8M0110489 - JPO Starfish Manual de Serviço

Joystick
Joystick Piloting for Outboards

Piloting
for Outboards
DI AGNO S T I C MAN UAL

DI AGNO S T I C MANUAL
www.mercurymarine.com.au www.mercurymarine.com www.brunswick-marine.com

41-71 Bessemer Drive P.O. Box 1939 Parc Industriel de Petit-Rechain
Dandenong South, Victoria 3175 Australia Fond du Lac, WI 54936-1939 USA B-4800 Verviers, Belgium
90-8M0110489
JUNE 2016
© Mercury Marine. All rights reserved. 90-8M0110489 JUNE 2016

Printed in U.S.A.
Notice to Users of This Manual
Throughout this publication, safety alerts labeled WARNING and CAUTION (accompanied by the international hazard symbol
! ) are used to alert the mechanic to special instructions concerning a particular service or operation that may be hazardous
if performed incorrectly or carelessly. Observe these alerts carefully.
These safety alerts alone cannot eliminate the hazards that they signal. Strict compliance to these special instructions when
performing the service, plus common sense operation, are major accident prevention measures.
! WARNING
Indicates a hazardous situation which, if not avoided, could result in death or serious injury.
! CAUTION
Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury.
Additional alerts provide information that requires special attention:
NOTICE
Indicates a situation which, if not avoided, could result in engine or major component failure.
IMPORTANT: Indicates information essential to the successful completion of the task.

NOTE: Indicates information that helps in the understanding of a particular step or action.
This manual has been written and published by the Mercury Marine Service Department to aid our dealers’ mechanics and
company service personnel when servicing the products described herein. It is assumed that these personnel are familiar with
marine product servicing procedures. Furthermore, it is assumed that they have been trained in the recommended service
procedures of Mercury Marine power products, including the use of mechanics’ common hand tools and the special Mercury
Marine tools or recommended tools from other suppliers.
We could not possibly know of and advise the marine trade of all conceivable procedures and of the possible hazards and
results of each method. Therefore, anyone who uses a service procedure or tool that is not recommended by the manufacturer
must first completely satisfy himself that neither his nor the product's safety will be endangered.
All information, illustrations, and specifications contained in this manual are based on the latest product information available at
the time of publication. As required, revisions to this manual will be sent to all dealers contracted by us to sell or service these
products. We reserve the right to make changes to this manual without prior notification.
Refer to dealer service bulletins, operation, maintenance and warranty manuals, and installation manuals for other pertinent
information concerning the products described in this manual.
Precautions
While working on the product, keep in mind that the electrical and ignition systems are capable of violent and damaging short
circuits or severe electrical shocks. When performing any work where electrical terminals could possibly be grounded or
touched by the mechanic, the battery cables should be disconnected at the battery.
Any time the intake or exhaust openings are exposed during service they should be covered to protect against accidental
entrance of foreign material into the cylinders, which could cause extensive internal damage when the engine is started.
During any maintenance procedure, replacement fasteners must have the same measurements and strength as those
removed. Numbers on the heads of the metric bolts and on the surfaces of metric nuts indicate their strength. American bolts
use radial lines for this purpose, while most American nuts do not have strength markings. Mismatched or incorrect fasteners
can result in damage or malfunction, or possibly personal injury. Therefore, fasteners removed should be saved for reuse in the
same locations whenever possible. Where the fasteners are not satisfactory for reuse, care should be taken to select a
replacement that matches the original.
Personnel should not work on or under an engine that is suspended. Engines should be attached to workstands, or lowered to
the ground as soon as possible.
Replacement Parts
Use of parts other than the recommended service replacement parts will void the warranty on those parts that are damaged as
a result.
Page i © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

! WARNING
Avoid fire or explosion hazard. Electrical, ignition, and fuel system components on Mercury Marine products comply with
federal and international standards to minimize risk of fire or explosion. Do not use replacement electrical or fuel system
components that do not comply with these standards. When servicing the electrical and fuel systems, properly install and
tighten all components.
Cleanliness and Care of Product

A Mercury Marine power product is a combination of many machined, honed, polished, and lapped surfaces with tight
tolerances. When any product component is serviced, care and cleanliness are important. Proper cleaning and protection of
machined surfaces and friction areas is an implied part of the repair procedure. This is considered standard shop practice even
if not specifically stated.
Whenever components are removed for service, they should be retained in order. At the time of installation, they should be
installed in the same locations and with the same mating surfaces as when removed.
Copyright and Trademark Information

© MERCURY MARINE. All rights reserved. Reproduction in whole or in part without permission is prohibited.
Alpha, Axius, Bravo One, Bravo Two, Bravo Three, Circle M with Waves Logo, K‑planes, Mariner, MerCathode, MerCruiser,
Mercury, Mercury with Waves Logo, Mercury Marine, Mercury Precision Parts, Mercury Propellers, Mercury Racing,
MotorGuide, OptiMax, Quicksilver, SeaCore, Skyhook, SmartCraft, Sport‑Jet, Verado, VesselView, Zero Effort, Zeus, #1 On the
Water and We're Driven to Win are registered trademarks of Brunswick Corporation. Pro XS is a trademark of Brunswick
Corporation. Mercury Product Protection is a registered service mark of Brunswick Corporation.
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page ii

1
Manual Outline
Important Information
1 - Important Information
A - General Information
B - Maintenance
2 - Theory and Troubleshooting
Theory and Troubleshooting
2
A - Theory of Operation
B - Troubleshooting with CDS G3
C - CCM Faults
Electrical Components
3
D - TVM Faults
E - Warning Horns and Audible Alerts
F - Controller Area Network (CAN) Circuits
Power Steering Components
4
3 - Electrical Components
A - Helm Components (Design 1)
B - Helm Components (Design 2)
Configuration
5
C - Helm Harness Circuit Diagrams
D - Command Control Module (CCM)
E - Thrust Vector Module (TVM)
Wiring Diagrams
6
F - Steering Actuator
G - Auxiliary Joystick
4 - Power Steering Components
A - Power Steering Components
5 - Configuration
A - Configuration
6 - Wiring Diagrams
A - Wiring Diagrams
B - Color Wiring Diagrams
Page iii © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page iv
General Information
1
Section 1A - General Information A
Table of Contents
Steering System Safety..................................................... 1A-2 Connecting and Starting G3....................................... 1A-2
Introduction........................................................................ 1A-2 CDS G3 and Joystick Piloting Systems...................... 1A-4
Fault Types........................................................................ 1A-2 G3 Service Tool Home Screen Overview................... 1A-5
CDS G3 Service Tool.........................................................1A-2 Controller Area Network (CAN)..........................................1A-6
Introduction................................................................. 1A-2 Termination Resistors.................................................1A-6
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1A-1

General Information
Steering System Safety

! CAUTION
Avoid injury due to the unexpected motion of the engines or steering linkage. Joystick piloting steering systems can cause
these components to move without deliberate operator input. Unless a procedure specifically requires the steering system to
be powered, key‑off the vessel before beginning work around the moving components of the steering system.
In general, no work should be performed on or near the moving components of a Joystick Piloting for Outboard system while
the system is powered. However, certain procedures, such as the initial engine alignment, require the cylinder actuators to be
active for successful completion of the procedure. Always exercise care when working around the steering linkage, between the
engines, or near the propellers.
Introduction
IMPORTANT: This diagnostic manual is intended to augment existing service manuals for the engine and associated
components. This manual covers only those components that are unique to the Joystick Piloting for Outboard system.
This diagnostic manual provides specific information, including procedures for disassembly, inspection, assembly, and
adjustment to enable dealers and service mechanics to diagnose and repair components of the Joystick Piloting for Outboard
system.
Before beginning diagnostics or repairs, read the applicable procedures in their entirety to familiarize yourself with the methods
and tools used and to acquaint yourself with the relevant safety cautions and warnings.
Additional Service Information

For information on... Refer to...
Verado outboard engine Verado Service Manual
Digital Throttle and Shift (DTS) Digital Throttle and Shift Diagnostic Manual
Fault Types
There are two types of faults:
Type of fault Method to clear

Nonsticky Clears immediately after the fault is resolved.
Sticky Requires a key cycle (off and on) after the fault is resolved to clear.
CDS G3 Service Tool

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

Connection to the Engine
1. Insert the G3 SmartCraft diagnostic interface USB connector into a powered USB port on your computer.
2. Connect the SmartCraft diagnostic interface 9‑pin connector to the CAN P/CAN H adapter harness 9‑pin connector.
3. Connect the CAN P/CAN H adapter harness to the G3 engine harness adapter.
4. Remove the CAN P/CAN H termination resistor from the engine harness.
5. Connect the G3 engine harness adapter to the CAN P/CAN H engine harness connector.
Page 1A-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

General Information
IMPORTANT: The G3 engine harness adapter (84‑8M0046081) provides the proper resistance for communication on
CAN P and CAN H.
a - Computer
b - G3 SmartCraft diagnostic
interface
a c - CAN P/CAN H adapter harness
d - G3 engine harness adapter
b e - Connect to the engine CAN
P/CAN H connector
c
d
47947
Connection to the Junction Box or Diagnostic Port

1. Insert the G3 SmartCraft diagnostic interface USB connector into a powered USB port.
2. Connect the SmartCraft diagnostic interface 9‑pin connector to the CAN P/CAN H adapter harness 9‑pin connector.
3. Connect the CAN P/CAN H adapter harness to the junction box or diagnostic port.
IMPORTANT: Ensure that the correct termination resistors are installed on the CAN P and CAN H buses. The CAN P and
CAN H buses must be properly terminated for the tool to communicate. Improper termination will result in communication
errors or complete loss of communication.
a- Computer
b- G3 SmartCraft diagnostic interface
a c- CAN P/CAN H adapter harness
d- Connect to junction box or diagnostic port
c
b
d
47946

General Information
Starting G3
With the G3 computer correctly connected to the vessel's CAN P bus and the G3 program running, turn the key to the on
position. The CAN P indicator should turn green, indicating that CAN traffic exists between the PCM and the computer.
52539
CAN traffic indicators
The CAN indicators will let you know the communication status on CAN P and CAN H.
Green—The computer is communicating on the CAN bus.
Yellow—The computer is communicating with the cable but no data is being received on the CAN bus.
Red—The computer is not connected to the SmartCraft diagnostic interface cable.
If G3 Does Not Communicate with the Engine

If the G3 CAN P traffic indicator is green, the cable is communicating properly with the G3 program and the CAN bus it is
mapped to.
If the G3 CAN P traffic indicator is red or yellow, then there is a communication issue. Refer to the user manual loaded onto the
computer diagnostic system laptop (in the Windows® Start menu > All Programs > Mercury Marine > User Manual) or on the
G3 software installation disc.
CDS G3 and Joystick Piloting Systems

The CDS G3 service tool is the only diagnostic tool authorized for use with joystick piloting systems, including Zeus, Joystick
Piloting for Sterndrives, and Joystick Piloting for Outboards.
The CDS G3 tool communicates with many different electronic controllers, including CCMs, TVMs, PCMs, CAN‑based
trackpads, the electronic compass, and GPS modules. Some modules provide more diagnostic information than others. CDS
G3 will configure each screen based on what is available to the module you are currently communicating with.
In general, CDS G3 allows you to read active and historic faults, view live and recorded data, view all calibration identifications,
and on some modules, reprogram them with newer calibrations. CDS G3 also performs configuration procedures, where the
tool tells a module to perform a special function, such as calibrate the electronic compass, memorize a new CAN city ID,
configure the Digital Throttle and Shift (DTS) system, and others.

General Information
G3 Service Tool Home Screen Overview

The G3 service tool home screen is your main menu for selecting the major tasks you wish to perform or data you wish to view.
Each of these choices will open up additional menus and screens for you to choose from.
52541
a b c d e f g h
Home screen
a - CAN traffic indicators
b - Home screen button
c - Module Data button
d - EBOM button
e - Configuration button
f - Diagnostics button
g - Reflash button
h - Print Screen button
i - Priority action items—issues that need to be resolved
j - Tool bar, including File, Tools (options, updates, registration), and Help
CAN traffic—These indicators show whether the SmartComms diagnostic interface is communicating on the CAN P and CAN
H buses. Joystick piloting systems use both the CAN P and CAN H buses simultaneously.
For more information, refer to Starting G3 and Controller Area Network (CAN).
Home Screen—This button is used to return to the home screen. Refer also to Priority Action Items.
Module data—This screen displays all pertinent information about each module found on the CAN bus: the module status, type
of module, CAN City ID, the CAN bus it is on, calibration ID, and any general information available on the module.
EBOM—An electronic bill of materials (eBOM) is a list of all the information needed to communicate with a module or system. A
specific eBOM is needed for each type of engine or system that the tool is capable of communicating with. If the interface cable
is connected and the ignition key is on, the system will automatically detect the most compatible eBOMs and put them at the
top of the list of available eBOMs. If an eBOM is not selected, the functionality of the tool is limited.
Configuration—This part of the tool is used to set up new engines or systems. For example, the configuration screens are
used to configure the levers of an electronic remote control (ERC).
Diagnostics—These special functions allow the user to command the module to perform certain operations, such as actuating
a fuel injector on the connected engine.

General Information
Reflash—Reflash is the reprogramming of a module with a newer or improved calibration. Not all modules can be reflashed.
Print Screen—This tool is used to print the data being displayed by the tool at any given time. The print function creates a pdf
file of the screen, not an actual piece of paper. The pdf file can be used to review and print a physical copy whenever desired.
The file location can be specified under the Options tab.
Priority Action Items—Once G3 establishes communication with the engine controller and the program is started, the Home
screen will appear and list any priority action items that need to be resolved before proceeding. In the preceding image, G3 is
indicating a CAN communication error, along with a suggested resolution.
Controller Area Network (CAN)

CAN lines are wire networks that are used to transmit digital signals. Different forms of digital communication fall under various
communication protocols. Protocols (such as CAN and J1939) are the rules about how the digital network is constructed and
how it behaves.
CAN communication is extremely fast, and CANs are able to diagnose themselves to a certain extent. When messages are
sent from module to module, a response is also sent back. The purpose of the response is to tell the module sending the
message (sender) that its message has been received and understood by the receiving module (recipient). For example, if the
tachometer has failed and is no longer able to communicate on the network, other modules may send a message saying they
cannot see the tachometer. The other modules are programmed to report a code if they are not receiving responses to their
messages.
The wires required to support three CAN buses can be found within the 14‑pin data harnesses that connect each engine to the
helm. Each CAN bus consists of a twisted pair of wires—twisting the pair helps prevent electrical interference. If either wire
develops an open or short, that CAN bus will stop communicating.
There are three types of CANs in a joystick piloting system:
Name Former Name Data Transmitted Wire Colors Number of Buses per Vessel
CAN P CAN 1 Propulsion Blue, white 1
CAN X CAN 2 Throttle, shift, and trim Yellow, brown 2–4
CAN H — Helm Orange/green, green/orange 1
CAN P carries SmartCraft data. CAN P carries low and medium speed data. It's a busy communication line as there are a lot of
messages being sent back and forth in the SmartCraft system. CAN P is also the backup line for CAN X in the event of a
CAN X line failure. Should CAN X fail, throttle, shift, and steering commands will be sent on CAN P.
CAN X is responsible for transmitting throttle, shift, steering, and trim commands. Because of the high volume of traffic, there
must be one dedicated CAN X line for each engine on a vessel. If CAN X communication should fail, convenience features
such as the joystick and autopilot are disabled and the throttle, shift, and steering commands are sent over CAN P.
CAN H acts as a bridge between multiple CAN X lines. CAN H keeps the engines in sync, and ensures that all engines know
what is happening on the others. This is essential to accurately control the vessel and is also what makes the extreme
maneuverability of joystick piloting vessels possible. CAN H also carries the data for the autopilot, global positioning system
(GPS) antenna, and inertial measurement unit (IMU).
CAN H is unique to joystick piloting‑equipped boats.
Termination Resistors
Termination resistors are CAN line signal conditioners. The resistor places a known load on the CAN line to ensure proper
system communication. All CAN bus termination resistors are 120 ohms. Each CAN bus has two termination resistors installed,
one at each of the furthest ends of the bus. With all modules and gauges disconnected from the bus, the resistance between
the two data communication wires of the CAN bus should be approximately 60 ohms. Incorrect CAN bus termination, usually
caused by too few or too many installed termination resistors, will result in communication errors.
17168 29610
Yellow or red 10-pin CAN terminator Blue 2-pin CAN terminator
The 10‑pin CAN terminator can be either yellow or red. The yellow terminator includes a single resistor to terminate CAN P.
The red terminator includes two resistors: one each to terminate CAN P and CAN H.

Maintenance
1
Section 1B - Maintenance B
Table of Contents
Joystick Piloting for Outboard System Maintenance..........1B-2 Power Steering Pump.................................................1B-2
Engine and Steering System Maintenance.................1B-2 Checking Power Steering Fluid..........................................1B-2
System Electronics..................................................... 1B-2 Anti‑Collision Link Cables and Springs.............................. 1B-2
Power Steering Cylinder and Actuator Assembly....... 1B-2 Fuses................................................................................. 1B-3
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1B-1

Maintenance
Lubricant, Sealant, Adhesives

Tube Ref No. Description Where Used Part No.
Synthetic Power Steering
138 Power steering system 92-858077K01
Fluid SAE 0W-30
Joystick Piloting for Outboard System Maintenance

Engine and Steering System Maintenance
Except as specified below, refer to the Mercury Marine Verado Service Manual for engine and steering system maintenance
information.
System Electronics
Inspect system harness connections before each use of the vessel. The system electronics require no additional maintenance.
Power Steering Cylinder and Actuator Assembly

IMPORTANT: Do not apply grease or lubricants to the actuator rod. The actuator rod is nickel plated stainless steel and it will
not corrode.
Grease that is applied to the actuator rod could cause the internal seals to lift and pass water into the sealed portion of the
actuator, which could lead to internal corrosion and damage to the actuator.
If grease is present, extend the actuator fully and remove the grease.
There are no serviceable parts on the power steering cylinder and actuator assembly.
Power Steering Pump

Check the fluid level in the power steering pumps every 100 hours of use or once yearly, whichever occurs first. Refer to
Checking Power Steering Fluid.
Checking Power Steering Fluid

Remove power steering cover and fill cap to check fluid level. The fluid level should be slightly below the bottom of the fill hole.
Use SAE 0W‑30 synthetic power steering fluid, if needed.
b a - Power steering cover

a b - Fill cap
c c - Fill/full level
29315

Fluid SAE 0W-30
Anti‑Collision Link Cables and Springs

IMPORTANT: The anti‑collision link cables and springs ensure that the engines do not collide with each other. To prevent cowl
or engine damage, it is critical that the proper length cables be installed in the correct orientation and with the correct springs.
Damage resulting from incorrect or improperly installed cables and springs is not covered under warranty. We highly
recommend that you refer this maintenance to your local, authorized Mercury dealer.
The anti‑collision link cables and springs must be replaced:
• Every two years of saltwater use
• Every five years of freshwater use
Page 1B-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Maintenance
Fuses
IMPORTANT: The 20‑amp fuse for the thrust vector module (TVM) power is only in the fuse block for joystick piloting engines.
All other fuses are identical to the standard Verado and are as listed in your outboard owner's manual.
The electrical wiring circuits on the outboard are protected from overload by fuses in the wiring. If a fuse is open, try to locate
and correct the cause of the overload. If the cause is not found, the fuse may open again.
1. Remove the fuse puller from the holder.
IMPORTANT: Use only ATC type fuses. Never use ATO type fuses.
2. Remove the cover from the fuse holder.
3. Remove the suspected open fuse and look at the silver band inside the fuse. If the band is broken, replace the fuse with a
new ATC fuse with the same amp rating.
a a- Fuse puller
b- Fuse holder
c- Good fuse
d- Open (blown) fuse
b
e- Electronic control module and purge valve – 20‑amp fuse
f- Ignition coils – 20‑amp fuse
g- Fuel delivery – 20‑amp fuse
h- Spare fuses (3)
c
e f g i- Thrust vector module (TVM) power – 20‑amp fuse
j- Diagnostics terminal – 2‑amp fuse
20 20 20 k- Injector power and boost valve – 20‑amp fuse
20 20 20 h
d 20 2 20
52813
k j i

Maintenance
Notes:

Theory of Operation

Section 2A - Theory of Operation
Table of Contents 2
A
Joystick Piloting Theory of Operation................................ 2A-2 Maneuvering with the Joystick........................................... 2A-7
User Inputs................................................................. 2A-2 Using the Adjust Button with the Joystick................... 2A-9
Navigation Inputs........................................................ 2A-2 Centering the Engines or Drives after Joystick
Helm Controller (CCM)............................................... 2A-3 Operation................................................................ 2A-9
Engine Controller (PCM).............................................2A-3 Moving the ERC Levers while in Joystick Mode......... 2A-9
Steering Controller (TVM)...........................................2A-3 Joystick Operational Zones and Engine Behavior............. 2A-9
Gauges and Displays..................................................2A-4 Lateral‑to‑Port...........................................................2A-10
Joystick Trim Assist Theory of Operation.......................... 2A-4 Forward.....................................................................2A-10
Joystick Trim Assist.................................................... 2A-4 Lateral‑to‑Starboard..................................................2A-10
Troubleshooting Joystick Trim Assist......................... 2A-4 Reverse (Aft).............................................................2A-10
Steering Strategy............................................................... 2A-5 Yaw...........................................................................2A-11
Toe‑In......................................................................... 2A-5 Skyhook Theory and Operation....................................... 2A-11
Dynamic Toe Angle.................................................... 2A-5 About Skyhook..........................................................2A-11
Steering Actuator and Cylinder Operation......................... 2A-5 Important Safety Information.................................... 2A-11
TVM Theory....................................................................... 2A-7 Using Skyhook..........................................................2A-11
TVM H‑Bridge Power..................................................2A-7 Skyhook Disengagement..........................................2A-12
TVM Follow Faults...................................................... 2A-7

Theory of Operation
Joystick Piloting Theory of Operation

a b
d c e
60795
a- User inputs
b- Navigation inputs
c- Helm controller—command control module (CCM)
d- Engine controller—propulsion control module (PCM)
e- Steering controller—thrust vector module (TVM)
f- Gauges and displays
User Inputs
Throttle, shift, and steering inputs are sent to the CCM from user‑operated controls including the electronic remote control
(ERC), the electronic steering helm, the joystick, and the autopilot trackpad.
• ERC
• Standard Digital Throttle and Shift (DTS) input for requesting throttle and shift of each engine
• Two levers control two, three, or four engines with shadow functionality
• Electronic steering helm—Steer‑by‑wire input for requesting steering of all engines simultaneously
• Joystick—Allows the input of a coordinated direction and throttle request
NOTE: The helm controller converts the inputs into the necessary throttle, shift, and steering commands for each engine.
• Autopilot trackpad—Allows selection and modification of autopilot features
NOTE: Depending on the generation of the components, the autopilot trackpad may be a discrete component or it may be
integrated with the joystick. Functionality is similar, although not identical, between the generations.
Navigation Inputs
Position, heading, speed, and waypoint information is supplied to the CCM from navigation instrumentation, including the GPS
antenna, the electronic compass (inertial measurement unit), and the chartplotter.

