EDMs
(Single Engine)
SK-11061
ERIM to EDMs (Twin

Engine)
SK-11057
ERIM to EGIM
(Backup Port)
SK-11065
Master ERIM to
Secondary ERIM
(Three or Four Engine)
SK-11067
ERIM to Troll Actuator
SK-11137
Table 8-20
Description
SK Number
The actuator power is provided via the two

lugs on the ERIM.
See SK-11050, wiring diagram - ERIM/EBPM power
harness, (refer to chapter 10 ).
The ERIM logic power is provided via two positive
and two negative wires in the Deutsch six pin
connector. See SK-11069, wiring diagram - ERIM
power harness, (refer to chapter 10 ).
The ERIM must be connected to the master Control
Station Interface Module (CSIM) using the harness
detailed in SK-11049 (refer to chapter 10 ). The
Emergency Backup Control Panel (EBCP) must also
connect to this harness (see Figure 8-12).
The ERIM may optionally connect to up to five
secondary CSIM(s) using the harness detailed in
SK-11051 (refer to chapter 10 ).
The ERIM must be connected to the MIM(s) using
the harness detailed in SK-11052 (refer to chapter
10). The Local Control Panel (LCP) may also connect
to this harness (see Figure 8-7).
The ERIM must connect to either the primary gear
actuator(s) or EGIMs primary port using the harness
detailed in SK-11053 (refer to chapter 10).
The ERIM must connect to the optional Emergency
Backup Power Module (EBPM) using the harness
detailed in SK-11054 (refer to chapter 10 ).
The ERIM may optionally connect directly to the
Electronic Display Module(s) using the harness detailed
in SK-11061 (single engine) (refer to chapter 10).
This may be used to create a display only station in a
location on the vessel where control is not desired.
The ERIM may optionally connect directly to the
Electronic Display Module(s) using the harness detailed
in SK-11057(twin engine) (refer to chapter 10). This
may be used to create a display only station in a
location on the vessel where control is not desired.
The ERIM must connect to the EGIM at the
backup port using the harness detailed in
SK-11065 (refer to chapter ).
In three or four engine applications, the master ERIM
must connect directly to the secondary ERIM using the
harness detailed in SK-11067 (refer to chapter 10 ).
The ERIM must connect to the optional troll
actuator(s) using the harness detailed in SK-11137
(refer to chapter 10 ). This harness also connects
to the shaft speed sensor.
ERIM Harnesses
18SA372
8-33
SYSTEM INSTALLATION
The actuator power is provided via the two lugs on the ERIM.
The ERIM must be connected to the master Control Station Interface Module (CSIM). The
Emergency Backup Control Panel (EBCP) must also connect to this harness (see Figure 8-12).
Figure 8-12
ERIM to Master CISM and Emergency Backup Control Panel
The Port engine connectors should be used for single engine or single head installations.
ERIM Fusing
The positive power wires must be protected at their source with an appropriate fuse or circuit
breaker.
Detroit Diesel recommends a two fuse installation. This will provide redundancy on a critical
circuit and prevent the splicing of wire into fuse holders or power connectors. A two fuse
installation has two lines wired in parallel.
3
3
The current draw of the ERIM logic circuit with ignition on is 300 mA nominal and 500
mA maximum. Two 1 amp fuses wired in parallel are required.
The maximum current draw of the ERIM actuator circuit with ignition on is 5 amps per
actuator (not including backup). A twin engine application with a primary and troll
actuator per engine would therefore draw 20 amps maximum.
The fuses are listed in Table 8-21.
8-34
18SA372
Number of Actuators
Dual Fuse or Circuit Breaker Size
2 @ 7.5 Amp each
2 @ 15 Amp each
2 @ 25 Amp each
2 @ 30 Amp each
Table 8-21
8.8.7
ERIM Fusing
EMERGENCY BACKUP POWER MODULE
The Electronic Backup Power Module (EBPM) is mounted in the engine room, close to the
emergency backup actuators. See Figure 8-13 for EBPM mounting dimensions.
18SA372
8-35
SYSTEM INSTALLATION
Figure 8-13

NOTICE:
The EBPM must be mounted in the engine room in close proximity

to the ERIM, backup actuator(s) and power supply. The EBPM
must be mounted to limit vibration, heat, and exposure to weather.
The EBPM may not be engine or transmission mounted.
Criteria: Emergency Backup Power Module Mounting

The EBPM must be located close to a battery source since this module also provides
power to operate the backup actuators.
The EBPM harnesses are listed in Table 8-22.
8-36
18SA372
NOTICE:
Harness
SK Number
EBPM Power Harness
SK-11050
EBPM to ERIM
SK-11054
EBPM to Backup Actuator(s)
SK-11070
Table 8-22
Description
The EBPM actuator power is provided
via the two lugs on the EBPM. Refer to
SK-11050, ERIM/EBPM Power Harness,
(refer to chapter 10).
The EBPM must connect to the ERIM
using the harness detailed in SK-11054
(refer to chapter 10).
The optional EBPM must connect to the
backup gear actuator(s) using the harness
detailed in SK-11070 (refer to chapter 10 ).
This harness also connects to the backup
solenoid on the primary gear actuator.
EBPM Harnesses
The EBPM actuator power is provided via the two lugs on the EBPM. Please refer to SK-11050,
wiring diagram - ERIM/EBPM power harness, (refer to chapter 10).
EBPM Power Harness Fusing

The positive power wire must be protected at their source with an appropriate fuse or circuit
breaker. The maximum current draw of the EBPM actuator circuit with ignition on is 5 amps per
backup. A twin engine would therefore draw 10 amps maximum.
Detroit Diesel recommends a two fuse installation. This will provide redundancy on a critical
circuit and prevent the splicing of wire into fuse holders or power connectors. A two fuse
installation has two lines wired in parallel.
The maximum current draw of the EBPM actuator circuit with ignition on is 5 amps per actuator
(not including backup). A twin engine application would therefore draw 10 amps maximum. The
fuses need are listed in Table 8-23.
Number of Actuators
Dual Fuse or Circuit Breaker Size
2 @ 7.5 Amp each
2 @ 15 Amp each
Table 8-23
8.8.8
Power Harness Fuses
ACTUATORS
There are three actuators that could be in any installation, the primary gear actuator, the backup
gear actuator and the optional troll gear actuator. A vessel with a 12 volt system will need a
voltage converter to use actuators (refer to section 8.8.8.12.
18SA372
8-37
SYSTEM INSTALLATION
Primary Actuator Mounting

The optional primary gear actuator(s) must be mounted in the engine room. The actuator
mounting dimensions are given in the next illustration (see Figure 8-14).
Figure 8-14
Actuator Dimensions
NOTICE:
The actuator(s) must be mounted to limit vibration, heat, and

exposure to weather. As a result, the actuator(s) may not be
engine or transmission mounted. The actuator(s) must be
securely fastened to a bulkhead above the bilge high water line.
8-38
18SA372
Criteria: Primary Actuator Mounting

The optional primary gear actuator(s) must be mounted in the engine room within
8 ft of the transmission(s) and 36 ft of the ERIM.
The cable anchor studs must be tight and clipped down.
The cable length must be less than 8 feet to lessen the chance of binding. The cable run must avoid sharp
bends, as large radius turns do not bind as easily. The angle of the cable as it approaches the clutch shift
lever must be ninety degrees from the neutral position of the shift lever (see Figure 8-15).
When the power is off, the actuator is in the neutral position. The fore and aft travel of
the actuator must be equal when connected to the shift lever, and the total travel in the
control cable must be 3.0 +/- 0.075 linear inches.
The amount of force required to actuate the shift lever, measured from the actuator end
of the cable must be less than twenty (20) pounds.
The emergency backup clutch cable must be attached to the clutch shift lever opposite
the primary actuator cable (see Figure 8-16).
The actuator(s) must be mounted with sufficient clearance for its harnesses
The actuator(s) need not be electrically isolated.
Figure 8-15
Cable Attachment
The actuator(s) harnesses include the following:
3
3
Primary Gear Actuator to ERIM (SK-11053)

Primary Gear Actuator (backup solenoid) to the EBPM (SK-11070)
18SA372
8-39
SYSTEM INSTALLATION
Figure 8-16
Close Coupled Electric Back-up for Pull to Forward Operation
Primary Gear Actuator to ERIM

The optional primary gear actuator(s) must connect to the ERIM using the harness detailed
in SK-11053 (refer to chapter 10).
8-40
18SA372
Primary Gear Actuator (Backup Solenoid) to EBPM

The optional gear actuators solenoid connector must connect to harness coming from EBPM.
This 2-pin connection and the harness are detailed in SK-11070 (refer to chapter 10).
Backup Actuator Mounting

The optional backup gear actuator(s) must be mounted in the engine room. See Figure 8-14 for
the actuator mounting dimensions.
NOTICE:
The optional backup gear actuator(s) must be mounted
to limit vibration, heat, and exposure to weather. As a
result, the actuator(s) may not be engine or transmission
mounted. The actuator(s) must be securely fastened to a
bulkhead above the bilge high water line.
Criteria: Backup Actuator Mounting

The optional backup gear actuator(s) must be mounted to the primary actuator in the engine
room within 8 ft of the transmission(s) and 36 ft of the ERIM.
The cable length must be less than 8 ft to lessen the chance of binding. The cable run must
avoid sharp bends, as large radius turns do not bind as easily.
If the backup actuator connects directly to the gear selector valve, then the push-pull cable must make the
connection so that it is 90 with respect to the gear selector valve, having both the actuator lever and the
gear selector valve in the neutral position. If the backup actuators cable connects to the primary actuator,
than the angle of the cable as it approaches the lever on the primary actuator must be 90 from the neutral
position of the lever, having the backup actuators lever in the neutral position, too. (see Figure 8-15).
When the power is off, the actuator is in the neutral position. The fore and aft travel of
the of the actuator must be equal when connected to the shift lever, and the total travel
in the control cable must be 3.0 +/- 0.075 linear inches.
The amount of force required to actuate the shift lever, measured from the actuator end
of the cable must be less than twenty 20 pounds.
The actuator(s) must be mounted with sufficient clearance for its harness.
The actuator(s) need not be electrically isolated. The actuator(s) harness is the Backup Gear
Actuator to EBPM Harness (SK-11070).
Backup Gear Actuator to EBPM

The optional backup gear actuator(s) must connect to the EBPM using the harness detailed in
SK-11070 (refer to chapter 10).
18SA372
8-41
SYSTEM INSTALLATION
Changing the Setup of the Gear Shift Actuators

Gear actuators are shipped pre-assembled for "pull to forward" operation. See Figure 8-17.
Figure 8-17
Gear Actuator
Follow these instructions for conversion to "push to forward" operation.

1. Remove two solenoid retaining nuts (10).
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18SA372
2. Detach solenoid assembly (6) and spring (7).

3. Remove retainer ring (8). Do not spread the retaining ring any more than necessary to
remove it. Remove backup lever (9) and bearing washer (11).
4. Loosen stud lock nut (2) then loosen cable stud (5). This will allow the bracket (4) to
move slightly.
5. Loosen lever retaining bolt (12) then remove the lever and bracket.
6. Rotate the lever and bracket 180 and reassemble in reverse order. Be sure the key (1)
remains in place. Do not tighten anything until bearing washer, backup lever, and retaining
ring are reinstalled.
7. To remove end play, apply pressure to bottom of lever (3) until backup lever (9) seats
against retainer clip (8) then tighten lever retaining bolt (12) to 8-9 Nm (70-80 lbin.).
8. Tighten cable stud (5) to 8-9 Nm (70-80 lbin.) then tighten stud lock nut (2) to 8-9
Nm ((70-80 lbin).
9. Assemble spring (7) and solenoid assembly (6) onto backup lever (9) using solenoid
retaining nut (10) and tighten to 3-3.4 Nm (28-30 lbin.).
Tools needed to swap lever arm:
3
3
3
3
3
7/16 in. open end wrench

3/8 in. socket wrench
9/16 in. socket or wrench
3/16 in. Allen head wrench
Snap ring pliers
NOTE:
If the electric backup actuator hardware is setup properly but the travel direction is not
correct, the direction of travel can be changed by swapping the G1 (pin 3) & G2 (pin 5)
wires in the actuator connector.
Actuator Neutral Position Indicator

The gear actuator is equipped with dry contacts. The contacts close when a neutral position on the
actuator is achieved. The micro-switch contacts are capable of carrying three amps maximum.
Pins 8 and 9 on the gear actuator are normally closed when the gear actuator is in the neutral
position. Pins 9 and 10 on the gear actuator are normally open when the gear actuator is in the
neutral position. When the gear actuator is not in the neutral position, pins 8 and 9 will be in an
open condition, and pins 9 and 10 will be in a closed position. See Figure 8-18.
18SA372
8-43
SYSTEM INSTALLATION
Figure 8-18
Gear Actuator Position Indicator (Neutral)
Troll Actuator Mounting

The optional troll gear actuator(s) must be mounted in the engine room. See Figure 8-14 for
the actuator mounting dimensions.
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18SA372
NOTICE:
The optional troll gear actuator(s) must be mounted to limit
vibration, heat, and exposure to weather. As a result, the
actuator(s) may not be engine or transmission mounted.
The actuator(s) must be securely fastened to a bulkhead
above the bilge high water line.
Criteria: Troll Actuator Mounting

The optional troll gear actuator(s) must be mounted to the primary actuator in the engine
room within 8 ft of the transmission(s) and 36 ft of the ERIM.
The cable length must be less than 8 ft to lessen the chance of binding. The cable run must
avoid sharp bends, as large radius turns do not bind as easily.
The angle of the cable as it approaches the troll valve lever must be ninety degrees from
the mid-travel position of the troll valve lever (see Figure 8-15).
The troll actuator is in the full lockup position in the powered down state. The fore and aft
travel of the of the actuator must be equal when connected to the troll valve lever, and the
total travel in the control cable must be 3.0 +/- 0.075 linear inches.
The amount of force required to actuate the troll valve lever, measured from the actuator
end of the cable must be less than 20 pounds.
The actuator(s) must be mounted with sufficient clearance for its harness
The actuator(s) need not be electrically isolated.

NOTICE:
The actuator(s) harness is the Troll Actuator To ERIM Harness (SK-11137).
Troll Actuator to ERIM

The optional troll actuator(s) must connect to the ERIM using the harness detailed in SK-11137
(refer to chapter 10). This harness also contains a connector which connects to the shaft speed
sensor.
18SA372
8-45
SYSTEM INSTALLATION
Troll Shaft Speed Sensor Mounting

The optional troll shaft speed sensor(s) monitors propeller shaft speed. The sensor must be
mounted radially to the propeller shaft coupling where the propeller shaft speed band is located.
The notches in the barrel of the sensor must line up with the plane of rotation of the shaft. The
magnets in the speed band must approach and leave the notches in the direction of rotation. The air
gap between the sensor and the magnets in the speed band may not exceed 0.15 inches. The shaft
coupling must not strike the sensor (see Figure 8-19). The sensor mount must be solid to prevent
shaking or vibration. The sensor connects to the Troll Actuator to ERIM harness (SK-11137).
1. Shaft Speed Sensor
3. Prop Shaft
2. Magnet Band
Figure 8-19
Shaft Speed Sensor
Actuator Preventative Maintenance

To maintain top performance, inspect using the information listed in Table 8-24.
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18SA372
Frequency
Component
Morser push/pull cable
connecting clutch actuator to
marine gear selector lever
Cable mountings at actuator
and transmission mount
Daiily
Actuator operation in dry run
mode (iginiton on, engine
not running)
Actuator mechanical backup
solenoid clutch assembly
Electrical connections
Actuator base plate fasteners
Every month or 50 hours
(whichever comes first)
Actuator servo lever
Servo base plate
Every 6 months or 250 hours

Cable connector pins
Actuator servo lever
Procedure
Replace cable if cracked, binding,
worn, or loose fittings are found.
Check plastic cable end connectors
for cracks or excessive wear.
Replace if worn or damaged.
Ensure the cable mountings are
secure and not loose.
Check operation for smooth shifting of
selector valve lever. Press the Station
Active button and observe operation
of selector valve when clutches are
shifted ahead, neutral, and astern.
Check for correct cycle actuation.
Release and reengage the
backup system.
Replace if loose or corroded.
Replace frayed or deteriorated wiring.
Tighten if loose. The clutch must
be mounted securely.
Measure for any change to original
stroke length. Verify that the
actuator is not over or under
stroking the selector valve lever.
Adjust as required.
Inspect for stress fractures or stress
induced deformation. replace
entire assembvly if any signs of
damage are found.
Inspect and lubricate with a high
quality marine grade grease.
Replace pins and connectors if any
sign of wear is detected.
Measure for any change to original
stroke length. Verify that the
actuator is not over or under
stroking the selector valve lever.
Adjust as required.
Morse 33 C Red-Jaketr push/pull

cable between actuator and
selector valve
Replace the cable.
Transmission
With the transmission at operating

temperature, verify that the
transmission selector valve shift
force does not exceed 15 lb (67
N) with the cable disconnected
and 25 lb (111 N) with the cable
connected at the transmission and
disconnected at the actuator. Repair
transmission or replace cable if
these values are exceeded.
Every year or 500 hours

Morser is a registered trademark of the Morse Controls division of IMO Industries, Inc.
Table 8-24
Preventative Maintenance
18SA372
8-47
SYSTEM INSTALLATION
Using Actuators on a 12 Volt System

Detroit Diesel offers a voltage converter (P/N: 23521038) for vessels with a 12 Volt system
because actuators must be powered from a 24 Volt DC source. See Figure 8-20.
Figure 8-20
Voltage Converter for Gear Actuators on 12 V System
For vessels with backup actuators, the voltage converter 24 volt output is connected to the power
lugs on the EGIM to provide 24 volt power to the Primary and Troll actuators. An additional
voltage converter is required for connection to the power lugs on the EBPM for vessels with
backup actuators. See Figure8-21.
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18SA372
Figure 8-21
8.8.9
Voltage Converter Hookup
The EGIM provides signals and power for transmissions using electric shift solenoids. The EGIM
is controlled via the data bus in regular operating mode, but switches to G1, G2 logic when in
backup mode. See Figure 8-22 for the EGIM mounting dimensions.
18SA372
8-49
SYSTEM INSTALLATION
Figure 8-22
EGIM Mounting Dimensions
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18SA372
NOTICE:
The EGIM must be mounted to limit vibration, heat, and exposure
to weather. As a result, the EGIM may not be engine or
transmission mounted. The EGIM should be securely fastened
Criteria: EGIM Mounting

The EGIM must be mounted in the engine room within 36 ft of the ERIM, the
power source, and the transmissions.
The EGIM case must be in good electrical contact with the hull, or the bonding stud
The EGIM must be mounted with sufficient clearance for its harnesses.
The EGIM harnesses are listed in Table 8-25.

NOTICE:
Harness
SK Number
EGIM (Primary Port) to ERIM
SK-11053
EGIM (Backup Port) to ERIM
SK-11065
EGIM to Transmission
Shift Solenoid
SK-11066
Table 8-25
8.8.10
Description
The optional EGIM(s) must connect to
the ERIM using the harness detailed in
SK-11053 (refer to chapter 10).
The optional EGIM(s) must connect to
the ERIM using the harness detailed in
SK-11065 (refer to chapter 10 ).
The optional EGIM(s) must connect to the
transmission shift solenoid, transmission
neutral switch, and a fused or circuit breaker
protected 12 or 24 volt power source
using the harness detailed in SK-11066
(refer to chapter 10). See transmission
manufacturers instructions for details.
EGIM Harnesses
LOCAL CONTROL PANEL
The Local Control Panel (LCP) is designed to be mounted in the engine room next to the engine.
See Figure 8-23 for the LCP mounting dimensions.
18SA372
8-51
SYSTEM INSTALLATION
Figure 8-23
Local Control Panel

NOTICE:
The LCP must be mounted to limit vibration, heat, and exposure

to weather. As a result, the LCP may not be engine or
transmission mounted. The LCP should be securely fastened
Criteria: LCP Mounting

Should the LCP be permanently mounted in the engine room, it must be in close proximity
to the engine mounted MIM(s) (maximum harness length of
6 ft).
The LCP must be mounted with sufficient clearance for its harnesses.
MIM connects to ERIM using the harness detailed in SK-11052 (refer to chapter 10). The
optional Local Control Panel (LCP) also connects to this harness.
8.9
CONTROL STATION COMPONENTS
A control station is defined as any location on the vessel from which the propulsion system is
controlled. One station is designated as the master station when there are multiple control stations.
A typical control station includes the components described in this section.
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18SA372
8.9.1
The CSIM is the main junction box at each control station. See Figure 8-24 for the CSIM
mounting dimensions.
18SA372
8-53
SYSTEM INSTALLATION
Figure 8-24

NOTICE:
The CSIM must be mounted to limit vibration, heat,

and exposure to weather.
Criteria: CSIM Mounting

The CSIM must be mounted in close proximity to its control station.
The CSIM case must be in good electrical contact with the hull; or the bonding stud
The CSIM must be mounted with sufficient clearance for its harnesses.
The CSIM harnesses are listed in Table 8-26.
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18SA372
NOTICE:
Harness
SK Number
Master CSIM to ERIM
SK-11049
Secondary CSIM(s) to ERIM
SK-11051
CSIM to Control Button

Panel (extension)
SK-11064
CSIM to Clutch Head(s)
SK-11055
CSIM to Throttle Head(s)
SK-11056
CSIM to Single Engine

Combined Head
SK-11059
CSIM to Twin Engine

Combined Heads
SK-11068
18SA372
Description
The master CSIM must be connected
to the ERIM using the harness detailed
in SK-11049 (refer to chapter 10). The
Emergency Backup Control Panel (EBCP)
and ignition switch(es) must also connect
to this harness (see Figure 8-12).
Up to five optional secondary CSIM(s) must
connect to ERIM using the harness detailed
in SK-11051 (refer to chapter 10).
The CSIM must connect directly to its
stations Control Button Panel using the
harness detailed in SK-11064 (refer to chapter
10) (see Figure 8-25).
The CSIM must connect to the clutch
head(s) using the harness detailed in
SK-11055 (refer to chapter 10). if a station
has separate clutch and throttle heads.
Extension harness SK-11063 may be used
if a longer distance between the CSIM and
the clutch head(s) is needed.
The CSIM must connect to the throttle
head(s) using the harness detailed in
SK-11056 (refer to chapter 10) if a station
has separate clutch and throttle heads.
the throttle head(s) is needed.
The CSIM must connect to the combined
head using the harness detailed in SK-11059
(refer to chapter 10) if a single engine
installation station has a combined gear
and throttle head. Extension harnesses
SK-11062 and SK-11063 may be used if
a longer distance between the CSIM and
the combined head is needed.
If a station in a twin engine installation has
combined gear and throttle heads, its CSIM
must connect to the combined heads using the
10). If a longer distance between the
CSIM and the combined head(s) is needed,
extension harnesses SK-11062 and SK-11063
may be used and see Figure 8-25.
8-55
SYSTEM INSTALLATION
Harness
SK Number
CSIM to Single Engine EDM
SK-11058
CSIM to Twin Engine EDM
SK-11060
Table 8-26
Figure 8-25
8.9.2
Description
The CSIM in a single engine installation must
connect to its stations EDM using the harness
detailed in SK-11058 (refer to chapter 10). Pins
E and F of the EDM connector of this harness
may be used for an external accessory alarm
(refer to section 6.1.4 for more information).
The CSIM in a twin engine installation must
connect to its stations EDMs using the
10). Pins E and F of the EDM connector of this
harness may be used for an external accessory
alarm (see EDM section for more information).
CSIM Harnesses
CSIM Harnesses to Control Panel and Combined Heads in a Twin

Engine Installation
The EDM is watertight and can be mounted at an inside or outside control station. Each EDM
displays information for only one engine. The system is designed to support an EDM for each
engine at every control station.
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18SA372
Criteria: EDM Mounting