Theory of Operation
• GPS antenna—Supplies high resolution position information used for navigation and pilot features and displays.
• Compass/IMU—Provides electronic heading information for pilot features and displays.
• Chartplotter—Allows the programming of waypoints and routes to be followed by the autopilot system.
Helm Controller (CCM)

Helm control is performed by one command control module (CCM) per engine. The CCM:
1. Reads all user inputs:
a. Receives inputs from the ERC and sends the throttle and shift commands to the PCM.
b. Receives steering inputs from the steering wheel sensors and sends the steering commands to the TVM.
c. Receives inputs from the joystick and converts them to the necessary throttle, shift, and steering commands.
• Sends the throttle and shift commands to the PCM.
• Sends the steering commands to the TVM.
2. Starboard CCM only—Receives and processes inputs from the autopilot trackpad for the following functions:
a. Skyhook
• Uses IMU and GPS inputs to maintain vessel location and heading.
• Processes the IMU and GPS inputs and controls the vessel like it has control over the joystick.
b. Auto heading
• Uses IMU inputs at low speed to maintain the vessel's course over ground (COG). Above approximately 16 km/h
(10 mph), it will use the GPS data to cross‑check the IMU heading.
• Uses the IMU and GPS information to control vessel steering.
• Sends steering commands to the TVM.
NOTE: Throttle and shift commands are received from the ERC and passed along to the PCM.
c. Route (formerly track waypoint and waypoint sequence)
• Receives waypoint information from the chartplotter.
• Uses GPS data to control the vessel steering.
• Sends steering commands to the TVM.
NOTE: Throttle and shift commands are received from the ERC and passed along to the PCM.
3. Reads navigation inputs, including data from the GPS antenna, IMU, and chartplotter.
4. Reads sensor feedback data from the engine and steering controllers:
a. Receives feedback from the electronic shift controller (ESC) and electronic throttle controller (ETC) through the PCM.
b. Receives feedback from the steering actuator through the TVM.
5. Monitors inputs for fault conditions, and reports those faults through displays and gauges.
6. Issues independent set‑point commands for the throttle, shift, and steering of each engine. If those commands are not met,
the CCM will flag a fault.
Engine Controller (PCM)

Each engine has its own propulsion control module (PCM) for engine control. The PCM:
1. Reads all of the engine sensor and helm controller inputs.
NOTE: Engine sensor inputs are not shown in the preceding flowchart and are not described in this manual.
2. Monitors the inputs for fault conditions and reports faults through displays and gauges.
3. Controls the throttle and shift of its engine:
a. Receives throttle and shift commands from the CCM.
b. When the PCM receives the command, it activates the ESC or the ETC. The sensors in the ESC and ETC provide
the PCM with position information, which is compared to the commanded position from the CCM. If the measured
position does not match the commanded positions, faults are set in the PCM and displayed on a Mercury‑approved
multifunction display, such as VesselView.
Steering Controller (TVM)

Each engine has a dedicated thrust vector module (TVM) to accomplish steering control. The TVM:
1. Reads all of the steering sensor and helm controller inputs. It receives steering commands from the CCM.
2. Monitors the inputs and outputs for fault conditions, and reports faults to the CCM, which reports them to the operator
through displays and gauges.
3. Controls the steering actuator:

Theory of Operation
a. Receives the commanded position from the CCM and activates the steering actuator.
b. The steering actuator's sensors communicate the actual position of the actuator to the TVM. The TVM compares the
sensor positions to the commanded position from the TVM, and if the two do not match, faults are set.
4. Controls the power steering pump for its engine:
a. When the engine is running and a steering command is received from the CCM, the pump is ramped up from standby
mode.
b. If the TVM has a steering system fault and the actuator is unable to move the engine, the TVM will shut down the
power steering pump.
Gauges and Displays

• Gauges—Display one or more pieces of controller data.
• Simple gauges such as the speedometer may display only one parameter.
• Complex or smart gauges may display dozens of parameters as well as support fault data and some user inputs,
such as troll control.
• Displays—Complicated multifunction displays (MFD) that support data display as well as some user inputs.
Joystick Trim Assist Theory of Operation

Joystick Trim Assist
The Joystick Piloting system includes trim assist features that work with Skyhook station keeping and joystick operations.
These features will trim the drives up or down to a position preset by the boat manufacturer.
Enabling the Joystick Trim Assist Features

The trim assist features are enabled whenever the ERC levers are moved into a gear and then back into neutral, or when the
engines are started.
Joystick Trim Up Feature

When the operator assumes control of the vessel with the joystick, the joystick piloting system will raise any engine or drive
that is trimmed below the preset position to that preset position, provided that the trim assist feature has been enabled as
described above. The system will similarly raise the engines or drives when Skyhook is engaged. Once the engines or drives
have been trimmed up to the preset point, the trim assist feature is disabled and can only be reenabled as described
previously.
NOTE: On some models, the preset position is full‑down. On those models, trim assist will not raise the drives. This is not a
system malfunction.
Joystick Trim Down Feature

When the operator assumes control of the vessel with the joystick and one or more engines or drives is trimmed above the
preset position, a pop‑up notice will appear on the Mercury‑approved multifunction display. Similarly, if Skyhook is engaged
with one or more engines or drives trimmed above the preset, the pop‑up will appear. This notice will disappear after 10
seconds, but the operator is provided a full 15 seconds to initiate the trim down function.
To initiate the trim down function, briefly press the trim all down button on the ERC or trim pad. Any engine or drive trimmed
above the preset position will be trimmed down to the preset position. To halt the trim down function of a particular engine or
drive, push either trim button (up or down) for that engine or drive. To halt the trim down of all engines or drives, push either
trim all up or trim all down.
IMPORTANT: The preset position for the trim feature is accurate to ± 3°, meaning that trim in either direction can overshoot by
as much as 3°. If the trim assist feature trims one engine or drive up and trims the other engine or drive down, the engines or
drives may be trimmed differently by as much as 6°. This is not a malfunction.
To bring the engines or drives to the same trim assist position:
1. With the engines off, but the key switches on, trim the engines or drives to their full down position. Hold the trim button for
an additional three seconds.
2. Start the engines.
3. Enable the joystick trim assist features.
4. Engage the joystick or Skyhook. The engines or drives will all trim up to the same position.
Troubleshooting Joystick Trim Assist

Trim Sensor Failure Effects on Joystick Trim Assist
If a trim sensor fails out of range, joystick trim assist will be disabled only for the associated engine or drive. This failure will not
register a fault in the CCM. Trim counts are the only failure indicators that can be viewed with the CDS G3 service tool.

Theory of Operation
If a trim sensor fails in range, joystick trim assist will be disabled only for the associated engine or drive. If a CCM does not see
a change in the trim counts for seven seconds, that CCM's command to trim its engine or drive will time out. All other engines
will trim normally.
Uneven Engine Trimming

If the engines do not trim to the same point, up or down (one engine or drive is higher than the other), check the trim
percentage on the Mercury‑approved MFD. If the trim values are not the same for all engines:
1. Turn the engines off.
2. Turn the key switches to the run position, but leave the engines off.
3. Trim all engines or drives down and stall the trim pump for three seconds to reset the trim percentage for all engines or
drives.
Steering Strategy
Toe‑In
To reduce the steering loads that engines may experience from water flow off the hull of the boat and from propeller rotation,
the steering control system may add a small amount of toe‑in. The toe‑in amount may increase as the boat speed increases.
The amount of toe‑in and the speed at which it is added are determined by the vessel personality and cannot be changed. Not
all boats require toe‑in for proper operation. The amount of toe‑in applied is quite small and is unlikely to be noticed by the
operator.
Dynamic Toe Angle

The steering strategy used for Joystick Piloting for Outboards changes the toe angle of the engines during a turn to reduce
steering loads. During a turn, the inside engine is held to a tighter angle than the outer engine. This dynamic toe angle is
controlled by the vessel personality and cannot be changed. Not all boats need to employ this steering strategy for proper
operation. The amount of dynamic toe angle that is applied is quite small and is unlikely to be noticed by the operator.
Steering Actuator and Cylinder Operation

Joystick Piloting for Outboards uses a force feedback style of steering system. The electric steering actuator in the steering
cylinder assembly receives a command from the TVM to extend or retract. When the actuator rod extends or retracts and there
is enough opposing force from the engine, the actuator and spool assembly are pushed in the opposite direction of the steering
actuator rod travel. When the actuator and spool assembly moves, it opens the hydraulic passages to the steering cylinder,
which then uses hydraulic pressure to turn the engine.
NOTE: The spool is threaded into the electric actuator housing, so the spool and the entire actuator move as one.
In high steering load situations, the steering cylinder hydraulics turn the engine. The electric actuator provides enough force to
move just the actuator and spool assembly. Once the steering cylinder hydraulics begin to move the engine, the electric
actuator provides position information to the TVM.

Theory of Operation
In low load situations or when the TVM commands the actuator to move slowly, there may not be enough force feedback from
the engine to move the actuator and spool assembly. In this case, the electric actuator will turn the engine by the forces it
exerts through the actuator rod.
d
e
53355
Hydraulic flow while steering straight

a - Electric steering actuator
b - Hydraulic steering cylinder
c - Steering actuator spool
d - Hydraulic fluid return line (to the power steering pump)
e - Hydraulic fluid pressure line (from the power steering pump)
b
f
a
g h
d
e
53356
Steering forces and hydraulic flow during a turn to starboard

f - Force applied to the engine by the steering cylinder
g - Force applied by the engine to the actuator and spool assembly
h - Actuator rod movement

Theory of Operation
b
f
a
g h
d
e
53357
Steering forces and hydraulic flow during a turn to port

f - Force applied to the engine by the steering cylinder
g - Force applied to the actuator and spool assembly
h - Actuator rod movement
TVM Theory
TVM H‑Bridge Power
The TVM controls the electric steering actuator via an H‑bridge (polarity reversing switch). It is the same style as the H‑bridge
in the engine PCM that controls the electric shift actuator. The power for the H‑bridge is supplied from the 20‑amp TVM fuse on
the engine, through the engine 14‑pin harness. A main power relay mounted on the TVM panel allows the TVM to switch the
power before it is delivered to the H‑bridge.
NOTE: The amount of current supplied to the actuator is limited, and depends on the TVM calibration. Design I TVM
calibrations limit the current to approximately 6 amps. Design II TVM calibrations limit the current to 12 amps.
TVM Follow Faults

Under normal steering conditions, the hydraulic pressure in the steering cylinder moves the engine, and the current supplied by
the H‑bridge to the steering actuator remains below the limit set by the TVM calibration. If the hydraulic pressure is not great
enough to move the engine, the TVM current will exceed the set threshold (6 amps or 12 amps), and the TVM will no longer
see a change in the electric actuator sensor values. The TVM will then set a follow fault, shut down the power steering pump,
and limit engine power to forced idle. Should a follow fault occur and the suspected cause is a lack of pump pressure or
steering loads that are exceeding pump pressure limits, contact Mercury Technical Service for assistance.
A steering pressure sensor kit is available for use as a diagnostic tool, to monitor hydraulic pressure in CDS G3.
The electric actuator current can be monitored on the CDS G3 TVM data screen.
Maneuvering with the Joystick

! WARNING
A spinning propeller, a moving boat, or any solid device attached to the boat can cause serious injury or death to swimmers.
Stop the engine immediately whenever anyone in the water is near your boat.

Theory of Operation
NOTICE
The vessel personality that determines how a boat responds to joystick commands was created for typical boat loading and
operation in ideal boating conditions. Variations in wind, current, and boat loading will have a substantial effect on the
performance of joystick operations. For example, a boat that is loaded heavily to the bow will behave differently than a boat
that is loaded heavily to the stern. The vessel personality cannot anticipate nor compensate for these variables. It is the
operator's responsibility to make the necessary corrections by changing the loading of the boat or by performing additional
maneuvers to track the desired path.
The joystick provides a single lever interface to maneuver the vessel. Operating the vessel with the joystick is well suited for
close quarter operations and when docking. The joystick causes the control system to independently control steering angles
and thrust to move or rotate the boat in a desired direction. For example, if you move the joystick sideways, the control system
commands the boat in the sideways direction.
The joystick gives three axis control: fore and aft, port and starboard, and rotational, or any combination thereof. For example,
moving the joystick to port causes the boat to move sideways to port. Rotating the joystick causes the boat to rotate around its
center. You can move and rotate the joystick at the same time, allowing for intricate movements for maneuvering in tight
quarters.
On some applications, the control system automatically attempts to dampen bow and stern swinging (yaw) during joystick
operation. On these applications, an onboard sensor measures the yaw rate, and the system actively counteracts the yaw
motion. Factors such as wind, water conditions, and vessel loading may act upon the vessel beyond the system's capability to
correct yaw. Manual yaw correction may be required when commanding the boat in the fore and aft, port and starboard, or
diagonal directions. To correct for unintended yaw during any maneuver, rotate the joystick in the direction opposite of the yaw.
The joystick is proportional, which means that the farther from the center the joystick is moved, the more thrust is applied to the
boat in that direction. The available demand on the engine is limited while using the joystick.
For joystick control of the boat:
1. At least one engine must be running.
NOTE: For optimal performance, all engines should be running.
2. For best control, trim all engines to the full‑down position and allow the joystick trim assist function to adjust the engines to
the optimal trim angle.
• If the engines are already trimmed down, the operator need not change the trim. The computer controlled system will
trim the engines up to the vessel propulsion personality predetermined angle when the joystick is engaged.
• If the engines are trimmed up, the operator should manually adjust the trim to full down, provided doing so does not
create a hazard. The system will not automatically trim the engines down when the joystick is engaged.
• For more details, refer to Joystick Trim Assist Theory of Operation.
IMPORTANT: After joystick operation and before attempting to put the vessel on plane, the trim position must be set to an
angle that allows for normal operation. The computer controlled system will not return the engines to the position they were
at before the joystick was engaged.
3. Move all of the electronic remote control levers to neutral.
4. Move the joystick in the direction that you want the boat to move, or twist the joystick in the direction that you want the boat
to rotate. The joystick can be moved and rotated at the same time.
The following picture gives a limited example of the basic responses to inputs from the joystick, and should be used for
reference only. The picture shows an approximate correlation between joystick inputs and the corresponding movement of the
vessel. Exact maneuvers will require multiple joystick inputs and additional user corrections to maintain the maneuver.

Theory of Operation
NOTE: The joystick does not have detents. It can be positioned at any of the indicated arrows or anywhere in‑between.
Appearance of joystick may vary

a a - Forward
b - Crab to forward by starboard
h b c - Lateral to starboard
d - Crab to reverse by starboard
e - Reverse
f - Crab to reverse by port
g j i c
g - Lateral to port
h - Crab to forward by port
i - Port yaw
j - Starboard yaw
f d
e
52544
Using the Adjust Button with the Joystick

During normal joystick operation, engine speed is limited to prevent excessive prop wash or unacceptable boat dynamics.
Pressing the adjust button on the joystick trackpad reduces engine demand compared to standard joystick mode.
60857
• Two lit segments indicate normal operation.

• One lit segment indicates reduced demand operation.
Centering the Engines or Drives after Joystick Operation

Upon releasing the joystick, the engines or drives will remain in their last commanded position, unless the last command was
yaw (twisting the joystick). Moving the steering wheel or twisting the joystick, however, will center the engines or drives as
follows:
• With design 1 controls, the engines or drives will center, and the steering wheel will self‑center.
• With design 2 controls, the engines or drives will move to center position and the wheel will take the current position as the
new center. To return the wheel to its original (true) center, operate the boat and the system will gradually align the center
position of the engines or drives to the original (true) center of the steering wheel.
Moving the ERC Levers while in Joystick Mode

If the ERC levers are moved while the joystick is in operation, a noncritical fault will be set in the system. A six‑second
intermittent beep will sound, an ERC override fault will be displayed on the Mercury‑approved multifunction display, and the
ERC will take command of the vessel from the joystick. Once the ERC levers are returned to neutral, the joystick can again
assume control of the vessel.
Joystick Operational Zones and Engine Behavior

The joystick has five operational zones. Four zones are in the X‑Y plane, while the fifth is about the Z‑axis. Fore‑aft and
port‑starboard control is in the X‑Y (horizontal) plane. Yaw operates about the Z‑axis.
The joystick X‑Y plane is divided into operational quadrants. These quadrants are dynamic. When operating along the X‑axis
(laterally), the quadrants to port and starboard are larger than the quadrants to fore and aft. When operating along the Y‑axis,
the quadrants to fore and aft are larger than the quadrants to port and starboard. These enlarged quadrants allow finer control
while reducing unintended shifting and splaying of the engines.

Theory of Operation
The fifth operational zone is used for yaw control. Yaw operates about the Z‑axis, and therefore does not use any of the four
operational quadrants described above. However, yaw can be added while operating within any of the four quadrants.
b Joystick operational zones

a - Lateral‑to‑port quadrant
b - Forward quadrant
c - Lateral‑to‑starboard quadrant
d - Reverse (aft) quadrant
e - Yaw
e
a c
d 53362
Lateral‑to‑Port
When operating the joystick in the lateral‑to‑port quadrant:
• The engines will splay.
• Twisting the joystick counterclockwise while operating in the lateral‑to‑port quadrant will cause the engine splay to
reduce and will rotate the bow to port.
• Twisting the joystick clockwise while operating in the lateral‑to‑port quadrant will cause the engine splay to increase
and will rotate the bow to starboard.
• The port engine or engines operate in reverse.
• The starboard engine or engines operate in forward.
NOTE: Some quad‑engine applications may be configured with center yaw assist. With center yaw assist, the inner engines will
not splay; they will remain straight. When sidling to port with yaw assist, the port inner engine will operate in forward and the
starboard inner engine will operate in reverse.
Forward
When operating the joystick in the forward quadrant:
• The engines may initially be splayed, but will move to parallel once the command to move forward is received by the
controller.
• All engines will operate in forward.
• All engines will turn together if yaw is added while still in the forward quadrant.
Lateral‑to‑Starboard
When operating the joystick in the lateral‑to‑starboard quadrant:
• The engines will splay.
• Twisting the joystick clockwise while operating in the lateral‑to‑starboard quadrant will cause the engine splay to
reduce and will rotate the bow to starboard.
• Twisting the joystick counterclockwise while operating in the lateral‑to‑starboard quadrant will cause the engine splay
to increase and will rotate the bow to port.
• The starboard engine or engines operate in reverse.
• The port engine or engines operate in forward.
NOTE: Some quad‑engine applications may be configured with center yaw assist. With center yaw assist, the inner engines will
not splay; they will remain straight. When sidling to starboard with yaw assist, the starboard inner engine will operate in forward
and the port inner engine will operate in reverse.
Reverse (Aft)
When operating the joystick in the reverse (aft) quadrant:

Theory of Operation
• The engines may initially be splayed, but will move to parallel once the command to move aft is received by the controller.
• All engines will operate in reverse.
• All engines will turn together if yaw is added while still in the reverse quadrant.
Yaw
When twisting the joystick clockwise while it is not in an operational quadrant:
• The engines may initially be splayed, but will move to parallel once the command to yaw to port is received by the
controller.
• The port engine or engines operate in forward.
• The starboard engine or engines operate in reverse.
When twisting the joystick counterclockwise while it is not in an operational quadrant:
• The engines may initially be splayed, but will move to parallel once the command to yaw to starboard is received by the
controller.
• The starboard engine or engines operate in forward.
• The port engine or engines operate in reverse.
Skyhook Theory and Operation

About Skyhook
Skyhook station keeping uses global positioning system (GPS) technology and an electronic compass to automatically control
shifting, throttling, and steering to maintain heading and approximate position. This feature can be helpful when waiting for
space near a fuel dock, waiting for bridges to open, or when the water is too deep for an anchor.
Skyhook does not maintain an exact fixed position, but rather will hold the vessel in a fixed compass heading within an
approximate area. The size of this area is affected by the accuracy of the global positioning satellite system, the satellite signal
quality, the physical position of the satellites relative to the receiver, solar flares, and the proximity of the receiver on the vessel
to large structures (for example, bridges or buildings) and trees. Under some of these conditions Skyhook may be affected
enough that the system will disengage. The operator must remain at the helm whenever Skyhook is engaged and be vigilant for
changing conditions such as the presence of other vessels or swimmers or the disengagement of Skyhook.
Under typical operating conditions, Skyhook is capable of holding the vessel within a radius of 10 m (30 ft). However this
distance may sometimes increase to a radius of 30 m (100 ft). Because Skyhook holds the vessel in an approximate position,
not a precise one, it can cause the vessel to collide with other nearby objects and cause damage or injury.
! WARNING
Skyhook is an automatic system. Use of this system does not relieve the operator of the responsibility to remain at the helm
and keep watch for changing conditions. The presence of swimmers or other vessels, or if Skyhook becomes disengaged,
will require the operator to assume manual control of the vessel.
Important Safety Information

! WARNING
A rotating propeller, a moving boat, or a device attached to a moving boat can cause serious injury or death to people in the
water. When Skyhook is engaged, the propellers rotate and the boat moves to maintain the position of the boat. Stop the
engines immediately whenever anyone is in the water near the boat.
IMPORTANT: Before engaging Skyhook on a vessel, refer to the Important Safety Considerations located in the appropriate
Owner's Manual.
Using Skyhook
The autopilot trackpad allows the user to set how aggressively Skyhook attempts to hold the set point.
• On standalone trackpads (design 1 controls), the response button controls this set point. Level 3 response is the most
aggressive, for use with heavy vessels or in rough conditions. Level 1 response is the least aggressive. Level 2 provides
moderate response.
• On trackpads integrated into the joystick unit (design 2 controls), the adjust button will switch between looser or tighter
constraints on the drift area. Level 1 (single light segment) has looser constraints, allowing a larger drift area. Level 2 (two
light segments) has tighter constraints, resulting in a smaller drift area. The system will engage the engines more often in
level 2, in order to more tightly hold the vessel's position.
Skyhook system response will also change with wind and current conditions.

Theory of Operation
In extreme weather and sea conditions, Skyhook may not be able to maintain a vessel's heading and position. This is especially
true if the vessel's heading is perpendicular to the wind or current. If the wind or current forces the vessel away from the
position where Skyhook was set, Skyhook will start to turn the bow of the vessel back to the original set point. As the vessel is
pushed further away, Skyhook will continue to rotate the bow to the set point until the bow eventually points directly at the set
point.
• If at any time in this process Skyhook is able to overcome the conditions enough to hold a position, it will cease turning the
bow.
• If the conditions lessen and Skyhook is able to maneuver the vessel back toward the original set point, Skyhook will rotate
the bow back to the original heading as it maneuvers the vessel toward that set point.
• If the vessel is forced far enough away from the set point, Skyhook will notify the operator that it is not able to maintain
position. Skyhook will continue to attempt to return to the set point, unless the operator assumes control of the vessel.
To minimize the effects of extreme conditions on the operation of Skyhook, the operator should adjust the vessel's heading so
that its bow (or for some vessels, its stern) faces into the wind or the current.
Skyhook can unexpectedly disengage due to a loss of engine power or GPS signal. If this happens Skyhook will sound an
alarm, the engines will return to neutral, and the vessel will drift with the wind and current. The operator must be ready to take
control of the helm at all times.
Skyhook Disengagement
Skyhook can become disengaged purposefully or accidentally through a number of means. If Skyhook disengages, one of the
following occurred:
• The steering wheel was moved.
• The Skyhook button on the autopilot trackpad was pressed.
• The joystick was moved and returned to the original neutral position.
• An ERC lever was moved from the neutral detent.
• One or more engines stopped operating.
• The GPS satellite signal was lost.
Skyhook does not automatically resume after any of these events. The Skyhook button must be pressed again to reengage the
feature.

Troubleshooting with CDS G3

Section 2B - Troubleshooting with CDS G3
Table of Contents 2
B
Engine Guardian Strategy..................................................2B-2 Electronic Remote Controls...................................... 2B-14
City IDs.............................................................................. 2B-2 Steering System....................................................... 2B-15
Controllers.................................................................. 2B-2 DTS Trackpad Features........................................... 2B-15
Other Modules............................................................ 2B-2 Autopilot....................................................................2B-16
DTS Trackpads...........................................................2B-3 Skyhook.................................................................... 2B-19
Troubleshooting Terminology............................................ 2B-3 Troubleshooting MFD Faults............................................2B-20
Tips for Diagnostic Troubleshooting.................................. 2B-3 Steering Sensor Kits: Pressure and Current....................2B-26
Troubleshooting Component (Noncommunication) Faults Current Sensor Installation....................................... 2B-26
....................................................................................... 2B-4 CDS G3 Module Data Screen..........................................2B-26
Communication Faults—Joystick Piloting for Outboard.....2B-5 CDS G3 Module Data Screen (Design 2 Controls)...2B-32
Troubleshooting Communication Faults............................ 2B-6 CDS G3 CCM and TVM Data Quick Reference Charts...2B-35
Troubleshooting a SteerMotorFollow Fault or a Slow CCM13 Data Quick Reference................................. 2B-35
Steering Cylinder............................................................2B-8 CCM16 Data Quick Reference................................. 2B-36
Troubleshooting Charts....................................................2B-12 TVM Data Quick Reference......................................2B-38
Joystick..................................................................... 2B-12

Special Tools
Terminal Test Probe Kit SPX P/N MM‑ 46523
Test probes adapt test meter leads to harness connections without damaging
harness terminals.
7915
Power Steering Module Primer Kit 91‑895040K01
Bleeds power steering system without running engine.
5547
Engine Guardian Strategy

The engine controller monitors the engine sensors for early indications of problems that could result in engine damage. If a
problem is detected, the controller will restrict the available engine power to protect the engine. The percentage at which the
controller sets the available power limit depends upon the severity of the problem. The controller will also set the Engine
Guardian to a pending status, viewed in G3 live data as "Guardian due to: None." Engine operation will be normal as long as
the throttle demand remains below the available power limit.
If the power demand exceeds the available power limit and the triggering condition still exists, the system will set a fault and
activate the Engine Guardian, sounding the warning horn or limiting the throttle response to the set point. Using G3 to view live
data will reveal the cause for the Engine Guardian in the "Guardian due to" field.
The helm controller, or command control module (CCM), can also command an Engine Guardian state. The CCM can restrict
the available engine power if it detects a problem with the steering or Digital Throttle and Shift (DTS) systems.
City IDs
NOTE: All City IDs listed here are shown in decimal and hexadecimal, with the hexadecimal value in parentheses.
Controllers
Controller City IDs by Type and Engine Affiliation
City ID
Controller (Location) CAN
Port Outer Port Inner Starboard Inner Starboard Outer
PCM (engine) P 12 (0C) 14 (0E) 13 (0D) 11 (0B)
CCM (helm 1) P 146 (92) 148 (94) 147 (93) 145 (91)
CCM (helm 2) P 150 (96) 152 (98) 151 (97) 149 (95)
TVM P 44 (2C) 46 (2E) 45 (2D) 43 (2B)
Auxiliary Joystick Command Module City IDs by Location
Location CAN City ID

Auxiliary Joystick 1 H 177 (B1)
Auxiliary Joystick 2 H 178 (B2)
Other Modules
NOTE: Not all of the listed modules are used on all joystick piloting systems.
Module CAN Location 1 Location 2 Location 3 Location 4

Autopilot module (SC 2.2 only) P 217 (D9)

Module CAN Location 1 Location 2 Location 3 Location 4

Trackpads ‑ DTS ERC (refer to DTS Trackpads)
P 209 (D1) 210 (D2) 211 (D3) 212 (D2)
and Active Trim
SmartTab multiplex (SMUX) module H 161 (A1) 162 (A2)
Autopilot trackpad H 165 (A5) 166 (A6) 167 (A7)
Helm gateway H 114 (72)
GPS antenna H 43 (2B)
Electronic compass (IMU) H 73 (49)
VesselView 4 or 7 ‑ Helm 1 P 97 (61) 98 (62) 99 (63) 100 (64)
VesselView 4 or 7 ‑ Helm 2 P 101 (65) 102 (66) 103 (67) 104 (68)
Joystick (design 2) H 188 (BC) 189 (BD) 190 (BE)
Steering wheel (design 2) P, H 169 (A9) 170 (AA) 171 (AB)
VesselView Link P 119 (77)
Active Trim vessel control module (VCM) P 122 (7A)
Theft deterrent system (TDS) P 16 (10)
GPS/IMU simulator P 232 (E8)
DTS Trackpads
Trackpad configuration assigns a unique address and then locks that address to a specific helm. For the DTS trackpad, there is
no specific address for any given location.
DTS Trackpad Allowable City IDs
209 (D1) 210 (D2) 211 (D3) 212 (D4) 213 (D5)
214 (D6) 215 (D7) 216 (D8) 217 (D9) 218 (DA)
219 (DB) 220 (DC) 221 (DD) 222 (DE) 223 (DF)
Troubleshooting Terminology
Communication Fault—A communication fault indicates that the communication between two modules has been lost.
Modules constantly send data and cross‑checks to each other over the CAN buses, and any interruption in this constant
interchange will set a communication fault.
Core Fault—Core faults point to the exact component or value range that caused the controller to set the fault. A core fault
may or may not directly display an alert on VesselView or sound an audible alarm.
Flag Fault—When there are numerous associated core faults, a flag fault is used to handle the VesselView alert or audible
alarm. A flag fault can be triggered by any one or more of its associated core faults. By definition, flag faults do not point to any
one component or value range. They therefore cannot be diagnosed directly. Troubleshooting a flag fault always begins with
identifying the triggering core fault or faults.
Key‑Up Fault—Key‑up fault describes a fault that is only active when the key switch is first turned on. This type of fault results
from the fact that system modules wake at different rates, leading a module that wakes faster than another to set a
communication fault because it cannot yet communicate with the slower module. Key‑up faults go inactive within the first 10
seconds after key‑up.
Key‑up faults are common and can be ignored. They are not displayed on VesselView. They can be seen on the G3 View
Faults screen, however. This screen will show the change in fault status, confirming whether or not a given fault is truly a
key‑up fault.
Linear Data—Data from a sensor that increases or decreases at a constant rate is considered linear data. By contrast, sensor
data that jumps around or skips points is called non‑linear data. If plotted on a graph, linear data would create a line with a
constant slope. Non‑linear sensor data would not have a constant slope, appearing instead to have bumps or spikes.
Tips for Diagnostic Troubleshooting

Familiarize yourself with these tips prior to starting any diagnostic troubleshooting procedure.
1. Unknown issues that can sometimes exist with new replacement parts make simply replacing the faulty component without
water testing a poor idea. Possible mistakes in configuration during electronic fault repairs mandate a water test prior to the
delivery of a repaired boat to a customer. Injury or death may result from a misconfiguration of a control. Always water test
electronically controlled products (DTS, Joystick Piloting for Sterndrives, Zeus, and Joystick Piloting for Outboards) after
changes or repairs are made to one of these systems.

2. Ensure that you are using the latest version of CDS G3. If you are unsure if your CDS G3 is up‑to‑date, contact Mercury
product support.
3. Never disconnect or reconnect a module with the key switch on.
4. Never remove the clean power fuse or harness with the key switch on.
5. Never rapidly cycle the key switch. Once the key switch position has been changed to on or off, wait five seconds before
changing its state again.
6. After changes are made to a system to eliminate any faults, you must clear the fault using CDS G3 and cycle the key
switches off. Remember to pull the remote control handle back to the reverse wide‑open throttle position to fully shut down
a system. Some faults are sticky, and as such will be stubborn to clear or eliminate even after the cause has been
corrected. After using CDS G3 to clear a fault, confirm that it does not immediately come back up as active. If a fault
remains active after several attempts to clear it, the cause of the fault is still not resolved.
7. After replacing or reflashing a SIM, PCM, TVM, or CCM, a vessel personality may need to be imported. Contact Mercury
product support for details prior to replacing or ordering a module for any joystick piloted vessel.
NOTE: The SmartCraft integration module (SIM) is only used with diesel systems (Zeus or JPS).
8. Be aware that this document cannot take into account every situation. It is meant to be a guide and a learning tool.
Experience and background, including training through certified training facilities, are prerequisites to performing diagnostic
repairs on systems of this level.
9. Intermittent faults are the most difficult of all faults to diagnose. Once you know you are encountering an intermittent fault
issue, contact Mercury product support for assistance and guidance. The support specialist will also log a detailed account
of the condition for future reference.
Troubleshooting Component (Noncommunication) Faults

If a module fault is encountered using CDS G3, troubleshoot the fault as follows:
1. Identify the fault as either a core fault or a flag fault.

If it is a flag fault, proceed to step 2.
If it is a core fault, proceed to step 3.
2. Identify the core fault that is causing the flag fault.
Once the core fault is identified, proceed to step 3.
3. Is the fault currently active or inactive?
If the fault is inactive, proceed to step 4.
If the fault is active, proceed to step 5.
4. Use the CDS G3 Freeze Frame screen to view conditions of operation at the time when the fault occurred.
Examples:
a. CDS G3 Freeze Frame data reveals that a fault occurred when the engine was 3200 RPM, with an engine
temperature of 156 °F.
b. CDS G3 Freeze Frame data reveals that the fault occurred when the drive was steered to port at 14°, with a boat
speed of 22 knots.
This kind of information can be invaluable in finding the cause of the fault.
Next, try to simulate those conditions with boat operation during a water test.
After you have tried to simulate conditions that existed when the fault occurred, proceed to step 5.
5. The first actions when identifying a component as the source of the fault should be simple steps and things that can be
quickly eliminated. Two examples of such simple steps are:
a. Verifying that the sensor is connected
b. Inspecting the connector and sensor face for contamination by metal, debris, water, or corrosion
If the sensor has an identical twin installed elsewhere, moving the good sensor to the suspected sensor location is a valid
and sometimes quick way to shortcut the diagnosis procedure.
Was the sensor swapped with another to eliminate it as a cause?
Yes: The sensor was swapped and the issue remains. Proceed to step 6.
The sensor was swapped and the issue is resolved. Replace the sensor or component.
No: The sensor could not be swapped. Proceed to step 6.
6. Using the CDS G3 Live Data screen, identify the live data item that correlates to the fault.

Next, verify that the data or signal from the suspect component is linear.
Example:
The fault Lever1_Inc_Range_High points to the Lever1_Inc_ADC live data item. Compare data from that
potentiometer (as the ERC lever is moved slowly and gradually through its range) to the expected values. (Get
expected values by viewing the data for a matching component on another engine or by contacting Mercury product
support.)
NOTE: The engine does not have to be running to watch the data changes for most of these types of tests. Simply have
the key on and CDS G3 connected.
Data should increase and decrease in a smooth manner. Any jumps or data range freezes can reveal a problem with a
sensor or potentiometer.
Was the data nonlinear (the data moved, but not in a linear manner)?
Yes: Replace the sensor or the potentiometer.
No: Data was stuck at one range over the entire range of movement or sensor value range. Proceed to step 7.
7. Inspect the connection point at the sensor. Verify the 5 VDC supply/transducer voltage. Verify transducer ground and
sensing wire continuity back to the module.
Were the 5 VDC supply, the ground, and the sensing wire integrity verified?
Yes: Proceed to step 8.
No: Correct the issue or replace the harness.
8. Perform a wiggle test at the connector for the sensor and the module connection point for the sensing wires while
watching the live data item or the fault status. If, while wiggling the harness at a certain point, the data jumps
inconsistently or if the fault status changes, you have identified the suspect area of the harness. Remove the corrugated
tubing or electrical tape to inspect for chaffed or partially broken or shorted wiring. If damage is spotted during the
inspection, replace the damaged harness or connector.
Did the data fluctuate or the fault status change during the wiggle test?
Yes: Correct the issue.
No: Proceed to step 9.
9. If the previous steps were performed correctly, you will have eliminated the wiring as the cause of the fault. The remaining
suspect components are the sensor or the module.
It is sometimes possible to swap a suspect module to another location to see if the fault follows it. Be aware, however,
that on DTS, Joystick Piloting for Sterndrives, Zeus, and Joystick Piloting for Outboards systems, the City ID and
calibrations are typically unique to the individual modules. Therefore, to properly interpret the results, swapping module
locations may require a configuration change to the City ID or a recalibration. Consequently, we do not recommend this
as a general practice. Should you contact Mercury product support, however, the experienced product representatives
may request that you swap modules, and then guide you through the process.
Communication Faults—Joystick Piloting for Outboard

CCM Communication Faults
CANH_InterCCM_Communications_Failure Medium_Speed_Engine_Data_0x170p0_SOH
CANP_InterCCM_Communications_Failure Medium_Speed_Engine_Data_0x170p255_SOH
CCMData_0x3A0_p0_SOH Medium_Speed_Engine_Data_0x170p3_AT_SOH_AT
CCMFeedback_p0a_SOH Medium_Speed_Engine_Data_0x170p3_SOH
Engine_Crosscheck_Data_0x160p0_SOH Medium_Speed_Engine_Data_0x170p5_SOH
Engine_Crosscheck_Data_0x160p1_SOH Medium_Speed_Engine_Data_0x170p6_SOH
Engine_Crosscheck_Data_0x160p2_SOH RemoteJoy_CommandsMessage_SOH
Engine_Crosscheck_Data_0x160p3_SOH RemoteJoy_StartStopMessage_SOH
Engine_Crosscheck_Message_SOH RemoteJoystick_1_Status_SOH
Engine_Synchronization_0x200_SOH RemoteJoystick_2_Status_SOH
Low_Speed_Engine_Data_0x1A0p10_SOH RemoteJoystick_3_Status_SOH
Low_Speed_Engine_Data_0x1A0p1_SOH RemoteJoystick_4_Status_SOH
Low_Speed_Engine_Data_0x1A0p9_SOH TVM_Status_Message_0x3E0p0_SOH
TVM Communication Faults

CCM_CAN_P_Auth_Timeout NoValidCommandMessage
CCM_CAN_P_Authentication_Fault NoValidRPMMessage
CCM_CAN_X_Auth_Timeout TVM_Command_Message_0x3D0_SOH

Engine_Synchronization_0x200_SOH TVM_Red_Command_Message_0x5D0_SOH
Medium_Speed_Engine_Data_0x170p0_SOH
Troubleshooting Communication Faults

NOTE: Refer to the preceding list of communication faults.
If a communication fault is encountered using G3, troubleshoot the fault as follows:
1. Is the fault currently an active fault or an inactive fault?

If the fault is inactive, proceed to step 2.
If the fault is active, proceed to step 4.
2. Ensure that this is not a key‑up fault by viewing the fault status in the G3 Active Faults screen while cycling the keys off
and then on. Key‑up faults will generally show as active for 5‑10 seconds or less, and will quickly change to inactive
status after key‑on. They will not display on VesselView.
If the fault is a key‑up fault, take no action to continue diagnosing this fault. It is a normal condition.
If the fault is not a key‑up fault, use Freeze Frame (if available for this application) to view the conditions of
operation at the time when the fault occurred. It may be necessary to simulate those conditions with boat operation
during a water test. Record these conditions or save screen shots of the Freeze Frame data for later reference, and
proceed to step 3.
3. Record faults using screen shots, and clear all module faults including the Freeze Frame.
Turn the key switches off, and move the ERC levers to reverse wide open throttle. Wait five seconds, and turn the keys
back on.
View the faults again to see if the faults come back, or if some condition is required to make them occur. You may need
to simulate the conditions you observed in Freeze Frame.
Example:
Freeze frame data revealed that the fault occurred with the engine operating at 3200 RPM and with a temperature of
161 °F.
The conditions and timing of the faults may provide information about the cause of the fault. Proceed to step 4.
4. Identify which CAN is involved in this communication fault. If there is more than one communication fault implicating
more than one CAN bus (for example, CAN H and CAN P), proceed to step 13 (Troubleshooting Issues on Multiple
CANs).
The first actions when identifying the source of the fault should be simple steps and things that can be quickly eliminated:
a. Ensure that the CAN link and all harness connections are made correctly.
b. Confirm the proper number and location of termination resistors.
c. Ensure that the correct configuration was completed with G3.
NOTE: Consult the schematics and architectural diagrams for detailed termination and wiring information.
After all connections are verified as correctly made and completely mated (locked in), the terminators are verified as
correctly placed in the system, and the configuration has been confirmed as completed correctly, proceed to step 5.
5. Perform a wiggle test at each accessible connection point for this CAN, including each module connection point, while
watching the fault status or—if the fault involves CAN P or CAN H—the health indicator. If, while wiggling the harness at
a certain point, the fault status changes or the health indicator color changes, you have identified the suspect area of the
harness. Remove the corrugated tubing or electrical tape to inspect for chaffed or partially broken or shorted wiring. If
damage is spotted during the inspection, replace the damaged harness or connector.
Did the fault status or health indicator change during the wiggle test?
Yes: Correct the issue.
6. Use the fault tables in this service manual to interpret the fault. Identify the CAN bus or component that is causing this
communication fault. If there are multiple faults implicating more than one CAN bus, proceed to step 13
(Troubleshooting Issues on Multiple CANs).
If the faults point to only one CAN bus, verify that the correct location and number of terminator resistors are installed on
the affected CAN bus.
Are the correct termination resistors installed in the correct locations?
No: Correct the issue and retest for the fault condition.
7. Looking for assembly errors, inspect the connectors at each of the accessible CAN connection interface points. Use
wiring schematics or pinout charts to verify that the connectors are pinned correctly.

Are the connectors pinned correctly? Are the connectors correctly assembled with the pins fully engaged in the
connector housing? Do the connectors mate correctly into their opposing connectors?
No: Correct the issue and retest for the fault condition.
IMPORTANT: For steps 8–10, all key switches must be off, control levers must be positioned in reverse wide‑open throttle, and
the G3 service tool must not be connected to the CAN circuits.
8. Remove the termination resistor from its connector, and, using the terminal test probe kit and a digital ohmmeter, check
the resistance between the wires of the CAN circuit involved in this fault. The meter should read 120 ± 5 ohms.
Is the resistance of the CAN circuit (with one termination resistor removed) within specification (115‑125 ohms)?
Terminal Test Probe Kit SPX P/N MM‑ 46523
9. Continue checking the resistance through each of the two CAN circuit wires at each accessible connection interface
point, checking both directions for the open or shorted condition. Replace or correct the failed harness subsection or
connection.
10. One by one, disconnect all nonessential components that are connected to this CAN circuit. After disconnecting each
component, reconfirm that the fault is still active by clearing and cycling the key switch.
After all nonessential components are disconnected, is the fault still active?
11. Normally, the component that, when disconnected, caused the fault to go inactive is the culprit. However, be aware that
some systems, such as found on joystick piloting boats with multiple helms and multiple SmartCraft displays, can have
so many components or CAN circuits so excessive in length (longer than 130 feet) that the strength of the CAN
communication signals is severely weakened.
Prior to replacing a suspect component on a boat with excessively long CAN circuits or multiple modules, contact
Mercury product support for assistance.
12. If the previous steps were performed correctly, you will have eliminated harness and component causes for the
communications fault. One remaining possibility is that a module's internal circuitry has been damaged.
The internal circuitry of controllers and other electronic modules that handle CAN messages can be damaged by
external voltage spikes, such as lightning strikes, a reverse‑connected battery, or other unanticipated electrical events.
Known resistance values of the internal CAN circuitry can be used to validate the integrity of those circuits. Using an
ohmmeter to test the internal circuitry of a controller or electronic module can readily damage the internal circuitry,
however, if it is not done correctly. Such damage is not normally covered by the Mercury Marine product warranty.
IMPORTANT: Before attempting to test the internal circuitry of a controller or electronic module, contact Mercury Product
Support.
Troubleshooting Issues on Multiple CANs

13. Multiple CAN faults could result from a connection interface point that is incorrectly connected or is disconnected.
Multiple CAN bus faults can also indicate that one module is offline for any number of reasons, including a power and
ground issue.
Use the G3 Module Data screen without selecting an EBOM to take a count of the modules that are online. Ensure that
all TVMs, CCMs, SIMs, and PCMs/ECMs are on CAN P and have the correct City IDs. Also, ensure that multiple
modules are not assigned to one location.
Are all modules accounted for and have correctly configured City IDs?

14. Use the G3 eBOM screen to ensure that the Expected and Detected eBOMs match for all modules. The values in the
MisMatches and Not Found fields should both be zero. The value in the Total field should match the value in the
Matches field.
53491
Do all modules match an eBOM with no mismatches?

Yes: Contact Mercury product support for assistance.
15. Open the G3 Reflash screen and look for a valid reflash package to update any modules that can be updated. Contact
Mercury product support to obtain details about procedures that must be completed after reflashing certain modules.
Reflashing modules may require one or more of the following:
• Importing a vessel personality
• Performing the lever adaptation procedure
• Reassigning City IDs
• Centering the steering wheel using the G3 helm configuration procedure
• Completing drive initialization
• Performing a thorough water test, including testing all autopilot functions
Did you find updateable modules?
Yes: Reflash them.
No: Contact Mercury product support.
16. If the expected modules are not online, verify the applicable circuit breakers are closed and the clean power harness
fuses are good. Try alternative connection points for G3 to see if the modules are visible on different points of the CAN
bus.
Did the missing modules show up at different connections on the CAN bus?
No: Contact Mercury product support.
Troubleshooting a SteerMotorFollow Fault or a Slow Steering Cylinder

Use the following to troubleshoot a SteerMotorFollow fault or an engine steering slow condition.
1. With the engine off, attempt to turn the engine. (It should be difficult to move.)
Does the engine move?
2. Disconnect the tie bar arm bracket from the engine and retest.
Does the engine turn?
Yes: The actuator is locked up. Replace the steering cylinder assembly, and retest the system.
No: There is an engine pedestal issue. Refer to the Verado service manual for troubleshooting and repair
procedures. When repairs are complete, retest the system.
3. Start the engine.
Does the power steering pump turn on?
Yes: Proceed to step 4 (Steering Cylinder Inspection).
No: Proceed to step 17 (Power Steering Pump Tests).
Steering Cylinder Inspection

4. Is there interference between the link rod end or actuator motor and the vessel?
Yes: Remove the interference, and then retest the system.