The EDM(s) must be mounted on the control panel so the data is visible to the
captain while positioned normally at the helm.
Choose the mounting method, either swivel mount (see Figure 8-26 and Figure 8-27) or flush
mount (see Figure 8-28 and ).
Figure 8-26
EDM, Swivel Mount
A diagram of the swivel mounting bracket may be seen in the next illustration (see Figure 8-27).
18SA372
8-57
SYSTEM INSTALLATION
Figure 8-27
EDM Swivel Mounting Bracket
8-58
18SA372
NOTICE:
The EDM must mounted to a flat surface in a flush mount.
The total flatness must be less than 0.03 in. over the entire
mounting surface. The EDM fastners should be torqued
15 to 20 in/lb. Uneven or curved panels may stress the
case and create water leaks in the case seams. This is
particularly important at outside stations.
Use the dimensions provided on the EDM drawings (see Figure 8-28 and Figure 8-29) to cut the
mounting hole for flush mounting. Remove all burrs and ragged edges.
Figure 8-28
EDM, Flush Mount

NOTICE:
Excessive high pressure wash against the EDM may lead

to water intrusion and damage the display.
18SA372
8-59
SYSTEM INSTALLATION
Figure 8-29
EDM Flush Mount Template
Install the harnesses utilizing ABYC standards. Do not run the wires next to high current or
Single Side Band (SSB) or VHF radio wires in the console. This is especially important in
regard to radio antenna wires.
NOTE:
The EDMs may be mounted in the engine room on a bulkhead for the convenience of
engine maintenance personnel. Wiring harness SK-11061 is used to connect the EDM
to a spare station connector on the ERIM.
8.9.3
CONTROL HEADS
The Control Head(s) are watertight and may be mounted at an inside or outside control station.
The system must have a gear head and a throttle head (or one combined head) for each engine at
every control station.
A Slimline style control head is shown in the following illustration (see Figure 8-30).
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18SA372
Figure 8-30
Optional Slimline Control Head
The mounting dimensions for Slimline style control heads are given in the following illustration
(see Figure 8-31). With Slimline style control heads, the tension adjustment screw should be on
the port side of the control head when mounted properly.
18SA372
8-61
SYSTEM INSTALLATION
Figure 8-31
Optional Slimline Control Head Mounting Dimensions
The mounting dimensions for standard style control heads are given in the following illustration
(see Figure 8-32). With standard style control heads, the mounting studs with wider spacing
should be on the port side of the control heads when mounted properly.
8-62
18SA372
Figure 8-32
Standard Style Control Heads Mounting Template
18SA372
8-63
SYSTEM INSTALLATION
NOTICE:
The control heads must be mounted to limit vibration and extreme heat.
Criteria: Control Head Mounting

Control head(s) must be mounted in a location from which the vessel may be piloted safely.
Control head(s) must be mounted within reach of the stations control button panel.
The control head(s) must be mounted so that the captain has unobstructed hand
access while positioned normally at the helm.
The control head(s) must be mounted with sufficient clearance for its harnesses.
The control heads harnesses are listed in Table 8-27.
8-64
18SA372
NOTICE:
Harness
SK Number
CSIM to Clutch Head(s)
SK-11055
CSIM to Throttle Head(s)
SK-11056
CSIM to Single Engine

Combined Head
SK-11059
CSIM to Twin Engine

Combined Heads
SK-11068
Table 8-27
8.9.4
Description
The harness detailed in SK-11055
(refer to chapter 10) is used to connect
the CSIM and clutch head(s) for a station
with a separate clutch and throttle heads.
the clutch head(s) is needed.
(refer to chapter 10) is used to connect
the CSIM and throttle head(s) for a station
with separate clutch and throttle heads.
the throttle head(s) is needed.
(refer to chapter 10) is used to connect the
CSIM and combined head for a station in a
single engine installation with a combined
gear and throttle head. Extension harnesses
SK-11062 and SK-11063 may be used if
a longer distance between the CSIM and
the combined head is needed.
(refer to chapter 10) is used to connect the
CSIM and combined heads for a station in
a twin engine installation with combined
gear and throttle heads. If a longer distance
between the CSIM and the combined head(s)
is needed, extension harnesses SK-11062 and
SK-11063 may be used and see Figure 8-25.
Control Head Harnesses
CONTROL BUTTON PANEL
The Control Button Panel (CBP) is watertight and can be mounted at an inside or outside control
station. The system must have a CBP at every control station. See Figure 8-33 for the mounting
dimensions.
18SA372
8-65
SYSTEM INSTALLATION
Figure 8-33
Control Button Panels

NOTICE:
The control button panel must be mounted to limit

vibration and extreme heat.
Criteria: Control Button Panel Mounting

The CBP must be mounted in a location from which the vessel may be piloted safely.
The CBP must be mounted within reach of the stations control head(s).
The CBP must be mounted so that the captain has unobstructed hand access to the push buttons
and clear visibility of the LEDs while positioned normally at the Helm.
The CBP must be mounted with sufficient clearance for its harness.
The CBP harness is Control Button Panel to CSIM (SK-11064) (extension).
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18SA372
8.9.5
CONTROL BUTTON PANEL TO CSIM
A CBP must connect to its stations CSIM using the harness detailed in SK-11064 (refer to chapter
10). In addition, the connector of an optional station lockout switch pigtails from this harness.
8.9.6
STATION LOCKOUT SWITCH
Each control station may have an optional station lockout switch. When actuated at the active
control station, the inactive control stations are prevented from taking control. Upon ignition on,
the secondary station(s) may not assume control if the master station lockout switch is on. The
secondary station lockout switches, however, are ignored upon ignition on. Care should therefore
be exercised when deciding on location of the master station.
Criteria: Station Lockout Switch Mounting
The switch must be mounted within reach of the Control Button Pannel and the control heads so that
the captain has unobstructed hand access to it while positioned normally at the Helm.
8.9.7
IGNITION SWITCH (MASTER STATION ONLY)

Criteria: Ignition Switch Mounting
The ignition switch(es) must be mounted in a location from which the vessel may be piloted safely.
The ignition switch(es) must be mounted within reach of the master stations control
head(s), CBP, EBCP and the starter switch(es).
The ignition switch(es) must be mounted so that the captain has unobstructed hand
access while positioned normally at the Helm.
The ignition switch(es) must be mounted with sufficient clearance for its harness.
The ignition switch(es) harness is Master CSIM to ERIM (SK-11049).
8.9.8
IGNITION SWITCH(ES) HARNESS
The ignition switch(es) must be connected to the master CSIM using the harness detailed in
SK-11049 (refer to chapter 10). The ERIM and Emergency Backup Control Panel (EBCP) must
also connect to this harness.
8.9.9
The EBCP is watertight and may be mounted inside or outside at the master control station. The
mounting dimensions for the different Emergency Backup Control Panels are in the following
illustration (see Figure 8-34).
18SA372
8-67
SYSTEM INSTALLATION
Figure 8-34
Emergency Backup Control Panels
8-68
18SA372
NOTICE:
The Emergency Backup Control Panel must be mounted
to limit vibration and extreme heat.
Criteria: Emercency Backup Control Panel Mounting

The Emergency Backup Control Panel must be mounted in a location from which
the vessel may be piloted safely.
The Emergency Backup Control Panel must be mounted within reach of the master control
stations ignition and starter switch(es), control head(s), and CBP.
The Emergency Backup Control Panel must be mounted so that the captain has unobstructed hand
access to the throttle potentiometer(s) and switch(es) while positioned normally at the Helm.
The Emergency Backup Control Panel must be mounted with sufficient clearance for its harness.
The Emergency Backup Control Panel harness is Master CSIM to ERIM (SK-11049).
Master CSIM to EBCP

The EBCP must be connected to the master CSIM using the harness detailed in SK-11049 (refer
to chapter ). The ERIM and ignition switch(es) must also connect to this harness.
8.10
BONDING
A bonding system is a network of conductors which provide a low resistance path to the ground
side of the direct current (DC) electrical system for stray currents which may arise within a hull.
Usually, these bond wires are connected to metallic items within a hull that may tend to collect
static charges or form a conducting surface for stray currents.
The individual bond wires connect to a larger common bonding conductor running fore and aft in
the vessel. The bonding system connects to the normal electrical circuit in the boat at the common
ground point. When double isolation is required by the vessel design, the bonding system does
not connect to the common ground point of the direct current electrical system.
A bonding system has several functions:
3
3
3
3
Prevent electrical potentials greater than zero from existing on metallic items within
the hull.
Provide a path to ground for all currents that exceed the maximum load the normal
electrical system is capable of carrying ( e.g. the extra load from a nearby lightning strike).
Minimize electrical corrosion of metallic objects by maintaining each object at zero
potential. A sacrificial anode must be placed near the common ground point.
Minimize radio interference by providing a low resistance path to ground for unwanted
currents that are generated within the hull.
18SA372
8-69
SYSTEM INSTALLATION
The DDEC bridge control system module cases must be connected to the vessel bonding system
for the reasons listed above. The cases are isolated from battery negative and are designed to form
a shield around the electronics to protect them from electromagnetic interference (EMI). This
EMI may be due to on-board radio signals and electrical transients. It is important to bond the
cases properly to provide for trouble-free operation.
Because metallic-hull (both single and double isolation) and non-metallic hull vessel bonding is
accomplished differently, the installation requirements for the marine DDEC control system differ
in the three cases. Refer to section 8.10.1, "Bonding in Non-metallic Hull Vessels," section 8.10.2,
"Bonding in Metal Hull Vessels," or section 8.10.3, "Double Isolation in Metal Hull Vessels."
8.10.1
BONDING IN NONMETALLIC HULL VESSELS
On boats with hulls constructed of fiberglass or other nonmetallic materials, all metal items are
connected via bonding jumper wires to a large central bond conductor (see Figure 8-35). The
control system module cases must follow this rule. The bonding requirements for each module
are discussed in this section.
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18SA372
Figure 8-35
Bonding in a Non-metallic Hull
See Figure 8-35 for a diagram adapted from American Boat & Yacht Council (ABYC) Project
E-1 which illustrates these concepts for DDEC in a non-metallic hull.
18SA372
8-71
SYSTEM INSTALLATION

A green bond wire must be secured to the bonding stud on the ERIM case near the power
connectors. The other end of the bond wire attaches to the ship bond near the 12 volt battery
supply.

The SK- 10659 power harness contains a green bond wire also which must be attached to a
MIM mounting bolt on the module side of the vibration isolator. If the MIM is removed from
the engine and mounted externally, the green wire must also be moved and attached to one of
the MIM mounting bolts on the MIM side of the vibration isolator. The other end of the bond
wire must be secured to the ship bond near the12 volt battery supply. Assure a good electrical
connection between the MIM mounting bolt and the green wire grommet by scraping away
any paint on the MIM mounting tab surface.

The bond wire for the CSIM attaches to the stud on the case. The other end of this green wire
must be connected to the central bond conductor.

The EDM case is nonmetallic and does not require bonding.
Control Heads and Control Panel

These parts normally do not require bonding as they do not contain active electronics.
Gear Actuator / Troll Actuator

Both actuators must be connected to the bonding system since they are internally grounded to
battery negative by a green wire connected to an actuator mounting bolt.
Alternators
An isolated chassis alternator is required in order to avoid the current loop between battery
negative and the bond.
Starters
The starter on engines in non-metal hull vessels must be electrically isolated from the engine
block. An air starter or isolated electric starter is recommended.
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8.10.2
BONDING IN METAL HULL VESSELS
The hull in metal hull vessels acts as the common bond conductor and all DDEC bridge control
modules must be connected to the hull (see Figure 8-36).
Figure 8-36
Bonding in a Metal Hull Vessel
18SA372
8-73
SYSTEM INSTALLATION
The easiest way to accomplish this is to bolt the bridge control modules to the hull support
structure. Remove any paint from the mounting surface to assure a low resistance contact between
the hull and the case. Star washers may be used on the module mounting surface to break
through the paint coating.
The exceptions to bonding the bridge control system are the DDEC II gear and troll actuators
which are internally connected to battery negative. The system battery negative circuit must
be isolated from the hull and appropriate actions should be taken in the mounting of these
components.

Mount the ERIM to a metallic support structure connected to the hull. In this instance, the bond
wire must NOT be connected to the case.
If the surface to which the ERIM is mounted is insulated from the hull, then the bond wire must be
attached to the bond stud near the power connector. The other end of the wire must be electrically
connected to the hull near the battery.

The MIM is mounted to the engine with rubber vibration isolators and must be bonded. Attach
this green bond wire in the power harness to one of the mounting bolts on the MIM side of the
isolator. Assure good electrical connection by scraping away the paint on the MIM mounting tab
under the bolt head.

Mount the CSIM to a metallic support structure connected to the hull. The bond wire to the CSIM
is not needed in this case. If the surface to which the CSIM is mounted is insulated from the hull,
then a bond wire must be connected to the bond stud on the CSIM.

The EDM case is non-metallic and does not require bonding.
Control Heads and Control Panel

These parts normally do not require bonding as they do not contain active electronics.
Gear Actuator / Troll Actuator

Both actuators must be mounted to be in contact with the metallic hull. If the surface to which an
actuator is mounted is insulated from the hull, then a bond wire must be electrically connected
to a mounting bolt on the actuator.
8-74
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Alternators
An isolated chassis alternator is required in order to avoid the current loop between battery
negative and the bond.
Starters
It is recommended that the starter on engines be electrically isolated from the engine block. If
the starter is not isolated then any wire connected to the battery negative must be disconnected
from the hull.
These actions will provide good electrical isolation between the DDEC system and the metal
boat hull. Among other benefits, this reduces the effect of transient voltages from other boat
systems on the controls or displays. This is especially important in working boat applications
where there are many potential noise and voltage sources aboard and where welding repairs are
made routinely. This isolation will provide substantial protection for the modules from welding
currents, but Detroit Diesel also requires that the circuit breakers in the power and ground wires
running to the MIM and ERIM modules be opened when welding on the vessel.
8.10.3
DOUBLE ISOLATION IN METAL HULL VESSELS
Double isolation (floating electrical system) is achieved when there is no connection between the
control system battery negative and the hull. Any wire that connects the battery negative terminal
to the hull of the vessel must be removed (see Figure 8-37). Mount the individual components to
the metal hull structure as described in the previous section, Bonding in Metal Hull Vessels. An
isolated starter and alternator are required in this configuration.
The next figure shows the double isolation which is required in many commercial metal hull
vessels (see Figure 8-37).
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8-75
SYSTEM INSTALLATION
Figure 8-37
Double Isolation in a Metal Hull Vessel
A simple means of monitoring the integrity of the double isolated system is provided by the
circuit shown below (see Figure 8-38). No lightbulbs will be illuminated if only one switch is
in the "ON" position.
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Figure 8-38
Current Detector
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8-77
SYSTEM INSTALLATION
8-78
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DOCKSIDE CHECKOUT
The purpose of the dockside checkout is to assure that all of the installations were done correctly
and in accordance with installation guidelines set forth by Detroit Diesel Corporation.
NOTICE:
The Dockside checkout must be completed before
taking the vessel on a sea trial.
This dockside checkout should be the last thing completed before the vessel embarks on a sea trial.
It is important that All of the items contained within the dockside checkout are inspected and
adjusted. Failure to do so may result in unintended or poor performance of the system.
This checkout procedure assumes a twin engine vessel. This procedure can also be used for
vessels with one or more than two engines.
Not all options are installed on all vessels. Optional items are marked "(optional)"
9.1
ENGINE ROOM CHECKOUT
The engine room checkout is to be performed on the following electronic modules:
3
3
3
3
3
3
3
Marine Interface Module (MIM)

Gear Actuators/Electronic Gear Interface Module (EGIM)
Electronic Troll Interface Module (ETIM)
Troll Actuator (optional)
Electronic Backup Power Module (EBPM) (optional)
Local Control Panel (LCP) (optional)
Ensure that all electrical harnesses are connected to the proper connector ports in the proper
orientation on all modules.
NOTE:
Do not use excessive force to seat connectors in modules. Verify orientation to prevent
failures.
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9-1
DOCKSIDE CHECKOUT
Use the drawings listed in Table 9-1as a reference to be sure each cable harness is connected
to the proper module.
DDC Drawing #
Engines
Stations
Actuators/EGIM
Backup
Troll
SK-11110
Actuators
Electric
Electric
SK-11111
Actuators
Mechanical
Electric
SK-11112
EGIM
N/A
No
SK-11113
Actuators
Electric
Electric
SK-11114
Actuators
Mechanical
Electric
SK-11115
EGIM
N/A
No
SK-11117
Actuators
Electric
Electric
SK-11118
Actuators
Mechanical
Electric
SK-11119
EGIM
N/A
No
SK-11120
Actuators
Electric
Electric
SK-11121
Actuators
Mechanical
Electric
SK-11122
EGIM
N/A
No
Table 9-1
DDC Drawings
Check by hand that each connector is properly mated and securely fastened as follows:
3
3
3
The collars of the round connectors must be fully turned to the locked position.
The jack screw on the square connectors must be hand tight but not overly tightened. A
5/32 in. allen wrench is required for this check. (Torque Spec)
Lock tangs must be engaged on the square connectors.
NOTE:
Care should be taken when inserting the wrench through the wire bundle so as not to
damage the wires.
9.1.1
ERIM AND MIM
Verify the proper location of the ERIM as follows:
3
3
The ERIM should be securely fastened to a bulkhead above the bilge high water line.
The ERIM case must be in good electrical contact with the hull, or the bonding stud must
be properly connected to the vessel bond.
Ensure that the power cables to the MIM and the ERIM are securely attached to a fused or circuit
breaker protected 12 or 24 volt power source.
In fiberglass vessels, verify that a bonding cable is connected to the ERIM at the bonding stud.
This should be connected to the ships bonding system with a #8 AWG wire or equivalent. A
bond wire (green) is included in the power harness (SK-10659) for the MIM. This wire should
be attached to the MIM. A mounting stud can be used for this purpose. Ensure that the wire is
attached to the MIM side of the isolator. The other side of the wire must be attached to ship
bond, not battery negative.
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9.1.2
MARINE GEAR CLUTCH ACTUATOR
Confirm proper gear actuator installation by checking the following items:
3
3
3
The actuators should be mounted securely above the bilge high water line. The actuator
case does not need to be electrically isolated.
Ensure that the cable anchor studs are tight and clipped down.
Verify that the emergency backup clutch cable is attached to the lever arm, opposite the
actuator drive rod (see Figure 9-1).
Figure 9-1
Attachment of Cable to Selector Lever
Check that the wiring harness connector is properly connected to the electric gear actuator.
Inspect the alignment and angle of approach of the push-pull clutch control cables as follows:
1. Ensure that the cable length is less than eight (8) feet long. The shorter the cable, the less
the chance of binding. Avoid sharp bends in the cable. Large radius turns do not bind
as easily.
2. Ensure that the angle the cable approaches the clutch shift lever is at an angle of 90
degrees from the neutral position of the lever (see Figure 9-1). When the power is off, the
clutch actuator is in the neutral position.
Fore and aft travel are to be equal. The amount of movement when commanding forward
and reverse gear engagement will be checked in the powered-up portion of this check out.
(There should be an equal amount of movement to reach each gear position.)
3. Ensure the gear sensor harnesses are properly secured to the gear oil pressure and gear
oil temperature sensors.
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9-3
DOCKSIDE CHECKOUT
4. Verify that the total travel in the control cable is 3.0 + 0.075 linear inches. If this is not
correct, the system will not read the gear engagement correctly.
9.1.3
ELECTRONIC TROLL INTERFACE MODULE
To test the ETIM, first test the setup.
Test Setup
Test the setup as follows:
1. Insure the ETIM is properly connected (see Figure 9-2).
Figure 9-2
ETIM Connection
2. Remove the TROLL connector from the ETIM.

3. Using a small screwdriver, remove the orange locking-wedge from the end of the 12-pin
TROLL (harness side) connector.
4. Gently pry the retaining clip away from pin #5 inside the exposed connector.
5. Remove pin #5 by pulling it out the back of the connector.
6. Install the temporary pigtail and pin into the #5 position by pushing it into the back of
the TROLL connector.
7. Connect an ammeter in series with the pin #5 pigtail and the pin/wire removed in step 5
above. See Figure 9-3 for the connection.
9-4
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Figure 9-3
ETIM Connection with Ammeter
Dry Run Mode

With the engines off, test the ETIM in dry run mode by:
1. Turn on ignition (do not start engines).
2. Press STATION ACTIVE button.
3. Put gear lever in forward gear.
4. Press and hold TROLL button until TROLL light illuminates steady.
5. Put throttle at the idle position and verify the solenoid current (as read on ammeter) is
greater than or equal to 780 mA (full slip).
6. Move throttle to wide open position, and verify the solenoid current is less than or equal
to 400 mA (full engage).
7. Move throttle to the fully closed position and verify the solenoid current (as read on
ammeter) is greater than or equal to 780 mA (full slip).
8. Press TROLL button. Verify the TROLL light goes out and solenoid current is less than or
equal to 400 mA (full engage).
Run Mode
Test the ETIM in run mode by:
1. With gear in neutral, start engine (vessel is securely tied to dock).
2. Press TROLL button (TROLL light comes on).
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9-5
DOCKSIDE CHECKOUT
3. With engine idling, put vessel in forward gear.