5. Is the link‑rod‑to‑actuator‑locknut too tight? (washers need to be able to move)
Yes: Loosen the locknut; use a torque wrench to tighten it to 13.5 Nm (120 lb‑in.); and then loosen it by 1/4 turn.
Retest the system.
6. Are the springs installed to keep the anticollision cable from interfering with the link rod nut?
No: Repair per Section 4A ‑ Anticollision Link Cable Installation, and then retest the system.
7. Start the engines and let them center. Check for tension on the anticollision cable.
Is there tension?
NOTE: Shut off the engines before proceeding.
Yes: If the anticollision cable is adjustable, refer to Section 4A ‑ Adjustable Anticollision Link Cables.
If the cable is not adjustable, contact Mercury Technical Services.
After repairs are complete, retest the system.
8. Is there at least 2.5 cm (1 in.) of slack in each anticollision cable?
No: If the anticollision cable is adjustable, refer to Section 4A ‑ Adjustable Anticollision Link Cables.
9. The spool and actuator must be able to move freely for the hydraulic steering to be activated. If the hydraulic steering is
not activated, the steering will function slowly or not at all.
Test the spool valve movement as follows:
a. Start the engine.
b. Measure the spool/actuator movement while rapidly turning the wheel left and right 1/4 turn.
Does the spool/actuator move 3.2 mm (0.125 in.) total side to side?
NOTE: Shut off the engine before proceeding.
10. Check the actuator indexing, as described in Section 3F ‑ Steering Actuator Indexing.
(Do not adjust the actuator rod if the indexing is within specification.)
Is it indexed correctly?
No: Adjust the actuator rod as described in Section 3F ‑ Steering Actuator Indexing, and then retest the
system.
11. Perform an Actuator Maximum Power Test:
a. Remove the power steering pump fuse on the suspect cylinder.
b. Start all engines.
c. Monitor SteerMotor_Current and Steer_Motor_DutyCycle in the TVM live data for the suspect cylinder.
NOTE: SteerMotor_Current is the amount of current that the steering cylinder needs to move.
Steer_Motor_DutyCycle is the amount of power allowed by the TVM.
d. Rapidly turn the steering wheel lock to lock. (Slow wheel movement will result in a lower current reading.)
NOTE: Shut off the engine after observing the current and duty cycle values, but before proceeding with repairs.
For TVMs with a calibration of TVM13XXXOPAAC or TVM13XXXOPAAD: Can the actuator achieve a current of 7
amps at 60% duty?
For TVMs with a calibration of TVM13XXX0PAAE or newer: Can the actuator achieve a current of 10 amps at
100% duty?
No: The TVM H‑bridge may have failed. Connect the suspect steering cylinder assembly to a different TVM
and retest.
• If the steering cylinder passes the current test when connected to a different TVM, replace the
TVM.
• If the steering cylinder does not pass the current test when connected to a different TVM, proceed
to step 12.

12. The steering cylinder assembly has failed.
a. Replace the power steering cylinder.
b. Proceed to step 17 (Power Steering Pump Tests).
13. Check the battery condition, size, and type.
Does it meet minimum requirements (800 MCA, 135 min RC, AGM)?
Yes: Proceed to step 14 (Power Steering Hose Inspection).
No: Correct per the installation manual. Then proceed to step 14 (Power Steering Hose Inspection).
Power Steering Hose Inspection

14. Is there a minimum of 6.1 m (20 ft) total uncoiled hose from the pump to the bulkhead (at least 3 m [10 ft] of pressure
hose and 3 m [10 ft] of return hose)?
No: Repair per the appropriate service procedure, and then retest the system.
15. Are the hoses routed to allow an air gap between (allows heat to dissipate)?
No: Repair per the installation manual, or contact Mercury Technical Services.
Retest the system.
16. Is there a kinked hose or fluid leak?
Yes: Replace the hose or O‑ring, and then retest the system.
Power Steering Pump Tests

Is the power steering pump running?
18. Has the 50‑amp fuse failed?
Yes: Replace the fuse and continue with the power steering pump tests.
19. Is there an active Follow fault?
20. Clear the fault. Ensure that the engines are straight. Restart the engines.
Does the pump turn on?
21. Connect the power steering primer tool and test the pump.
Does the pump turn on?
22. Test the signal harness, as described in Section 4A ‑ Power Steering Troubleshooting.
Was the signal harness faulty?
Yes: Replace the converter harness and continue with the test.
23. Is the pump power connected to its respective engine battery (either switched or unswitched)?
No: Repair and continue with the power steering pump tests.
24. Is the ground connected properly to the battery ground?
No: Repair and continue with the power steering pump tests.

25. Is the power steering pump running?
No: Replace the power steering pump and retest the system.
26. Is the power steering fluid full (2.5 cm [1.0 in.] from the top of the reservoir)?
No: Fill the reservoir with the appropriate fluid and retest the system.
27. Pump Output Transition Test:
a. Connect a clamp‑on ammeter (such as a Mastech® MS2108S, obtain locally) around the positive cable of the power
steering pump, or connect a pressure transducer kit. Start the engine.
NOTE: Systems with design 2 controls, which are equipped with a current sensor: monitor the TVM Live Data item
Current_Measured.
b. Turn the steering wheel lock to lock as fast as possible.
c. Monitor the current shown by the ammeter or the TVM pressure data, while turning the steering wheel from lock to
lock, as quickly as possible.
NOTE: The current and pressure values are guidelines. Variations may be caused by voltage and temperature
differences.
Compare all pumps on a boat; the readings should be similar to each other.
While the engines are moving from side to side, does the current reading start at 8–10 amps (20–100 psi) and then
increase to 20–30 amps (200–340 psi)?
NOTE: Cold fluid (below 4 °C [40 °F]) will yield readings starting at 20–25 amps (200–240 psi) before increasing to
30–35 amps (340–400 psi).
No: Shut off the engines, replace the power steering pump, and retest the system.
28. Pump Maximum Output Test:
IMPORTANT: This test must be conducted with the engine NOT running.
a. Ensure that all engines are running. Turn the steering wheel to full port lock to position the engines in a full port turn.
b. Turn off the engines with the start/stop pad, but leave the keys on, if viewing TVM data with CDS G3.
c. Connect the power steering priming tool to the pump.
d. Connect a clamp‑on ammeter (such as a Mastech® MS2108S, obtain locally) around the positive cable of the power
steering pump, or connect a pressure transducer kit.
NOTE: Systems with design 2 controls, which are equipped with a current sensor: monitor the TVM Live Data item
Current_Measured.
e. Turn on the pump with the priming tool.
f. If there is any tension on the anticollision cables, reposition the engines slightly to create a small amount of slack.
g. Manually activate the spool by pushing the electric actuator/spool to port. Hold the spool in that position.
Movement is less than 3.2 mm (0.125 in.).
h. Monitor the reading on the ammeter or the pump pressure (if the pressure transducer kit is installed). Compare the
values to the following:
• Minimum is 50 amps (800 psi).
• Normal is 58–60 amps (1200 psi).
NOTE: These values are guidelines. Variations may be caused by voltage and temperature differences.
i. Perform the test three times to confirm the readings.
j. Turn the pump off when the test is complete and remove the primer module.
Are the readings greater than or equal to 50 amps?
Yes: Proceed to step 29 (No Trouble Found).
No Trouble Found
29. If the fault is intermittent, battery voltage could have spiked above 16 volts or fallen below 9.5 volts for a brief period.
This will cause the power steering pump to power down. It will take up to 25 seconds to recover to full pressure.
The Follow fault will occur if there is an error of less than 4–10° for 10 seconds or greater than 10° for 3 seconds.

Troubleshooting Charts
Joystick
Common Operating Issues
Symptom Remedy
The ERC is in throttle‑only mode (two short beeps will be heard when the joystick is
moved). Push the throttle‑only button to exit throttle‑only mode.
Check to see if the ERC is in single‑lever mode. If it is, make sure that both levers are in
The joystick does not control the boat. the neutral position. Even though it is inoperable in single‑lever mode, the starboard lever
must be in neutral for the system to enter joystick mode.
One or both remote control levers are not in neutral. Place both remote control levers in
neutral.
The joystick does not provide the
This is normal behavior when using the joystick with only a single running engine. Start
same degree of control in all
the other engine or engines.
directions.
Design 1 controls: Activate dock mode to reduce the available power.
The joystick operates too
aggressively. Design 2 controls: Press the adjust button to reduce available power. Two lit segments
indicates normal joystick operation; one lit segment indicates reduced power operation.
The cruise control is engaged, and
Disengage the cruise control.
the joystick does not function.
This is normal operation. The engines will remain splayed until commanded to a new
position or commanded to center.
The engines will automatically return to center when the steering wheel is moved, an ERC
lever is moved, or the joystick is twisted (yaw input).
When the joystick is returned to NOTE: Steering wheel behavior depends on whether the helm is design 1 or design 2:
center, the engines do not return to
• Design 1 controls: The steering wheel will self‑center.
center. They stay splayed apart.
• Design 2 controls: The system will gradually realign the engines to the steering
wheel center. Refer to the owner's manual for details.
The engines will remain splayed in the forward or reverse quadrant until the demand
meets a low‑end threshold. Then they will return to center.
Before operating the boat sideways, make sure that all fore‑aft movement has stopped.
When operating the boat sideways,
Any fore‑aft movement prior to sideways operation will result in the boat continuing to
the boat also travels forward or aft.
travel in that direction while moving sideways.
Advanced Troubleshooting
Symptom Remedy
Design 1 controls: View joystick ADC values in the starboard CCM with the control levers in
neutral. All counts should read between 560–512 ADC with the joystick in the center
position.
The joystick does not control the
Check for steering and shift faults with CDS G3. Steering faults are found in the CCM or
boat.
TVM and shift faults in the PCM.
One or more engines are in Guardian. Refer to the Verado service manual for
troubleshooting.
The joystick does not function Check CDS G3 for Guardian fault codes that indicate reduced engine power. If any are
properly and a fault code is set. found, check the indicated part of the system.
Response to joystick input is Ensure that there are no radios or other sources of electronic or magnetic interference near
erratic, or the joystick operates the joystick.
independent of input. Verify that the joystick mounting orientation is correct.

Symptom Remedy
Check for propeller damage.
Check the trim position. Trim the engines down if they are set high. Enable trim assist by
shifting one engine into gear and back to neutral. Then use the joystick, and press the
ERC's trim‑all down button.
Did all of the engines trim down to the same level? If not, check the trim system of the
engine that did not move. Also, use CDS G3 to verify that the trim percentage for all engines
The joystick operates erratically. is at 0 when they are trimmed all the way down. If they are not, the trim system must be
readapted.
The engines may be trimmed below the optimal set point. Enable trim assist by shifting one
engine into gear and back to neutral. Then use the joystick.
Did all of the engines trim up to the same level? If not, check the trim system of the engine
that did not move. Also, use CDS G3 to verify that the trim percentage for all engines is at 0
when they are trimmed all the way down. If they are not, the trim system must be readapted.
Operate the boat to port and then to starboard. Record the engine RPMs while operating the
boat sideways.
• The port engine RPMs when moving to port should match those of the starboard
engine when moving to starboard.
• The starboard engine RPMs when moving to port should match those of the port
If the RPMs do not match, use CDS G3 to verify that the demand percentage is the same
for all engines. If demand is the same, perform engine diagnostics as described in the
Verado service manual.
The joystick does not control the
boat the same to port as it does to NOTE: On triple‑engine and quad‑engine applications, if different propeller pitches are used
starboard. Wind and current are not for inner and outer engines, the RPMs may differ between the inner and outer engines.
affecting the performance. Likewise, a left‑hand propeller or gearcase may operate at a different RPM than a right‑hand
unit on the same boat.
Operate the boat to port and then to starboard. Monitor the steering angle of the engines. If
the engines do not go to the same angle, check the steering system for physical restrictions.
If no restrictions are present, use CDS G3 to check the commanded steering position versus
the actuator position. If the commanded position is the same from side to side and the
actuator position is not the same and does not match the commanded position, the steering
cylinder assembly is the issue.
Design 1 controls: Monitor joystick Xa and Xb ADC values with CDS G3, and verify that they
mirror each other side to side. One should increase at the same rate that the other
decreases, and it should be opposite side to side.
The joystick does not function and
The CAN H bus is corrupt. Check CDS G3 for a green light on CAN H.
no fault code is set.
Confirm that the discrepancy is not due to environmental conditions, such as wind or
current.
Yaw the boat to port and then to starboard. Record the engine RPMs while yawing.
• The port engine RPMs when yawing to port should match those of the starboard engine
when yawing to starboard.
• The starboard engine RPMs when yawing to port should match those of the port engine
When yawing, boat rotation is when yawing to starboard.
slower in one direction than in the If the RPMs do not match, use CDS G3 to verify that the demand percentage is the same
other. for all engines. If demand is the same, perform engine diagnostics as described in the
Design 1 controls: Monitor joystick Za and Zb ADC values with CDS G3 and verify that they
mirror each other when the joystick is rotated in either direction. In one direction, Za should
increase at the same rate that Zb decreases. In the other direction, Zb should increase at
the same rate that Za decreases.
Design 2 controls: Monitor SelectedJoyYaw with CDS G3. The values should reflect the
joystick action.

Symptom Remedy
Operate the boat to port and then to starboard and see if the condition is present in both
directions. If it is, check for the correct vessel personality with CDS G3. If the correct
When operating the boat sideways, personality is installed, check the boat to see if the owner has added weight to the stern or
the bow of the boat rotates to the shifted equipment aft. Any change in the vessel's center of gravity will affect the sideways
direction of the sideways travel. movement of the boat.
Design 1 controls: Monitor joystick Za and Zb ADC values with CDS G3 to see if there is
any yaw being added by the joystick.
When operating the boat sideways, directions. If it is, check for the correct vessel personality with CDS G3. If the correct
the stern of the boat rotates to the personality is installed, check the boat to see if the owner has added weight to the bow or
direction of the sideways travel. shifted equipment forward. Any change in the vessel's center of gravity will affect the
sideways movement of the boat.
When operating the boat sideways, directions. If it is, check for the correct vessel personality with CDS G3. If the correct
the bow of the boat cannot be personality is installed, check the engines to see if they are reaching maximum splay (29.5°
rotated (yawed) away from the for a full‑steering cylinder). If the engines are not reaching full splay, check for mechanical
direction of travel. limitations. If no other joystick control issues are noticed, this may be a characteristic of the
boat.
Operate the boat to port and then to starboard, and record the engine RPMs.
• The port engine RPMs when moving to port should match those of the starboard
• The starboard engine RPMs when moving to port should match those of the port
If the RPMs do not match, use CDS G3 to verify that the demand percentage is the same
When operating the boat sideways,
for all engines. If demand is the same, perform engine diagnostics as described in the
the boat also travels forward or aft.
Check to see if the boat has had any rigging modifications, a change to the engine mounting
height, or a setback plate installed. If modifications have been made, return the boat to the
OEM's original configuration. Any rigging modifications will impact joystick operation.
Design 1 controls: Monitor the joystick Ya and Yb ADC values with CDS G3 to see if there is
any fore‑aft movement being added by the joystick.
Electronic Remote Controls

Symptom Remedy
Check the throttle‑only button on the DTS trackpad. If the light is on, put
the ERC levers in neutral and push the button to disengage.
Turn off all engine key switches. Move the ERC levers to reverse WOT.
The ERC lever increases engine RPM, but the gears Wait ten seconds, and return the levers to neutral. Then turn the key
do not engage and the boat does not move. switches back on.
Check the Mercury‑approved multifunction display (MFD) for fault codes or
pop‑up warnings. Expand the fault code text to see if a course of action is
required.
If the engine reaches only 50% of available power, check the dock mode
button on the DTS trackpad. If the light is on, put the levers in neutral and
The ERC lever controls the engines, but they do not push the button to disengage.
reach wide‑open throttle RPM.
Check the Mercury‑approved MFD to see if cruise control is enabled.
Disable cruise control.
Check the troll button on the DTS trackpad. If the light is on, put the
The ERC lever controls the engine, but the engine handles in neutral and push the troll button to disengage.
does not respond in a linear manner.
Ensure that dock mode or cruise control are not engaged.
Check the single‑lever button on the DTS trackpad. If the light is on, put the
When one ERC lever is moved, all engines respond.
handles in neutral and push the single‑lever mode button to disengage.

Symptom Remedy
The ERC control, joystick, and steering wheel do not Press the transfer button on the DTS trackpad to restore helm control
function. (multiple‑helm boats only).
The boat moves forward, but will not move
Trim the engines down.
backwards quickly.
Symptom Remedy
The ERC lever is too hard or too easy to move out of
Adjust the detent tension.
the neutral detent.
The ERC lever has too much or too little resistance
Adjust the lever tension screw.
through its range of motion.
Check for damage to the propeller, and change the propeller if damage is
found.
The ERC lever controls the engines, but they do not Check the Mercury‑approved MFD for Guardian fault codes that indicate
reach wide‑open throttle RPM. reduced engine power.
Use the CDS G3 service tool to check for faults that can reduce engine
power. Refer to Section 2C ‑ CCM Faults or Section 2D ‑ TVM Faults.
Steering System
Symptom Remedy
Design 1 controls: The steering wheel The starboard key switch is turned off. Turn the key on.
steers the boat, but it operates without end Check the starboard power fuse or circuit breaker. Replace the fuse if it is open, or
stops. reset the circuit breaker if it is tripped.
For emergency control, reduce speed and change to joystick operation for
The steering wheel does not steer the boat.
directional control. Check the Mercury‑approved multifunction display for faults.
Check the trim. Adjust it if necessary.
The boat's response to steering inputs is Ensure that all engines are operating.
sluggish. Turn off all engine key switches. Move the ERC levers to reverse WOT. Wait ten
seconds, and return the levers to neutral. Then turn the key switches back to on.
To restore steering wheel self‑centering and to eliminate the fault code, turn off all
Design 1 controls: The steering wheel
engine key switches. Move the ERC levers to reverse WOT. Wait ten seconds, and
turned past the end stop.
return the levers to neutral. Then turn the key switches back to on.
Symptom Remedy
Check all fuses on the engine, helm, and battery. Verify that all circuit breakers are
closed, and reset them if necessary.
The steering wheel does not steer the boat.
Check the harness connectors on the steering actuators.
Check the steering fluid level. Fill the reservoirs if necessary.
The boat's response to steering inputs is
Check the steering fluid level. Fill the reservoirs if necessary.
sluggish.
DTS Trackpad Features

NOTE: Refer to Electronic Remote Controls for more situations that also involve the ERC and trackpad.

Symptom Remedy
The boat control is stuck in dock mode.
The boat control is stuck in throttle‑only When trackpad features are engaged with the engines running, and one engine
mode. stalls or is turned off, the trackpad is locked into that feature. Start the engine and
The boat control is stuck in single‑lever exit the feature.
mode.
Autopilot
Symptom Remedy
Verify that the chartplotter is on.
Verify that the Mercury‑approved multifunction display (MFD) is on.
Make sure that the starboard key switch is on.
Design 1 controls only: If the standby light is flashing, check the GPS information.
The light will flash when the GPS fix is lost.
Design 2 controls only: Check the light on the GPS/IMU unit. If the light is flashing
red, check the GPS information. The light will flash red when the GPS fix is lost or
Route (track waypoint/waypoint sequence) the unit is not communicating.
mode is not working. Verify that the chartplotter has an active waypoint.
Verify that the forward speed is greater than 2.6 knots (3 mph).
Verify that the chartplotter is communicating with the Mercury‑approved MFD.
Compare waypoint names. They should be the same.
Design 1 controls only: Verify that the steering wheel has end stops. If there are no
end stops, refer to Steering System.
Verify that the GPS antenna is working. Turn off the chartplotter, and check latitude
and longitude on the Mercury‑approved MFD.
Design 1 controls: Check the autopilot response level. Increase the response to
Route (track waypoint/waypoint sequence) level 3 (most aggressive) and retest.
mode course corrections are sluggish.
Design 2 controls: Check the adjust level. Increase to level 2 (both lights) and retest.
Verify that the Mercury‑approved MFD is on.
Design 1 controls only: If the standby light is flashing, check the GPS information.
The light will flash when the GPS fix is lost.
Design 2 controls only: Check the light on the GPS/IMU unit. If the light is flashing
Auto heading mode is not working.
red, check the GPS information. The light will flash red when the GPS fix is lost or
the unit is not communicating.
Verify that at least one engine is in gear.
Make sure that the starboard key switch is on.
Design 1 controls: Check the autopilot response level. Increase the response to
level 3 (most aggressive) and retest.
Auto heading mode course corrections are
sluggish. Design 2 controls: Check the light segments on the adjust button. If only one
segment is lit, press the adjust button to increase the precision of the route and
retest.
Symptom Remedy
Track waypoint/waypoint sequence mode is Design 1 controls only: Refer to Track Waypoint/Waypoint Sequence Not
not working. Working, following.
Route (track waypoint/waypoint sequence) Check to see if the chartplotter arrival radius is set to 0.05 NM or greater. If it is not,
mode acts erratically upon waypoint arrival. set it to 0.05 NM.

Symptom Remedy
Check for faults.
Verify that the IMU is working. Check SCv2_YawRate_deg with CDS G3 in the
starboard CCM data list. The yaw rate should never be above zero for any length of
time when the boat is static.
Auto heading mode is not working.
Verify that there is a valid heading shown on the Mercury‑approved MFD autopilot
screen.
Validate the IMU heading with the chartplotter heading or with the GPS course over
ground (COG), if the boat is moving in a straight line at more than 10 knots.
The IMU is defective. Replace the IMU. If the issue is not resolved, contact Mercury
Waypoint dropout.
product support.
Track Waypoint/Waypoint Sequence Not Working

Design 1 Controls with Standalone Helm Gateway
1. Verify that the starboard key switch is on. The starboard CCM contains all of the autopilot functions and needs to be
powered up for the autopilot to work.
2. Check the standby light on the autopilot pad. The light will flash when the GPS fix is lost or not yet acquired.
• If the light is lit and not flashing, proceed to step 3.
• If the light is flashing, proceed to step 7.
3. Verify that the chartplotter has an active waypoint and the chartplotter is set to navigate to the waypoint or a route.
• If the chartplotter is set to navigate to a waypoint, proceed to step 4.
• If the chartplotter is not set up, set up waypoint navigation per the chartplotter instructions.
4. Verify that at least one engine is in forward gear and the forward speed is greater than 2.6 knots (3 mph). Below that
speed, the starboard CCM does not have a reliable CAN H GPS heading (course over ground).
• If the speed is below 2.6 knots (3 mph) increase speed and retry.
• If the speed is greater than 2.6 knots (3 mph), proceed to step 5.
5. Verify that the chartplotter is on the helm gateway approval list. (Contact Mercury Technical Services for the most recent
list of approved compatible devices.) Is the chartplotter on the approved list?
• Yes, proceed to step 18.
• No, proceed to step 19.
6. Check for CCM faults.
• If faults are present, refer to Section 2C ‑ CCM Faults.
• If no faults are present, proceed to step 7.
NOTE: The most common faults are SCv2_211_P‑_Age (helm gateway not connected to J‑box, refer to step 9) and
SCv2_VesselView_Present_Age (VesselView not set up correctly, refer to step 19).
7. Check to see if the VesselView is connected to the NMEA® 2000 network (refer to step 15).
• If it is connected, continue to step 8.
• If it is not connected, use a NMEA 2000 chartplotter device to view the gateway data in the Sources menu.
8. Does the CAN H GPS antenna have a GPS fix?
NOTE: The system uses waypoint information from the chartplotter for the destination, but the CAN H GPS and IMU data
is used to determine the boat's current location. The starboard CCM compares current location to the desired destination
to know where to drive the boat.
To verify that the CAN H GPS antenna is working, use VesselView:
Go to Settings‑> Network‑> Sources‑> GPS‑> All DATA, and highlight Gateway CAN‑H_HELM 1.
NOTE: LAT and LONG will be visible on the lower left‑hand corner of the screen.
• If Gateway CAN‑H_HELM 1 is not visible, proceed to step 12.
• If the CAN H GPS antenna is not functioning, proceed to step 9.
• If the CAN H GPS antenna is functioning, proceed to step 10.
9. Relocate the GPS antenna and retest. If there is no change, replace the GPS antenna.

10. Check to see if the helm gateway is visible on the CDS G3 Module Data screen.
Expected information display:
Module name: Helm 1 Mercury NMEA Gateway
City ID: 114 (72)
Bus: H
CAL ID: current software number
• If the gateway is present and the displayed information matches the example, proceed to step 15.
• If the gateway is present, but shows up on CAN P, proceed to step 14.
• If the gateway is not on the Module Data screen, proceed to step 11.
11. Check the helm gateway to J‑box connections.
• If the helm gateway is connected to the J‑box, proceed to step 12.
• If the helm gateway is not connected:
a. Connect the gateway.
b. Go to the CDS G3 Module Data screen.
c. Rescan the boat.
d. Return to step 10.
12. Make sure that the helm gateway lights are lit on both ends (CAN and NMEA). This will verify that the gateway is
powered from the J‑box side and on the NMEA 2000 side.
• If the CAN light is on and the helm gateway is still not visible on the Module Data screen after a rescan, proceed to
step 14.
• If the NMEA light is not lit, verify that the helm gateway is connected to the NMEA 2000 network. If the gateway is
not connected to the NMEA 2000 network or if the NMEA network is not powered up, the NMEA light will not be lit.
Proceed to step 13.
13. Connect the helm gateway to the NMEA 2000 network. Verify that the network has a separate power source to a NMEA
T‑fitting.
14. Rescan the boat on the Module Data screen. If there is no change, replace the helm gateway.
15. Verify that the VesselView is connected to the NMEA 2000 network. To verify that the VesselView is connected to NMEA
2000:
Go to Settings‑> Network‑> Diagnostics, and select the NMEA 2000 tab.
Check to see if the bus is on or off.
• If the bus is off, then the VesselView is not connected to NMEA 2000. Proceed to step 17.
• If the VesselView is connected to NMEA 2000 network, proceed to step 16.
16. Check to see if the helm gateway is visible on the VesselView NMEA 2000 device list:
Go to Settings‑> Network‑> Device List, and confirm that Gateway CAN‑H‑HELM 1 is listed.
• If it is not listed, proceed to step 12.
• If it is listed, proceed to step 19.
17. Check to see if the helm gateway is visible on the chartplotter NMEA 2000 device list. Gateway CAN‑H‑HELM 1 should
be displayed.
18. Certain model chartplotters require specific setting information (refer to the approval list for specific details). Is the
chartplotter set up correctly?
• Yes, return to step 7.
• No, set up correctly and retest.
19. Verify that the helm gateway software is the most current. If it is, the chartplotter needs to be replaced with a compatible
unit. Contact your Mercury Marine product application engineer to arrange for the chartplotter to be added to the list, if
possible.
20. Correctly set up VesselView.
• VesselView 7 needs to be set for "Device 1, Helm 1" on the lower station and "Device 1, Helm 2" for the second
station (usually only one VesselView 7 per helm).
• VesselView 4 may have more devices per helm, but one needs to be set to device 1.
• Go to Settings‑> Preferences‑> Helm 1, Device 1...
• Joystick popups must be enabled: Go to Settings‑> Preferences‑> Popups, and confirm that Joystick Piloting
is checked.
• VesselView must have the Visible from Helm box checked. Go to Settings‑> Preferences, and confirm that
Visible from Helm is checked.

Skyhook
Symptom Remedy
Verify that the Mercury‑approved multifunction display (MFD) is on. The MFD must be turned
on for Skyhook to function.
If you are operating at the second helm, verify that the Mercury‑approved MFD is set for
helm 2 (the default setting is for helm 1).
If one or more engines are not running (except for triple applications, where the center
Skyhook does not engage. engine can be off and Skyhook will still function), start the engine or engines.
Check to see if the ERC is in single‑lever mode. If it is, make sure that both levers are in the
neutral position. Even though it is inoperable in single‑lever mode, the starboard lever must
be in neutral for the system to enter Skyhook.
Check to see if the ERC is in throttle‑only mode. If it is, press the throttle‑only button to exit
throttle‑only mode before trying to engage Skyhook again.
Confirm that GPS antenna has an adequate fix on the GPS satellites. If the GPS fix is lost,
Skyhook will disengage. Items that can affect the GPS fix include: trees, clouds, and the
GPS antenna mounting location.
Check for the following conditions:
Skyhook disengages
unexpectedly. • The steering wheel was moved.
• An ERC lever was moved from neutral to an in‑gear position.
• The joystick was moved from its center point.
If one or more engines shut down, restart the engine or engines.
Confirm that GPS unit has an adequate fix on the GPS satellites. If the GPS fix is lost,
Skyhook is unable to maintain a Skyhook will disengage. Items that can affect the GPS fix include: trees, clouds, and the
position within a 9.1 m (30 ft) GPS antenna mounting location.
radius. If wind or current is causing the boat to move from the set point, change the boat orientation
to point into the wind or current.
Skyhook is unable to maintain the
If there is a strong wind across the bow of the vessel, reorient the vessel bow or stern into
vessel heading, but the vessel
the wind.
position is good.
Design 1 controls: Check the autopilot response level. Increase the response to level 3 (most
Skyhook is slow to react when aggressive) and retest.
attempting to maintain position.
Design 2 controls: Check the adjust level. Increase to level 2 (both lights) and retest.
The vessel is moved from the
This is normal. The system is attempting to limit the movement away from the Skyhook set
Skyhook set point by wind or
point by pointing the bow at the set point. If the vessel moves too far away, the
current and the bow starts to point
Mercury‑approved MFD will display an "Unable to Maintain Position" warning.
back to the original Skyhook point.
The vessel has traveled too far from the original Skyhook set point, and the control system
An "Unable to Maintain Position"
cannot respond to provide correction. This is most likely caused by wind or current forcing
warning is displayed on
the boat away from the set point. Reorient the boat with the bow or stern into the wind or
VesselView.
current, and reactivate Skyhook.
Symptom Remedy
Design 1 controls only: Is the standby light flashing on the autopilot trackpad? Check GPS
information with CDS G3 on the starboard CCM. Verify that the GPS antenna is working. If it is
locked up, cycle the keys.
Skyhook does not engage. Check for steering and shift faults with CDS G3. Steering faults are stored in the CCM or TVM,
and shift faults are stored in the PCM.
Check for other faults.
One or more engines are in Guardian. Check CDS G3 and troubleshoot accordingly.

Symptom Remedy
Skyhook disengages Skyhook will disengage. Items that can affect the GPS fix include: trees, clouds, and the GPS
unexpectedly. antenna mounting location. Check the GPS antenna in the CDS G3 starboard CCM data list.
Check for faults.
Skyhook will disengage. Items that can affect the GPS fix include: trees, clouds, and the GPS
antenna mounting location. Check the GPS antenna in the CDS G3 starboard CCM data list.
Ensure that there are no radios or other sources of electronic or magnetic interference near the
IMU or GPS antenna.
Check the trim position. Trim the engines down if they are set high. Enable trim assist by shifting
Skyhook is unable to maintain one engine into gear and back to neutral. Then use the joystick, and press the ERC's trim‑all
a position within a 9.1 m (30 ft) down button.
radius. Did all of the engines trim down to the same level? If not, check the trim system of the engine
that did not move. Also, use CDS G3 to verify that engines are at 0% trim percentage when they
are trimmed all the way down. If they are not, the trim system must be readapted.
The engines may be trimmed below the optimal set point. Enable trim assist by shifting one
engine into gear and back to neutral. Then use the joystick.
Did all of the engines trim up to the same level? If not, check the trim system of the engine that
did not move. Also, use CDS G3 to verify that engines are at 0% trim percentage when they are
trimmed all the way down. If they are not, the trim system must be readapted.
Skyhook is unable to maintain Verify that the IMU is working. Check the SCv2_YawRate_deg with CDS G3 in the starboard
the vessel heading, but the CCM data list. The yaw rate should never be above zero for any length of time when the boat is
vessel position is good. static.
Troubleshooting MFD Faults

The following table does three things:
1. It lists all of the faults visible to the boat operator on the Mercury‑approved multifunction display (MFD). The information in
the first, third, and fourth columns (Name, Short Text, and Long Text, respectively) correspond directly to what the
operator sees on the screen. The second column describes the type of warning horn that accompanies each MFD fault.
NOTE: Text shown in the first, third, and fourth columns is verbatim from the MFD.
2. It provides a Quick Fault Resolution for the boat operator. This information is not directly available to the operator. We
have provided the information here to allow you, the dealer, to step a boat owner through fault resolution, should they
encounter a fault on their MFD. In most cases, if the resolution does not work, the escalation is for the operator to bring the
boat in to your service center.
3. It correlates the MFD fault to command control module (CCM) faults. In many cases, there is a one‑to‑one correspondence
between the MFD fault and a CCM fault, although this is not always true. Knowing this correlation will help you to get
started in the troubleshooting process, should the quick fault resolution prove unsuccessful. Refer to Section 2C ‑ CCM
Faults for fault description and resolution.
NOTE: Within the Quick Fault Resolution column, the table uses the following shorthand:
• Key off, rev WOT = On dual engine applications, turn off the engine keys and move the remote control handles to the
reverse wide‑open throttle (RWOT) position. On triple and quad engine applications (using a dual console ERC with
shadow mode), shut down all engines with the start/stop switch, turn off the center/inner engine keys, move the handles to
RWOT, and then turn off the outer engine keys. Handles in RWOT is considered the reset position, and will often clear a
fault. If the condition persists, the customer should bring the boat into the dealer for additional troubleshooting.
• Clean power issue = There is a possible issue with the clean power supply. Check all fuses and battery connections.
• No QFR = There is no quick fault resolution available to the operator. The fault must be diagnosed by a qualified
technician.
• STBD = starboard.
IMPORTANT: Not all faults are enabled in all software calibrations. MFD and CCM faults marked with an asterisk (*) are
disabled or otherwise not present in some calibrations.

Name Horn Short Text Long Text Quick Fault Resolution CCM Fault
*AbsPos_Range
The steering wheel *WheelPosAbsolute_diff
Non‑Critical ‑ See dealer
Wheel Fault Caution sensor is not working Key off, rev WOT
soon. *WheelPosMyRel_diff
properly.
*WheelPosPeerRel_diff
CANH_InterCCM_Communications_Failure
CANP_InterCCM_Communications_Failure
CCMData_0x3A0_p0_SOH
Engine_Crosscheck_Message_SOH
There is a communication
Return to port Lost_InterCCM_Communications_Failure
Critical ‑ Communication problem with the
90-8M0110489 eng JUNE 2016

Critical Immediately ‑ See dealer Key off, rev WOT
Error SmartCraft control Medium_Speed_Engine_Data_0x170p0_SOH
before next use.
system.
Joystick
Joystick_Unavailable
Joystick_X_Range
Non‑Critical ‑ See dealer The joystick is not
Joystick Caution Key off, rev WOT Joystick_Y_Range
soon. operating properly.
Joystick_Z_Range
*Joystick_Command_SOH
*Joystick_Status_SOH
Caution Joystick_Faulted None None *Joystick_Faulted
One or more engines may not
be running. Start all engines.
*Joystick_Faulted Joystick is available with
Steering fault may have
© 2016 Mercury Marine

None limited capability. Proceed None *Joystick_Operation_Reduced
disabled one engine's steering
with caution.
system. If all engines are
running, key off and restart.
Return to port *Lever1
The throttle/shift lever is
*Critical ‑ Throttle Lever Critical Immediately ‑ See dealer Key off, rev WOT
not operating properly. *Lever2
before next use.
Non‑Critical ‑ See dealer Sensor power supply
Voltage Caution Clean power issue XDRPB_RangeHigh
soon. voltage is high.
Return to port
Sensor power supply
Critical ‑ High Voltage Critical Immediately ‑ See dealer Clean power issue XDRP_RangeHigh
voltage is high.
before next use.
Non‑Critical ‑ See dealer Sensor power supply
Voltage Caution Clean power issue XDRPB_RangeLow
soon. voltage is low.
Page 2B-21
Return to port
Sensor power supply
Critical ‑ Low Voltage Critical Immediately ‑ See dealer Clean power issue XDRP_RangeLow
voltage is low.
before next use.
Page 2B-22
Battery voltage is above
Return to port Check the battery connections.
normal limit. Refer to
Critical ‑ High Voltage Critical Immediately ‑ See dealer If the condition persists, see the BATT_RangeHigh
Owner's Manual for more
before next use. dealer.
information.
Battery voltage is below
Turn off unnecessary loads,
normal limit. Turn off
Return to port increase engine RPM, and
unnecessary loads,
Critical ‑ Low Voltage Critical Immediately ‑ See dealer check the battery connections. BATT_RangeLow
increase engine RPM,
before next use. If the condition persists, see the
and check battery
dealer.
connections.
Non‑Critical ‑ See dealer The electronic compass
Compass Fault Caution Key off, rev WOT CCM_CompassNotWorking
soon. is not working properly.
Non‑Critical ‑ See dealer The GPS receiver is not
GPS Fault Caution Key off, rev WOT CCM_GPSNotWorking
soon. working properly.
No QFR
Non‑Critical ‑ See dealer The Cross Track Error is The electronic compass and
CTE Not Valid Caution CTE_Not_Valid
soon. not valid. GPS headings do not agree;
Autopilot will be disabled.

No QFR
The compass is not
Non‑Critical ‑ See dealer The electronic compass and
Compass Fault Caution properly installed or is out CompassInstallationIncorrect
soon. GPS headings do not agree;
of calibration.
Autopilot will be disabled.
No QFR
Helm configuration must
DTS helm configuration must
Configuration None Blank be completed to make Configuration_Fault
be performed before the vessel
this module operational.
is operational.
The alternator output is too
Return to port
ECU power supply high. Check the boat wiring.
Voltage Critical Immediately ‑ See dealer ECUP_RangeHigh
voltage is high. Make sure the battery grounds
before next use.
are clean and tight.
Return to port
ECU power supply Check the clean power fuse
Voltage Critical Immediately ‑ See dealer ECUP_RangeLow
voltage is low. and battery connections.
before next use.
The feature(s) you are Chartplotter information is
If the condition persists
*Feature Unavailable Caution trying to use are currently missing; and Track Waypoint *Feature_Unavailable
see dealer soon.
not available. will not function.
90-8M0110489 eng JUNE 2016

GPS speed is not within
parameters due to the lack of
Non‑Critical ‑ See dealer The GPS Speed Over satellite communication. The
GPS Fault Caution GPS_SOG_Not_Valid
soon. Ground is not valid. GPS antenna may be
obstructed. If it is not, cycle the
key switches and recheck.
A throttle lever was moved
Non‑Critical ‑ See dealer The shift/throttle lever while using the joystick. Return
Lever Override Caution JoystickAndLeversInGear
soon. moved while joy sticking. the handles to neutral idle and
resume joystick operation.
90-8M0110489 eng JUNE 2016

The GPS antenna may be
Non‑Critical ‑ See dealer The GPS receiver has
GPS Fault Caution obstructed. If it is not, cycle the No_GPS_Fix
soon. not acquired a position.
key switches and recheck.
Non‑Critical ‑ See dealer The autopilot pad is not Autopilot pad was not detected.
Autopilot Caution PadFault
soon. working properly. Key off, rev WOT.
Return to port Possible TVM communication
The steering system is
Critical ‑ Steering System Critical Immediately ‑ See dealer error or low system voltage. TVM_Fault_Critical
not functioning properly.
before next use. Key off, rev WOT.
Possible TVM communication
Non‑Critical ‑ See dealer The steering system has error, low system voltage, or
Steering System Caution TVM_Fault_NonCritical
soon. a non‑critical issue. sensor error.
Key off, rev WOT.
The steering could not move to TVM_Steering_Unavailable
the commanded position due to *TFD_DUAL_WHEEL_MSG_SEQ
a mechanical restriction, or loss
*TFD_DUAL_WHEEL_MSG_SOH
of hydraulic steering pressure.
Return to port The steering has been Check for a physical restriction
Critical ‑ Steering
Critical Immediately ‑ See dealer reduced and engine on the steering cylinder; check
Reduced
before next use. power may be limited. the power steering fluid and the

steering fuse. Design 2 *TFD_DUAL_WHEEL_MSG_STATUS
controls: This could indicate a
steering wheel failure.
Key off, rev WOT.
Wind or water current will not
The autopilot system is allow the vessel to return to
If the condition persists
Autopilot Caution unable to maintain its course. Adjust throttle higher if Unable_To_Maintain_Heading
see dealer soon.
heading. possible and response mode to
most aggressive setting (3).
Wind or current forcing the
The autopilot system is vessel away from the Skyhook
Unable To Maintain If the condition persists
Caution unable to maintain its set point. Reorient the vessel to Unable_To_Maintain_Position
Position see dealer soon.
position. point the bow or the stern into
the wind or current.
Page 2B-23
The wheel has lost the Check STBD helm 20‑amp
Non‑Critical ‑ See dealer
Wheel Fault Caution ability to provide force circuit breaker. WheelForceFeedbackFault
soon.
feedback. Key off, rev WOT.
Page 2B-24
Wheel has been operated too
aggressively and the
Non‑Critical ‑ See dealer The wheel has exceeded temperature has increased
Wheel Fault Caution *WheelMotor_OverTemp
soon. its operating temperature. beyond its limit. Reduce
steering inputs.
Key off, rev WOT.
The steering helm has been
forced past the end stops. It will

Non‑Critical ‑ See dealer Wheel end stops are
Wheel Fault Caution continue to function without *Wheel_EndStopExceeded
soon. exceeded.
stops. To reset end stops: Key
off, rev WOT.
*RemoteJoy Commands
None Blank Blank Key off, rev WOT *RemoteJoy_CommandsMessage_SOH
Message SOH
*RemoteJoy StartStop
None Blank Blank Key off, rev WOT *RemoteJoy_StartStopMessage_SOH
Message SOH
RemoteJoystick 1
None Blank Blank Key off, rev WOT RemoteJoystick_1_Status_SOH
Status SOH
RemoteJoystick 2

Status SOH
RemoteJoystick 3
Status SOH
RemoteJoystick 4
Status SOH
RemoteJoystick
None Blank Blank Key off, rev WOT RemoteJoystick_Configuration_Fault
Configuration Fault
RemoteJoystick Disabled None Blank Blank Key off, rev WOT RemoteJoystick_Disabled
RemoteJoystick Faulted None Blank Blank Key off, rev WOT RemoteJoystick_Faulted
Helm configuration must Neither of the micros are
Steering capability has
*Critical ‑ Wheel Fault Critical be completed to make configured. Need to configure *TFD_DUAL_WHEEL_MSG_CONFIG
been reduced.
this module operational. with G3.
*TFD_PRIM_WHEEL_ The steering system has
Caution be completed to make configured. Need to configure *TFD_PRIM_WHEEL_MSG_CONFIG
MSG_CONFIG a non‑critical issue.
*TFD_RED_WHEEL_ The steering system has
Caution be completed to make configured. Need to configure *TFD_RED_WHEEL_MSG_CONFIG
MSG_CONFIG a non‑critical issue.
90-8M0110489 eng JUNE 2016

*TFD_PRIM_WHEEL_MSG_SEQ
*TFD_PRIM_WHEEL_MSG_SOH
Non‑Critical ‑ See dealer The steering system has *TFD_PRIM_WHEEL_MSG_STATUS
*Wheel Fault Caution Key off, rev WOT
soon. a non‑critical issue. *TFD_RED_WHEEL_MSG_SEQ
*TFD_RED_WHEEL_MSG_SOH
*TFD_RED_WHEEL_MSG_STATUS
90-8M0110489 eng JUNE 2016

Page 2B-25
Steering Sensor Kits: Pressure and Current

Two sensor kits are available as diagnostic aids for the steering system.
A steering pressure sensor can be installed to monitor hydraulic pressure in CDS G3. The sensor connects to the thrust vector
module (TVM) harness. The sensor should not remain installed during normal boat operation. The data item visible in the TVM
(via CDS G3) is Pump_Press.
A steering current sensor can be installed to monitor steering pump motor current in CDS G3. The sensor connects to the TVM
harness. This sensor is meant to remain installed in the system. The data item visible in the TVM (via CDS G3) is
current_measured.
Current Sensor Installation

IMPORTANT: The steering current sensor is polarity sensitive. It must be installed with the flag pointing toward the positive
battery terminal. If it is installed in the opposite direction, the value of current_measured will be negative, which will trigger a
fault.
For complete installation details, refer to the instruction sheet that accompanies the current sensor kit.
a
b
60635
a- Current sensor, installed around the power steering pump positive power lead
b- Adapter harness
c- Extension harness
d- TVM
CDS G3 Module Data Screen

The following screen captures from CDS G3 show the Module Data screen for various Joystick Piloting for Outboard
configurations. Each screen capture shows the minimum expected modules for each of the configurations. The order of
presentation may vary.