4. Move throttle lever over full range. Verify the current (as read on the ammeter) moves in
proportion to the lever movements.
5. Verify the system battery voltage is displayed on the EDM.
6. Access the Propeller Shaft Speed function in the EDM options menu, and insure the
Propeller Shaft Speed is reading correctly.
7. Sea trial for two hours.
Remove ammeter and pin #5 pigtail from TROLL connector.
Reinstall pin #5 into TROLL connector.
Repeat both the dry run tests and run tests for the second engine (if applicable).
9.1.4
TROLL VALVE ACTUATOR (OPTIONAL)
If the system contains the Troll mode option, verify the installation of the electric troll actuator
and the speed sensor for each gear.
Check that the wiring harness is properly connected to the electric troll actuators and speed
sensors for each marine gear.
Check the control cable as follows:
1. Ensure that the angle of approach of the push-pull control cable is at a right angle to the
mid-travel position of the troll valve lever. A check of lever movement will be made
in a later step.
2. Verify that the total travel in the control cable is 3.0 + 0.075 linear inches
The speed pickup sensor monitors the propeller shaft speed. Check the speed pickup sensor
as follows:
1. Ensure that the speed pickup sensor is mounted radially to the prop shaft coupling where
the prop shaft speed band is located.
2. Verify that the notches in the barrel of the sensor line up with the plane of the rotation of
the shaft.
3. Ensure that the magnets in the speed band approach and leave the notches in the direction
of rotation.
4. Measure the air gap between the sensor and the magnets in the speed band as follows:
[a] Adjust the gap to 0.15 in. maximum.
[b]
Ensure that the shaft coupling does not strike the sensor. The sensor mount should be
solid to prevent shaking or vibration (see Figure 9-4).
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1. Shaft Speed Sensor
3. Prop Shaft
2. Magnet Band
Figure 9-4
9.1.5
Air Gap
ELECTRONIC GEAR INTERFACE MODULE (OPTIONAL)

NOTICE:
Do NOT mount the EGIM on the gear.
The EGIM should be securely fastened to a bulkhead above the bilge high water line.
The EGIM case must be in good electrical contact with the hull, or the bonding stud must
be properly utilized.
The EGIM harness must be properly connected to the ERIM, and also must be properly connected
to the gear shift solenoid. (see gear manufacturers instructions for details)
Ensure that the power cables to the EGIM are securely attached to a fused or circuit breaker
protected 12 or 24 volt power source.
9.1.6
LOCAL CONTROL PANEL (OPTIONAL)
If the LCP is to be permanently mounted in the engine room, the LCP should be securely fastened
Ensure that the LCP is properly connected to the MIM.
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9-7
DOCKSIDE CHECKOUT
9.2
CONTROL STATION CHECKOUT
The following checkout is to be performed at every control station on the vessel.
9.2.1
ELECTRONIC MODULES
In fiberglass vessels, verify that the case ground stud on the Control Station Interface Module
(CSIM) is connected to the ship bonding system at each station. Avoid the bonding wire
connected to a single sideband radio ground plane.
The CSIM case must be in good electrical contact with the hull, or the bonding stud must be
properly connected to bond.
Verify that the emergency manual control switch at the master station is properly connected to the
ignition switch l2/24 V DC source.
Using a voltmeter, measure the voltage at the hot side of the emergency manual control switch
when it is in the normal position (red cap closed) and the ignition switch is on. Since the back
of the switch is potted, this will have to be done downstream of the switch. The voltage should
be nominally 12/24 volts.
Verify correct orientation of the throttle and clutch control heads with respect to the boat hull
as follows:
1. Check to see if standard heads or slimline heads are used:
3
3
With Standard heads, the mounting studs with wider spacing should be on the port
side of the control heads when mounted properly.
With Slimline heads, the tension adjustment screw should be on the port side of
the control head.
2. Check that the harness(es) from the head(s) are neatly routed and fastened, and that
the connectors securely attached.
NOTICE:
3. Shorten any harness which is too long.
9.2.2
CONTROL PANEL
Check for proper mounting of the panel:

1. Ensure that the control panel is mounted close to the throttle head with unobstructed hand
access to the push buttons and clear visibility of the lights.
2. Confirm that the wire harness is neatly routed to the CSIM and that the connector is
properly connected.
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9.2.3
DISPLAYS
Check the electronic display modules (EDM) for correct mounting and hookup as follows:
1. Ensure that the EDMs are secured into or on the panel with the appropriate mounting
brackets.
2. Verify that the connector on the back of each EDM unit is properly engaged and tightened.
3. Make sure the other end of the EDM harness is securely fastened to the CSIM.
9.3
POWER-UP CHECK OUT
The following power-up checkout is to be performed.
9.3.1
ECM AT THE MIM
Check for proper ECM five second bulb check at the MIM as follows:
1. Turn the ignition keys or switches ON for both engines at the main station but do not start
the engines (in some boats this may be done in the engine room).
2. Have an assistant observe the lights on the MIM on the engines.
3. Verify that immediately after the ignition is turned ON, the check and stop engine lights
illuminate a bulb check for about 5 seconds.
4. If the yellow check engine light remains ON after 5 seconds, troubleshoot the system
before proceeding. See the appropriate section in the marine electronic controls
troubleshooting manual (6SE499).
5. Verify that the green ignition light is ON when ignition is ON, and OFF when the ignition
is OFF at the master control station.
If EDM units are present at the control station, they should activate and the audible alarm should
sound at the same time the MIM bulb check occurs.
9.3.2
ECM WIRING
Check that the ECMs are transmitting on the data link and that the wiring is intact as follows:
1. With both ignitions ON, connect the diagnostic data reader (DDR) to each MIM.
2. Using the DDR instruction booklet for directions:
[a] Verify that the DDR can read the DDEC ECM data.
If the engines have 12 or 16 cylinders, there will be two ECMs on each engine.
[b]
Verify that the DDR can read both ECMs.
3. If the DDR reports there is no data on the link, proceed with troubleshooting as instructed
in the troubleshooting manual (6SE499).
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9-9
DOCKSIDE CHECKOUT
9.3.3
CONTROL STATION
Confirm that the active control station is operating properly.

1. Turn ON at least one (1) ignition switch but do not start the engine(s).
2. The EDM for that engine should turn ON. It will briefly turn ON all the display segments,
and its audible alarm will sound.
3. Momentarily press the STATION ACTIVE button (less than 2 seconds) and observe
the control panel lights.
The STATION ACTIVE light will turn ON steady if the system detects that all inputs
are in the proper range.
4. If only the STATION ACTIVE light flashes (with both engines running), it indicates there
is a fault in the wiring or a system module. refer to the troubleshooting manual (6SE499).
NOTE:
The STATION ACTIVE light will also flash during station transfer if the throttle position at
the new station is not matched to the throttle position at the old station. That should not
be the case at this point in the dockside checkout.
5. See that the STATION ACTIVE light intensity adjusts by pressing the STATION
ACTIVE button again momentarily.
6. Continue to momentarily press the button to check the four levels of intensity before
the light returns to maximum brightness.
9.3.4
SETTING THE SYSTEM TO READ MINIMUM AND MAXIMUM

THROTTLE AND SCALE THE READINGS
There are two types of throttle control heads available for use in this system. One style is the dual
lever control head in which the throttle and clutch control functions are physically independent.
The second type is the single lever control head where the throttle and clutch control functions are
combined in one lever. Determine the style of control head at each station, and use the appropriate
section below for setting the throttle scaling. There may be a mix of types on a boat.
Dual Lever Control Heads

Set the dual lever control heads as follows:
1. Turn ON both ignition switches but do not start the engine.
2. Press the STATION ACTIVE button momentarily. The red light should turn ON.
3. Make certain the clutch levers are in neutral.
4. Place the throttle levers in the idle position and press and hold the LO IDLE button.
5. After two (2) seconds of holding the LO IDLE button, the green LO IDLE light begins to
flash. This indicates the computer is ready to read the minimum setting of the throttle
potentiometers.
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18SA372
6. While holding the LO IDLE button and keeping both the throttle levers at idle, press the
STATION ACTIVE button momentarily. The green light will stop flashing, indicating
the reading was taken.
7. Release the LO IDLE button.
NOTICE:
Do not press down on the throttle levers, because extra force
may move the levers below the minimum throttle position
and cause the wrong position to be learned.
8. Move both throttle levers to the full (wide open) position. Remove your hand.
9. Repeat the above sequence. i.e. press and hold the LO IDLE button. When the green
light is flashing, press the STATION ACTIVE button. The green light will stop flashing,
signaling that the reading has been taken.
10. Repeat this procedure at all dual lever control stations on the vessel.
11. Turn both ignition switches OFF.
12. Wait for 30 seconds or longer before turning either ignition key back ON or starting
either engine.
NOTE:
This function is disabled if the engines are running.
Single Lever Control Heads

Set the single lever control heads as follows:
1. Turn both ignition switches ON but do not start the engine.
2. Press the STATION ACTIVE button momentarily and the red light should turn ON.
3. Place both levers in the forward idle position detent.
4. Press and hold the LO IDLE button.
NOTE:
You may desire to have some dead band between the detent position and where the
engine rpm begins to increase. To do that, move the levers forward just out of the detent
before you press and hold the LO IDLE button. The amount of dead band is adjustable
over a narrow range.
5. After two (2) seconds of holding the LO IDLE button, the green LO IDLE light will
begin to flash. This indicates the computer is ready to read the minimum forward idle
setting of the throttle potentiometers,
6. While holding the LO IDLE button and keeping the throttle levers at the desired position,
press the STATION ACTIVE button momentarily. The green light will stop flashing
indicating the reading was taken.
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DOCKSIDE CHECKOUT
7. Release the STATION ACTIVE button.

8. Move both levers to the full (wide open) position.
9. LO IDLERemove your hand, and repeat the above sequence. i.e., press and hold the LO
IDLE button. When the green light is flashing, press the STATION ACTIVE button. The
green light will stop flashing, signaling that the reading has been taken.
11. Place both levers in the astern idle position detent and press and hold the LO IDLE button.
You can set dead band in the astern direction also by the same procedure used in the forward case.
Set dead band in the astern direction as follows:
1. After two (2) seconds of holding the LO IDLE button, the green LO IDLE light will begin
to flash. This indicates the computer is ready to read the minimum astern idle setting of
the throttle potentiometers.
2. While holding the LO IDLE button and keeping the throttle levers at the desired position,
press the STATION ACTIVE button momentarily. The green light will stop flashing,
indicating the reading was taken.
4. Move the levers to the full astern (wide open) position.
5. Remove your hand, and repeat the above sequence. i.e., press and hold the LO IDLE
button. When the green light is flashing, press the STATION ACTIVE button. The green
light will stop flashing, signaling that the reading has been taken.
6. Release the LO IDLEbutton.
7. Repeat this procedure at all single lever control stations on the vessel.
8. Turn both ignition switches Off.
9. Wait for five (5) seconds or longer before turning either ignition key back ON or starting
either engine.
NOTE:
This function is disabled if the engines are running.
9.3.5
SETTING THE MARINE CONTROL SYSTEM TO RECOGNIZE THE

OTHER THROTTLE LEVER AS MASTER
The port throttle lever is factory preset to be the master throttle lever in engine Sync mode. The
following procedure sets the system to recognize the starboard throttle lever as the master. it also
can be used to set the system to again recognize the port throttle as master.
Set the system to recognize the starboard throttle lever as master as follows:
1. Leave the engines OFF but ignition keys ON.
2. Place both throttle levers at the idle position.
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18SA372
3. Press and hold the SYNC button for two (2) seconds and the green SYNC light will
begin to flash.
4. Continue to hold the SYNC button and move the throttle lever you desire to be designated
as the master throttle to the wide open forward throttle position.
5. When the wide open throttle position is reached, the green light will stop flashing,
indicating the control station has learned this is the master throttle.
6. Release the SYNC button.
NOTE:
This procedure only needs to be performed at one station.
7. Cycle the ignition (key must be OFF for at least 5 seconds).
9.3.6
EMERGENCY BACKUP CLUTCH CONTROLS CHECK
Check the mechanical backup clutch controls and electric backup clutch actuator.
Mechanical Backup Clutch Controls

Check the mechanical backup clutch controls as follows:
1. Turn ON ignitions to both engines but do not start the engines.
2. Engage the emergency backup switch on the panel.
NOTE:
When first engaging backup, the control lever should be moved through the full range of
motion of the lever. This will insure proper engagement of the lever to the actuator.
Once this is done, the primary actuator will power down, and simultaneously, the emergency
backup solenoid will pull in, connecting the backup clutch control, mechanically to the gear
selector lever. The backup clutch lever will then be overdriving the primary actuator. The force
required to overdrive an unpowered clutch actuator is approximately 3-4 lbs. The force required
at the lever will vary depending on the frictional losses associated with the cabling.
Electric Backup Clutch Actuator

The electric backup clutch actuator is controlled by toggle switches located on the emergency
manual control panel. The electric shift backup actuator is for all vessels where long mechanical
cables are necessary to reach from the bridge to the engine room.
Check the electric backup clutch actuator as follows:
1. Push the switch to the ahead position.
2. Pull the switch to the astern position.
3. Push the switch to the ahead position once more. This assures that the backup actuator is
correctly engaged
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DOCKSIDE CHECKOUT
4. Go to the engine room and check that the transmission shift lever is in the ahead position.
5. Adjust the mechanical linkages in the system according to the instructions in the controls
installation section.
6. Repeat for the astern direction and readjust as necessary.
9.3.7
PROPER MARINE GEAR ACTUATOR MOVEMENT
Check for proper marine gear actuator movement as follows:

1. Turn ON the ignition keys but do not start the engines.
2. Verify that the backup mechanical clutch control levers have released the mechanical
override mode by moving the levers forward and aft. There should be very little resistance
to lever movement.
3. Press the STATION ACTIVE button and observe the red light turn ON.
4. Push the clutch control levers (or single lever control levers) to the ahead position.
5. Observe in the engine room that the gear shift levers moved to the ahead position.
6. Pull the clutch control levers (or single lever control levers) to the neutral position.
7. Observe in the engine room that the gear shift levers returned to the neutral position.
8. Pull the clutch control levers (or single lever control levers) to the aft position.
9. Observe in the engine room that the gear shift levers moved to the aft position.
10. Return the clutch control levers (or single lever control levers) to the neutral position.
9.3.8
PROPER EMERGENCY GEAR SHIFT OVERRIDE ACTION
Check for proper emergency gear shift override action as follows:

1. Turn ON the ignition switches.
2. Lift the cap on the emergency control switch and move the emergency manual control
switch to the ON position.
3. The emergency clutch control should now engage and operate the clutch levers.
9.3.9
PROPER EMERGENCY CONTROL TURN OFF
Verify proper emergency control turn OFF as follows:

1. Close the cap of the emergency control switch to turn OFF this mode.
2. Momentarily press the STATION ACTIVE button and observe the red light turn ON to
indicate the system is functioning properly.
3. Move the mechanical clutch control levers to be sure the resistance in the levers is gone.
This indicates that the manual clutch has disengaged.
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4. With electric backup actuators, push the toggle switch ON the Emergency manual control
panel to the ahead position and observe in the engine room that the gear shift lever
remains in neutral.
5. Repeat for the astern direction.
9.3.10
PROPER TROLLING VALVE CONTROL SYSTEM OPERATION
NOTE:
If the reduction gears are equipped with a Trolling option, complete this step. If the vessel
does not contain trolling valve control, proceed to the next section.
To set troll actuator stroke:
1. Turn the ignition keys for both engines to the ON position, but do not start the engines .
2. Momentarily press the STATION ACTIVE button and release. The red STATION
ACTIVE light will turn on.
3. Place the gear shift levers in gear.
4. Press the TROLL mode button and hold it down for at least five seconds until the green
TROLL mode light begins to flash, then release the button. The light should continue
to flash.
5. By hand, rotate the troll actuator lever to the full slip position.
6. At the control station, press the TROLL button and the STATION ACTIVE button at the
same time. The green TROLL light should stop flishing and the troll actuator lever will
move back to the full locked up position.
7. This procesdure give you the ability to adjust the lever stroke from 1.5 in. to 3.0 in.
8. Verify that the movement of the troll actuator cable and linkage is smooth and without
interference as the throttle lever is moved. If there is any binding or jerking movements,
make adjustments as necessary to obtain smooth operation throughout the range of motion.
9. Verify that the bracket anchoring the troll cable is rigidly mounted and does not flex during
lever movement. Check that all bolts are tight.
9.4
CHECK WITH THE ENGINE RUNNING
The following check with the engine running must be performed.
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9-15
DOCKSIDE CHECKOUT
NOTICE:
Before proceeding with this section, be sure to verify that the vessel
is properly secured to its mooring with bow, stern and spring lines.
If any problem occurs with the control system during any

of these steps, immediately shut the engines OFF and
troubleshoot. Failure to do this could result in loss of control
of the engine and personal injury could result.
9.4.1
ENGINE WARM UP
Check engine warm up as follows:

1. Set the throttle levers to the idle position and the clutch controls to the neutral position
(neutral detent position with single lever controls).
2. Turn the ignition keys ON and start each engine.
3. Allow the engines to run at the increased warm up speed without activating any control
station, until they slow down to the normal idle speed.
If the engine temperature is cool, the engines will run at high idle (750 RPM Max.) until the oil
temperature warms up to about 44C (112F).
9.4.2
CONTROL STATION
Activate the control station as follows:

1. Press and release the STATION ACTIVE button. The red STATION ACTIVE light
should illuminate.
2. Consult the troubleshooting manual if there is a continuously flashing red STATION
ACTIVE light. The light indicates a problem in the control system or wiring.
The STATION ACTIVE light will also flash during station transfer if the throttle position at the
new station is not matched to the throttle position at the old station. That should not be the
case at this point in the dockside checkout.
9.4.3
LOW IDLE MODE
The low idle speed is set in the ECM and is determined by the engine rating.
Activate Low Idle mode as follows:
1. Press and release the LO IDLE button to activate the Low Idle mode.
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2. The green LO IDLE light should illuminate and the engine speed will slow down to the
low idle speed. Low idle speeds are listed in Table 9-2.
Engine
RPM
Series 92-6V, Series 92-8V
400
Series 71-12V, Series 92-12V &

Series 92-16V
500
Series 60
600
All Series 149
650
Series 200
575
Series 400
500
Table 9-2
LO IDLE Speeds
If the engine oil temperature is below 44C (112F), only a partial speed reduction will
be obtained.
3. Leave this mode active for the next step.
9.4.4
SET THE USER IDLE SPEED
The user idle speed is pre-set at the factory to 550 rpm. However, user idle cannot be below
low idle speed.
Set user idle speed as follows:
1. Put the throttle levers in the idle position.
2. Press and hold the LO IDLE button. The green LO IDLE light will begin to flash within
two (2) seconds.
Engine speed will start to increase at a slow rate. Speed will slowly cycle between 750
rpm and the low idle rpm achieved in the previous step. The speed will continue to cycle
until the button is released.
3. Release the LO IDLE button when the engine reaches the desired normal idle speed. The
control system has now learned this speed and will return to it whenever the throttle
levers are at idle and the low idle is off.
9.4.5
CLUTCH LOCK OUT MODE (SINGLE LEVER CONTROLS ONLY)
Verify clutch lock out mode (single lever controls only) as follows:
1. Make sure that all levers are in the neutral position.
2. Press and hold both the LO IDLE and SYNC buttons simultaneously for one (1) second.
The green SYNC light and green LO IDLE light will flash simultaneously, indicating the
Clutch Lockout mode is active.
3. Move the port throttle lever to the ahead detent position.
4. Verify that the Clutch Lockout mode is active by observing that there is no vessel
propulsion.
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DOCKSIDE CHECKOUT
5. Increase the engine speed by moving the throttle lever above idle.
6. Move the port lever to the astern clutch engage detent position. Verify proper operation by
the absence of vessel propulsion.
7. Move the starboard throttle lever to the ahead detent position.
8. Verify that the Clutch Lockout mode is active by observing that there is no vessel
propulsion.
9. Increase the engine speed by moving the throttle lever above idle.
10. Move the starboard lever to the astern clutch engage detent position. Verify proper
operation by the absence of vessel propulsion.
11. Exit this mode by moving both levers to the neutral position and briefly pressing both
the LO IDLE and SYNC buttons simultaneously. The two green lights will stop flashing
and turn off.
9.4.6
EACH THROTTLE LEVER OPERATES THE CORRECT ENGINE
When checking that each throttle lever operates the correct engine, remember that there are two
types of throttle control heads available for use in this system. One style is the dual lever control
head in which the throttle and clutch control functions are physically independent. The second
type is the single lever control head where the throttle and clutch control functions are combined
in one lever. Determine the style of control head and use the appropriate section. There may be
a mix of types on a boat.

Check dual lever control heads as follows:
1. Be sure the Sync mode is off.
2. Place the clutch control levers in neutral and the throttle levers in the idle position.
3. Move one throttle lever to a higher speed position.
4. Verify that the correct corresponding engine increases in speed smoothly and that it
follows the throttle lever commands without delay.
5. At a steady lever position, the engine speed should remain steady
6. Repeat for the opposite throttle lever and at the other control stations on the boat.

Check single lever control heads as follows:
1. Be sure the Sync mode is off
2. Put the single lever controls in neutral.
3. Command the Clutch Lockout mode by pressing both the LO IDLE and SYNC buttons at
the same time for one (1) second as described in the Clutch Lockout Mode section.
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4. Move the Port throttle lever above idle.

5. Verify that the Port engine increases in speed smoothly and that it follows the throttle
lever commands without delay.
6. Move the Starboard throttle lever above idle.
7. Verify that the starboard engine increases in speed smoothly and that it follows the throttle
8. At a steady lever position, the engine speed should remain steady.
9.4.7
ENGINE SYNCHRONIZE MODE
Activate the engine synchronize mode as follows:

1. Momentarily press the SYNC button.
2. If the green SYNC light fails to illuminate, the control system is not recognizing that both
engines are running. Consult the troubleshooting guide (6SE499).
3. If the green light does light up, press the SYNC button again to deactivate the Sync mode.
4. If the green light is flashing, the system is waiting to exit this mode. The operator must
match the follower throttle lever to the master throttle lever - (the master throttle lever is
factory preset to be the port throttle lever.)
9.4.8
PROPER OPERATION OF STATION TRANSFER
Verify proper operation of station transfer as follows:

1. Activate the Sync mode again by pressing the SYNC button momentarily
2. Leave the throttles at the idle position and the clutches in neutral. with single lever
controls, put them in the clutch lock-out mode by pressing and holding the LO IDLE
and SYNC buttons until the corresponding lights blink.
3. Step to a different station and be certain the gears are in neutral here too.
4. Press the STATION ACTIVE button briefly and observe the red light turn on. the two
green lights, sync and low idle, should also turn on. With single lever controls, these green
lights will be blinking and you will be unable to tell that the Sync and low Idle modes
transferred to the other station.
5. Repeat this procedure at each station to assure transfer is occurring.
9.4.9
BACKUP PANEL
Check proper operation of the Electronic Backup Power Module (EBPM) throttles as follows:
1. Set the throttle levers to the idle position, the transmission controls to the neutral position,
and the red switch cover on the port EBPM is down (off).
2. Turn the port EBPM potentiometer to the idle throttle position.
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DOCKSIDE CHECKOUT
3. Turn the port EBPM potentiometer to the full throttle position.

4. Verify that the port engine remains at idle.
5. Turn the port EBPM potentiometer to the idle throttle position.
6. Flip the red switch cover on the port EBPM up and toggle the switch to the up ON position.
7. Verify that the port engine remains at idle speed.
8. Move the port throttle lever to full throttle.
9. Verify that the port engine remains at idle speed.
10. Return the port throttle lever to the idle position.
11. Turn the port EBPM potentiometer to a higher speed position.
12. Verify that the port engine increases in speed smoothly and that it follows the
potentiometer commands without delay.
13. Verify that a steady potentiometer position, the engine RPM remains steady.
14. Turn the port EBPM throttle to the full position.
15. Verify on the EDM that the port engine achieves rated RPM.
16. Return the EBPM switch to the OFF position.
17. Verify that the port engine returns to idle speed.
18. Return the port EBPM potentiometer to the idle position.
19. Repeat all steps for the Starboard engine.
NOTE:
It is possible to advance the throttle pot beyond the maximum allowed range, while in
emergency manual control. Turning the pot past allowable limits will cause the engine
speed to return to idle even if the throttle pot is still in the maximum position. When this
situation occurs, an alert will turn on, indicating that the throttle pot has exceeded the
maximum allowable output. Turning the knob back slightly will put the knob back into
the allowable range.
20. Return the system to normal operation by moving the throttle pots to the idle speed
position and closing the red cap on the emergency manual control switch.
9.4.10
CORRECT THROTTLE RANGE WITH ENGINES RUNNING
Verify that the throttle range is correct with the engines running as follows:
1. Activate the marine control system by momentarily pressing the STATION ACTIVE
button the red light should turn on.
2. Press the LO IDLE button and observe that the engine speeds drop to the low idle speed if
the engines are warmed up.
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Remember that there are two types of throttle control heads available for use in this system. One
style is the dual lever control head in which the throttle and clutch control functions are physically
independent, the second type is the single lever control head, where the throttle and clutch control
functions are combined in one lever. Determine the style of control head and use the appropriate
section. There may be a mix of types on a boat.

1. Make sure the clutch control levers are in neutral and the throttle levers are in the idle
position.
2. Move the throttle levers to their maximum position to see that both engines obtain or
exceed the maximum rated speed.
SIngle Lever Control Heads

1. Activate the clutch lockout mode (refer to section 9.4.5).
2. Move the levers to the maximum ahead position to see that both engines reach or exceed
the maximum rated speed.
3. Repeat the last step for the maximum astern position.
NOTE:
This verifies that the maximum and minimum potentiometer settings were correctly
learned in the previous section. If the results are different from the expected results,
repeat step #4 in the previous section.
9.4.11
THE PROPER THROTTLE IS MASTER WITH ENGINES RUNNING:
To verify that the proper throttle is master with the engines running, remember that there are two
types of throttle control heads available for use in this system. One style is the dual lever control
head in which the throttle and clutch control functions are physically independent. The second
type is the single lever control head where the throttle and clutch control functions are combined
in one lever. Determine the style of control head and use the appropriate section. There may be
a mix of types on a boat.

1. With both engines still running and in neutral, press the SYNC button. The green light
should light up.
2. Qualify the throttle levers by placing them at neutral.
18SA372
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DOCKSIDE CHECKOUT
3. Move the new master throttle lever and verify that both engines increase in speed as
commanded.
4. If the new master throttle lever is not in command but the old one is, repeat the steps in the
previous section, "Setting the Marine Control System to Recognize the Other Throttle
Lever as Master," (refer to section 9.3.5).
5. To exit the engine synchronized mode, press the SYNC button and the green light will go
out when the throttle positions are matched.
6. If the green light begins to flash, it signals that the marine control system is ready to exit
the mode but the throttle positions are not matched. To complete the exit, merely match
the qualified follower throttle lever to the master lever position.

1. Activate the clutch disengaged mode and observe the SYNC and LO IDLE lights flash
together.
2. Place the control levers in the neutral position.
3. With both engines still running and in neutral, press the SYNC button. The sync and LO
IDLE lights will continue to flash.
4. Move the new master throttle lever and verify that both engines increase in speed as
commanded.
5. If the new master throttle lever is not in command but the old one is, repeat the steps in the
previous section, "Setting the Marine Control System to Recognize the Other Throttle
Lever as Master," (refer to section 9.3.5).
6. To exit the engine synchronized mode, press the SYNC button and move both throttle
levers to the same position. The lights will continue to flash until the follower lever
matches the master lever within 100 RPM.
NOTE:
The master throttle lever maintains complete control of speed for both engines until this
exit requirement is met. The reason for this is to avoid accidental vessel course changes
while exiting the engine synchronized mode underway.
9.4.12
PROPER GEAR ENGAGEMENT WITH THE ENGINE RUNNING.
Check for proper gear engagement with the engine running as follows:
1. Be sure all the prior steps check out correctly.
2. Deactivate the Clutch Lockout mode (single lever controls), by moving the levers to the
neutral position and pressing and releasing both the LO IDLE and SYNC mode buttons
simultaneously. The green lights above both buttons should stop flashing and turn off.
3. Press the LO IDLE mode button. This will put the engine into Low Idle.
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18SA372
NOTICE:
Do not place the clutch into gear and leave it there for
any length of time. This may cause possible damage
to the vessel and her mooring.
4. Move the port clutch control lever to the ahead detent position and then quickly move
the lever back to neutral.
5. Verify that forward propulsion is obtained.
6. Move the port clutch control lever to the aft detent position and then quickly move the
lever back to neutral.
7. Verify that reverse propulsion is obtained.
8. Move the starboard clutch control lever to the ahead detent position and then quickly
move the lever back to neutral.
9. Verify that forward propulsion is obtained.
10. Move the starboard clutch control lever to the aft detent position and then quickly move
the lever back to neutral.
11. Verify that reverse propulsion is obtained.
9.4.13
LOCAL CONTROL PANEL (OPTIONAL) OPERATION
Check LCP operation as follows:

1. Place the gears in neutral.
2. Make sure that the LCP is properly connected to the MIM.
3. Lift the protective cover on the LCP, and activate the switch.
4. Insure that the engine RPM goes to idle.
5. Rotate RPM knob, and insure that the RPM does not follow the motion of the RPM
knob, until the throttle pot is qualified. The throttle pot will be qualified if the knob is
turned all the way down to idle.
6. Once the throttle pot has been qualified, then control of the engine rpm will be controlled
by the LCP, and NO other stations. The throttle control head is not active, once the switch
on the LCP is activated.
18SA372
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DOCKSIDE CHECKOUT
9.5
SEA TRIAL
NOTICE:
The Dockside checkout must be completed before
taking the vessel on a sea trial.
If all prior checks have been performed correctly then its time to proceed with a sea trial of
the system.
9.5.1
TROLL SYSTEM OPERATION
Check troll system operation as follows:

1. While underway in open water in the ahead gear position, bring the engines to idle.
2. Press the TROLL button on the control panel. The engine speed will go to the factory
preset troll speed of 700 rpm. The vessel will slow to the minimum speed because the
throttle lever now controls the clutch slip. The idle position is maximum slip or minimum
vessel speed.
3. Adjust the troll engine speed by pressing and holding the TROLL button on the control
panel. The engine speed will increase to the maximum troll speed and then decrease to the
low idle speed before increasing again. Release the button at the desired speed.
4. Program the ERIM, using the EDM, for the maximum troll speed to match the gear
manufacturers specification.
5. Enter the EDM menu and display the actual shaft speed. move the throttle lever from idle
to wide open throttle positions and note that the shaft speed increases proportionally.
9.5.2
EMERGENCY BACKUP CONTROLS
Check the emergency backup controls as follows:

1. While underway in open water, turn ON the emergency backup switch. The engine speed
will go to idle.
2. Operate the backup gear controls to verify that ahead, neutral and astern directions can
be achieved.
3. Make sure the engines respond to the throttle knobs at the main station.
4. Turn OFF the emergency backup switch, press the STATION ACTIVE button, qualify
the throttles, and resume normal control.
5. Proceed with the sea trial to check other vessel systems.
9.6
DOCKSIDE CHECKLIST
The purpose of the dockside checkout is to assure that all of the installations are properly
completed in accordance with installation guidelines set forth by Detroit Diesel Corporation.
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Engine Room Check - Power and Engines Off

Check the following in the Engine Room:
1. Inspect connectors at ERIM, MIM(s), gear actuators, troll actuators and gear sensors.
2. Hand check connector mating and screw torque.
3. ERIM, clutch and troll actuators located and mounted properly.
4. ERIM & MIM power supply circuits wired correctly.
5. ERIM bonding wire connected correctly for fiberglass hulls.
6. ERIM mounted to hull on metal hull vessels.
7. Clutch actuator electrically isolated on metal hull vessels.
8. Clutch actuator mechanical adjustment
9. Emergency backup mechanical adjustment
10. Troll actuator electrically isolated on metal hull vessels.
11. Troll actuator cable mechanical adjustment
12. Shaft speed sensor adjustment
Control Station Checklist - Power And Engines Off
Check the following in the Control Station:
1. Connectors for all harnesses correctly attached to the CSIM and EDMs.
2. CSIM bonding wire attached to bond on fiberglass vessels.
3. CSIM mounted to hull on metal hull vessels - no bond wire.
4. Emergency manual backup control voltage source = 12 or 24 volts DC.
5. Clutch and throttle control heads oriented correctly.
6. Control panel located conveniently and harness routed properly.
7. Electronic display module located and oriented properly; secure mounting.
Power-up Check - Ignition ON, Engine OFF
Check the power-up, ignition ON - engine OFF, as follows:
1. Port key turns ON port ECM, starboard key turns ON starboard ECM.
2. MIM 5 second bulb check at ignition key ON.
3. MIM green ignition light ON and steady.
4. EDM for each engine turns ON, checks ok, and displays data.
5. Each ECM is broadcasting data on the DDR link.
6. STATION ACTIVE light comes ON when STATION ACTIVE button is pressed.
7. STATION ACTIVE light intensity changes with the STATION ACTIVE button
8. Train CSIM at each station for minimum and maximum throttle lever positions.
18SA372
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DOCKSIDE CHECKOUT
9. Train the system for desired master throttle lever.

10. Check the mechanical emergency backup clutch control adjustment and operation.
11. Check the electrical emergency backup clutch control adjustment and operation.
12. Gear actuator moves in correct direction in response to clutch lever command.
13. Check for proper troll valve actuator operation minimum and maximum slip only.
14. Program EDMs for maximum troll speed to match gear requirements.
15. If hydraulic bow thruster pump is on an engine, set EDM for proper speed.
16. Program EDMs for transmission maximum temperature alarm setpoint (wait for sea trial
to set transmission minimum gear pressure alarm setpoint).
Power-up Check - Engine ON
Check the power-up, engine ON, as follows:
1. Start engines, observe startup smoke, check idle speed and half engine operation.
2. Press STATION ACTIVE button. STATION ACTIVE light is ON and steady.
3. Press LO IDLE button. warm engine speed drops to low idle rpm.
4. Reset normal idle speed if desired.
5. Clutch disengage mode operates properly (single lever controls only).
6. Each throttle lever operates the correct engine.
7. The throttle levers can command maximum engine speed.
8. Press engine SYNC button. System goes into Sync mode and operates properly.
9. Clutch levers command correct direction (Engage momentarily only).
10. Clutch and throttle control heads oriented correctly.
11. Control panel located conveniently and harness routed properly.
12. Electronic display module located and oriented properly; secure mounting.
13. EDM power source = 12/24 Volts.
Power-up Check - Ignition ON, Engine OFF
Check the power-up, ignition ON - engine OFF, as follows:
1. Port key turns ON port ECM, starboard key turns ON starboard ECM.
2. MIM 5 second bulb check at ignition key ON.
3. Green ignition light on MIM is ON and steady.
4. EDM for each engine turns ON, checks ok, and displays data.
5. Each ECM is broadcasting data on the DDR link.
6. STATION ACTIVE light comes ON when STATION ACTIVE button is pressed.
7. STATION ACTIVE light intensity changes with the STATION ACTIVE button.
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18SA372
8. Train CSIM at each station for minimum and maximum throttle lever positions.
9. Train the system for desired master throttle lever.
10. Check the mechanical emergency backup clutch control adjustment and operation.
11. Check the electrical emergency backup clutch control adjustment and operation.
12. Gear actuator moves in correct direction in response to clutch lever command.
13. Check for proper troll valve actuator operation minimum and maximum slip only.
14. Program EDMs for maximum troll speed to match gear requirements.
15. If hydraulic bow thruster pump is on an engine, set EDM for proper speed.
16. Program EDMs for transmission maximum temperature alarm setpoint. (wait for sea trial
to set transmission minimum gear pressure alarm setpoint).
Power-up Check - Engine ON
Check the power-up, engine ON, as follows:
1. Start engines, observe startup smoke, check idle speed and half engine operation.
2. Press STATION ACTIVE button. STATION ACTIVE light is ON and steady.
3. Press LO IDLE button. Warm engine speed drops to low idle rpm.
4. Reset normal idle speed if desired.
5. Clutch disengage mode operates properly (single lever controls only).
6. Control transfers correctly to all the other control stations.
7. Turn ON emergency backup switch.
8. Emergency throttle control works correctly.
9. Wait until the sea trial to check the backup clutch control.
Sea Trial
Check the following with a sea trial:
1. Engines accelerate with acceptable black smoke at normal operating temperature.
2. Set troll speed to desired speed.
3. Troll system modulates correctly - full range of shaft speeds achieved.
4. Observe minimum transmission oil pressure when warmed up, in LOW IDLE, in SYNC.
5. Ahead and astern directions. Program EDMs for alarm setpoint.
6. Backup throttle and gear control operate correctly.
18SA372
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DOCKSIDE CHECKOUT
9-28
18SA372
10 SYSTEM AND HARNESS DIAGRAMS

SK10659 MIM Power Cable .............................................................................................
SK11049 ERIM to Master CSIM Power Cable .................................................................
SK11050 ERIM \ EBPM Power ........................................................................................
SK11051 ERIM to Secondary CSIM ................................................................................
SK11052 ERIM to MIM Harness ......................................................................................
SK11053 ERIM to Primary Gear Actuator or EGIM (Primary Port) ..................................
SK11054 ERIM to EBPM .................................................................................................
SK11055 Interconnect Slimline Clutch PORT & STBD ....................................................
SK11056 Interconnect Slimline Throttle PORT & STBD ..................................................
SK11057 ERIM to EDM - Internal Power (Multi Engine DDEC III) ...................................
SK11058 CSIM to EDM - Single Engine / Port Only ........................................................
SK11059 Interconnect Slimline Single Port / Port Only to CSIM ......................................
SK11060 CSIM to EDM - (Multi Engine DDEC III) ...........................................................
SK11061 ERIM to Sturdy EDM Single Engine / Port Only ...............................................
SK11062 CSIM to Throttle Head Interconnect - Extension ..............................................
SK11063 CSIM to Clutch Head Interconnect - Extension ................................................
SK11064 Interconnect CSIM to Control Button Panel ......................................................
SK11065 ERIM to EGIM (Backup Port) ...........................................................................
SK11066 EGIM to Transmission Solenoid .......................................................................
SK11067 Multi Engine - Receiver to Sender ERIM ..........................................................
SK11068 Interconnect Slimline Single Point ....................................................................
SK11069 ERIM Power Cable ...........................................................................................
SK11070 EBPM to Backup Actuator ................................................................................
SK11131 Adapter - DDEC III Gear Actuator to DDEC II/2.5 ............................................
SK11132 EBPM Ignition for DDEC III Actuator to DDEC II/2.5 ........................................
SK11133 DDEC III Solenoid to DDEC II/2.5 Backup Panel .............................................
SK11135 Backup Panel Extension ...................................................................................
SK11136 Local Control Panel Extension .........................................................................
SK11137 ERIM to Troll Actuator ......................................................................................
SK11110 System Diagram - One Engine, Two Control Stations, Actuator, Electrtic
Backup, Troll .....................................................................................................
SK11111 System Diagram - One Engine, Two Control Stations, Actuator, Mechnical
Backup, Troll .....................................................................................................
SK11112 System Diagram - One Engine, Two Control Stations, EGIM ...........................
SK11113 System Diagram - Two Engines, Two Control Stations, Actuator, Electric
Backup, Troll .....................................................................................................
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10-1
SYSTEM AND HARNESS DIAGRAMS
SK11114 System Diagram - Two Engines, Two Control Stations, Actuator, Mechanical
Backup, Troll .....................................................................................................
SK11115 System Diagram - Two Engines, Two Control Stations, EGIM .........................
SK11117 System Diagram - Three Engines, Four Control Stations, Actuator, Electric
Backup, Troll .....................................................................................................
SK11118 System Diagram - Three Engines, Four Control Stations, Actuator, Mechanical
Backup, Troll .....................................................................................................
SK11119 System Diagram - Three Engines, Four Control Stations, EGIM .....................
SK11120 System Diagram - Four Engines, Four Control Stations, Actuator, Electric
Backup, Troll .....................................................................................................
SK11121 System Diagram - Four Engines, Four Control Stations, Actuator, Mechanical
Backup, Troll .....................................................................................................
SK11122 System Diagram - Four Engines, Four Control Stations, EGIM .......................
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SK10659
MIM Power Cable
18SA372
10-3
SK11049
ERIM to Master CSIM Power Cable
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SK11050
ERIM \ EBPM Power
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10-5
SK11051
ERIM to Secondary CSIM
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SK11052
ERIM to MIM Harness
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SK11053
ERIM to Primary Gear Actuator or EGIM (Primary Port)
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SK11054
ERIM to EBPM
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SK11055
Interconnect Slimline Clutch PORT & STBD
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SK11056
Interconnect Slimline Throttle PORT & STBD
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SK11057
ERIM to EDM - Internal Power (Multi Engine DDEC III)
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SK11058
CSIM to EDM - Single Engine / Port Only
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SK11059
Interconnect Slimline Single Port / Port Only to CSIM
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SK11060
CSIM to EDM - (Multi Engine DDEC III)
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SK11061
ERIM to Sturdy EDM Single Engine / Port Only
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SK11062
CSIM to Throttle Head Interconnect - Extension
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SK11063
CSIM to Clutch Head Interconnect - Extension
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SK11064
Interconnect CSIM to Control Button Panel
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SK11065
ERIM to EGIM (Backup Port)
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SK11066
EGIM to Transmission Solenoid
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SK11067
Multi Engine - Receiver to Sender ERIM
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SK11068
Interconnect Slimline Single Point
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SK11069
ERIM Power Cable
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SK11070
EBPM to Backup Actuator
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SK11131
Adapter - DDEC III Gear Actuator to DDEC II/2.5
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SK11132
EBPM Ignition for DDEC III Actuator to DDEC II/2.5
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SK11133
DDEC III Solenoid to DDEC II/2.5 Backup Panel
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SK11135
Backup Panel Extension
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SK11136
Local Control Panel Extension
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SK11137
ERIM to Troll Actuator
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SK11110
System Diagram - One Engine, Two Control Stations, Actuator,

Electrtic Backup, Troll
Robot: Please replace this page with the graphic for t11110
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SK11111
System Diagram - One Engine, Two Control Stations, Actuator,

Mechnical Backup, Troll
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SK11112
System Diagram - One Engine, Two Control Stations, EGIM
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SK11113
System Diagram - Two Engines, Two Control Stations, Actuator,

Electric Backup, Troll
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SK11114
System Diagram - Two Engines, Two Control Stations, Actuator,

Mechanical Backup, Troll
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SK11115
System Diagram - Two Engines, Two Control Stations, EGIM
18SA372
10-43
10-44
18SA372
SK11117
System Diagram - Three Engines, Four Control Stations,

Actuator, Electric Backup, Troll
18SA372
10-45
10-46
18SA372
SK11118
System Diagram - Three Engines, Four Control Stations,

Actuator, Mechanical Backup, Troll
18SA372
10-47
10-48
18SA372
SK11119
System Diagram - Three Engines, Four Control Stations, EGIM
18SA372
10-49
10-50
18SA372
SK11120
System Diagram - Four Engines, Four Control Stations, Actuator,

Electric Backup, Troll
18SA372
10-51
10-52
18SA372
SK11121
System Diagram - Four Engines, Four Control Stations, Actuator,

Mechanical Backup, Troll
18SA372
10-53
10-54
18SA372
SK11122
System Diagram - Four Engines, Four Control Stations, EGIM
18SA372
10-55
10-56
18SA372
11 MDEC-MARINE INTERFACE MODULE

A unique bridge control system, combining elements from the electronic controls of each
corporation, has been developed for the MTU/DDC Series 4000 marine engine. In this unique
system, the MDEC Engine Control Unit (ECU) replaces the DDEC ECM. The MDEC Marine
Interface Module (M-MIM), a variation of the DDEC MIM, is used with the DDEC III Marine
Level II Bridge Control system as the interface between the MDEC Electronic Control Unit
(ECU) and the DDEC III Marine Level II Bridge Control system. The M-MIM is factory installed
on the engine.
The M-MIM (see Figure 11-1) performs the following functions:
3
3
3
3
3
3
Translates the MDEC data messages (CAN) to DDEC data messages (J1708)
Measures battery voltage
Measures marine gear oil pressure
Measures marine gear oil temperature
Marine gear oil pressure sensor range select
Generates an engine tach signal based on MDEC databus messages
18SA372
11-1
MDEC-MARINE INTERFACE MODULE
Figure 11-1
MDEC-Marine Interface Module
There is also a Check Engine Light (CEL), a Stop Engine Light (SEL), and an Ignition Light
on the face of the M-MIM.
11.1
ELECTRICAL - POWER SUPPLY
The M-MIM provides power to the MDEC ECU. The MDEC ECU contains an internal 30 amp
fuse. The M-MIM consumes 0.6 amps max with ignition on.
M-MIM Rated Voltage Range:
8 - 32V DC
MDEC ECU Rated Voltage Range:
17 - 32VDC
NOTE:
MDEC requires a 24VDC nominal supply.
NOTE:
The ignition switch does not turn off power to MDEC (as it does with DDEC). To prevent
the ships batteries from fully discharging during a long period of non-use, the breaker to
the M-MIM should be turned off when the engines will not be running.
11.1.1
CURRENT CONSUMPTION
Engine Stopped:
0.5 amps typical
Engine Running:
18 amps max
11-2
18SA372
11.1.2
CIRCUIT BREAKER RECOMMENDATIONS
Min:
25A
Max:
30A
11.1.3
CONNECTION TO BOAT POWER
The M-MIM connects to ship power via two 1/4 in. lugs. The Boat Builder or Installation
Technician is responsible for making the connection via a switched circuit breaker, as power to
the M-MIM must be removed when the unit is not operating to prevent the ships batteries from
discharging.
11.2
M-MIM HARNESSES
For a description of the connections on the MDEC ECU refer to the MDEC Marine Engine
Control Unit Maintenance Manual (6SE626).
NOTICE:
Three harnesses connect to the M-MIM: M-MIM Power Harness, M-MIM to ERIM, and M-MIM
to ECU Harness.
11.2.1
M-MIM TO MDEC ECU HARNESS
The factory installed M-MIM harness connects the engine mounted M-MIM to the engine
mounted ECU and several marine sensors as listed in Table 11-1 (see Figure 11-6 at the end
of the chapter).
M-MIM Pin
Description
Stop Engine Light
Transmission Pressure Sensor In
--
Transmission Temperature Sensor In
--
Battery (-) Trans Pressure/Temperature Sensor RTN
Spare Pass thru #1 (%LOAD - Analog* )
X1-DD
Spare Pass thru #2 (Throttle 4-20mA* )
X1-X
Ignition
X1-h
Battery (-) 24 Volt RTN
X5-B
X5-B
10
X5-C
11
Check Engine Light
X1-T
18SA372
MDEC Pin
X1-p
X1-CC, GG
11-3
M-MIM Pin
Description
MDEC Pin
12
Transmission Pressure Sensor +5V REF
--
13
Transmission Pressure Range Select
--
14
Battery (-) Range Select RTN (Trans Pressure)
--
15
Pass thru #3 (External Coolant Leve l*)
X1-N
16
Pass thru #4 (Starter Lockout* )
X1-z
17
Backup Analog Throttle Signal
X1-AA
18
Battery (-) 24 Volt Power RTN
X5-C
19
X5-E
20
X5-E
21
RXD RS232 In
X6-B
22
J1939 (+) Data Link
X1-G
23
Emergency Stop - Lite
X1-V
24
Throttle Input Select
X1-d
25
Battery (-) Logic Gnd
X1-c,w,g,H,E,i,M,P, X6-F
26
Throttle Frequency In
X1-J
27
Backup Analog Throttle Sensor +5 REF
28
Battery (+) 24 Volt Power
X5-A
29
X5-A, X9-A
30
X5-A
31
TXD RS232 Out
X6-A
32
J1939 (-) Data Link
X1-F
33
Reserved
34
X1-R
35
Battery (-) Light Gnd
X1-U,y.S,n
36
Backup Throttle Sensor RTN
X1 - q
37
Pass thru #5 (Analog Speed Out* )
X1-HH
38
X5-D
39
X5-D
40
X5-D
---
Half Eng
X1-BB
--
X1-x, X9-B
Bold - Direct MDEC connections using harness P/N: 23524836
Table 11-1
11.2.2
M-MIM Connection to MDEC
M-MIM TO ERIM/BOAT BUILDER HARNESS
The M-MIM must be connected to the Engine Room Interface Module (ERIM) as listed in
Table 11-2 (see Figure 11-5 at the end of the chapter).
11-4
18SA372
Pin No.
Description
Pass thru #2 (4-20mA Throttle Input*)
Battery (+) LCP Power
LCP Ignition
Ignition
Sync Enable
Pass thru #5 (Analog Speed Output*)
Tach Drive M-MIM Output
Throttle Frequency In
10
DDL J1587 (-)
11
DDL J1587 (+)
12
- not connected -
13
Backup Analog Throttle Sensor +5 REF
14
Backup Analog Throttle Signal
15
Backup Throttle Sensor RTN
16
LCP Throttle RTN
17
Pass thru #3 (External Coolant Level Input*)
18
- not connected -
19
LCP Analog Throttle Signal
20
Battery (-)
21
Pass thru #4 (Starter Lockout Output*)
22
- not connected -
23
Pass thru #1 (% Engine Load Output*)
24
LCP +5 V
Bold - Direct MDEC connections using harness P/N: 23524836
Table 11-2
11.2.3
M-MIM Connection to ERIM/Boat Builder
M-MIM DIAGNOSTIC CONNECTOR TO DDR
The M-MIM must be connected to the DDR as listed in Table 11-3 (see Figure 11-6 at the end
of the chapter).
18SA372
11-5
Pin No.
Description
J1708 (+) Bus
J1708 (-) Bus
Battery (+) Power
TXD RS232 Out
Battery (-) RTN
RXD RS232 In
Table 11-3
11.2.4
M-MIM Connection to Diagnostics
MDEC OPTIONS AND THE M-MIM HARNESS
The MDEC ECU offers many optional inputs and outputs which are not used in each application.
To take advantage of these options, up to six pass through connections in the M-MIM are used
to pass the MDEC signals between the ERIM connections. The pass through connections and
connector pin are listed in Table 11-4.
Description
M-MIM-to-ERIM Connector
M-MIM-to-MDEC Connector
Spare 1
23
Spare 2
Spare 3
17
15
Spare 4
21
16
Spare 5
37
34
Table 11-4
M-MIM Pass Through Connections
The available functions as well as the pin connections are determined by the wiring of the
M-MIM harness.
The MDEC inputs and outputs for the M-MIM-to-ERIM connector used on M-MIM Harness
P/N: 23523161 are listed in Table 11-5.
11-6
18SA372
Inputs and Outputs
Pass
Thru 1
Pass
Thru 2
IUE1 - 4-20mA Throttle Input
Pass
Thru 3
Pass
Thru 4
Pass
Thru 5
UA1 - Analog Speed Output

UA2 - % Load Output
Override
X
X
UA3 - Oil Pressure Output

UA4 - Coolant Temp Output
BE3 - Shutdown Over ride Input
BE4 - High Idle Input
BE5 - Up Button Input
BE6 - Down Button Input
BE9 - External Coolant Level Input
TAA1 - Emergency Stop Output
TAA4 - Engine above 300 RPM Output
TAA5 - Torque Limit Active Output
TAA6 - Gear Engage OK Output
Table 11-5
M-MIM Harness P/N: 23523161
The MDEC inputs and outputs for the M-MIM-to-ERIM connector used on M-MIM Harness
P/N: 23525619 are listed in Table 11-6.
Inputs and Outputs
Pass
Thru 1
Pass
Thru 2
IUE1 - 4-20mA Throttle Input
Pass
Thru 3
Pass
Thru 4
Override
UA1 - Analog Speed Output

UA2 - % Load Output
Pass
Thru 5
X
X
UA3 - Oil Pressure Output

UA4 - Coolant Temp Output
BE3 - Shutdown Over ride Input
BE4 - High Idle Input

BE5 - Up Button Input
BE6 - Down Button Input
BE9 - External Coolant Level Input
TAA1 - Emergency Stop Output

TAA4 - Engine above 300 RPM Output
TAA5 - Torque Limit Active Output

TAA6 - Gear Engage OK Output
Table 11-6
M-MIM Harness P/N: 23525619
18SA372
11-7
11.3
BACKUP CONTROL OPERATION
The Series 4000 MDEC engines require a different Emergency Backup Control Panel (EBCP)
than DDEC engines. The panel is functionally the same but the appearence is different due to
the following caution mounted on the panel.
Engine(s) will immediately acknowledge speed and

transmission settings when manual control is activated.
To avoid personal injury resulting from a sudden increase
in speed or change in direction, place throttle knob at the
full counter-clockwise idle position and gear switches in
neutral position before activating manual control.
NOTICE:
The transmission is not protected from high speed shifting
in emergency backup mode. Transmission damage may
result from high speed shifting.
Activating the control switch on the EBCP will initiate emergency backup mode in which the
following actions will occur:
3
3
3
3
3
3
3
Transmission(s) will switch to the position indicated by the backup panel.