Dual Engine Configurations
Dual engine, single helm - 12

modules minimum
a - Two engines (PCMs)
b - Two CCMs
}a c - Two TVMs
d - NMEA gateway
}b e - Electronic compass (IMU)
f - GPS receiver
d
e g - DTS trackpad
f h - Helm 1 display (VesselView)
NOTE: Depending on the rigging
}c configuration, there may be more
g than one display. The second
display will be listed as "Device 2."
h
i i - Autopilot trackpad
59022
Dual engine, dual helm - 17 modules

minimum
b - Four CCMs (two per helm)
}a c - Two TVMs
d - NMEA gateway (helm 1 or helm
2)
}b e - Electronic compass (IMU)
d f - GPS receiver
b g - Two DTS trackpads
e h - Helm 1 display (VesselView)
f NOTE: Depending on the rigging
b configuration, there may be more
} c than one display. The second
} g i - Helm 2 display (VesselView)
h NOTE: Depending on the rigging
i configuration, there may be more
than one display. The second
} j display will be listed as "Device 2."
j - Two autopilot trackpads (one per
helm)
59023

Triple Engine Configurations
Triple engine, single helm - 15

modules minimum
a - Three engines (PCMs)
b - Three CCMs
} a c - Three TVMs
d - NMEA gateway
b e - Electronic compass (IMU)
d f - GPS receiver
c g - DTS trackpad
e h - Helm 1 display (VesselView)
f NOTE: Depending on the rigging
g configuration, there may be more
h than one display. The second
i display will be listed as "Device 2."
}b i - Autopilot trackpad
c
a
c
59024
Triple engine, dual helm - 21

modules minimum
b - Six CCMs
} a c - Three TVMs
d - Two DTS trackpads
e - Helm 1 display (VesselView)
NOTE: Depending on the rigging
b configuration, there may be more
} d f- Helm 2 display (VesselView)
e NOTE: Depending on the rigging
f configuration, there may be more
} g
h g- Two autopilot trackpads
c h- NMEA gateway (helm 1 or helm
i 2)
j i- Electronic compass (IMU)
} b j- GPS receiver
c
a
c
59025

Quadruple Engine (without Tie Bar) Configurations
Quadruple engine (without tie bar),

single helm - 18 modules minimum
a - Four engines (PCMs)
b - Four CCMs
c - Four TVMs
a d - NMEA gateway
e - Electronic compass (IMU)
f - GPS receiver
b g - DTS trackpad
d h - Helm 1 display (VesselView)
b display will be listed as "Device 2."
i - Autopilot trackpad
g
h
i
59026

Quadruple engine (without tie bar),

dual helm - 25 modules minimum
b - Eight CCMs (two per helm)
c - Four TVMs
a d - NMEA gateway (helm 1 or helm 2)
f - GPS receiver
i - Helm 2 display (VesselView)
b NOTE: Depending on the rigging
configuration, there may be more
helm)
c
} g
h
i
} j
59027

Quadruple Engine (with Tie Bar) Configurations
Quadruple engine (with tie bar),

single helm - 16 modules minimum
b - Four CCMs
c - Two TVMs
a d - NMEA gateway
f - GPS receiver
b g - DTS trackpad
b display will be listed as "Device 2."
i - Autopilot trackpad
c
g
h
i
59306
Quadruple engine (with tie bar), dual

helm - 23 modules minimum
b - Eight CCMs (two per helm)
c - Two TVMs
a d - NMEA gateway (helm 1 or helm 2)
f - GPS receiver
i - Helm 2 display (VesselView)
b NOTE: Depending on the rigging
configuration, there may be more
c helm)
} g
h
i
} j
59307

CDS G3 Module Data Screen (Design 2 Controls)

The following screen captures from CDS G3 show the Module Data screen for various Joystick Piloting for Outboard
configurations. Each screen capture shows the minimum expected modules for each of the configurations. The order of
presentation may vary.
Dual Engine Configurations

Module Data
Dual engine, single helm - 12
modules minimum
Play Data Live Data System Data
Status Module City ID Bus b - Two CCMs
ON
ON
STBD ENGINE
PORT ENGINE } a
11(0B)
12(0C)
P
P
c - Two TVMs
d - VesselView Link
ON
ON
HELM 1 STBD CCM
HELM 1 PORT CCM } b
145(91)
146(92)
P
P
e - Helm sensor assembly on CAN P
f - Helm sensor assembly on CAN H
ON
ON
STBD TVM
PORT TVM } c
43(2B)
44(2C)
P
P g - DTS trackpad
ON Unknown_0x77 d 119(77) P h - GPS receiver
ON Helm 1 Steering Wheel e 169(A9) P i - Electronic compass (IMU)
ON Helm 1 Steering Wheel f 169(A9) H
ON Trackpad 1 g 209(D1) P
ON GPS Receiver 1 h 43(2B) H
ON Electronic Compass i 73(49) H
Rescan This Boat Modules 12 Online 12

61794
Module Data
Dual engine, dual helm - 17 modules
minimum
Status Module City ID Bus b - Four CCMs (two per helm)
ON
ON
STBD ENGINE
PORT ENGINE }a 11(0B)
12(0C)
P
P
c - Two TVMs
d - VesselView Link
}
ON HELM 1 STBD CCM 145(91) P
ON HELM 1 PORT CCM 146(92) P
e - Two helm sensor assemblies on
b CAN P (one per helm)
f - Two helm sensor assemblies on
CAN H (one per helm)
ON
ON
STBD TVM
PORT TVM }c 43(2B)
44(2C)
P
P g - Two DTS trackpads (one per
helm)
ON Unknown_0x77 d 119(77) P
h - GPS receiver
ON
ON
Helm 1 Steering Wheel
}e 169(A9)
170(AA)
P
P i - Electronic compass (IMU)
ON
ON
Helm 2 Steering Wheel }f 169(A9)
170(AA)
H
H
ON
ON
Trackpad 1
Trackpad 2 }g 209(D1)
210(D2)
P
P

61795

Triple Engine Configurations

Module Data
Triple engine, single helm - 15
modules minimum
Status Module City ID Bus b - Three CCMs
}
ON STBD Engine 11(0B) P
c - Three TVMs
ON STBD Inner Engine a 13(0D) P
d - VesselView Link
ON PORT Engine 12(0C) P
}b
ON HELM 1 STBD Inner CCM 147(93) P
ON HELM 1 PORT CCM 146(92) P g - DTS trackpad
h - GPS receiver
}c
ON STBD TVM 43(2B) P
ON STBD Inner TVM 45(2D) P i - Electronic compass (IMU)
ON PORT TVM 44(2C) P
ON Helm 1 Steering Wheel e 169(A9) P

61796
Module Data
Triple engine, dual helm - 21
modules minimum
Status Module City ID Bus b - Six CCMs (three per helm)
}
c - Three TVMs
ON STBD Inner Engine a 13(0D) P
d - VesselView Link
}
CAN P (one per helm)
ON HELM 2 STBD CCM
b 149(95) P
g - Two DTS trackpads (one per
helm)
h - GPS receiver
}
ON STBD TVM 43(2B) P
ON STBD Inner TVM c 45(2D) P i - Electronic compass (IMU)
ON PORT TVM 44(2C) P
ON
ON
Helm 2 Steering Wheel } e
169(A9)
170(AA)
P
P
ON
ON
} f
169(A9)
170(AA)
H
H
ON
ON
Trackpad 1
Trackpad 2 } g 209(D1)
210(D2)
P
P
61797

Quadruple Engine Configurations
Module Data
Quadruple engine, single helm - 16
modules minimum
Status Module City ID Bus b - Four CCMs
}
c - Two TVMs
ON STBD Inner Engine 13(0D) P
ON PORT Inner Engine
a 14(0E) P
d - VesselView Link
}
ON HELM 1 STBD Inner CCM 147(93) P g - DTS trackpad
ON HELM 1 PORT Inner CCM
b 148(94) P h - GPS receiver
ON HELM 1 PORT CCM 146(92) P i - Electronic compass (IMU)
ON
ON
STBD TVM
PORT TVM
} c
43(2B)
44(2C)
P
P
ON Helm 1 Steering Wheel e 169(A9) P

61798
Module Data
Quadruple engine, dual helm - 23
modules minimum
Status Module City ID Bus b - Eight CCMs (four per helm)
}
c - Two TVMs
ON STBD Inner Engine 13(0D) P
ON PORT Inner Engine
a 14(0E) P
d - VesselView Link
}
CAN P (one per helm)
ON HELM 1 PORT Inner CCM 148(94) P
ON HELM 1 PORT CCM 146(92) P g - Two DTS trackpads (one per
ON HELM 2 STBD CCM
b 149(95) P
helm)
ON HELM 2 STBD Inner CCM 151(97) P h - GPS receiver
ON HELM 2 PORT Inner CCM 152(98) P i - Electronic compass (IMU)
ON
ON
STBD TVM
PORT TVM
} c
43(2B)
44(2C)
P
P
ON
ON
} e
169(A9)
170(AA)
P
P
ON
ON
Helm 2 Steering Wheel } f
169(A9)
170(AA)
H
H
Trackpad 1
}
ON 209(D1) P
ON Trackpad 2
g 210(D2) P
61800

CDS G3 CCM and TVM Data Quick Reference Charts

CCM13 Data Quick Reference
The following chart defines the data items that you will see when you view CCM13 data in CDS G3.
Name Description
ActiveFaultMarquee Display active faults once a second
AdaptedAbs_Pos Wheel angle in degrees 0–360
BATT 20‑amp MPR for starboard, or 5‑amp clean power
ECUP Key switch voltage
Config_Status Indicates state of helm configuration
CorrectedRelPos Total wheel angle in degrees, from lock to lock
Engine_Demand % of engine demand the CCM is sending to the PCM
Engine_Shift Shift commanded by CCM 100% is forward, 0% Neutral, –100% reverse
EstopSw E‑stop active (1) or inactive (0)
FaultActionStatus When a fault is present, certain features are disabled
HdgError Starboard only ‑ Difference between current heading and desired heading
JoyAngle Degrees you are holding the joystick
JoyDemand Starboard only ‑ Percent of throttle demanded by the joystick
Joystick_Xa_ADC Starboard only ‑ Left/right movement
Joystick_Xb_ADC Starboard only ‑ Left/right movement
Joystick_Ya_ADC Starboard only ‑ Fore/aft movement
Joystick_Yb_ADC Starboard only ‑ Fore/aft movement
Joystick_Za_ADC Starboard only ‑ Rotational movement
Joystick_Zb_ADC Starboard only ‑ Rotational movement
Lever_Shift_Direction Actual ERC lever detent position Forward/Neutral/Reverse
Lever_Shift_Percent 100% is forward, 0% Neutral, –100% reverse (100% = in gear detent)
Lever1_Dec_ADC Lever 1 is console style ERC T and S or throttle for ZE controls
Lever1_Demand Lever 1 throttle demanded by ERC
Lever1_Hires_ADC Lever 1 is console style ERC T and S or throttle for ZE controls
Lever1_Inc_ADC Lever 1 is console style ERC T and S or throttle for ZE controls
Lever2_Dec_ADC Lever 2 is shift for ZE controls
Lever2_Demand Lever 2 shift demanded by ZE shift handle
Lever2_Hires_ADC Lever 2 is shift for ZE controls
Lever2_Inc_ADC Lever 2 is shift for ZE controls
Modes made active by personality (1 = active, 0 = inactive); defines whether Skyhook, auto heading, and
ModesAvailable
track waypoint are enabled
OccuredFaultMarquee Display nonactive faults once per second
PartNumber Module part number
PeerJoyDemandIn Starboard only ‑ Joystick throttle request send to other CCMs
SCv2_COG_deg Starboard only ‑ Course over ground in degrees from GPS
SCv2_Heading_deg Starboard only ‑ Course over ground in degrees from IMU
SCv2_PitchAngle_deg Starboard only ‑ Pitch angle in degrees from IMU
SCv2_RollAngle_deg Starboard only ‑ Roll angle in degrees from IMU
SCv2_SOG_kph Starboard only ‑ Speed over ground in mph from GPS
SCv2_YawRate_deg Starboard only ‑ Rate of heading change in degrees per second from IMU
SerialNumber Serial number of the module displayed
SortedMagVar GPS magnetic variation
TrimUp True = Up trim switch activated and command sent to PCM
TrimDn True = Down trim switch activated and command sent to PCM
Wheel_FilteredCurrent Steering wheel current draw through starboard CCM H‑bridge in milliamps

Name Description
WheelCenterAdapted Steering wheel configuration performed (Adapted = Yes)
WheeltoDriveAngle % wheel request (full port = –100%, full starboard = 100% lock to lock)
XDRP Primary 5 V sensor power
XDRPB Secondary 5 V sensor power
CCM16 Data Quick Reference

The following chart defines the data items that you will see when you view CCM16 data in CDS G3.
Name Description
BATT 20‑amp MPR for starboard, or 5‑amp clean power
Config_Status Indicates state of helm configuration
Engine_Demand % of engine demand the CCM is sending to the PCM
Engine_Shift Shift commanded by CCM 100% is forward, 0% Neutral, –100% reverse
EstopSw E‑stop active (1) or inactive (0)
FaultActionStatus When a fault is present, certain features are disabled
HdgError Starboard only ‑ Difference between current heading and desired heading
JoyAngle Degrees you are holding the joystick
JoyDemand Starboard only ‑ Percent of throttle demanded by the joystick
Lever_Shift_Direction Actual ERC lever detent position Forward/Neutral/Reverse
Lever_Shift_Percent 100% is forward, 0% Neutral, –100% reverse (100% = in gear detent)
Lever1_Dec_ADC Lever 1 is console style ERC T and S or throttle for ZE controls
Lever1_Demand Lever 1 throttle demanded by ERC
Lever1_Hires_ADC Lever 1 is console style ERC T and S or throttle for ZE controls
Lever1_Inc_ADC Lever 1 is console style ERC T and S or throttle for ZE controls
Lever2_Dec_ADC Lever 2 is shift for ZE controls
Lever2_Demand Lever 2 shift demanded by ZE shift handle
Lever2_Hires_ADC Lever 2 is shift for ZE controls
Lever2_Inc_ADC Lever 2 is shift for ZE controls
Lord_Feedback_C8_Percent
Clockwise wheel resistance force
_CWSteeringForce
Lord_Feedback_C8_Percent
Counterclockwise wheel resistance force
_CCWSteeringForce
Modes made active by personality (1 = active, 0 = inactive); defines whether Skyhook, auto
ModesAvailable
heading, and track waypoint are enabled
PartNumber Module part number
PeerJoyDemandIn Starboard only ‑ Joystick throttle request send to other CCMs
SCv2_COG_deg Starboard only ‑ Course over ground in degrees from GPS
SCv2_Heading_deg Starboard only ‑ Course over ground in degrees from IMU
SCv2_PitchAngle_deg Starboard only ‑ Pitch angle in degrees from IMU
SCv2_RollAngle_deg Starboard only ‑ Roll angle in degrees from IMU
SCv2_SOG_kph Starboard only ‑ Speed over ground in mph from GPS
SCv2_YawRate_deg Starboard only ‑ Rate of heading change in degrees per second from IMU
SelectedJoyRT Left/right joystick movement
SelectedJoyFWD Fore/aft joystick movement
SelectedJoyYaw Rotational joystick movement
SerialNumber Serial number of the module displayed
SortedMagVar GPS magnetic variation

Name Description
TFD_Steering_Percent Wheel position
TrimUp True = Up trim switch activated and command sent to PCM
TrimDn True = Down trim switch activated and command sent to PCM
XDRP Primary 5 V sensor power
XDRPB Secondary 5 V sensor power

61583
Typical CCM Item Data screen
TVM Data Quick Reference

The following chart defines the data items that you will see when you view TVM data in CDS G3.

Name Description
Angular position of the engine in degrees (–28.5° to +28.5°); negative indicates a port turn, positive
ActualDrivePosition
indicates a starboard turn
Drive_Offset Toe in/out in degrees
Drive_Pos_Pri_ADC Primary actuator position sensor (increases on a starboard turn, decreases on a port turn)
Drive_Pos_Sec_ADC Secondary actuator position sensor (decreases on a starboard turn, increases on a port turn)
EngineRPM Engine speed in revolutions per minute (RPM)
Installed_Position Installed position of the TVM
MechanicalDriveOffset Mechanical drive offset from manual drive alignment procedure
ModelNumber TVM model number, should be GCM480801
MPRD Indicates whether the main power relay is active/enabled or disabled
Position_set_Final –
Pump_Power TVM power to the power steering pump (enabled = yes, disabled = no)
Pump_Press Only used if steering pressure sensor is installed
Pump_Wake TVM wake signal to the power steering pump (enabled = yes, disabled = no)
The measured current as drawn by the power steering pump. This value is only available if the current
Current_Measured
sensor is installed (standard with design 2 controls, optional with design 1).
This is the available power to the steering actuator. 0% = no steering power, 100% = maximum steering
Steer_Motor_DutyCycle
power. 62% on design 1 TVMs or early TVM software.
SteeringAvailable Is the steering enabled (1) or disabled (0)
This is real current in mA. Will be (–) while turning the wheel to starboard or (+) while turning the wheel
SteerMotor_Current to port. This is how much current the actuator is using to move. It is regulated by duty cycle: 62% would
allow up to 7000 mA and 100% would allow up to 12000 mA.
SysVolt MPR voltage for TVM H‑bridge (not clean power)
TargetAngle This is the commanded position from the helm
TargetAngle_new –
TotalHours Engine run time in hours
XDRPVolt 5 V sensor power

61584
Typical TVM Item Data screen

CCM Faults

Section 2C - CCM Faults
Table of Contents 2
C
CCM Faults........................................................................2C-3 Joystick_Xb_RangeLow............................................2C-23
Multifunction Display Limitations................................ 2C-3 Joystick_Y_Diff......................................................... 2C-23
CCM Faults ‑ Diagnostic Guidelines...........................2C-3 Joystick_Y_Range.................................................... 2C-24
CCM Fault List............................................................2C-3 Joystick_Ya_RangeHigh...........................................2C-24
A ....................................................................................... 2C-3 Joystick_Ya_RangeLow............................................2C-24
AbsPos_Range...........................................................2C-3 Joystick_Yaw............................................................ 2C-24
AbsPos_RangeHigh................................................... 2C-5 Joystick_Yb_RangeHigh...........................................2C-26
AbsPos_RangeLow.................................................... 2C-5 Joystick_Yb_RangeLow............................................2C-26
B ....................................................................................... 2C-6 Joystick_Z_Diff..........................................................2C-27
BATT_RangeHigh.......................................................2C-6 Joystick_Z_Range.................................................... 2C-27
BATT_RangeLow....................................................... 2C-6 Joystick_Za_RangeHigh........................................... 2C-27
C ....................................................................................... 2C-6 Joystick_Za_RangeLow............................................2C-27
CANH_InterCCM_Communications_Failure...............2C-6 Joystick_Zb_RangeHigh........................................... 2C-28
CANP_InterCCM_Communications_Failure............... 2C-7 Joystick_Zb_RangeLow............................................2C-28
CCMData_0x3A0_p0_SOH........................................ 2C-7 L ......................................................................................2C-28
CCMFeedback_p0a_SOH.......................................... 2C-8 Lever1.......................................................................2C-28
CCM_CompassNotWorking........................................2C-8 Lever1_Dec.............................................................. 2C-31
CCM_GPSNotWorking............................................... 2C-9 Lever1_Dec_Diff....................................................... 2C-31
CompassInstallationIncorrect..................................... 2C-9 Lever1_Dec_Range.................................................. 2C-32
Configuration_Fault.................................................... 2C-9 Lever1_Dec_RangeHigh...........................................2C-32
Cruise_Display_SOH................................................ 2C-10 Lever1_Dec_RangeLow........................................... 2C-32
CTE_Not_Valid......................................................... 2C-10 Lever1_Hires............................................................ 2C-33
D ..................................................................................... 2C-10 Lever1_Hires_Diff..................................................... 2C-33
DriveTrimDownMovement........................................ 2C-10 Lever1_Hires_Range................................................ 2C-33
DriveTrimUpMovement.............................................2C-11 Lever1_Hires_RangeHigh.........................................2C-34
E ..................................................................................... 2C-11 Lever1_Hires_RangeLow......................................... 2C-34
ECUP_RangeHigh....................................................2C-11 Lever1_Inc................................................................ 2C-34
ECUP_RangeLow.....................................................2C-11 Lever1_Inc_Diff.........................................................2C-34
Engine_Crosscheck_Data_0x160p0_SOH............... 2C-11 Lever1_Inc_Range....................................................2C-35
Engine_Crosscheck_Data_0x160p1_SOH............... 2C-11 Lever1_Inc_RangeHigh............................................ 2C-35
Engine_Crosscheck_Data_0x160p2_SOH............... 2C-11 Lever1_Inc_RangeLow............................................. 2C-35
Engine_Crosscheck_Data_0x160p3_SOH............... 2C-12 Lever1_Multi_Sensor................................................ 2C-36
Engine_Crosscheck_Message_SOH........................2C-12 Lever2.......................................................................2C-39
Engine_Synchronization_0x200_SOH......................2C-13 Lever2_Dec.............................................................. 2C-39
F ......................................................................................2C-13 Lever2_Dec_Diff....................................................... 2C-39
Feature_Unavailable.................................................2C-13 Lever2_Dec_Range.................................................. 2C-40
G ..................................................................................... 2C-14 Lever2_Dec_RangeHigh ..........................................2C-40
GPS_SOG_Not_Valid............................................... 2C-14 Lever2_Dec_RangeLow........................................... 2C-40
J ...................................................................................... 2C-14 Lever2_Hires............................................................ 2C-40
Joystick.....................................................................2C-14 Lever2_Hires_Diff..................................................... 2C-41
JoystickAndLeversInGear.........................................2C-14 Lever2_Hires_Range ............................................... 2C-41
Joystick_Authentication............................................ 2C-15 Lever2_Hires_RangeHigh.........................................2C-41
Joystick_Command_SOH.........................................2C-15 Lever2_Hires_RangeLow......................................... 2C-42
Joystick_Faulted....................................................... 2C-16 Lever2_Inc................................................................ 2C-42
Joystick_ForeAft....................................................... 2C-16 Lever2_Inc_Diff.........................................................2C-42
Joystick_Multi_Sensor.............................................. 2C-18 Lever2_Inc_Range....................................................2C-43
Joystick_Operation_Reduced................................... 2C-19 Lever2_Inc_RangeHigh............................................ 2C-43
Joystick_RightLeft.....................................................2C-19 Lever2_Inc_RangeLow............................................. 2C-43
Joystick_Status_SOH............................................... 2C-21 Lever2_Multi_Sensor................................................ 2C-44
Joystick_Unavailable................................................ 2C-21 Lost_InterCCM_Communications_Failure................ 2C-44
Joystick_X_Diff......................................................... 2C-21 Low_Speed_Engine_Data_0x1A0p10_SOH.............2C-44
Joystick_X_Range.................................................... 2C-22 Low_Speed_Engine_Data_0x1A0p1_SOH...............2C-44
Joystick_Xa_RangeHigh...........................................2C-22 Low_Speed_Engine_Data_0x1A0p9_SOH ..............2C-45
Joystick_Xa_RangeLow............................................2C-22 M .....................................................................................2C-45
Joystick_Xb_RangeHigh...........................................2C-23 MagneticVariationNotValid....................................... 2C-45
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2C-1

CCM Faults
Medium_Speed_Engine_Data_0x170p0_SOH.......... 2C-46 Security_Device_Missing........................................... 2C-55
Medium_Speed_Engine_Data_0x170p255_SOH...... 2C-46 Security_Locked.........................................................2C-55
Medium_Speed_Engine_Data_0x170p3_SOH.......... 2C-46 Security_Setup........................................................... 2C-55
Medium_Speed_Engine_Data_0x170p5_SOH.......... 2C-46 Single_Lever_Fault.....................................................2C-55
Medium_Speed_Engine_Data_0x170p6_SOH.......... 2C-46 SOG_Not_Valid.......................................................... 2C-56
Medium_Speed_Engine_Data_0x170p3_AT_SOH_AT T ....................................................................................... 2C-56
................................................................................2C-46 TFD_DUAL_WHEEL_MSG_CONFIG........................ 2C-56
Medium_Speed_Engine_Data_0x171p3_SOH_AT ... 2C-47 TFD_DUAL_WHEEL_MSG_SEQ...............................2C-56
N .......................................................................................2C-47 TFD_DUAL_WHEEL_MSG_SOH...............................2C-57
No_GPS_Fix...............................................................2C-47 TFD_DUAL_WHEEL_MSG_STATUS........................ 2C-57
P ....................................................................................... 2C-48 TFD_PRIM_WHEEL_MSG_CONFIG......................... 2C-57
PadFault.....................................................................2C-48 TFD_PRIM_WHEEL_MSG_SEQ............................... 2C-57
Peer1EngineOff......................................................... 2C-48 TFD_PRIM_WHEEL_MSG_SOH............................... 2C-58
Peer2EngineOff......................................................... 2C-48 TFD_PRIM_WHEEL_MSG_STATUS.........................2C-58
Peer3EngineOff......................................................... 2C-48 TFD_RED_WHEEL_MSG_CONFIG.......................... 2C-58
Peer1TVMSteeringUnavailable..................................2C-48 TFD_RED_WHEEL_MSG_SEQ.................................2C-58
Peer2TVMSteeringUnavailable..................................2C-48 TFD_RED_WHEEL_MSG_SOH.................................2C-59
Peer3TVMSteeringUnavailable..................................2C-48 TFD_RED_WHEEL_MSG_STATUS.......................... 2C-59
Pseudo_AbsPos_RangeHigh..................................... 2C-49 TVM_Fault_Critical..................................................... 2C-59
Pseudo_AbsPos_RangeLow......................................2C-49 TVM_Fault_NonCritical.............................................. 2C-59
R .......................................................................................2C-50 TVM_Status_Message_0x3E0p0_SOH..................... 2C-60
RemoteJoy_CommandsMessage_SOH.....................2C-50 TVM_Status_Message_0x3F0p0_SOH......................2C-60
RemoteJoy_StartStopMessage_SOH ....................... 2C-50 TVM_Steering_Unavailable........................................2C-61
RemoteJoystick_1_Status_SOH................................ 2C-51 U .......................................................................................2C-61
RemoteJoystick_2_Status_SOH................................ 2C-51 Unable_To_Maintain_Heading................................... 2C-61
RemoteJoystick_3_Status_SOH................................ 2C-51 Unable_To_Maintain_Position....................................2C-62
RemoteJoystick_4_Status_SOH ............................... 2C-51 V ....................................................................................... 2C-62
RemoteJoystick_Configuration_Fault.........................2C-51 VesselView_Not_Present_While_In_Skyhook............2C-62
RemoteJoystick_Disabled.......................................... 2C-51 VesselView_Not_Present_While_In_Waypoint.......... 2C-62
RemoteJoystick_Faulted............................................ 2C-52 W ...................................................................................... 2C-63
S ....................................................................................... 2C-52 WheelEndStopFault................................................... 2C-63
SCv2ChartPlotterMessageAge.................................. 2C-52 WheelForceFeedbackFault........................................ 2C-63
SCv2_0x20C_Rx........................................................ 2C-52 WheelInRateMode..................................................... 2C-63
SCv2_0x210_Pg0_Rx................................................ 2C-52 WheelMotor_OverTemp ............................................ 2C-64
SCv2_0x210_Pg1_Rx................................................ 2C-52 WheelPosAbsolute_diff.............................................. 2C-64
SCv2_0x210_Pg2_Rx................................................ 2C-52 WheelPosMyRel_Diff................................................. 2C-66
SCv2_0x21D_Rx........................................................ 2C-53 WheelPosPeerRel_Diff ..............................................2C-68
SCv2_211_Pg0_Age.................................................. 2C-53 Wheel_EndStopExceeded......................................... 2C-68
SCv2_211_Pg1_Age.................................................. 2C-54 X ....................................................................................... 2C-69
SCv2_211_Pg2_Age.................................................. 2C-54 XDRPB_RangeHigh................................................... 2C-69
SCv2_211_Pg3_Age ................................................. 2C-54 XDRPB_RangeLow....................................................2C-69
SCv2_211_Pg4_Age.................................................. 2C-54 XDRP_RangeHigh..................................................... 2C-69
SCv2_GPS1_Rx.........................................................2C-54 XDRP_RangeLow...................................................... 2C-69
SCv2_VesselView_Present_Age............................... 2C-54
Page 2C-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