Engine(s) will immediately react to the speed demand from the backup controls.
All primary control stations will go to inactive states, losing their ability to command
gear direction and engine speed.
All Electronic Display Modules (EDM) will display an alert indicating emergency backup
mode.
The backup throttle potentiometer will command engine speed.
On electric backup or EGIM installations, the backup transmission selector will command
gear direction immediately.
On manual backup installations, the backup transmission selector will command gear
direction.
11.3.1
RETURNING TO THE PRIMARY CONTROL SYSTEM
The following steps are required to return from emergency backup mode to the primary control
system:
11-8
18SA372
NOTICE:
When the controls are switched between primary and backup
the engine will immediately acknowledge the new speed
demand without the requirement to qualify throttles. As a
result, the new destination controls should be in the idle
position when the controls change is made.
1. Switch the Emergency Manual Control Switch to the off position. The transmission(s)
will be commanded to neutral and the engine(s) will be commanded to idle.
2. Press the Station Active button at a control station.
11.4
INPUTS
The inputs are described in the following sections.
11.4.1
IGNITION (ENGINE STOP)
MDEC differs from DDEC in that MDEC uses a binary input to control the starting and stopping
of the engine. In the M-MIM implementation, a "true" signal (greater than 10 volts) will wake-up
the marine control system and signal MDEC to allow the engine to start. The "false" signal may
either float or be driven to Battery minus (less than 4 volts) to stop the engine. This input is on
MDEC BE1. Refer to the MDEC Marine Engine Control Unit Maintenance Manual (6SE626) for
more information on the operation of the MDEC binary inputs.
11.4.2
THROTTLE INPUT SELECT (SYNC ENABLE)
Sync Enable (or Throttle Select) is used to select the active throttle input. A "true" selects the
Voltage throttle input to MDEC (IUE1) as active and "false" selects the Frequency (FE1) throttle
input to MDEC as active. This input is on BE8.
The Sync Enable signal is considered "true" if the voltage is greater than 10 volts. The signal is
considered "false" if the voltage is less than 0.25 volts or floating. The Backup Panel is considered
"active" if the Sync Enable signal is "false."
11.4.3
FREQUENCY THROTTLE SIGNAL
The Frequency Throttle signal to MDEC is a direct connection (to FE1) without any intervention
by other modules. It is scaled the same as DDEC. The scaling is:
Signal:
Square Wave
Duty Cycle:
50% +/- 30%
Calibration:
12 pulses per revolution
Logic High:
greater than 8 volts
Logic Low:
less than 0.5 volts
18SA372
11-9
11.4.4
ANALOG VOLTAGE THROTTLE SIGNAL
The analog voltage throttle signal is normally used as the backup throttle input. It is connected
directly to MDEC input IUE1/U_IN without any intervention by other modules. When using this
input, the 4-20mA current throttle current input (IUE1/I_IN) must be disconnected to any signal
and left floating. The RPM scaling of the signal varies with different engine ratings.
Scaling:
0.5 volt to 4.5 volts
Errors:
Sensor Defect code if outside of range
Calibration:
Exponential, finer control at low RPM, courser control at higher RPM
11.4.5
CURRENT THROTTLE SIGNAL (4-20MA)
The current throttle signal may be used as an alternative to the voltage throttle signal. Each uses
its own input, but are electrically joined through a circuit network inside of MDEC. They also
both share the same calibration table.
NOTE:
The current and voltage inputs may not be used at the same time. One input must always
be electrically floating, or non-operation of both will result.
Since both share the same calibration table, the table must be set up for either voltage or current.
The default calibration is for voltage.
11.4.6
FULL ENGINE MODE
This input to MDEC (BE2) is used to force the engine out of half engine into full engine. Under
extreme temperatures the transition may not always naturally occur when shifting from neutral to
in-gear. A pressure switch on the gear will control this input through a connection in the M-MIM
harness. The part numbers are listed in Table 11-7.
Table 11-7
Component
Part Number
Full Engine Switch
23524727
Harness
23524959
Full Engine Switch Part Numbers
See Figure 11-2 for the Full Engine Switch wiring assembly.
11-10
18SA372
Figure 11-2
11.4.7
Full Engine Switch Wiring Assembly
LCP IGNITION
The LCP Ignition signal is considered "true" if the voltage is greater than 1.0 volt. The signal is
considered "false" if the voltage is less than 0.25 volts. The LCP Panel is considered "active"
if the LCP Ignition signal is "true."
11.4.8
SHUTDOWN OVERRIDE
When a vessel is Society Classed, automatic engine shutdown alarms are required in some cases.
If the MDEC ECU is configured for automatic engine shutdowns then a Shutdown Override
Switch is required. This switch is normally in the down position to allow the operation of
programmed automatic engine shutdowns. See Figure 11-3 for the Shutdown Override Switch
Panel Assembly P/N: 23525806.
18SA372
11-11
Figure 11-3
Shutdown Override Switch Panel
In the case of an engine shutdown while the vessel is in an emergency situation, the Shutdown
Override Switch may be activated. This allows the engine to continue operating during any
alarm with the exception of Engine Overspeed.
NOTE:
Severe engine damage may result by operating the engine in the Shutdown Override
Mode while an engine shutdown alarm is active.
If the switch is activated before the shutdown occurs, then the engine will continue to run after
the shutdown criteria has been reached. If the engine has already shut down, then the Shutdown
Override switch may be activated to enable the engine to restart while the alarm is still active. If
the alarm becomes inactive after the engine has stopped, then the engine may be immediately
restarted without the aid of the Shutdown Override feature.
Shutdown Override Installation

The Shutdown Override feature becomes active when battery positive (24V) is applied to the BE3
input of the MDEC ECU. This voltage must be relative to the same battery minus connected to
the ECU. If the installation requires more than one ECU (engine) to be connected to the same
Shutdown Override switch, then care must be taken to insure that all ECUs share the same
battery minus, and the 24 volt supply to the switch will be available even if the voltage supply
to another engine is turned off. A single switch connected to one engine may be seen in the
next illustration (see Figure 11-4).
11-12
18SA372
Figure 11-4
A Single Shutdown Override Switch
M-MIM Harness (P/N: 23525619) provides the Shutdown Override function on pin 5 of the
M-MIM-to-ERIM connector as listed in Table 11-6. ERIM to M-MIM harness SK-11582 makes
the feature available to the switch panel via a single pin connector. The Boat Builder must provide
the single 18AWG wire which runs from the switch panel to the single position connector on
the SK-11582 harness (see Figure 11-5). The connector part numbers are listed in Table 11-8.
The SK-11582 harness includes the connector.
Connector
Body
Seal
Contact
Quantity
1-pin/Panel
1201 5791
1201 5323
1208 9188
1 each
1-pin/SK11582
1201 0996
1201 5323
1208 9040
1 each
Table 11-8
Shutdown Override Connectors
18SA372
11-13
Figure 11-5
SK-11582 - ERIM TO M-MIM Harness
11-14
18SA372
11.4.9
BATTERY VOLTAGE
The M-MIM converts the battery voltage based upon a range of 0 volts to 40 volts. This
measurement translates to the Alternator Voltage alarm if the voltage is out of range.
Low voltage:
less than 6.5 V
High voltage:
greater than 32.5 V
11.4.10 TRANSMISSION OIL TEMPERATURE

The transmission oil temperature measurement uses a standard DDEC resistive temperature
sensor with an NTC calibration. For more information on the sensor itself, refer to DDEC IV
Application and Installation (7SA742).
11.4.11 TRANSMISSION OIL PRESSURE

There are two possible pressure sensors that are used with the M-MIM (400 or 2000 psi). The
pressure sensor type is configured using the Trans Pressure Range Select input signal. If the signal
is less than 0.25 volts, the low pressure sensor is configured. If the signal is greater than 0.31
volts, the high pressure sensor is configured. The transmission oil pressure sensor is considered
shorted high when the measured voltage is greater than 98.0% of the reference voltage. The
transmission oil pressure sensor is considered shorted low when the measured voltage is less
than 4.0% of the reference voltage.
11.4.12 MDEC OPTIONAL INPUTS

The available MDEC optional inputs are determined by the M-MIM harness wiring.
External Coolant Level Sensor

This input is used to connect a Coolant Level Sensor in a tank not mounted on the engine. An
MDEC calibration change is required to activate this input. The connection is to MDEC input
BE9.
11.5
OUTPUTS
The outputs are described in the following sections.
11.5.1
TACHOMETER SIGNAL
A tachometer signal is generated as a 50% duty cycle square wave with a frequency that is
determined by the engine speed received via the CAN datalink. The frequency of the tachometer
signal is consistent with 12 pulses per engine revolution (i.e. at 1000 RPM the tachometer signal
frequency would be 200 Hz.). The M-MIM is capable of generating signals from 60 to 3000
RPM with 1.0 % accuracy.
18SA372
11-15
- 12 pulses per engine revolution (0 to 500 Hz)

- Duty Cycle: 50% +/- 30%
- Vout (low) < 0.5
Isink > 10 mA
- 4.0 < Vout (high) < Vpower
11.5.2
Isource > 10 mA
1708 DATALINK
The M-MIM transmits/receives data on the J1708 datalink utilizing the SAE J1587 protocol. The
M-MIM transmits data using two modes; normal M-MIM data and echoing data received from
the MDEC ECU via the CAN datalink on the J1708 datalink.
11.5.3
MDEC OPTIONAL OUTPUTS
The available MDEC optional outputs are determined by the M-MIM harness wiring.
Engine Speed - Analog

Analog output signal proportional to engine speed. This signal may be used to drive analog
tachometer gauges. It is connected to MDEC output UA1.
0.0 V= 0 RPM
10.0 V= 3000 RPM
%Load - Analog
Analog output signal is proportional to engine load.
0.0 V= 0 %
10.0 V= 120%
The analog output signal is connected to MDEC output UA2.
NOTE:
This is also the value shown in the Engine Load display of the EDM.
11-16
18SA372
Starter Lockout
Binary signal used to indicate the engine is running at a speed greater than 300 RPM. It is
connected to MDEC output TAA4. Refer to the MDEC Marine Engine Control Unit Maintenance
Manual (6SE626) for electrical specifications. This feature is normally disabled to prevent alarms
for a disconnected output. A special calibration is required to use this feature.
11.5.4
SENSOR FAILURE MESSAGE
MDEC reports a single message for a sensor failure unlike DDEC which reports a sensor failed
either high or low. To convert the single MDEC sensor fail message into one of the two DDEC
sensor fail messages, all temperature sensor fail messages will be "sensor failed high." All
pressure sensor fail messages will be "sensor failed low."
11.6
DATALINK MESSAGES
The following data is supported by M-MIM:
3
3
3
3
3
3
Transmission Oil Pressure

Transmission Oil Pressure (high range)
Alternator Voltage
Transmission Oil Temperature
Diagnostics
Engine RPM Status
11.6.1
ENGINE CONTROL UNIT DATA
The ECU transmits the measurement data listed in Table 11-9.

Engine Load
Fuel Delivery
Pressure
Engine Oil Pressure
Boost Pressure
Turbo Speed
Coolant Pressure
Engine Coolant Temp
Battery Potential
(use M-MIM volts)
Rail Fuel Pressure
Exhaust Gas Temp
Fuel Temperature
Engine Oil Temp
Trip Fuel
Fuel Rate
Power Take-off Set Speed
Engine Speed
Diagnostics
Total Engine Hours
Total Fuel Used
--
Table 11-9
11.6.2
Data Transmitted by the Engine Control Unit
DIAGNOSTIC MESSAGES
The J1587 diagnostic codes, listed in Table 11-10, are supported from data received via the
CAN 2.0A datalink from the MDEC ECU.
18SA372
11-17
P-crankcase
Coolant level in overflow

reservoir
T-coolant intercooler
T-coolant
T-oil
T-fuel
T-intake air
T-charge air of bank A
P-charge air of bank A
P-oil
P-fuel inlet
T-exhaust of combined bank A
T-exhaust of combined bank B
T-coolant intercooler, Upper limit
T-coolant, Lower limit alarm
T-oil, Upper limit 1 alarm
T-charge air of bank A, Upper

limit alarm
P-oil, Lower limit 1 alarm
P-fuel inlet, Lower limit 1
Turbo overspeed TURBO 1
Turbo overspeed TURBO 2
Alarm of differential P-oil filter
P-crankcase, Upper limit 1 alarm
T-exhaust of combined bank A,

Upper limit 1 alarm
T-exhaust of combined bank B,

Upper limit 1 alarm
Overspeed alarm
P-coolant at pump outlet,

Lower limit 1 alarm
P-coolant at pump outlet
P - fuel high
Spill Fuel Level in Catch Basin
Injection Fuel Pressure High
Injection Fuel Pressure Low
Battery Voltage High
Battery Voltage Low
--
--
Table 11-10
11.6.3
Diagnostic Messages Supported
CALCULATED J1587 PARAMETERS
Some parameters that are transmitted using MID 128 are not available from the MDEC controller
and must be calculated.
Trip Fuel
Upon receipt of the Reset Trip Fuel message from the EDM, the M-MIM snapshots the Total
Fuel Used value from the MDEC controller and uses this as a "Start of Trip" fuel value. The
Trip fuel is then calculated as the difference between the Total Fuel Used value and the "Start
of Trip" fuel value.
11.7
EDM CHANGES FOR M-MIM
There are new menu items and new diagnostic messages for the EDM.
11.7.1
NEW MENU ITEMS
On the Engine Display Choices menu, following MAINT REMINDER B (if a M-MIM module is
present) the menu items listed in Table 11-11 appear.
11-18
18SA372
Menu Item
Description
EXHAUST GAS TEMPERATURE
SEQUENTIAL TURBO MODE
The two Exhaust Gas Temperature values are displayed on the 8

character Message Display Window, with Exhaust Temp A in the
left-most four (4) characters and Exhaust Temp B in the right-most
four (4) characters. Display resolution is 15F or 15C.
The character strings YES or NO are displayed on the
8 character Message Display.
The Turbo Speed is displayed on the 8 character Message Display
Window right justified. Display resolution is 500 RPM.
TURBO SPEED
INJECTION PRESSURE
Resolution is 1 psi/ 0.01 Mpa
COOLANT PRESSURE
Resolution is 1 psi/ 1 Kpa
Table 11-11
New EDM Menu Items
NOTE:
Air Inlet Pressure data is used for Turbo Boost in the Engine Display Choices menu if a
M-MIM is present.
11.7.2
NEW DIAGNOSTIC MESSAGES
The new EDM diagnostic messages are listed in Table 11-12.

MID
PID
FMI
Type
128
109
Check
CODE 88 COOLANT PRESSURE LOW
128
109
Check
CODE 67 COOLANT PRESS SENSOR LOW
128
103
Check
CODE 64 TURBO OVERSPEED
128
173
Check
CODE 83 EXHAUST TEMPERATURE A HIGH
128
164
Check
CODE 47 INJECTION PRESSURE LOW
128
164
Check
CODE 48 INJECTION PRESSURE HIGH
128
164
Check
CODE 82 INJECTION PRESS SENSOR LOW
175
173
Check
CODE 83 EXHAUST TEMPERATURE B HIGH
128
173
Check
CODE 82 EXHAUST TEMP A SENSOR HIGH
175
173
Check
CODE 82 EXHAUST TEMP B SENSOR HIGH
128
106
Check
CODE 67 AIR INLET PRESSURE SENSOR LOW
128
164
10
Check
CODE 68 INJECTION FUEL LEAK
Table 11-12
Display Text
New EDM Diagnostic Messages
18SA372
11-19
Figure
11-6
11-20
M-MIM to MDEC Harness
18SA372
APPENDIX A: DDEC III LEVEL I BRIDGE CONTROL

The Detroit Diesel Corporations Marine DDEC III Level I Bridge Control system is designed for
use on vessels with only one control station and no more than two engines.
A.1
INTRODUCTION
The DDEC III Level I Bridge Control system takes advantage of the power of the DDEC III
Electronic Control Module (ECM) to provide basic engine controls in a simple to install and
easy to operate system.
A.1.1
THROTTLE CONTROL
Throttle control for the system is provided through a Slimline throttle head. The throttle lever
transmits a signal to the ECM commanding the engine speed.
A.1.2
GEAR CONTROL
The DDEC III Level I Bridge Control System provides a mechanical control lever head for gear
direction selection. This control head is designed to be connected to the gear selector control
valve via a mechanical push-pull cable. No gear cabling or brackets are provided as part of
the Level I Bridge Control system.
A.1.3
USER IDLE
The ECM on each engine has a programmable user idle speed. This value may be set by the hand
held Diagnostic Data Reader (DDR) to any value between the low idle engine speed and the rated
maximum engine speed. This value is factory preset to a recommended set point. The user idle is
the normal idle speed for the engines and is the speed that the engines will run when the throttle
control heads are in the zero throttle detent position.
A.1.4
LOW IDLE
Low idle speed is the minimum speed an engine can run without risk of stalling. Low idle speed is
provided to allow for docking and maneuvering with minimum head way. Press the LO IDLE
button on the three button panel to select low idle mode. The "LOW IDLE" Light Emitting Diode
(LED) illuminates when low idle mode is active. Warm engines operate at low idle speed when
low idle mode is active and the throttle control heads are in the zero throttle detent position.
18SA372
A-1
A.1.5
SYNC MODE
The engine synchronizing feature allows both engines on a twin engine vessel to operate at the
same RPM. One of the engines on a two engine vessel is chosen as the "Lead Engine" with the
other engine acting as the "Follower Engine". The "Follower Engine" matches the actual RPM of
the "Lead Engine". The "Lead Engine" must be selected during installation by connecting the
lead engines Marine Interface Module (MIM) to the "Leader" port at the control station harness
break out point. (see Figure A-1).
A-2
18SA372
Figure A-1
Helm Interface Harness (One Per Engine)
18SA372
A-3
A.1.6
ENGINE OVERLOAD PROTECTION
Some Detroit Diesel marine engines are programmed with an engine overload protection feature.
The feature prohibits operation above the normal propeller load curve for prolonged periods of
time. This maintains acceleration performance while protecting engine durability. The overload
feature will not activate under normal operation, but may activate when running only on one engine
in multi-engine vessels, when one or more injector fails, when debris tangles in the propeller, etc.
When engine output exceeds the maximum allowed torque curve for more than one minute, an
audible warning sounds and a warning message is displayed on the EDM(s). After two additional
minutes, the Check Engine Light (CEL) illuminates and code 58 is displayed. The engine output
will ramp down to the maximum allowed torque curve. Pressing and releasing the OVER LOAD
button on the three button panel restores full power for two minutes followed by another ramp
down. See Figure A-2.
Figure A-2
A.2
Engine Overload Protection
SYSTEM COMPONENTS
The major components of the system are described in the following sections.
A-4
18SA372
A.2.1
An engine mounted MIM is the interface between a marine DDEC engine and the controls and
displays. This module is a watertight and convenient junction for wires originating at the engine
ECM(s) and requires the OEM to connect two harnesses to it. The power harness (SK-10659,
refer to chapter 10) is covered in "System Installation," refer to chapter 8. See Figure A-3for
the MIM to Helm Harness.
Most wires entering the MIM are spliced and passed through except for the wires from the
transmission oil pressure and temperature sensors. These wires connect to an Analog to Digital
(A/D) Converter internal to the MIM. The converted values are transmitted on the engine serial
data link to the EDM(s). The MIM also samples the battery voltage at the power connector and
filters out voltage transients created by the fuel injector events. The battery voltage is read by the
A/D Converter and the value is transmitted on the engine serial data link to the EDM.
A.2.1.1
MIM Versions
Four versions of the MIM are available and are listed in Table A-1. Two will interface with only
one ECM on engines of eight or less cylinders. The other two will interface with up to three
ECMs on engines of twelve to twenty four cylinders. The single and multi ECM MIMs also are
available in special fused versions for Class H and similar applications.
MIM
Part Number
ECM(s)
Fused
23519565
Single
No
23519566
Multi
No
23519567
Single
Yes: one 20 amp
23519568
Multi
Yes: two 20 amp
Table A-1
A.2.1.2
Four Versions of the MIM
MIM Diagnostics
The MIM has three lamps and a diagnostic connector for trouble shooting purposes. The ignition
lamp indicates that the MIM has ignition. The CEL and Stop Engine Light (SEL) wires from the
ECM(s) are monitored by the MIM, which lights the LED indicators in response to the state of
these signals. On engines with more than one ECM, the CEL and SEL will illuminate when any
of the ECMs have an active code. The hand held DDR, which plugs into the MIM diagnostic
connector, may be used to determine which ECM is broadcasting the fault. The DDR may also be
used to monitor parameters on the serial data link.
18SA372
A-5
Figure A-3
MIM TO Helm Harness
A-6
18SA372
A.2.1.3
MIM Harness
The factory installed MIM harness (see Figure A-4 and Figure A-5) connects the engine mounted
MIM to the engine mounted ECM(s) and several marine sensors. The harness connects the 30
pin vehicle harness connector of the master ECM to the 40 pin master ECM connector on the
MIM. Should the engine have more than one ECM (more than eight cylinders), the harness will
also connect to the 30 pin vehicle harness connectors of the receiver ECM(s) and the 24 pin
receiver ECM connector on the MIM. The harness connects to the transmission oil temperature
and pressure sensors and the engine coolant level sensor. An optional external warning device,
such as an exhaust temperature switch, may also be included.
A.2.2
BUTTON PANEL
The system is provided with a single three button control panel. The bridge mounted panel is the
Captains interface to the control system, allowing the selection of "Low Idle" or "User Idle",
to synchronize or de-couple the engines, and to allow temporary override of the marine engine
overload features inherent in the ECM. The panel provides LEDs to indicate the status of system
modes. Since the Level I system supports only one station, the station active button has been
omitted from the panel. The station is therefore active upon ignition. The panel cutout and the
alignment requirements are shown in the following illustration (see Figure A-6).
18SA372
A-7
Figure A-4
A-8
18SA372
Figure A-5
MIM to ECM Harness, More Than Eight Cylinders
18SA372
A-9
Figure A-6
Control Button Panel Assembly
A-10
18SA372
A.2.3
The EDM is an information display. Each EDM conveys information about only one engine and
transmission, and also control station information. Specific information is constantly displayed on
the front of the EDM. This information includes:
3
3
3
3
3
3
3
Engine RPM
Engine Oil Temperature
Engine Oil Pressure
Engine Fuel Rate
Transmission Temperature
Transmission Oil Pressure
Battery Voltage
The EDM can also display other information about the engine and controls system upon request.
Instructions for this can be found in the EDM section of this manual. Several features are
programmable through the EDM, including, but not limited to: gear pressure alarms and two
maintenance reminders. The full listing is available in the section about EDMs.
The EDM is weatherproof, so it can be mounted either on the inside or the outside of the vessel.
Another feature of the EDM is that it is wired to be powered all of the time. When the data bus is
inactive, such as when the ignition is off, the EDM is in "sleep mode." When there is activity
on the data bus, the EDM will "wake up" and display this data. When the system is in backup
mode, the EDMs will continue to display data.
A.2.4
THROTTLE HEADS
See Figure A-7for the Slimline throttle head installation requirements. The throttle lever contains
a potentiometer that varies a voltage signal to the ECM commanding the engine speed. The ECM
uses the analog Variable Speed Governor (VSG) input for throttle.
18SA372
A-11
Figure A-7
Slimline Throttle Head Installation
A-12
18SA372
A.2.5
GEAR HEADS
See Figure A-8which details the clearance requirements of the mechanical gear lever head. This
control head is designed to be connected to the gear selector control valve via a mechanical
push-pull cable. The boat builder is responsible for the installation and type of cabling. No gear
cabling or brackets are provided as part of the Level I Bridge Control System.
Figure A-8
A.3
Clearance Requirements of the Mechanical Gear Lever Head
SYSTEM WIRING
See Figure A-9which depicts the major components of the control system and their
interconnections. The size of fuses and the wire gages are shown in the Power Harness Assembly
section. These vary for the different engine types. The MIM to Helm harness (see Figure A-3)
schematic details the wiring between the engine and the primary and backup throttle. The
Helm Interface Harness is shown on page A-10 (see Figure A-10). The Local Control Panels
(LCP) provide the back up means of throttle control. It is wired to the pigtail on the MIM to
Helm harness. The LCPs must be permanently mounted in a location suitable for operation and
navigation of the vessel (see Figure A-10).
18SA372
A-13
Figure A-9
A-14
Major Components of the Control System