CCM Faults
CCM Faults
Multifunction Display Limitations
The Mercury‑approved multifunction display (MFD) is intended for the operator of the boat and as such provides general
information to help the operator make decisions concerning problems that may arise. While some troubleshooting based on the
fault information displayed on MFD is possible, the decision for the boat operator is generally whether to continue boating or to
return to port. The CDS G3 service tool, however, is designed for use by technicians and provides detailed fault descriptions,
along with live data and other advanced functions that assist the technician in resolving the faults and other problems that may
arise.
IMPORTANT: The diagnostic capability offered by the Mercury‑approved MFD is limited. Do not attempt to use it as your sole
diagnostic tool. For assistance in relating the information presented on the MFD to CCM faults seen in CDS G3, refer to
Section 2B ‑ Troubleshooting MFD Faults.
CCM Faults ‑ Diagnostic Guidelines

Use the following guidelines when diagnosing command control module (CCM) faults displayed by the CDS G3 tool.
1. Review the definitions, troubleshooting tips, and fault troubleshooting procedures provided in Section 2B ‑
Troubleshooting with CDS G3.
2. Ensure that all modules in the system are using the correct CAN address and are programmed with compatible
calibrations. In order to communicate properly, an electronic module must have a unique CAN address (City ID) and must
be using a calibration that matches the other modules.
• For example, using an older CCM calibration in a vessel with a current thrust vector module (TVM) calibration will
inevitably result in several faults that can be eliminated only by reprogramming all modules with compatible
calibrations.
• Module calibrations and CAN City IDs can be confirmed by comparing the calibration IDs displayed on the CDS G3
Module Data screen with those listed in the appropriate electronic bill of materials (EBOM).
3. Different types of electronic remote controls (ERC) can be used on a joystick piloting system. While references are made in
this section to a second control lever, it may not be present on the vessel you are servicing. On all console mount ERCs,
lever 1 is the shift and throttle lever combined. There is no lever 2 on console mount ERCs. On controls that have two
levers per engine, such as Zero Effort controls with separate shift and throttle levers, lever 1 is the shift lever and lever 2 is
the throttle lever. Refer to Section 3A ‑ Electronic Remote Control.
CCM Fault List

IMPORTANT: The following pages contain faults for all JPO CCM calibration versions. Some faults have been turned off and
some have been added, depending on the calibration ID. Not all listed faults apply to all CCM calibrations.
Faults are listed in alphabetical order and are presented as seen on the CDS G3 fault screen. Be careful to match the fault
name exactly with the tool display.
The following additional information appears for each listed fault:
1. Fault Type—Sticky or nonsticky. Refer to Section 1A ‑ Fault Types.
2. Horn—None, caution, or critical.
The listed fault type and horn behavior reflect only the calibration current at the time of printing. The same fault might exhibit a
different fault type or horn behavior in earlier calibrations.
A ..........
AbsPos_Range
Fault type: Nonsticky Horn: Caution
Explanation
NOTE: This fault is not enabled in all software calibrations.
This fault is a flag fault for the AbsPos_RangeHigh and AbsPos_RangeLow faults. It indicates that there is a problem with
the high‑resolution helm motor sensor (absolute position sensor). The fault will clear after the core fault is corrected.
Possible Causes
This fault is triggered by the AbsPos_RangeHigh and AbsPos_RangeLow faults.

CCM Faults
Summary of Fault Correction Possibilities

Diagnose flag faults by looking to the core or source faults that are listed with it. The AbsPos_Range fault will be encountered
in only the starboard CCM. CDS G3 displays the sensor value in degrees in the starboard CCM Live Data.
Troubleshooting Procedure
1. Verify that the electronic steering motor is connected to the helm harness.
• If it is not, connect the electronic steering motor and cycle the key switch. Verify that the fault is no longer active.
• If the electronic steering motor is connected, turn the key switch off and disconnect the electronic steering motor
connector from the helm harness. Continue troubleshooting.
2. Inspect the electronic steering motor and the helm harness connection point:
Inspection List
Corroded pins
Bent or broken pins
Pushed back or expanded pins
Wire insulation damage
Moisture in or on the connector
Missing or damaged connector seals
Broken connector shell
Dirt or debris in or on the connector pins
• If any of the listed items are discovered, repair or replace the harness or the electronic steering motor as necessary.
• If the electronic steering motor and harness pass the inspection process, continue troubleshooting.
3. With the electronic steering motor connector still disconnected, turn the key switch on, and measure the voltage between
pins F and L of the helm harness connector.
Measurement Location Expected Voltage

Helm harness steering motor connector pins F and L 5.00 ± 0.25 VDC
a. If the voltage is not within range, turn the key switch off and check for continuity on the transducer power and ground
circuits in the helm harness. Inspect each of the harness connections using the preceding inspection list. Confirm that
there is no continuity with other circuits in the harness by checking for continuity between other terminals.
• If the helm harness does not pass the continuity test or does not pass the inspection process, repair or replace
the harness.
• If the harness passes the continuity test and inspection process, troubleshoot the CCM transducer power and
ground.
b. If the voltage is within range, continue troubleshooting.
4. Turn the key switch to the off position, and check for continuity on the signal circuit in the helm harness. Inspect each of the
harness connections using the preceding inspection list. Ensure that there is no continuity with other circuits in the harness
by checking for continuity between other terminals.
• If the helm harness does not pass the continuity test or does not pass the inspection process, repair or replace the
harness.
• If the harness passes the continuity test and inspection process, continue troubleshooting.
IMPORTANT: Because depinning a CCM connector is a delicate procedure, it should be done only after other means of
troubleshooting have been tried.
5. Measure the voltage on the absolute steering wheel position signal circuit by performing the following:
a. Disconnect connector C from the starboard CCM.
b. Remove the absolute steering wheel position signal wire from pin C3C. Refer to Section 3D ‑ Controller Harness
Connector Pin Removal.
c. Reconnect connector C to the starboard CCM with the wire removed.
d. Turn the key switches to the on position.
e. While turning the steering wheel, measure the voltage on the absolute steering wheel position signal wire with respect
to ground (accessory load connector pin B is a suitable ground on the helm harness).

CCM Faults

Absolute steering wheel position signal wire to ground 0.5–4.5 VDC
• If the measured voltage is not within the given limits, replace the electronic steering motor.
• If the measured voltage falls within the given limits, turn the key switch to the off position, reconnect the absolute
steering wheel position signal wire to CCM connector pin C3C, and cycle the key switch to the on position.
6. If the fault is still active and all other steps have been performed, replace the command control module (CCM).
AbsPos_RangeHigh
Fault type: Nonsticky Horn: None
IMPORTANT: The appearance of this fault in the Freeze Frame does not necessarily indicate a failed electronic steering helm
motor. Do not replace the helm motor without first investigating the root cause of the fault. Replacement of nondefective parts is
not covered by the Mercury Marine Limited Warranty.
Explanation
Sensors in the steering helm motor output five signals for wheel position. Two low‑resolution signals are sent to the port CCM,
two low‑resolution signals are sent to the starboard CCM, and one high‑resolution signal (from the absolute position sensor) is
sent to the starboard CCM. This fault indicates that the high‑resolution helm motor signal is out of range high.
Possible Causes
The sensor signal to the CCM contained analog‑to‑digital count (ADC) values higher than expected.

Watch the output of the absolute position sensor for anomalies via the CDS G3 data list for the starboard CCM. CDS G3
displays the sensor value in degrees in the starboard CCM Live Data. Refer to the troubleshooting procedure for the
AbsPos_Range fault.
Diagnostic and Corrective Actions

• If the fault is active: Diagnose the absolute position sensor.
• If the fault is in freeze frame: Attempt to make the fault show up as active by turning the steering wheel slowly while
monitoring the View Faults screen in CDS G3.
• If the fault status changes to active, follow the troubleshooting procedure for the AbsPos_Range fault.
• If the fault status cannot be changed to active, perform a wiggle test of connectors and wires at the CCM and helm
motor with keys on to attempt to locate a bad pin or connector. Correct as appropriate.
• If the fault cannot be duplicated as active, clear the freeze frame and contact Mercury product support.
AbsPos_RangeLow
Explanation
sent to the starboard CCM. This fault indicates that the high‑resolution helm motor signal is out of range low.
Possible Causes
The sensor signal to the CCM contained ADC values lower than expected.

CCM Faults

Watch the output of the absolute position sensor for anomalies via the CDS G3 data list for the starboard CCM. CDS G3
displays the sensor value in degrees in the starboard CCM Live Data. Refer to the troubleshooting procedure for the
AbsPos_Range fault.

• If the fault status changes to active, follow the troubleshooting procedure for the AbsPos_Range fault.
• If the fault status cannot be changed to active, perform a wiggle test of connectors and wires at the CCM and helm
motor with keys on to attempt to locate a bad pin or connector. Correct as appropriate.
• If the fault cannot be duplicated as active, clear the freeze frame and contact Mercury product support.
B ..........
BATT_RangeHigh
Fault type: Nonsticky Horn: Critical
Explanation
The voltage of the 12 VDC power input to the CCM is too high. This is sensed from the main power relay (MPR) on the helm
harness. Voltage is supplied via a 20‑amp circuit breaker for the starboard CCM and via a 5‑amp clean power harness for the
port CCM.
Possible Causes
The system is connected to a power source greater than the maximum 16 VDC. The source of the overvoltage could be the
alternator or a battery charger.

Verify the alternator output. Check the voltages at other modules and with a meter at various points in the vessel.
BATT_RangeLow
Explanation
The voltage of the 12 VDC power input to the CCM is too low. This is sensed from the main power relay (MPR) on the helm
harness. Voltage is supplied via a 20‑amp circuit breaker for the starboard CCM and via a 5‑amp clean power harness for the
port CCM.
Possible Causes
The system is connected to a power source less than the minimum 9 VDC:
• The low voltage could result from a bad circuit breaker or bad or corroded connections.
• The battery may be failing, the alternator may be failing, or the accessory drive belt could be worn or loose.

Verify the alternator output. Check the voltages at other modules and with a meter at various points in the vessel.
C ..........
CANH_InterCCM_Communications_Failure

CCM Faults
Explanation
The starboard and port CCMs cannot communicate with each other over the CAN H bus. All autopilot and joystick modes are
disabled with this fault.
Possible Causes
If this fault goes inactive soon after key‑on, it could be a key‑up fault and can be ignored. System modules sometimes wake at
different rates and can generate these communication faults initially, but the faults will go inactive within 10 seconds of key
switch activation.
An active fault points to either an open or shorted CAN bus. Since modules must be in communication with each other, this
fault in one module could point toward another module that has the wrong City ID or has some other failure (for example, not
powering up due to power or ground issues).

Use Module Data in CDS G3 to validate the presence of all modules on CAN P. This ensures that modules are powered up
and communicating on at least one CAN bus. Verify that the resistance of CAN H is 60 ohms. Ensure that the 2‑pin CAN link is
connected and is not cross‑connected to CAN P on the helm harness.
Check the circuit resistance through the suspect module or modules. Removing CAN terminators to check the resistance
through a module's circuit is preferred to checking the resistance at the pins.
CANP_InterCCM_Communications_Failure
Explanation
The starboard and port CCMs cannot see each other over the CAN P bus.
Possible Causes
switch activation.
fault in one module could point toward another module that has the wrong City ID or has some other failure (for example, not
powering up due to power or ground issues).

and communicating on at least one CAN bus. Verify that the resistance of CAN P is 60 ohms. Ensure that the 2‑pin CAN link is
connected and is not cross‑connected to CAN H on the helm harness.
Removing CAN terminators to check the resistance through a module's circuit is preferred to checking the resistance at the
pins.
CCMData_0x3A0_p0_SOH
Explanation
The CCM with the fault has not received information from the starboard CCM. With this fault, the Mercury‑approved
multifunction display will show Joystick Unavailable and Autopilot Unavailable. All joystick functions and autopilot modes are
disabled with this fault.
Possible Causes
switch activation. The fault will still be in the fault list, however, until it is manually cleared.
NOTE: In CCMs with a calibration ID of CCM13ZAXXPAAF or newer, a timer is set to 60 seconds on initial key‑on. This blocks
the fault from being reported on the multifunction display.

CCM Faults
fault in one module could point toward another module that is incorrectly calibrated, has the wrong City ID, or has some other
failure (for example, not powering up due to power or ground issues).

Check the CAN P and CAN H buses. Also check to ensure that the CCM City IDs are correct.
connected and is not cross‑connected to the wrong CAN on the helm harness.
pins.
CCMFeedback_p0a_SOH
Explanation
The CCM with the fault has not received information from another CCM.
Possible Causes
switch activation. The fault will still be in the fault list, however, until it is manually cleared.
fault in one module could point toward another module that is incorrectly calibrated, has the wrong City ID, or has some other
failure (for example, not powering up due to power or ground issues).

Check the CAN P and CAN H buses. Also check to ensure that the CCM City IDs are correct.
connected and is not cross‑connected to the wrong CAN on the helm harness.
pins.
CCM_CompassNotWorking
Explanation
The CCM is looking for data from the inertial measurement unit (IMU) via CAN H, but is not receiving any. (The vessel
personality determines whether or not the CCM should look for information from an IMU.) All autopilot modes are disabled with
this fault.
Possible Causes
• Bad IMU or an IMU with an incorrect City ID. City IDs can become incorrect from rapid key switch cycles.
• Twisted or pinched CAN H harness (Y‑harness and extensions that are routed from the junction box to the IMU and GPS
antenna). Shorts in other CAN H components can interrupt communication.

Use Module Data in CDS G3 to check for the presence of the IMU.
Check the connections at the IMU. The design 1 IMU has two ports for harness connection; make sure it is connected to the
one labeled SmartCraft.
Check power to the IMU and the CAN H bus.

CCM Faults
If the vessel personality was just installed in the boat, confirm that the correct personality was installed and check for the
presence of the IMU using CDS G3 Module Data. For design 1 controls, if the IMU is not found, disconnect the GPS antenna
and recheck; the IMU connection can be changed to the other leg of the Y‑harness to verify it is not a harness issue.
CCM_GPSNotWorking
Explanation
The starboard CCM is looking for data from the GPS antenna via CAN H, but is not receiving any. (The vessel personality
determines whether or not the CCM should look for information from a GPS antenna.) All autopilot modes are disabled with this
fault.
Possible Causes
• Bad GPS antenna or a GPS antenna with an incorrect City ID. City IDs can become incorrect from rapid key switch cycles.
• Twisted or pinched CAN H harness (Y‑harness and extensions that are routed from the junction box to the IMU and GPS
antenna). Shorts in other CAN H components can interrupt communication.

Use Module Data in CDS G3 to check for the presence of the GPS antenna.
Check the connections. Make sure that the GPS antenna connection wire is not twisted. When installing or removing a GPS
antenna, refer to service bulletin 2011‑01 to ensure that the wire is not damaged.
Validate that the correct vessel personality was installed.
CompassInstallationIncorrect
Explanation
With the boat moving, the heading of the inertial measurement unit (IMU) does not align to the course over ground (COG) of
the GPS antenna. The COG is corrected by magnetic variation when compared to the IMU. All autopilot modes are disabled
with this fault.
The information from the compass is not correct, with the most likely cause being improper installation or configuration.
NOTE: In CCMs with a calibration ID of CCM13ZAXXPAAF or newer, the IMU heading will be 45 degrees off of the GPS COG.
Possible Causes
• The IMU was not properly configured.
• Something near the IMU is causing interference.
• The IMU is loose or incorrectly mounted.
• The IMU is faulty.
• For design 1 controls: The compass calibration wizard was performed with CDS G3 version 1.6.0, which added two offsets
together instead of subtracting (thus doubling the offset in the system).

Inspect the IMU mounting location. Ensure that there are no magnets, electronic devices, or wires interfering with the compass
operation.
Verify the compass heading data in the Live Data of the starboard CCM. For design 1 controls, recalibrate the compass using
the compass wizard in CDS G3 version 1.6.1 or higher.
If the fault continues, replace the IMU.
Configuration_Fault

CCM Faults
Explanation
City ID and lever adapt must be completed to resolve this fault. The values set during these procedures are considered
configuration.
Possible Causes
New or reflashed CCMs require configuration or they will show this fault as active.

Use the helm setup function of the CDS G3 service tool to reconfigure the CCM by assigning the proper City ID and completing
the lever adaptation process (refer to Section 5A ‑ Helm Setup).
Cruise_Display_SOH
Explanation
The CCM has determined that the multifunction display was in control of the cruise function, and communications from that
gauge were lost.
Possible Causes
Communications from the controlling gauge were lost.

Ensure that the gauge is working properly. Reflash the gauge. Check the gauge connections.
CTE_Not_Valid
Explanation
Cross track error is the difference between the intended course and the actual course. The CCM has determined that the
position of the vessel has exceeded the distance allowed away from the intended path. In effect the autopilot cross track error
is above the valid range. This is related to the bearing of the vessel while in autopilot. All autopilot modes are disabled with this
fault.
Possible Causes
This fault should be accompanied by another fault pointing to issues with GPS data.

Compare course over ground (COG) data from the GPS antenna with a handheld GPS unit. If large (above 5 degrees)
variations exist in any mode or direction, replace the GPS antenna.
D ..........
DriveTrimDownMovement
Fault type: Sticky Horn: None
Explanation
The CCM did not detect a trim sensor value change.
Possible Causes
Faulty or disconnected trim sensor.

CCM Faults

This fault can be duplicated by disconnecting the trim sensor from the engine harness. Verify that the sensor is connected.
Refer to the Verado service manual for trim sensor diagnostics.
DriveTrimUpMovement
Explanation
The CCM did not detect a trim sensor value change.
Possible Causes
Faulty or disconnected trim sensor.

This fault can be duplicated by disconnecting the trim sensor from the engine harness. Verify that the sensor is connected.
Refer to the Verado service manual for trim sensor diagnostics.
E ..........
ECUP_RangeHigh
Explanation
The CCM key switch supply voltage is high.
Possible Causes
Clean power sensed through the wake wire is above 16 VDC. The alternator output or the battery wiring is incorrect.

Verify that the alternator output is correct, check for a wiring issue with the batteries, and ensure that the output of the battery
charger is not too high.
ECUP_RangeLow
Explanation
The CCM key switch supply voltage is low.
Possible Causes
Clean power sensed through the wake wire is below 9 VDC. The battery may not be charging properly or may have bad
connections.

Charge the battery if the voltage is low, verify that the alternator output is not low, and check for corroded wiring or connection
issues.
Engine_Crosscheck_Data_0x160p0_SOH

CCM Faults
The following information applies to Engine_Crosscheck_Data_0x160p0_SOH, Engine_Crosscheck_Data_0x160p1_SOH,
Engine_Crosscheck_Data_0x160p2_SOH, and Engine_Crosscheck_Data_0x160p3_SOH.
Explanation
This is a communication fault. Cross‑check data from the engine is missing in the CCM. This data is on CAN X only.
Possible Causes
switch activation.
Any combination of the Engine_Crosscheck, Engine_Synchronization, and Feature_Unavailable faults can result from the
same root cause:
• An engine PCM that is not powered up
• A City ID that is set incorrectly
• A CAN X failure
• A PCM failure

Check for the presence of the engine PCM and all modules on CAN P using CDS G3. This will show that the modules are
powered up and communicating on at least one CAN bus. Verify that the City IDs of all modules are set correctly.
Check the integrity of both CAN X and CAN P. Verify that both buses are terminated correctly, with the correct placement of
terminators and bus resistance measured at 60 ohms.
Verify that the CAN link harnesses are correctly connected and not cross‑connected. Trace wire colors across the CAN link
harnesses to verify that the harnesses are pinned correctly.
Use an ohmmeter to verify the circuit resistance of CAN P and CAN X through all modules individually. Removing CAN
terminators to check the resistance through a module's circuit is preferred to checking the resistance at the pins.
Engine_Crosscheck_Message_SOH
Explanation
This is a communication fault. Cross‑check data from the engine is missing in the CCM. This data is on CAN X only.
Possible Causes
switch activation.
same root cause:
• A CAN X failure
• A PCM failure


CCM Faults
Engine_Synchronization_0x200_SOH
Explanation
This is a communication fault. RPM and cruise information from the engine is missing in the CCM. This message is on CAN X
only.
Possible Causes
switch activation.
same root cause:
• A CAN X failure
• A PCM failure

F ..........
Feature_Unavailable
Explanation
The CCM indicates that one of the autopilot features is not allowed to operate due to some other failed or not‑enabled
condition. All autopilot modes are disabled with this fault.
Possible Causes
switch activation.
This fault results from trying to enable an autopilot mode when any of the 0x211 messages from the helm gateway are missing.

Use an ohmmeter to verify circuit resistance of CAN P and CAN X through all modules individually.
Check for the following faults, and troubleshoot them accordingly:
• SCv2_211_Pg0_Age

CCM Faults
• SCv2_211_Pg1_Age (not enabled in all software calibrations)

G ..........
GPS_SOG_Not_Valid
Explanation
The CCM cannot determine the boat's speed. It is not in the valid range when the user is trying to enable autopilot features. All
autopilot modes are disabled with this fault.
Possible Causes
The GPS antenna is awake, but the data it is providing is inaccurate or defaulted.
• A covered slip or another obstruction could be causing interference with the satellite signal.
• The GPS unit is faulty.
• Wiring issues that lose connection intermittently will cause GPS data to stick. Turn the keys off, wait ten seconds, and turn
the keys back on to see if the data unsticks.