18SA372
Figure A-10
Local Control Panel Assembly
18SA372
A-15
A.4
DOCKSIDE CHECKOUT
The purpose of the dockside checkout is to assure that all of the installations are properly
completed in accordance with installation guidelines set forth by Detroit Diesel Corporation. This
dockside checkout should be the last thing completed before the vessel embarks on a sea trial.
The checkout must be performed on all new vessels or after any significant engine or vessel
maintenance. This checkout must be performed prior to leaving the dock to ensure that the system
has been properly wired and connected enabling proper control of the vessel. It is important that
all of the items contained within the dockside checkout are inspected and adjusted. Failure to do
so may result in unintended or poor performance of the system. This checkout procedure assumes
a twin engine vessel. This procedure can also be used for vessels with one engine.
A.4.1
BEFORE STARTING THE ENGINES
A series of checks, listed below, must be successfully performed prior to starting the engines. If
a problem is encountered, correct the fault condition and start the dockside checkout from the
beginning. This is to ensure that engine controls are fully functional.
A.4.1.1
Components
Check the components as follows:
3
3
3
3
3
Ensure that the control panel is mounted close to the throttle head, that the LEDs are
clearly visible, and there is unobstructed hand access to the push buttons.
Ensure that the EDMs are secured into or on the panel with the appropriate mounting
hardware.
Verify correct orientation of the throttle heads with respect to the boat hull. With Slimline
heads, the tension adjustment screw should be on the port side of the control head.
Verify correct orientation of the gear heads with respect to the boat hull. Verify that the
levers move unobstructed and properly actuate the transmission selector valve.
Verify that the LCP are permanently mounted in a location suitable for operation and
navigation of the vessel.
A.4.1.2
System Wiring
Use the drawings listed in this section as a reference to be sure each cable harness is connected
to the proper component. Check the sytem wiring as follows:
3
3
Ensure that all electrical harnesses are neatly routed and connected to the proper connector
ports on all modules.
Check by hand that each connector is properly mated in the proper orientation and securely
fastened.
A-16
18SA372
NOTICE
Take care when inserting the wrench through the wire
bundle so as not to damage the wires.
3
3
3
The collars of the round connectors must be fully turned to the locked position. The jack
screw on the square connectors must not be overly tightened. A 5/32 in. Allen wrench is
required for this check.
Shorten any harness which is too long. If the harness cannot be shortened, then the excess
harness length should be coiled into a figure eight. Do not leave excess harness lengths in
a round coil configuration.
Ensure that the power cables to the MIM are securely attached to a fused or circuit breaker
protected 12 or 24 volt DC power source.
Ensure that the vessel is bonded properly. Reference the bonding section of this manual.
A.4.1.3
Check the MIM as follows:
3
3
3
3
3
3
3
3
3
3
3
3
Starting first with Port engine turn the ignition switch to the ON position. Do Not Start
the Engine at this Time.
Verify that immediately after the ignition is turned ON, the CEL and SEL on the MIM
illuminate a temporary bulb check for five seconds.
If the yellow CEL remains ON after five seconds, troubleshoot the system before
proceeding. Refer to the appropriate section in the Marine Electronic Controls
Troubleshooting Manual (6SE499).
Verify that the green ignition lamp is ON when the ignition is ON, and OFF when the
ignition is OFF.
Verify that the EDM at the bridge (and in the engine room, if installed) powers up and
begins to display zero (0) engine RPM. The audible alarm will sound at the same time the
MIM bulb check occurs.
Return the ignition switch to the OFF position, and ensure that the EDMs power down.
Flip the red switch cover on the Port LCP up and toggle the switch to the up ON position.
Verify that the EDM at the bridge (and in the engine room, if installed) powers up and
begins to display zero (0) engine RPM.
Verify that the EDM displays the LCP active alert (code 350).
Verify that the CEL and SEL on the MIM undergo a temporary bulb check.
Return the LCP switch to the OFF position, and ensure that the EDMs power down.
Repeat all steps for the Starboard engine.
18SA372
A-17
A.4.1.4
Button Panel
Check the button panel as follows:
3
3
3
3
3
3
3
3
Starting first with Port engine, turn the ignition switch to the ON position. Do Not Start
Plug a DDR into the MIM on the Port Engine.
Using the DDR instruction booklet for directions, verify that the DDR can read the DDEC
ECM data from the engine ECM(s). Engines with eight cylinders or less have one ECM.
Engines with more than eight but not more than sixteen cylinders have two ECMs. Engines
with more than sixteen cylinders have three ECMs.
If the DDR reports there is no data on the link, troubleshoot the system before proceeding.
Refer to the appropriate section in the Marine Electronic Controls Troubleshooting
Manual (6SE499).
If this engine is the follower engine, press the SYNC button. Verify the SYNC LED
toggles every time the button is pressed. Using the DDR ensure that the engine is receiving
the Sync Enable signal by monitoring Switch/Light Status for RPM SYNC (usually input
H1). The status should toggle from OFF to ON and vice versa every time the button
is pressed and released.
Press the LO IDLE button. Verify the LO IDLE LED toggles every time the button
is pressed. Using the DDR ensure that the engine is receiving the Low Idle signal
by monitoring Switch/Light Status for ALTVSG/FSTID (Alternate Variable Speed
Governor/Fast Idle) (usually input J2). The status should toggle from OFF to ON and vice
versa every time the button is pressed and released.
Press the OVER LOAD button. Using the DDR ensure that the engine is receiving the
Overload Override signal by monitoring Switch/Light Status for SEO/DIAG REQ (Stop
Engine Override/Diagnostic Request) (usually input G1). The status should toggle from
OFF to ON and vice versa every time the button is pressed and released.
Return the ignition switch to the OFF position.
Repeat all the steps for the Starboard engine.
A.4.1.5
Throttle Controls
Check the throttle controls as follows:
3
3
3
3
3
3
Starting first with Port engine, turn the ignition switch to the ON position. Do Not Start
Plug a DDR into the MIM on the Port Engine.
Scroll through the data list to view the current THROTTLE CNTS or VSG CNTS.
Move the port throttle to the idle position. The noted counts should be less than 141.
Move the port throttle to the full position. The noted counts should be greater than 915.
Return the ignition switch to the OFF position.
A-18
18SA372
3
3
3
3
3
Flip the red switch cover on the Port LCP up and toggle the switch to the up ON position.
Turn the port LCP throttle to the idle position. The noted counts should be less than 141.
Turn the port LCP throttle to the full position. The noted counts should be greater than 915.
Return the LCP switch to the OFF position.
A.4.2
CHECK WITH THE ENGINES RUNNING
The following checks must be performed with the engines running.

NOTICE
Before proceeding with the check with the engines running,
be sure to verify that the vessel is properly secured to its
mooring with bow, stern, and spring lines.
If any problem occurs with the control system

during any of these steps, immediately shut the
engines OFF and troubleshoot.
A.4.2.1
Engine Warm Up
Check the engine warm up as follows:
3
3
3
3
3
3
Set the throttle levers to the idle position and the transmission controls to the neutral
position.
Turn the ignition keys ON and start each engine.
Ensure that low idle mode is active by pressing and releasing the LO IDLE button until
the LO IDLE LED illuminates.
If the engine temperature is cool, the engines will run above low idle (900 RPM maximum)
until the oil temperature warms up to about 112F.
Allow oil temperature to warm up above 112F.
Verify that the engines are operating at the low idle RPM. The low idle RPM is factory set
in the ECMs and may be displayed by the DDR under the ENGINE CONFIGURATION
selection of the VIEW CALIBRATION menu.
A.4.2.2
User Idle Mode
Check the user idle mode as follows:
18SA372
A-19
3
3
3
position.
Ensure that user idle mode is active by pressing and releasing the LO IDLE button until
the LO IDLE LED is off.
With the throttle heads in the idle position, verify that the engines are operating at the user
idle RPM. The user idle RPM is stored in the ECMs and may be displayed and changed by
the DDR under VSG configuration selection of the VIEW CALIBRATION menu, and
changed under the CHANGE CALIBRATION menu.
A.4.2.3
Proper Operation of Primary Throttles
Check proper operation of the primary throttles as follows:
3
3
3
3
3
3
3
3
3
position.
Verify that sync mode is OFF with the SYNC LED.
Move the port throttle lever to a higher speed position.
Verify that the port engine increases in speed smoothly and that it follows the throttle
Verify that at a steady lever position, the engine RPM remains steady.
Move the port throttle lever to full throttle.
Verify on the EDM that the port engine achieves rated RPM.
Return the port throttle lever to the idle position.
A.4.2.4
Engine Synchronize Mode
Check the engine synchronize mode as follows:
3
3
3
3
3
3
3
3
position.
Press and release the SYNC button so that the SYNC LED illuminates.
Move the master throttle lever to a higher speed position.
Verify that both engines increase in speed smoothly and that they follow the master throttle
Verify that at a steady master lever position, the both engines RPM remain steady and
match each other.
Return the master throttle lever to the idle position.
Press and release the SYNC button so that the SYNC LED turns off.
Verify that each throttle lever independently controls the proper engine.
A-20
18SA372
A.4.2.5
Proper Operation of LCP Throttles
Check proper operation of the LCP throttles as follows:
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Set the throttle levers to the idle position, the transmission controls to the neutral position,
and the red switch cover on the port LCP is down (off).
Turn the port LCP potentiometer to the idle throttle position.
Turn the port LCP potentiometer to the full throttle position.
Verify that the port engine remains at idle.
Turn the port LCP potentiometer to the idle throttle position.
Flip the red switch cover on the port LCP up and toggle the switch to the up ON position.
Verify that the port engine remains at idle speed.
Move the port throttle lever to full throttle.
Verify that the port engine remains at idle speed.
Return the port throttle lever to the idle position.
Turn the port LCP potentiometer to a higher speed position.
Verify that the port engine increases in speed smoothly and that it follows the potentiometer
commands without delay.
Verify that a steady potentiometer position, the engine RPM remains steady.
Turn the port LCP throttle to the full position.
Verify on the EDM that the port engine achieves rated RPM.
Return the LCP switch to the OFF position.
Verify that the port engine returns to idle speed.
Return the port LCP potentiometer to the idle position.
18SA372
A-21
A-22
18SA372
APPENDIX B: TERMINAL INSTALLATION AND

REMOVAL
The method of terminal installation and removal varies, depending on the terminal/connector
design.
NOTICE:
Terminal crimps must be made with the Deutsch crimp tool
P/N: HDT-48-00 to assure gas tight connections.
All wires used in conjunction with the DDEC must meet the following criteria:
NOTICE:
DDC does not recommend using any type of terminal lubricant
or grease compounds. These products may cause dirt or other
harmful substances to be retained in the connector. DDC has not
tested these products and cannot stand behind their use.
Crimp techniques and harness dressing must also be performed in accordance with recommended
procedures to assure waterproof connections.
NOTICE:
Terminals should not be soldered to the cable.
NOTICE:
B.1
TERMINAL INSTALLATION - METHOD A, PUSH-TO-SEAT

TERMINALS
The following guidelines apply to all push-to-seat terminals.

Use the following instructions for terminal installation:
18SA372
B-1
APPENDIX B: TERMINAL INSTALLATION AND REMOVAL
NOTICE:
If a separate seal is required, be sure to install the seal
onto the wire before stripping the insulation.
NOTICE:
No more than one strand in a 16 strand wire may be cut or missing.
1. Position a seal on each terminal lead so 5.0 0.5 mm (.20 .02 in.) conductor and 1.0
0.1 mm (.05 .005 in.) cable protrudes past the seal after being stripped (see Figure B-1).
Figure B-1
Seal Positioning
2. Remove the insulation from the end of the cable with J 35615 (or equivalent), exposing
5.0 0.5 mm (0.2 .02 in.) conductor (wire) sufficient amount of wire to be crimped by
the terminal core wings (see Figure B-2).
B-2
18SA372
Figure B-2
Terminal Installation (Shown with a Seal)
3. Insert the terminal into the locating hole of the crimping tool using the proper hole
according to the gage and function of the cable to be used. See Figure B-3.
Figure B-3
Terminal Position (Shown With a Seal)
18SA372
B-3
4. Insert the cable in the terminal so the stripped portion is positioned in the cable core wings
and the insulated portion of the cable is in the insulation wings (see Figure B-2).
5. Compress the handles of the crimping tool to crimp the core and insulation wings until the
ratchet automatically releases.
6. To install the remain terminals, repeat steps 3 and 4.
NOTE:
Release the crimping tool with the lock lever located between the handles, in case of
jamming.
7. Gently tug on the terminal to make sure it is secure. The criteria listed in Table B-1must
be met.
Table B-1
Wire Gage
Must Withstand Applied Load
14 AWG
50 lb (222 N)
16 AWG
30 lb (133 N)
18 AWG
20 lb (89 N)
Applied Load Criteria for the Terminal

NOTICE:
Any terminal that is cracked or ruptured is unacceptable
as malfunctions may occur.
8. Replace incorrectly installed and damaged terminals by cutting off the terminal just
after the insulation wings.
9. Insert terminals into connector and push-to-seat (see Figure ). Insert the lock(s) to position
and secure the assembly.
B-4
18SA372
Typical Push-to-Seat Terminal Installation
B.2
PUSH-TO-SEAT TERMINAL REMOVAL
Two locking tangs secure the push-to-seat terminals to the connector body. Use the following
instructions for removing terminals from the connector body.
1. Grasp the cable to be removed and push the terminal to the forward position.
2. Insert the removal tool straight into the front of the connector cavity until it rests on the
cavity shoulder. See Figure B-4.
18SA372
B-5
Figure B-4
Removal Tool Procedure
3. Grasp the cable and push it forward through the connector cavity into the tool while
holding the tool securely in place. The tool will depress the locking tangs of the terminal.
4. Pull the cable rearward (back through the connector).
5. Remove the tool from the connector cavity.
6. Cut the wire immediately behind the terminal crimp.
7. Follow the installation instructions for crimping on a replacement terminal. Refer to
sections B.1, B.3, or B.5 as appropriate.
B.3
TERMINAL INSTALLATION GUIDELINES - METHOD B,

PULL-TO-SEAT TERMINALS
The following guidelines apply to all pull-to-seat terminals.

Use the following instructions for pull-to-seat terminal installation without a seal:
NOTICE:
If a separate seal is required, be sure to install the seal onto
the wire before inserting it into the connector.
1. Insert the wire through the appropriate connector hole/cavity (see Figure B-5).
B-6
18SA372
Figure B-5
Wire Inserted Through the Connector
2. Remove the insulation from the end of the cable, exposing a sufficient amount of core
leads to be crimped by the terminal core wings (see Figure B-5).
3. Insert the terminal into the locating hole of the crimping tool using the proper hole
according to the gage of the cable to be used (see Figure B-6).
Figure B-6
Typical Terminal Position
18SA372
B-7
4. Insert the cable into the terminal so the stripped portion is positioned in the cable core
wings and the insulated portion of the cable is in the insulation wings (see Figure B-7).
Position the seal on the cable so the insulation wings grip the seal (see Figure B-7).
Figure B-7
Typical Terminal Installation
5. Compress the handles of the crimping tool to crimp the core wing until the ratchet
automatically releases.
6. Repeat steps 3, 4, and 5.
NOTE:
Release the crimping tool with the lock lever located between the handles, in case of
jamming.
7. Gently tug on the terminal to make sure it is secure. The criteria listed in Table B-2must
be met.
Table B-2
Wire Gage
14 AWG
50 lb (222 N)
16 AWG
30 lb (133 N)
18 AWG
20 lb (89 N)
Applied Load Criteria for the Terminal
B-8
18SA372
NOTICE:
8. Replace incorrectly installed and damaged terminals by cutting off the terminal just
after the insulation wings.
B.4
PULL-TO-SEAT TERMINAL REMOVAL
A tang on the terminal locks into a tab molded into the plastic connector to retain the cable
assembly. Remove terminals using the following instructions:
1. Insert the removal tool into the cavity of the connector, placing the tip of the tool between
the locking tang of the terminal and the wall of the cavity.
2. Depress the tang of the terminal to release it from the connector.
3. Push the cable forward through the terminal until the complete crimp is exposed.
4. Cut the cable immediately behind the damaged terminal to repair it.
5. Follow the installation instructions for crimping the terminal and inserting it into the
connector.
B.5
TERMINAL INSTALLATION GUIDELINES - METHOD C,

DEUTSCH TERMINALS
Deutsch connectors have cable seals molded into the connector. These connectors are push to
seat connectors with cylindrical terminals. The diagnostic connector terminals are gold plated
for clarity.
NOTICE:
Improper selection and use of crimp tools have varying
adverse effects on crimp geometry and effectiveness.
Proper installation of terminals require specialized tools.
do not attempt to use alternative tools.
The crimp tool to use in Deutsch terminal installation is J 34182 (Kent-Moore part number).
B.5.1
FOUR-PIN DEUTSCH CONNECTORS
Use the following instructions for installing the 4pin Deutsch terminals:
1. Grasp the terminal approximately one in. behind the terminal barrel.
2. Hold connector with the rear grommet facing you.
18SA372
B-9
3. Push the terminal straight into the grommet until a click is felt (see FigureB-8). A slight
tug will confirm that the terminal is properly locked in place.
Figure B-8
Push the Terminal Into the Grommet
4. Once all terminals are in place, insert the orange wedge with the arrow pinting toward the
exterior locking mechanism (see FigureB-9). The orange wedge will snap into place.
B-10
18SA372
Figure B-9
B.5.2
Insert the Orange Wedge
SIX-PIN DEUTSCH CONNECTORS
Use the following instructions for installing the 6pin Deutsch terminals:
1. Strip approximately
1
4
inch (6 mm) of insulation from the cable.
2. Remove the lock clip, raise the wire gage selector, and rotate the knob to the number
matching the gage wire that is being used.
3. Lower the selector and insert the lock clip.
4. Position the contact so that the crimp barrel is 1/32 of an inch above the four indenters.
See Figure B-10. Crimp the cable.
18SA372
B-11
Figure B-10
Setting Wire Gage Selector and Positioning the Contact
5. Grasp the contact approximately one inch behind the contact crimp barrel. Hold the
connector with the rear grommet facing you. See Figure B-11.
Figure B-11
Pushing Contact Into Grommet
B-12
18SA372
6. Push the contact into the grommet until a positive stop is felt. See Figure B-11. A slight
tug will confirm that it is properly locked into place. See Figure B-12.
Figure B-12
B.6
Locking Terminal Into Connector
DEUTSCH TERMINAL REMOVAL
The appropriate size removal tool should be used when removing cables from connectors. The
proper removal tools are listed in Table B-3.
Table B-3
B.6.1
Tool
Kent-Moore Part Number
Removing (12 AWG)
J 37451
Removing (16-18 AWG)
J 34513
Removal Tools for Deutsch Terminals
FOUR-PIN DEUTSCH CONNECTOR
Remove the 4pin Deutsch terminals as follows:

1. Remove orange wedge using needlenose pliers to pull the wedge straight out (see
Figure B-13).
18SA372
B-13
Figure B-13
Removing the Orange Wedge
2. To remove the contacts, gently pull wire backwards. At the same time, release the locking
finger by moving it away from the terminal with a screwdriver.
3. Hold the rear seal in place so removing the contact does not displace the seal.
B.6.2
SIX-PIN DEUTSCH CONNECTOR
Remove the 6pin Deutsch terminals as follows:

1. With the rear insert toward you, snap the appropriate size remover tool over the cable of
contact to be removed. See Figure B-14.
B-14
18SA372
Figure B-14
Removal Tool Position
2. Slide the tool along the cable into the insert cavity until it engages and resistance is felt.
Do not twist or insert tool at an angle. See Figure B-15.
Figure B-15
Removal Tool Insertion
18SA372
B-15
3. Pull contact cable assembly out of the connector. Keep reverse tension on the cable
and forward tension on the tool.
B-16
18SA372
APPENDIX C: SPLICING TECHNIQUE AND

RECOMMENDATIONS
NOTICE:
Splices must be marine grade and waterproof. Marine grade
and waterproof splices are covered with a protective material
and filled with a water displacing material. Salt water intrusion
into splices will rapidly corrode the wires.
The materials which must be used to produce marine grade and waterproof splices are available
from Raychem Corporation.
The recommended technique for splicing power and ignition circuits is limited to ultrasonic or
resistance welding. Alternately, resistive welding may be used for these circuits.
NOTICE:
Repairing damaged power wires and/or damaged ignition
wires via splicing is not allowed or recommended.
The recommended technique for splicing and repairing circuits (other than power and ignition
circuits) is a clipped and soldered splice. Alternatively, any method that produces a high quality,
tight (mechanically and electronically sound) splice with durable insulation is considered to
be acceptable.
C.1
CLIPPED AND SOLDERED SPLICING METHOD
This method is not allowed or recommended for power or ignition circuits. Refer to section
. The tools required are listed in Table C-3.
Tool
Part Number
Heat Gun
--
Sn 60 solder with rosin core flux
--
Wire Stripper
Kent-Moore J 35615 or equivalent
Splice Clips (commercially available)
Wire size dependent
Heat Shrink Tubing
Raychem HTAT or equivalent
Table C-1
Recommended Splicing Tools
18SA372
C-1
APPENDIX C: SPLICING TECHNIQUE AND RECOMMENDATIONS

Use Sn 60 solder with rosin core flux.
The exposed wire must be clean before the splice is soldered.
Soldering splice connectors is optional. To solder splice connectors:
1. Position the leads, so one overlaps the other. See Figure C-1.
Figure C-1
Positioning the Leads
2. Secure the leads with a commercially available clip and hand tool. See Figure C-2.
C-2
18SA372
Figure C-2
Securing the Leads With a Clip
3. Use a suitable electronic soldering iron to heat the wires. Apply the solder to the heated
wire and clip (not to the soldering iron) allowing sufficient solder flow into the splice joint.
4. Pull on wire to assure crimping and soldering integrity. The criteria listed in Table C-2
must be met.
Wire Gage
10 AWG
Table C-2
14 AWG
50 lb (222 N)
16 AWG
30 lb (133 N)
18 AWG
20 lb (89 N)
Applied Load Criteria for Terminals
5. Loop the lead back over the spliced joint and tape. See Figure C-3.
18SA372
C-3
Figure C-3
C.1.1
Recommended Strain Relief of Spliced Joint
SPLICING AND REPAIRING STRAIGHT LEADS-ALTERNATE

METHOD 1
This method is not allowed or recommended for power or ignition circuits. The tools required are
listed in Table C-3.
Tool
Part Number
Heat Gun
Wire Stripper
23519359 or equivalent
Heat Shrink Tubing
Refer to sectionC.1.3
Terminal Crimper for 16 and 18 AWG
Kent-Moore J 38125-6
Terminal Crimper for 14 and 12 AWG
Kent-Moore J
Terminal Crimper for 10 AWG
Kent-Moore J
Table C-3
Criteria: Splicing Straight Leads

The recommended method to splice straight leads follows:
1. Locate broken wire.
2. Remove insulation as required; be sure exposed wire is clean and not corroded.
C-4
18SA372
3. Insert one wire into the splice clip (P/N: 23519359 or equivalent) until it butts against the
clip. Stop and crimp (see Figure C-4, A).
4. Insert the other wire into the splice clip until it butts against the clip stop (see Figure C-4,
B).
NOTICE:
5. Visually inspect the splice clip for cracks, rupture, or other crimping damage. Remove and
replace damaged clips before proceeding.
6. Pull on wire to ensure the splice integrity. The criteria listed in Table C-4 must be met.
Wire Gage
10 AWG
Table C-4
14 AWG
50 lb (222 N)
16 AWG
30 lb (133 N)
18 AWG
20 lb (89 N)
Applied Load Criteria for Terminals
7. Shrink the splice clip insulative casing with a heat gun to seal the splice (see Figure C-4, C).
NOTICE:
Splices may not be closer than 12 in. (.3 m) apart to avoid
degradation in circuit performance. Replace wire to avoid
having splices closer than 12 in. (.3 m) apart.
18SA372
C-5
Figure C-4
C.1.2
Splicing Straight Leads - Alternate Method 1
SPLICING AND REPAIRING STRAIGHT LEADS - ALTERNATE

METHOD 2
This method is not allowed or recommended for power or ignition circuits. The tools required are
C-6
18SA372
Tool
Part Number
Heat Gun
--
Wire Stripper
Wire size dependent
Heat Shrink Tubing
Raychem HTAT or equivalent
Terminal Crimper for Metri-Pack 280 (12 AWG)
Kent-Moore J 38125-6
Terminal Crimper for Metri-Pack 280 (18 AWG)
Kent-Moore J 39848
Terminal Crimper for Weather Pack
Kent-Moore J 35606
Terminal Crimper for Deutsch
Kent-Moore J 34182
Terminal Crimper for Metri-Pack 150
Kent-Moore J 35123
Table C-5
Criteria: Splicing Straight Leads

An acceptable option for splicing straight leads is:
1. Locate broken wire.
2. Remove insulation as required; be sure exposed wire is clean and not corroded.
3. Slide a sleeve of glue lined, shrink tubing (Raychem HTAT or equivalent) long enough to
cover the splice clip on the wire and overlap the wire insulation, about 14 in. (6 mm) on
both sides (see Figure C-5, A).
4. Insert one wire into splice clip (P/N: 0597428 or equivalent) until it butts against the splice
clip. Stop and crimp (see Figure C-5, B).
5. Insert the remaining wires into the splice clip one at a time until each butts against the
splice clip; stop and crimp (see Figure C-5, B).
NOTICE:
6. Visually inspect the terminal for cracks, rupture, or other crimping damage. Remove and
replace damaged terminal before proceeding.
7. Slide the shrink tubing over the crimped splice clip (see Figure C-5, C).
8. Shrink tubing with a heat gun to seal the splice (see Figure C-5, D).
18SA372
C-7
NOTICE:
A minimum of two layers of heat shrink tubing must be applied
to splices that have more than one lead in or out.
C-8
18SA372
Figure C-5
C.1.3
Splicing Straight Leads - Alternate Method 2
SHRINK WRAP
Shrink wrap is required when splicing non insulated connections. Raychem HTAT or any
equivalent heat shrink dual wall epoxy encapsulating adhesive polyolefin is required. Shrink wrap
must extend at least .25 in. (6 mm) over wire insulation past splice in both directions.
18SA372
C-9
Alpha Wire Corporation

711 Lidgerwood Ave
P.O. Box 711
Elizabeth, New Jersey 07207-0711
1-800-52ALPHA
Raychem Corporation, Thermofit Div

300 Constitution Drive, Bldg. B
Menlo Park, CA 94025
415-361-3860
To heat shrink wrap a splice:

NOTICE:
The heat shrink wrap must overlap the wire insulation about
.25 in. (6 mm) on both sides of the splice.
1. Select the correct diameter to allow a tight wrap when heated.
2. Heat the shrink wrap with a heat gun; do not concentrate the heat in one location, but apply
the heat over the entire length of shrink wrap until the joint is complete.
3. Repeat step 2 to apply a second layer of protection (if required by splicing guidelines).
C.1.4
STAGGERING WIRE SPLICES
Position spliced wires properly as follows:

NOTICE:
You must stagger positions to prevent a large bulge in the harness
and to prevent the wires from chafing against each other.
1. Stagger the position of each splice (see Figure C-6) so there is at least a 2.5 in. (65 mm)
separation between splices.
C-10
18SA372
Figure C-6
The Correct and Incorrect Method of Staggering Multiple Splices

NOTICE:
A minimum of two layers of heat shrink tubing extending .25 in.
(6 mm) past the splice must be used to complete the splice.
2. Heat shrink a minimum of two layers of heat shrink tubing. Refer to sectionC.1.3.
3. Tape the spliced wires to each other. Refer to section C.3.
C.2
CONDUIT AND LOOM
Conduit must be used to protect the harness cable and cable splices.
18SA372
C-11
NOTICE:
The conduit must not cover any connectors, switches,
relays, fuses, or sensors.
NOTICE:
For industrial applications, the cables must be grouped
and wrapped with electrical tape, with a minimum overlap
of 20% prior to installing the conduit.
The following guidelines should be used when designing a harness:
NOTICE:
Wires should be sized and cut to near equal length
prior to installing conduit.
Final wire length of all circuits sharing the same conduit should meet the guidelines
listed in Table C-6
Covered Circuit Length
in. (mm)
0-1.9
(0-49)
.2
(5.0)
2-5.9
(50-151)
.3
(7.5)
6-11.9
(152-304)
.5
(12.5)
12-23.9
(305-609)
.6
(15.0)
24-35.9
(610-914)
.7
(17.5)
36-47.9
(915-1219)
.8
(20.0)
48-59.9
(1220-1224)
.9
(22.5)
60-71.9
(1225-1829)
1.0
(25.0)
72 and greater
Table C-6
3
3
Maximum Deviation
in. (mm)
(1830 and greater)
1.0 + .1 for every 12 in.

increment greater than 72 in.
(25 + .25 for every 300 mm

increment greater than 1830 mm)
Final Wire Length of All Circuits Sharing the Same Conduit
The distance between the back of the connector or other listed devices to the end of the
conduit should not exceed:
3
3
1.5 in. (40 mm) for a single connector/deviceS

3 in. (75 mm) for multiple connectors/devices
All cable breakouts and conduit ends must be secured in place with tape to secure the
conduit and breakouts.
Tape must be used to secure the conduit at the end of take-outs to prevent the conduit from
sliding away from connectors. Refer to section C.3.
* On certain connectors, the conduit must be flush to the connector.
C-12
18SA372
Criteria: Conduit and Loom

Due to the wide variety of operating conditions and environments, it is the responsibility
of the OEM to select a conduit that will survive the conditions of the specific
applications. Flame retardant convoluted polypropylene conduit or equivalent may be
used for most installations. Heat retardant nylon conduit or oil, water, acid, fire, and
abrasion resistant non-metallic loom conforming to SAE J562A is also acceptable The
diameter of conduit should be selected based on the number of wires being protected.
If non-metallic loom is used, secure the ends with tightly wrapped nylon straps to prevent
unraveling.
Conduit diameter selection guidelines for various quantities of 18 AWG wires are listed in
Table C-7.
Quantity of Wires to be Covered
Recommended Conduit Diameter
up to 3
6 mm
4 to 5
9 mm
6 to 7
10 mm
Table C-7
8 to 10
13 mm
11 to 17
16 mm
18 to 21
19 mm
22 to 28
22 mm
29 to 37
25 mm
38 to 40
30 mm
Conduit Diameter Selection Guidelines for 18 AWG Wires
Conduit diameter selection guidelines for various quantities of 18 AWG and 14 AWG wires are
Quantity of Wires to be Covered
18 AWG
14 AWG
6 to 11
16 mm
12 to 15
19 mm
16 to 21
22 mm
22 10 30
25 mm
31 to 40
30 mm
Table C-8
Conduit Diameter Selection Guidelines for 18 AWG and 14 AWG

Wires
18SA372
C-13
C.3
TAPE AND TAPING
Tape must be used when conduit is utilized. Be sure to follow the tape manufacturers guidelines.
The harness manufacturer may use tape under the harness covering (conduit or loom) to facilitate
harness building. Tape must be tightly wrapped at all conduit interconnections with a minimum of
two layers (refer to section C.2). Be sure to firmly secure the start and finish ends of tape.
NOTICE:
Black vinyl electrical tape should not be used in applications
where the temperature exceeds 176F (80C).
Criteria: Tape
In applications where the temperature doesnt exceed 176F (80C), adhesive black
vinyl electrical tape that is flame retardant and weather resistant may be used.
NOTICE:
For industrial applications, the cables must be grouped
and wrapped with electrical tape, with a minimum overlap
of 20% prior to installing the conduit.
Criteria: Tape
The tape must extend a minimum of 1 in. (25 mm) past the conduit.
The tape must be crossed over butted conduit ends.
The tape must be extended a minimum of 1 in. (25 mm) in each direction at all branches.
C-14
18SA372
APPENDIX D: PART NUMBERS

This section contains the DDC part numbers for various parts of the system.
Description
DDC P/N
Actuator - Gear, 24 Volt
23517554
Actuator - Troll, 24 Volt
23517555
Backup Actuator Coupler
23519571
Actuator - Emergency, 24 Volt
23520439
Backup Gear Actuator 24 Volt
23520162
Actuator ASM Troll Valve
23520163
Table D-1
DDC Part Numbers of Actuators

Description
DDC P/N
(5) Button Control Panel w/ override & troll
23517557
(4) Button Control Panel w/ override
23519499
(4) Button Control Pannel - no override
23525807
(3) Button Control Panel - for continuous ratings
23520440
(3) Button Control Panel - single station system
23519974
Table D-2
DDC Part Numbers of Button Control Panels

Description
DDC P/N
Control Station Interface Module (CSIM)
23517552
Electronic Display Module (EDM) w flash RAM
23517857
Marine Electronic Display Module (EDM) w Cover
23523286
EDM Protective Cover
23523227
23517868
Special Interface Module (SIM)
23519460
Electronic Gear Interface Module 24 Volt (EGIM)
23519500
Single ECM Marine Interface Module (MIM) w/o fuses
23519565
Multi ECM Marine Interface Module (MIM) w/o fuses
23519566
Single ECM Marine Interface Module (MIM) w/fuses
23519567
Multi ECM Marine interface Module (MIM) w/fuses
23519568
Single ECM Marine Interface Module (MIM) Vertical / Series 149
23520455
Marine Interface Module (MIM) Horizontal, Multi Block
23522236
M-MIM
23521893
Emergency Backup Power Module
23519569
Table D-3
DDC Part Numbers of Modules
18SA372
D-1
APPENDIX D: PART NUMBERS
Description
DDC P/N
Emergency Backup Panel Dual engine, electric backup
23517558
Emergency Backup Panel Single engine, electric backup
23517559
Emergency Backup Panel Dual Engine, manual backup
23519572
Emergency Backup Panel Single Engine, manual backup
23519574
Table D-4
DDC Part Numbers of Modules Emergency Backup Panels

Description
DDC P/N
23519570
Local Control Panel
Table D-5
DDC Part Number of Local Control Panel

Finish
DDC P/N
Description
Brushed S.S.
23512035
Black S.S.
23512036
Brushed S.S.
23512037
Black S.S.
23512038
Brushed S.S.
23512039
Black S.S.
23512040
Brushed S.S.
23512041
Black S.S.
23512042
Brushed S.S.
23512043
Black S.S.
23512044
Table D-6
Standard Style Control Heads
Description
Finish
DDC P/N
Clear
23520053
Clear
23520175
Black
23520176
Clear
23520177
Black
23520178
Black
23520179
Clear
23520180
Black
23520181
Clear
23520182
Black
23520183
Table D-7
Slimline Style Control Heads
D-2
18SA372
APPENDIX E: ALERT CODES

The EDM and ERIM store diagnostic code information for the engine, transmission and control
system. The ERIM port transmits control station information only to the DDR, not engine
information. The code categories are shown in the following sections.
GENERAL MESSAGES
E.1
The general messages shown on the DDR and EDM are listed in Table E-1.
Code No.
Shown on DDR at ERIM
Code No.
Shown on EDM
No Error Codes
LOW VOLTAGE@CSIM
301
ACTIVE CSIM LOW VOLTAGE
ACTUATOR LOW VOLTS
302
ACTUATOR LOW VOLTAGE
ACTIVE CSIM COM LOSS
303
COMM LOSS OF ACTIVE CSIM
MSTR CSIM COMM LOSS
304
MASTER CSIM COMM LOSS
CSIM 2 COMM LOSS
305
CSIM 2 COMM LOSS
CSIM 3 COMM LOSS
306
CSIM 3 COMM LOSS
CSIM 4 COMM LOSS
307
CSIM 4 COMM LOSS
CSIM 5 COMM LOSS
308
CSIM 5 COMM LOSS
None
None
CSIM 6 COMM LOSS
309
CSIM 6 COMM LOSS
10
AUX COMM-LINK LOSS
310
RECEIVER ERIM COMM LOSS
11
ERIM EEPROM ALERT
311
ERIM INTERNAL EEPROM ALERT
12
ERIM M1 ALERT
312
ERIM INTERNAL M1 ALERT
13
ERIM M2 ALERT
313
ERIM INTERNAL M2 ALERT
14
ERIM NOT DDEC3 ALERT
314
ERIM NOT DDEC3 ECM ALERT
15
ERIM DIAG ALERT

(software mismatch)
315
ERIM INTERNAL DIAGNOS ALERT

(software mismatch)
16
EXIT SYNC QUAL ALERT
316
EXIT SYNC QUALIFY ALERT
17
BACKUP PANEL ACTIVE
317
BACKUP PANEL ACTIVE
Table E-1
E.2
Codes and General Messages shown on the DDR and the EDM
PORT MESSAGES
The port messages shown on the DDR and EDM are listed in Table E-2.
18SA372
E-1
Code No.
Code No.
Port Messages Shown on EDM
32
PORT J1708 COMM LOSS
332
J1708 DATA LINK LOSS
33
PORT ENGINE STOPPED
333
ENGINE STOPPED
34
PORT POT OUTOF RANGE
334
THROTTLE POT OUT OF RANGE
35
PORT THRT QUAL ALERT
335
THROTTLE QUALIFY ALERT
36
PORT GEAR QUAL ALERT
336
GEAR QUALIFY ALERT
37
PORT GEAR COMM LOSS
337
GEAR COMM LOSS
38
PORT GEAR LOW VOLTS
338
GEAR LOW VOLTAGE
39
PORT GEAR HI LOAD
339
GEAR HIGH LOAD
40
PORTGEAR NOT@FWD POS
340
GEAR NOT FWD POSITION
41
PORTGEAR NOT@NEU POS
341
GEAR NOT NEU POSITION
42
PORTGEAR NOT@REV POS
342
GEAR NOT REV POSITION
43
PORT TROLL COMM LOSS
343
TROLL COMM LOSS
44
PORT TROLL LOW VOLTS
344
TROLL LOW VOLTAGE
45
PORT TROLL HI LOAD
345
TROLL HIGH LOAD
46
PORTTROLLNOT@EGD POS
346
TROLL NOT ENGAGED POSITION
47
PORTTROLLNOT@CMD POS
347
TROLL NOT CMD POSITION
48
PORT ENG TACH LOSS
348
ENGINE TACH SIGNAL LOSS
49
PORT CMD RPM RANGE
349
CMD ENGINE RPM OUT OF RANGE
50
PORT LCP ACTIVE
350
LOCAL CONTROL PANEL ACTIVE
51
PORT GEAR DIAG ALERT
51
GEAR ACTUATOR DIAGNOS ALERT
52
PORT TROL DIAG ALERT
352
TROLL ACTUATOR DIAGNOS ALERT
Table E-2
E.3
Port Messages Shown on

DDR at ERIM
Codes and Port Messages shown on the DDR and the EDM
STARBOARD MESSAGES
The starboard messages shown on the DDR and EDM are listed in Table E-3.
E-2
18SA372
Code No.
STBD Messages Shown on

DDR at ERIM
Code No.
STBD Messages Shown on EDM
64
STBD J1708 COMM LOSS
332
J1708 DATA LINK LOSS
65
STBD ENGINE STOPPED
333
ENGINE STOPPED
66
STBD POT OUTOF RANGE
334
THROTTLE POT OUT OF RANGE
67
STBD THRT QUAL ALERT
335
THROTTLE QUALIFY ALERT
68
STBD GEAR QUAL ALERT
336
GEAR QUALIFY ALERT
69
STBD GEAR COMM LOSS
337
GEAR COMM LOSS
70
STBD GEAR LOW VOLTS
338
GEAR LOW VOLTAGE
71
STBD GEAR HI LOAD
339
GEAR HIGH LOAD
72
STBDGEAR NOT@FWD POS
340
GEAR NOT FWD POSITION
73
STBDGEAR NOT@NEU POS
341
GEAR NOT NEU POSITION
74
STBDGEAR NOT@REV POS
342
GEAR NOT REV POSITION
75
STBD TROLL COMM LOSS
343
TROLL COMM LOSS
76
STBD TROLL LOW VOLTS
344
TROLL LOW VOLTAGE
77
STBD TROLL HI LOAD
345
TROLL HIGH LOAD
78
STBDTROLLNOT@EGD POS
346
TROLL NOT ENGAGED POSITION
79
STBDTROLLNOT@CMD POS
347
TROLL NOT CMD POSITION
80
STBD ENG TACH LOSS
348
ENGINE TACH SIGNAL LOSS
81
STBD CMD RPM RANGE
349
CMD ENGINE RPM OUT OF RANGE
82
STBD LCP ACTIVE
350
LOCAL CONTROL PANEL ACTIVE
83
STBD GEAR DIAG ALERT
351
GEAR ACTUATOR DIAGNOS ALERT
84
STBD TROL DIAG ALERT
352
TROLL ACTUATOR DIAGNOS ALERT
Table E-3
Codes and Starboard Messages shown on the DDR and the EDM
18SA372
E-3
E-4
18SA372
APPENDIX F: CONVERTING FROM DDECII/2.5 TO

DDEC III
This sections discussed upgrading from a DDEC II or DDEC 2.5 system to a DDEC III system.
A DDEC III MIM REPLACING A DDEC II BBIM
F.1
The following chart should be used when replacing DDEC II BBIMs (Boat Builder Interface
Module) with DDEC III MIMs (Marine Interface Module). Not all MIMs are the same. Please
use the following chart as a guide to replacing the modules.
Software
Level
Description
Part Number
Replaced By
2.0
Single ECM
23512347
23517419
2.0
Dual ECM
23512348
23517420
2.5
Single ECM
23517419
23517419
2.5
Dual ECM
23517420
23517420
2.5
Triple ECM
23517421
23517421
3.0
Single ECM
23519565
23519565
3.0
Multi ECM
23519566
23519566
3.0
Single ECM w/fuses
23519567
23519567
3.0
Multi ECM w/fuses
23519568
23519568
Table F-1
DDEC II BBIM Replacement
When replacing a DDEC II BBIM with a DDEC III MIM, pins on the MIM to ERIM harness
must be jumped in order to avoid a coolant level code.
If you are using the MIM in a new installation, then these jumpers will not be needed.
Replace the DDEC II BBIM with the DDEC III MIM as follows:
1. Pull back the rubber boot from the rear of the 24-pin connector on the DDEC II BBIM
to ERIM harness.
2. Jumper pin 18 to pin 20 (see Figure F-1).
3. Jumper pin 22 to pin 24 (see Figure F-1).
18SA372
F-1
APPENDIX F: CONVERTING FROM DDECII/2.5 TO DDEC III
Figure F-1
Jumping the Pins on the MIM to Erim Harness
4. Replace the rubber boot on the connector.
F.2
ENGINE ROOM TACHOMETER
Some installations use an Engine Room Tach Drive driven off of pin 22 on the ERIM side of
the DDEC II BBIM.
If a DDEC III MIM is used to replace a DDEC II BBIM then the wire formerly going to terminal
14 on the master ECM connector (40 Pin Deutsch) must be connected to the wire going to pin 22
(formerly attached to the ERIM connector - 24 Pin Deutsch). This circuit is no longer supported
within the DDEC III MIM circuitry, consequently, an exterior connection to the module must be
made using a jumper wire.
F-2
18SA372
F.3
DDEC III MIM REPLACING A DDEC 2.5 MIM
When a DDEC III MIM replaces a DDEC 2.5 MIM, the shield wires on the MIM to ERIM harness
pin 16 must be disconnected or removed. Keeping this wire connected, can produce ground loops.
NOTE:
Care should be taken when upgrading to a DDEC III MIM, as the connection points
for the ERIM and the receiver ECM have moved. Pay close attention to ensure the
connectors are being plugged into the correct port!
F.4
DDEC II/2.5 TO DDEC III GEAR ACTUATOR UPGRADE ON

DDEC II/2.5 SYSTEM
In most cases, gear engagement time may be improved by upgrading to DDEC III gear actuators.
These actuators require 24 volt power, so a voltage converter is needed in 12 volt applications.
The installation instructions for a DDEC III system should be followed. DDEC III Troll
components cannot be used on DDEC II/2.5 systems. The parts for gear actuator upgrade are
listed in Table F-2.
Description
Quantity
DDC P/N
Sturdy P/N
DDEC III Gear Actuator (DDEC 2.5 upgrade)
1 per 1 engine
23523110
--
DDEC III Backup Gear Actuator
1 per 1 engine
23520162
--
12 TO 24 Volt Converter Module (for 12V appl)
1 per 2 engine
23521038
--
DDEC III Electronic Backup Power Module
1 per 2 engines
23519569
--
Harness - Adapter DDEC III Gear Actuator to DDEC II/2.5
1 per 1 engine
SK-11131
31C-00536
Harness - EBPM Ignition for DDEC III Actuator to DDEC II/2.5
1 per 2 engine
SK-11132
31C-00537
Harness - DDEC III Solenoid to DDEC II/2.5 Backup Pnl
1 per 1 engine
SK-11133
31C-00538
Table F-2
F.5
Parts for Gear Actuator Upgrade
DDEC II/2.5 TO DDEC III COMPLETE SYSTEM UPGRADE
Most of the DDEC II/2.5 parts must be replaced to upgrade to a DDEC III system. The parts
listed in F-3Table F-3 are re-useable.
Control heads may be reused with adapter harness to CSIM.
18SA372
F-3
*23520936
**23520937
*23520936
**23520937
Single-lever, Dual-head Port-SS*
23512035
37D-00453-001
Single-lever, Dual-head Port-BLK
23512036
37D-00453-002
Dual-lever, Dual-head, Throttle-SS*
23512037
37D-00454-001
23520939
Dual-lever, Dual-head-Throttle-BLK
23512038
37D-00454-002
23520939
Single-Lever Dual-STDS-SS*
23512039
37D-00455-001
Single-Lever Dual-STDB-BLK
23512040
37D-00455-002
Dual-lever Single-head-SS*
23512041
37D-00456-001
23520937
*23520936
**23520937
*23520936
**23520937
Dual-lever Single-head BLK
23512042
37D-00456-002
23520937
Dual-lever Dual-head-Gear-SS*
23512043
37D-00457-001
23520938
Dual-lever Dual-head-Gear-BLK
23512044
37D-00457-002
23520938
23512498
39A-00282
SK-11059
23512509
39A-00262
SK-11055
SK-11056
23512511
39A-00264
SK-11068
23512553
39A-00266
Lever Gear & Throttle Control Dual-head

Triple-lever Slimline
23512555
39A-00260
Single-lever Single-head BLK
23517176
39A-00283
SK-11059
SIngle-function Head -BLK
23517177
39A-00263
SK-11055
SK-11056
Dual-function Head -BLK
23517178
39A-00265
SK-11068
Lever Gear & Throttle Control Single-head

Single-lever Port Slimline
Slimline (Clear)
Dual-lever Slimline
Single-function Head-BLK
23517179
39A-00261
Dual-function Head -BLK
23517180
39A-00267
SK-11059
SK-11068
SK-11055
SK-11056
SK-11374
SK-11375
SK-11055
SK-11056
SK-11374
SK-11375
SK-11059
SK-11068
* Stainless Steel
Black
Table F-3
Reusable Control Heads
Button panels may be reused. However, the CSIM connector and pins on the Control Button Panel
Harness must be changed.
The Master Station to the ERIM harness may be reused only if the system will not have DDEC
III electronic backup gear shifting installed. There are not enough conductors in the harness to
support the needs of the DDEC III system with backup. If used, the harness will need to have the
connectors changed on both ends. Since the connector location of the DDEC III ERIM Master
CSIM is different than the DDEC II/2.5 ERIM, adequate harness length should be confirmed. By
changing the connectors on both ends the Secondary Control Station Harness may be reused.
F-4
18SA372
All other DDEC II/2.5 components and harnesses must be replaced with the DDEC III version.
F.6
DDEC II/2.5 TO DDEC III CONVERSION PARTS
The DDEC 11/2.5 to DDEC III conversion part numbers are listed in Table F-4 and Table F-5.
18SA372
F-5
DDEC II
DDC P/N
Sturdy P/N
DDEC III
DDC P/N
Sturdy P/N
23517553
37E-00401
23517868
37D-00679
23506936
37E-00154
23517552
37D-00678
31C-00502
31C-00512
31C-00513
31C-00514
Description
Emergency Backup Switch
23506958
39C-00175
23517558
23517559
23519572
23519574
Local Control Panel
NA
NA
23519570
31C-00491
31B-00541
Prop Shaft Speed Sensor
23506965
37C-00114
23520161
Troll Valve Pressure Sensor
23507194
37C-00226
N/A
Gear Actuator
23508958
37D-00381
23517554
37D-00680
NA
37C-00516
23519500
37D-00763
Backup Gear Actuator
23511504
37D-00385
23520162
37D-00682
NA
NA
23519569
37D-00767
Single-lever Dual-head - Port - SS
23512035
37D-00453-001
Single-lever Dual-head - Port - BLK
23512036
37D-00453-002
Dual-lever Dual-head - Throttle - SS
23512037
37D-00454-001
Dual-lever Dual-head - Throttle - BLK
23512038
37D-00454-002
*23520936
**23520937
*23520936
**23520937
23520939
23520939
*23520936
**23520937
*23520936
**23520937
Single-lever Dual-STDS - SS
23512039
37D-00455-001
Single-lever Dual-STDB - BLK
23512040
37D-00455-002
Dual-lever Single-head-SS
23512041
37D-00456-001
23520937
Dual-lever Single-head-BLK
23512042
37D-00456-002
23520937
Dual-lever Dual-head - Gear -SS
23512043
37D-00457-001
23520938
Dual-lever Dual-head - Gear -BLK
23512044
37D-00457-002
BBIM Single
23512347
37E-00437
23519565
37D-00778
BBIM Dual
23512348
37E-00438
23519566
37D-00779
Lever Gear & Throttle Control Slimline
23512498
39A-00282
SK-11059
31C-00470
23512509
39A-00262
SK-11055
SK-11056
31C-00465
31C-00466
23512511
39A-00264
SK-11068
31D-00481
23512553
39A-00266
23512555
39A-00260
SK-11059
SK-11068
SK-11055
SK-11056
SK-11374
SK-11375
31C-00470
31D-00481
31C-00465
31C-00466
31C-00523
31C-00524
Lever Gear & Throttle Control Dual-lever

Dual-head Slimline (Clear)
Dual-lever Slimline
23520938
* Single Engine Application

Twin Engine Application
Table F-4
DDEC II/2.5 to DDEC III Conversion Parts (part 1 of 2)
F-6
18SA372
DDEC II
DDC P/N
Sturdy P/N
DDEC III
DDC P/N
Sturdy P/N
Kit Bracket Swivel Mounting
23512576
39A-00244
23512576
39A-00244
Actuator Troll Valve
23512577
37D-00391
23517555
37D-00681
3-Button Control Panel
23512578
31C-00324
23519499
31C-00499
4-Button Control Panel
23512579
31C-00325
23517557
31C-00500
31C-00529
37D-00659
Description
3-Button Control Panel (Commercial Vessel)
NA
NA
23520440
23517410
37D-00411
23517857
Shaft Speed Magnetic Band
SK-10367
37C-00183
Single-lever Single-head BLK
23517176
39A-00283
SK-11059
31C-00470
31C-00465
31C-00466
37C-00838
Single-function Head - BLK
23517177
39A-00263
SK-11055
SK-11056
Dual-function Head - BLK
23517178
39A-00265
SK-11068
31D-00481
SK-11055
SK-11056
SK-11374
SK-11375
SK-11059
SK-11068
31C-00465
31C-00466
31C-00523
31C-00524
31C-00470
31D-00481
Single-function Head - BLK
23517179
39A-00261
Dual-function Head - BLK
23517180
39A-00267
Single-ECM Marine Interface Module
23517419
37D-00666
23519565
37D-00778
Dual-ECM Marine Interface Module
23517420
37D-00667
23519566
37D-00779
Triple-ECM Marine Interface Module
23517421
37D-00668
23519566
37D-00779
Harness - ERIM to Master CSIM DDEC III
SK-10338
31C-00061
SK-11049
31C-00458
Harness ERIM to Standard Additional

Control Station
SK-10339
31C-00062
SK-11051
31C-00460
Harness - ERIM to MIM DDEC III
SK-10341
31C-00064
SK-11052
31C-00461
SK-10376
37D-00123
SK-11053
31C-00462
SK-10377
37D-00124
SK-11053
31C-00462
SK-10659
31C-00137
SK-10659
31C-00137
Harness - ERIM to Troll Actuator
SK-10378
31D-00149
SK-11137
31C-00464
Harness - ERIM - Power Cable
SK-10659
31C-00137
SK-11069
31C-00484
Harness - ERIM - Power Cable
NA
NA
SK-11050
31C-00459
SK-10751
31C-00274
SK-11060
31C-00471
SK-10749
31C-00285
SK-11060
31C-00471
SK-10747
31C-00273
SK-11057
31C-00467
SK-10746
31C-00289
SK-11057
31C-00467
Pull to Forward Harness ERIM to Clutch Actuator

Push to Forward Harness ERIM to Clutch Actuator
Harness - MIM - Power Cable 36 ft. Max. Length
CSIM to Sturdy EDM - External

Power (Multi-Engine)
CSIM to Sturdy EDM Internal Power (Multi-Engine)
ERIM to Sturdy EDM Internal Power (Multi-Engine)
ERIM to Sturdy EDM External Power (Multi-Engine)
* Single Engine Application
Twin Engine Application
Table F-5
DDEC II/2.5 to DDEC III Conversion Parts (part 2 of 2)
18SA372
F-7
F-8
18SA372
GLOSSARY
ABYC
American Boat & Yacht Council
AC
Alternating Current
A/D
Analog to Digital: The computer inside the ECM uses an

A/D converter to convert a sensor voltage into a number
with which the computer can work.
BAT
Battery
BOI
Beginning Of Injection: The number of crank angle

degrees before Top Dead Center that the ECM requests
the injectors to energize.
CBP
Control Button Panel: Used to activate various functions

available to the user such as Station Active, Sync, Low
Idle, Troll, Engine Overload Override.
CEL
Check Engine Light. The CEL has two functions: As

a warning lamp that indicates a problem has occurred,
indicating that the vessel should be taken in for service as
soon as possible; as a system check that comes on for five
seconds at ignition for a bulb and system check, remains
on if the self diagnostic system detects a problem and an
inactive trouble code is stored in the ECM.
CKT
Circuit
CLS
Coolant Level Sensor: Monitors coolant level at the

radiator top tank.
CMD
Command
COM
Common
CPS
Crankcase Pressure Sensor
CSIM
Control Station Interface Module: The main junction box

at each control station that translates the information from
the analog control heads into digital information for other
modules to use and transfers data to and from the EDMs,
and the control button panel.
18SA372
G-1
GLOSSARY
CTS
Coolant Temperature Sensor: Monitors engine coolant

temperature.
DC
Direct Current
DDC
Detroit Diesel Corporation
DDEC
Detroit Diesel Electronic Controls
DDR
Diagnostic Data Reader: The hand held tool for use in

troubleshooting DDEC.
DL+
Data Link, positive side: Used for communications to the

Diagnostic Data Reader, as well as other applications.
DL-
Data Link, negative side (see DL+)
DL2+
Proprietary Data Link, positive side: Used mainly for

dual block or dual engine applications where two or more
ECMs must communicate with each other.
DL2-
Proprietary Data Link, negative side (see above)
EBCP
Emergency Backup Control Panel: Used to control

both the throttles and gears of up to two engines and
transmissions in the event that the main control system
is not fully operational.
EBPM
Emergency Backup Power Module: Supplies power

to the electric backup actuators while in emergency
backup mode.
ECM
Electronic Control Module: The engine mounted module

which reads sensors, switches, and the data links to
control fuel injection as well as digital, frequency, and
pulse width modulated outputs.
EDM
Electronic Display Module: An information display

which conveys information about only one engine and
transmission, and control station information.
EEPROM
Electrically Erasable Programmable Read Only Memory:

Memory Chip in the ECM that contains the engine
calibration.
EGIM
Electronic Gear Interface Module: Directs ERIM shift

commands to electric shift transmissions.
G-2
18SA372
EMI
Electromagnetic Interference
ENG OVR
Engine Overload Override: Allows the user to override

an engine overload condition for a short period of time.
Activated by a button on the Control Button Panel.
ENG RPM
Engine RPM
ERIM
Engine Room Interface Module: The master module in

the marine control system; the ERIM is also the main
junction box for all of the Control Station Interface
Modules, Marine Interface Modules, gear actuators
(gear/trolling), Emergency Backup Control Panels, and
Emergency Backup Power Modules.
EUI
Electronic Unit Injector: Replaces the Mechanical Unit

Injector on electronically controlled engines.
EW
External Warning
FMI
Failure Mode Identifier: The FMI describes the type of

failure detected in the subsystem and identified by the
PID or SID.
FPS
Fuel Pressure Sensor: Monitors fuel pressure at the

fuel spill.
FTS
Fuel Temperature Sensor: Monitors fuel temperature at

the output of the secondary filter.
FWD
Forward (Ahead)
GND
Ground battery
HEI
Half Engine Idle
INJ
(Fuel) Injector
LMP
Lamp
LCD
Liquid Crystal Display
LCP
Local Control Panel: Provides throttle control to a

technician working on the engine, while preventing
shifting of the transmission.
LED
Light Emitting Diode
18SA372
G-3
GLOSSARY
LSG
Limiting Speed Governor
MEM
Memory
MID
Message Identification Character: The MID is the first

byte or character of each message that identifies which
microcomputer on the SAE J1587 serial communication
link originated the information.
MIM
Marine Interface Module: An engine mounted module

designed to make all of the necessary connections to the
ECM; the MIM also receives data from the marine gear
sensors (oil temperature and oil pressure) and places this
information on the data link for the other modules to use.
MUX
Multiplexer
N/A
Not Available
NEUT
Neutral
OEM
Original Equipment Manufacturer
OPS
Oil Pressure Sensor: Monitors oil pressure at the main

oil gallery
OTS
Oil Temperature Sensor: Monitors oil temperature in

the turbo oil supply line.
PID
Pilot Installation Description (previously EPQ) also,

Parameter Identifier Parameter Identifier: The numbers
and names used to identify the data in the message
(engine RPM, coolant temperature, etc.).
PORT
Port engine/control
#PT C/HEADS
Single or dual point (lever) control head
PW
Pulse Width: The amount of time in crank degrees that

the ECM energizes the injectors
PWM
Pulse Width Modulation
QUAL
Qualified
RAM
Random Access Memory
G-4
18SA372
REQ
Request
REV
Reverse (Astern)
RTN
Return
SEL
Stop Engine Light. The SEL has two functions: As a

warning lamp to tell the operator that a potential engine
damaging condition has occurred, and the engine should
be shut off immediately; as a system check that comes
on for five seconds when the ignition is turned on for a
bulb and system check. If the SEL remains on, the self
diagnostic system has detected a problem. If the problem
goes away the light will go out, but an inactive trouble
code will be stored in the ECM.
SERV
Service
SHIP BOND
A network in which major metallic components of a

vessel are kept at equivalent potentials through electrical
connections. Bonding reduces the electrolytic effects of
salt water which prevents corrosion.
SID
Subsystem Identification Character: Numbers and names

used to identify the part of the controller that has a fault.
SRS
Synchronous Reference Sensor: Detects when the first

cylinder in the firing order is about to be fired.
SSB
Single Side Band radio frequency
STA
Station
STBD
Starboard engine/control
SW
Switch
TBS
Turbo Boost Sensor: Used to monitor turbo boost pressure
TD
Tachometer Drive: One of two outputs of the ECM for

electronic tachometers and/or data loggers.
TDC
Top Dead Center
THROT
Throttle
TLA
Three Letter Acronym
18SA372
G-5
GLOSSARY
TRANS
Transmission: Marine gear
TRL ENG SPD
Troll Engine Speed
TROLL ENG
Troll Engaged
TRS
Timing Reference Sensor: Monitors the position of

the crankshaft.
VHF
Very High Frequency
VSG
Variable Speed Governor
G-6
18SA372
INDEX
A
Actuators
as part of control system, 5-15
backup actuator, 5-17
backup actuator mounting criteria, 8-41
bonding in metal hull vessel, 8-74
bonding in nonmetallic hull vessel, 8-72
description of, 3-11
dockside checkout
electric backup clutch actuator, 9-13
gear clutch actuator, 9-3
troll actuator, 9-6
gear actuator, 5-16
primary actuator mounting criteria, 8-39
troll actuator, 5-18
troll actuator mounting criteria, 8-45
B
Backup Systems
electronic backup, 7-6, EGIM option, 7-9
electronic emergency backup, 7-7
manual backup, 7-4
mechanical emergency backup, 7-7
Bonding
in metal hull vessels, 8-73
in nonmetallic hull vessels, 8-70
C
Circuits, routing criteria, 8-9
Control Button Panel
bonding in metal hull vessels, 8-74
bonding in nonmetallic vessels, 8-72
clutch lock-out, 4-6
description of, 3-3
engine overload protection, 4-4
engine synchronization, 4-3
low idle, 4-3
mounting criteria, 8-66
neutral/idle, 4-6
station transfer, 4-2
troll, 4-4
Control Heads
bonding in metal hull vessels, 8-74
description, slimline style, 3-6
description of, standard style, 3-5

mounting, 8-60
Criteria, 8-9
backup actuator mounting, 8-41
circuit routing, 8-9
control button panel mounting, 8-66
control head mounting, 8-64
DDEC panel, 8-9
EBPM mounting, 8-36
edm mounting, 8-57
EGIM mounting, 8-51
emergency backup control panel mounting, 8-69
ERIM mounting, 8-32
harness routing, 8-9
local control panel mounting, 8-52
operating voltage, 8-6
power source, 8-5
primary actuator mounting, 8-39
troll actuator mounting, 8-45
wire insulation, 8-10
CSIM
connection to clutch head and throttle heads, 5-3
connection to control button panel, 5-3
connection to ERIM, 5-7
bonding in metal hull vessles, 8-74
description of, 3-1
dockside checkout, 9-8, 9-25
harnesses, 8-56
operating parameters, 5-5
Current, rated fuse current, 8-30
D
DDEC Panel, criteria, 8-9
Deutch connectors, B-9
Deutsch Terminals
installation, B-9
removal, B-13
E
EBPM
as part of emergency backup system, 7-7
harnesses, 8-37
INDEX

power and ground source criteria, 8-9
power harness fuses, 8-37
EDM
action during alarm conditions, 6-5
bonding in metal hull, 8-74
bonding in nonmetallic hull, 8-72
description of, 3-8
flush mount, 8-59
keypad, 6-2
low voltage indication, 4-5
maintenance reminder, 6-13, enabling and
programming, 6-14
menus, 6-2, 6-4
programming, 6-6, in a new boat, 6-8
swivel mount, 8-57
training in a new boat, 6-8
EGIM
backup interface, 5-20
harnesses, 8-51
role during normal backup, 7-9
Emergency Backup Control Panel
connection to master CISIM, 8-69
description of, 3-7
different styles, 7-1
ERIM
action in drag down prevention strategy, 4-6
action in high engine speed shift protection, 4-6
action in station transfer, 4-2
as part of control system, 5-4, 5-6
bonding in metal hull vessel, 8-74
bonding in nonmetallic hull vessel, 8-72
description of, 3-9
dockside checkout, 9-2
fuses, 8-35
harnesses, 8-33
operating parameters, 5-9
H
Harness, routing criteria, 8-9
J
J1587, G-4
L
Local Control Panel
M
MIM
check engine light, 5-11
current draw for different engines, 8-20
diagnostic connector, 5-11
dockside checkout, 9-2
fuses, 8-22
harness to ECM, 8-13
harness to ERIM, 8-20
ignition light, 5-11
stop engine light, 5-11
Multi-ECM, welding precaution, 8-29
O
Operating Volatage
criteria, 8-6
DDC recommendation, 8-5
Optimized Idle, 2-7
P
Power Harness, connectors, 8-26
Power Source
battery recommendation, 8-5
criteria, 8-5
F
T
Fuses, 8-29
Terminal Installation
Deutsch, B-9
pull-to-seat, B-6
Index-2
18SA372
push-to-seat, B-1
Terminal Removal
Deutsch terminals, B-13
pull-to-seat, B-9
push-to-seat, B-5
18SA372
W
Welding, 8-288-29
Wires
insulation criteria, 8-10
requirements, B-1
Index-3

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ATTENTION

Detroit Diesel Corporation makes no representation or warranties regarding the information

DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION

DDEC III MARINE LEVEL II BRIDGE CONTROL

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION

SAFETY PRECAUTIONS ...................................................................................................

SYSTEM OVERVIEW ..........................................................................................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

LOW VOLTAGE INDICATION ..........................................................................................

CONTROL SYSTEM ...........................................................................................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION

ELECTRONIC DISPLAY MODULE ....................................................................................

MARINE BACKUP SYSTEMS ............................................................................................

SYSTEM INSTALLATION ...................................................................................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION

8.8.10 LOCAL CONTROL PANEL ........................................................................................

DOCKSIDE CHECKOUT ....................................................................................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

SYSTEM AND HARNESS DIAGRAMS ..............................................................................

MDEC-MARINE INTERFACE MODULE .............................................................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION

11.1.2 CIRCUIT BREAKER RECOMMENDATIONS .............................................................

APPENDIX A: DDEC III LEVEL I BRIDGE CONTROL ................................................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

SYNC MODE ..................................................................................................................

SYSTEM WIRING ...............................................................................................................

APPENDIX B: TERMINAL INSTALLATION AND REMOVAL ......................................................

TERMINAL INSTALLATION - METHOD A, PUSH-TO-SEAT TERMINALS ......................

PUSH-TO-SEAT TERMINAL REMOVAL ............................................................................

TERMINAL INSTALLATION GUIDELINES - METHOD B, PULL-TO-SEAT TERMINALS

PULL-TO-SEAT TERMINAL REMOVAL ............................................................................

APPENDIX C: SPLICING TECHNIQUE AND RECOMMENDATIONS ........................................

All information subject to change without notice.

Copyright 2001 DETROIT DIESEL CORPORATION

DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION

SHRINK WRAP ...............................................................................................................

CONDUIT AND LOOM ........................................................................................................

TAPE AND TAPING ............................................................................................................

APPENDIX D: PART NUMBERS ..................................................................................................

APPENDIX E: ALERT CODES .....................................................................................................

GENERAL MESSAGES ......................................................................................................

PORT MESSAGES .............................................................................................................

STARBOARD MESSAGES .................................................................................................

APPENDIX F: CONVERTING FROM DDECII/2.5 TO DDEC III ...................................................

A DDEC III MIM REPLACING A DDEC II BBIM .................................................................

ENGINE ROOM TACHOMETER .........................................................................................

DDEC III MIM REPLACING A DDEC 2.5 MIM ...................................................................

DDEC II/2.5 TO DDEC III COMPLETE SYSTEM UPGRADE ............................................

DDEC II/2.5 TO DDEC III CONVERSION PARTS ..............................................................