For design 1 controls: Give the GPS antenna a clear view of the sky and enough time to obtain a fix. The standby light on the
autopilot trackpad will change from flashing to solid when the GPS antenna has acquired a fix.
View the course over ground (COG) data while underway and compare that data to data from a handheld GPS unit.
J ..........
Joystick
Explanation
This is a flag fault for a variety of joystick faults.
Possible Causes
One or more joystick circuits exceeded its expected range. The joystick is faulty or there is a bad connection or wiring.

Use other joystick faults to diagnose the individual issue. Normally this fault requires joystick replacement.
JoystickAndLeversInGear
Explanation
The shift/throttle lever was moved while using the joystick, leaving the joystick temporarily unavailable.
Possible Causes
While the joystick was in use, the operator moved one or both of the throttle/shift levers of the remote control. This fault can
also occur due to a joystick that has failed and is stuck in a valid range.

Use CDS G3 to view the joystick X, Y, and yaw fields in the starboard CCM Live Data. Verify the expected values and
nonmoving values with the joystick static. Some range of minor change may be small enough to not shift into gear, yet could
cause the JoystickAndLeversInGear fault.

CCM Faults
1. Turn the key switches off for ten seconds, and then turn them on, to see if the fault clears. It may take a minute for the
multifunction display to update. If the fault is still present, continue troubleshooting.
2. Turn the key switches off, and disconnect the joystick connector from the helm harness.
3. Inspect the helm harness and the joystick connector using the following inspection list.
Inspection List
Corroded pins
Bent or broken pins
• If any of the listed items are discovered, repair or replace the helm harness or the joystick as necessary.
• If the helm harness and joystick pass the inspection process, continue troubleshooting.
4. Turn the key switches to the on position with the joystick disconnected.
NOTE: Numerous faults will be displayed due to the joystick being disconnected.
• If the JoystickAndLeversInGear fault is no longer active, replace the joystick.
• If the JoystickAndLeversInGear fault is active, continue troubleshooting.
5. For design 1 controls: Turn the key switches off, and check for continuity on the joystick sensor signal circuits in the helm
harness. Inspect each of the harness connections using the preceding list. Ensure that there is no continuity with other
circuits in the harness by checking for continuity between other terminals.
• If the harness does not pass the continuity test or does not pass the inspection process, repair or replace the
harness.
• If the harness passes the continuity test and inspection process, and all other steps have been performed, replace
the starboard CCM.
Joystick_Authentication
Explanation
The joystick did not authenticate with the CCM at key‑up.
Possible Causes
• Problems with the joystick wiring or the CAN lines
• Faulty joystick

Check continuity on the CAN lines and the connection to the joystick. The joystick may need to be replaced.
Joystick_Command_SOH
Explanation
The joystick command message is not being received.

CCM Faults
Possible Causes
The joystick could be disconnected or CAN H may be open or shorted.

The joystick may need to be replaced.
Joystick_Faulted
Explanation
This is a flag fault for a variety of joystick faults.
Possible Causes
One or more joystick circuits exceeded its expected range.

Use other joystick faults to diagnose the individual issue.
Joystick_ForeAft
Explanation
The Ya sensor, the Yb sensor, or the joystick wiring has faulted. These two sensors, one increasing and the other decreasing,
report the forward motion and reverse motion of the joystick. The joystick is disabled with this fault.
Possible Causes
Joystick circuits for forward and reverse movement exceeded the expected value. Likely due to a faulty joystick or bad wiring.

Use CDS G3 to view the starboard CCM Live Data from the joystick in the fore‑aft portion of movement.
• If the data appears nonlinear, the fault is likely caused by the joystick.
• If the data is stuck in one position, the fault may point to an issue with the circuit for Ya or Yb, either in the joystick wiring or
in the circuit from the joystick to the starboard CCM.
NOTE: If a Joystick_Multi_Sensor fault is active, refer to the section on troubleshooting the Joystick_Multi_Sensor fault
before proceeding.
1. Turn the starboard key switch to the on position without moving the joystick.
a. If the Joystick fault is inactive upon key‑on, slowly move the joystick in a full circular motion throughout the outermost
range of the joystick.
• If the Joystick fault becomes active during or due to this operation, replace the joystick.
• If the Joystick fault does not occur during this operation, continue to step 3.
b. If the Joystick fault is immediately active upon key‑on, continue to step 2.
2. Turn the starboard key switch off and verify that the joystick is connected to the helm harness.
a. If the joystick is not connected, connect the joystick and cycle the key switch. Verify that the fault is no longer active.
b. If the joystick is connected, disconnect the joystick from the helm harness. Inspect the helm harness and the joystick
connector using the following inspection list.

CCM Faults
Inspection List
Corroded pins
Bent or broken pins
3. Turn the starboard key switch on and measure the voltage between the CCM transducer power +5 VDC circuit and the
CCM transducer ground circuit at the joystick connector on the helm harness.

Helm harness joystick connector pins A and B 5.00 ± 0.25 VDC
a. If the voltage is not within range, turn the starboard key switch off, and check for continuity on the transducer power
and ground circuits in the helm harness. Inspect each of the harness connections using the preceding inspection list.
Ensure that there is no continuity with other circuits in the harness by checking for continuity between other terminals.
harness.
ground.
4. Turn the key switches off and check for continuity on the joystick signal circuits in the helm harness. Inspect each of the
harness connections using the preceding list. Ensure that there is no continuity with other circuits in the harness by
checking for continuity between other terminals.
harness.
5. Measure the voltage on the joystick A and B signal circuits by performing the following:
b. Remove the fore‑aft A and B signal wires from pins C2E (Ya) and C4C (Yb). Refer to Section 3D ‑ Controller
Harness Connector Pin Removal.
c. Reconnect connector C to the starboard CCM with the wires removed.
d. Turn the key switches on.
e. Move the joystick fore and aft. While moving the joystick, verify that the sensor values correlate with the sensor
specifications provided with respect to ground (accessory load connector pin B is a suitable ground on the helm
harness).

Joystick fore‑aft sensor signal wire to ground 0.5–4.5 VDC
• If the measured voltage is not within 5% of the provided sensor specifications or it does not correctly correspond
with the direction, replace the joystick.
• If the measured voltage falls within the given limits and operates correctly, turn the key switch off, reconnect the
joystick sensor signal wires to starboard CCM connector C on the helm harness, and turn the key switch on
again.

CCM Faults
Joystick_Multi_Sensor
Explanation
This flag fault indicates that some combination of the fore‑aft, left‑right, and yaw sensors of the joystick have failed. This means
more than one of the joystick direction sensors or wiring has faulted. This fault will only be encountered in the starboard CCM.
The joystick is disabled with this fault.
Possible Causes
Multiple sensor failure within a joystick is rare. This fault may indicate a joystick connection issue or a problem with the 5 volt
reference or reference ground.
This fault can also indicate joystick failure.

Diagnose flag faults by looking to core or source faults that are listed with it or in other modules. Use CDS G3 to view all
joystick faults in the starboard CCM to diagnose the root cause of the Joystick_Multi_Sensor fault.
IMPORTANT: This troubleshooting procedure applies only to the design 1 joystick.
1. Verify which of the following faults have occurred along with the Joystick_Multi_Sensor fault.
• Joystick
• Joystick_ForeAft
• Joystick_RightLeft
• Joystick_Yaw
a. If three or fewer of these faults (not all) have occurred in addition to the Joystick_Multi_Sensor fault, troubleshoot
the individual faults.
b. If all of the faults have occurred in addition to the Joystick_Multi_Sensor fault, continue with step 2.
2. Verify that the joystick is connected to the helm harness.
a. If it is not, connect the joystick and cycle the key switch. Verify that the fault is no longer active.
b. If the joystick is connected, turn the key switch off and disconnect the joystick from the helm harness. Inspect the
helm harness and the joystick connector using the following inspection list.
Inspection List
Corroded pins
Bent or broken pins
3. Turn the starboard key switch to the on position and measure the voltage between the CCM transducer power +5 VDC
circuit and the CCM transducer ground circuit at the joystick connector on the helm harness.

harness.

CCM Faults
• If the harness passes the continuity test and inspection process, troubleshoot the transducer power and ground.
harness.
b. Remove the fore‑aft A and B signal wires from pins C2E (Ya) and C4C (Yb). Refer to Section 3D ‑ Controller
e. Move the joystick on the fore‑aft axis to full forward and then full reverse. While moving the joystick, verify that the
sensor values correlate with the sensor specifications provided with respect to ground (accessory load connector
pin B is a suitable ground on the helm harness).

Joystick fore‑aft sensor signal wire to ground 0.5–4.5 VDC
• If the measured voltage is not within 5% of the provided sensor specifications or does not correctly correspond
joystick sensor signal wires to starboard CCM connector C on the helm harness, and cycle the key switch to the
on position.
Joystick_Operation_Reduced
Explanation
Possible Causes
Some of the engines are not running. May be due to a failure in the steering system, but other faults would also be present to
indicate a steering failure.

Start all engines, or check for other steering faults.
Joystick_RightLeft
Explanation
The Xa or Xb sensors or wiring of the joystick has faulted. These two increasing and decreasing sensors are involved in the
right and left movements of the joystick. The joystick is disabled with this fault.
Possible Causes
The joystick circuits for left and right movement have gone outside of the expected range. Likely due to a faulty joystick or bad
wiring.

CCM Faults

Use CDS G3 to view data from the joystick in the left‑right portion of movement.
• If the data appears nonlinear, this fault is pointing to the joystick.
• If the data is stuck in one position, the fault may point to an issue with the circuit for Xa or Xb, either in the joystick wiring or
before proceeding.
b. If the joystick is connected, turn the key switch off, disconnect the joystick connector from the helm harness, and
inspect the helm harness and the joystick connector using the following inspection list.
Inspection List
Corroded pins
Bent or broken pins

harness.
ground.
harness.

CCM Faults
b. Remove the left‑right A and B signal wires from pins C3A (Xa) and C3E (Xb). Refer to Section 3D ‑ Controller
e. Move the joystick right and left. While moving the joystick, verify that the sensor values correlate with the sensor
specifications provided with respect to ground (accessory load connector pin B is a suitable ground on the helm
harness).

Joystick right‑left sensor signal wire to ground 0.5–4.5 VDC
again.
Joystick_Status_SOH
Explanation
The joystick status message is not being received.
Possible Causes
The joystick could be disconnected or CAN H may be open or shorted.

The joystick may need to be replaced.
Joystick_Unavailable
Explanation
The joystick is inoperable.
Possible Causes
This fault is intended to be displayed any time another fault disables the joystick as a fault action or a fault has occurred that
makes the joystick inoperable.

Diagnose flag faults by looking to the core or source faults that are listed with it.
Joystick_X_Diff
Explanation
The allowable error between the Xa and Xb sensors is too high for a specific joystick left‑right position. The joystick is disabled
with this fault.

CCM Faults
NOTE: One sensor increases and the other decreases with joystick left‑right movement.
Possible Causes
The difference between the two joystick circuits for left and right movement exceeded the expected value. Likely due to a faulty
joystick or bad wiring.

Joystick_X_Range
Explanation
The Xa or Xb sensors or wiring of the joystick has faulted. These two increasing and decreasing sensors are involved in the
right and left movements of the joystick.
Possible Causes
The joystick circuits for left and right movement have gone outside of the expected range. Likely due to a faulty joystick or bad
wiring.

Joystick_Xa_RangeHigh
Explanation
The Xa sensor output has gone above the expected range. This sensor is involved in the right and left movements of the
joystick.
Possible Causes
Faulty joystick or bad wiring for the Xa circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Xa, either in the joystick wiring or in the
circuit from the joystick to the starboard CCM.
Joystick_Xa_RangeLow
Explanation
The Xa sensor output has gone below the expected range. This sensor is involved in the right and left movements of the
joystick.
Possible Causes
Faulty joystick or bad wiring for the Xa circuit between the starboard CCM and the joystick.

CCM Faults

• If the data is stuck in one position, the fault may point to an issue with the circuit for Xa, either in the joystick wiring or in the
Joystick_Xb_RangeHigh
Explanation
The Xb sensor output has gone above the expected range. This sensor is involved in the right and left movements of the
joystick.
Possible Causes
Faulty joystick or bad wiring for the Xb circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Xb, either in the joystick wiring or in the
Joystick_Xb_RangeLow
Explanation
The Xb sensor output has gone below the expected range. This sensor is involved in the right and left movements of the
joystick.
Possible Causes
Faulty joystick or bad wiring for the Xb circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Xb, either in the joystick wiring or in the
Joystick_Y_Diff
Explanation
The allowable error between the Ya and Yb sensors is too high (exceeded the expected value) for a specific joystick fore and
aft position. The joystick is disabled with this fault.
NOTE: One sensor increases and the other decreases with joystick fore‑aft movement.
Possible Causes
Likely due to a faulty joystick or bad wiring.

Use CDS G3 to view data from the joystick in the clockwise and counterclockwise portion of movement.

CCM Faults
Joystick_Y_Range
Explanation
The outputs for the joystick circuits for fore and aft movement have gone outside of the expected range.
Possible Causes
Likely due to a faulty joystick (the Ya or Yb sensor has faulted) or bad wiring.

Use CDS G3 to view data from the joystick in the fore‑aft portion of movement.
Joystick_Ya_RangeHigh
Explanation
The Ya sensor signal has gone above the expected range.
Possible Causes
Faulty joystick or bad wiring for the Ya circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Ya, either in the joystick wiring or in the
Joystick_Ya_RangeLow
Explanation
The Ya sensor signal has gone below the expected range.
Possible Causes
Faulty joystick or bad wiring for the Ya circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Ya, either in the joystick wiring or in the
Joystick_Yaw

CCM Faults
Explanation
One of the Z sensors in the joystick is out of range (high or low). The joystick is disabled with this fault.
Possible Causes
Faulty joystick or bad wiring for the Z circuits between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Za or Zb, either in the joystick wiring or
before proceeding.
b. If the joystick is connected, turn the key switch off, disconnect the joystick connector from the helm harness, and
inspect the helm harness and the joystick connector using the following inspection list.
Inspection List
Corroded pins
Bent or broken pins

harness.
ground.

CCM Faults
harness.
b. Remove joystick yaw A and B signal wires from pins C1D (Za) and C1F (Zb). Refer to Section 3D ‑ Controller
e. Twist the joystick without moving it fore, aft, left, or right. While twisting the joystick, verify that the sensor values
correlate with the sensor specifications provided with respect to ground (accessory load connector pin B is a suitable
ground on the helm harness).

Joystick yaw sensor signal wire to ground 0.5–4.5 VDC
again.
Joystick_Yb_RangeHigh
Explanation
The joystick Yb sensor output is too high; the value is at the upper end of the 0–1024 count range.
Possible Causes
Faulty joystick or bad wiring for the Yb circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Yb, either in the joystick wiring or in the
Joystick_Yb_RangeLow
Explanation
The joystick Yb sensor output is too low; the value is at the lower end of the 0–1024 count range.
Possible Causes
Faulty joystick or bad wiring for the Yb circuit between the starboard CCM and the joystick.


CCM Faults
• If the data is stuck in one position, the fault may point to an issue with the circuit for Yb, either in the joystick wiring or in the
Joystick_Z_Diff
Explanation
The allowable error between the Za and Zb sensors is too high for a specific joystick rotational position. The joystick is disabled
with this fault.
NOTE: One sensor increases and the other decreases with joystick rotation clockwise or counterclockwise.
Possible Causes

• If the data is stuck in one position, the fault may point to an issue with the circuit for Za or Zb.
Joystick_Z_Range
Explanation
The joystick circuits for clockwise and counterclockwise movement have gone outside of the expected range.
Possible Causes

• If the data is stuck in one position, the fault may point to an issue with the circuit for Za or Zb.
Joystick_Za_RangeHigh
Explanation
The joystick Za sensor output is too high; the value is at the upper end of the 0–1024 count range.
Possible Causes
Faulty joystick or bad wiring for the Za circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Za.
Joystick_Za_RangeLow
Explanation
The joystick Za sensor output is too low; the value is at the lower end of the 0–1024 count range.

CCM Faults
Possible Causes
Faulty joystick or bad wiring for the Za circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Za.
Joystick_Zb_RangeHigh
Explanation
The joystick Zb sensor output is too high; the value is at the upper end of the 0–1024 count range.
Possible Causes
Faulty joystick or bad wiring for the Zb circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Zb.
Joystick_Zb_RangeLow
Explanation
The joystick Zb sensor output is too low; the value is at the lower end of the 0–1024 count range.
Possible Causes
Faulty joystick or bad wiring for the Zb circuit between the starboard CCM and the joystick.

• If the data is stuck in one position, the fault may point to an issue with the circuit for Zb.
L ..........
Lever1
Fault type: Sticky Horn: Critical
Explanation
This flag fault indicates that the lever 1 sensor or wiring is faulted. Engine Guardian will limit power to 65% with this fault.
The potentiometer referred to as lever 1 has three potentiometers: increasing, decreasing, and high‑resolution. Lever 1 controls
shift and throttle for console controls. Lever 1 controls only shift on split ERC or Zero Effort controls.
Possible Causes
The electronic remote control (ERC) potentiometer is faulty or the wiring between the remote control and the CCM is bad.

Use CDS G3 to view data from lever 1 in the CCM Live Data.
• If the data appears nonlinear, this fault is pointing to the potentiometer.

CCM Faults
• If the data is stuck in one position, the fault may point to an issue with the circuit for lever 1.
NOTE: Focus the troubleshooting on the CCM that is broadcasting the fault condition (for example, starboard or port CCM).
1. Verify that the control levers are connected to the helm harness.
a. If the control lever is not connected, connect the control levers and cycle the key switch. Verify that the fault is no
longer active.
b. If the control lever is connected, turn the key switch off, disconnect the control lever connectors from the helm
harness, and inspect the helm harness and the control lever connectors using the following inspection list.
Inspection List
Corroded pins
Bent or broken pins
• If any of the listed items are discovered, repair or replace the helm harness or the ERC as necessary.
• If the helm harness and ERC pass the inspection process, continue troubleshooting.
2. Turn the starboard key switch on. Measure the voltage between the CCM transducer power +5 VDC circuit and the CCM
transducer ground circuit at the starboard lever 1 and port lever 1 connectors on the helm harness.

Helm harness lever connector +5 V and ground 5.00 ± 0.25 VDC
• If the helm harness does not pass the continuity test and the inspection process, repair or replace the harness.
• If the helm harness passes the continuity test and inspection process, refer to the section concerning CCM
transducer power and ground to troubleshoot these circuits fully.
3. Turn the starboard key switch off, and check for continuity on the increasing, decreasing, and high‑resolution potentiometer
signal circuits in the helm harness. Inspect each of the harness connections using the preceding list. Ensure that there is
no continuity with other circuits in the harness by checking for continuity between other terminals.
• If the helm harness does not pass the continuity test or does not pass the inspection process, repair or replace the
harness.
• If the helm harness passes the continuity test, continue troubleshooting.
4. Measure the voltage on the starboard or port lever 1 increasing signal circuit by performing the following:
a. Ensure that all key switches are off.
b. Disconnect connector B from the starboard or port CCM.
c. Remove the lever 1 increasing signal wire from pin B3E. Refer to Section 3D ‑ Controller Harness Connector Pin
Removal.
d. Reconnect connector B to the starboard or port CCM with the wire removed.
e. Turn the key switches on.
f. Move the starboard or port lever to the forward wide‑open throttle (WOT) position and measure the voltage at the
signal wire with respect to ground.

Lever 1 increasing signal wire to ground, with the lever at forward WOT 4.50 VDC

CCM Faults
• If the measured voltage is not within 5% of the specification, replace the ERC.
• If the measured voltage is within 5% of the specification, continue troubleshooting.
g. Move the starboard or port lever to the reverse wide‑open throttle position and measure the voltage at the signal wire
with respect to ground.

Lever 1 increasing signal wire to ground, with the lever at reverse WOT 0.50 VDC
h. Move the starboard or port lever to the neutral position and measure the voltage at the signal wire with respect to
ground.

Lever 1 increasing signal wire to ground, with the lever in neutral 2.50 VDC
• If the measured voltage is within 5% of the specification, reconnect the starboard or port lever 1 increasing signal
wire to CCM connector B, pin B3E and continue troubleshooting.
5. Measure the voltage on the starboard or port lever 1 decreasing signal circuit by performing the following:
a. Turn the key switches off.
c. Remove the lever 1 decreasing signal wire from pin B1F. Refer to Section 3D ‑ Controller Harness Connector Pin
Removal.
f. Move the starboard or port lever to the forward wide‑open throttle position and measure the voltage at the signal wire

Lever 1 decreasing signal wire to ground, with the lever at forward WOT 0.50 VDC

Lever 1 decreasing signal wire to ground, with the lever at reverse WOT 4.50 VDC
ground.

Lever 1 decreasing signal wire to ground, with the lever at neutral 2.50 VDC
• If the measured voltage is within 5% of the specification, reconnect the starboard or port lever 1 decreasing
signal wire to CCM connector B, pin B1F and continue troubleshooting.
6. Measure the voltage on the starboard or port lever 1 high‑resolution signal circuit by performing the following:
c. Remove the lever 1 high‑resolution signal wire from pin B2F. Refer to Section 3D ‑ Controller Harness Connector
Pin Removal.

CCM Faults

Lever 1 high‑resolution signal wire to ground, with the lever at forward WOT 4.50 VDC

Lever 1 high‑resolution signal wire to ground, with the lever at reverse WOT 4.50 VDC
ground.

Lever 1 high‑resolution signal wire to ground, with the lever at neutral 0.50 VDC
• If the measured voltage is within 5% of the specification, reconnect the starboard or port lever 1 high‑resolution
signal wire to CCM connector B, pin B2F and cycle the key switch off and back to the on position.
Lever1_Dec
Explanation
This flag fault indicates that the lever 1 decreasing sensor or wiring is faulted. Engine Guardian will limit power to 65% with this
fault.
Possible Causes

Use CDS G3 to compare data from lever 1 decreasing to lever 1 increasing and lever 1 high‑resolution in the CCM Live Data.
Lever1_Dec_Diff
Explanation
The allowable error between the decreasing sensor and both the high‑resolution and increasing sensors is too high for a
specific ERC lever demand position. Engine Guardian will limit power to 65% with this fault.
The potentiometer referred to as lever 1 has three potentiometers: increasing, decreasing, and high‑resolution. One sensor
increases, the other decreases, and the high‑resolution makes a vee when graphed with respect to the sensor values with lever
movement from reverse wide‑open throttle (WOT) to forward WOT.
Possible Causes

CCM Faults

Lever1_Dec_Range
Explanation
This flag fault indicates that the programmed range of the decreasing sensor in the potentiometer has gone outside of the
programmed range of expected values. It accompanies either Lever1_Dec_RangeHigh or Lever1_Dec_RangeLow. Engine
Guardian will limit power to 65% with this fault.
Possible Causes

Lever1_Dec_RangeHigh
Explanation
The range of the lever 1 decreasing sensor has exceeded the programmed high limit. Engine Guardian will limit power to 65%
with this fault.
The potentiometer referred to as lever 1 has three potentiometers: increasing, decreasing, and high‑resolution.
Possible Causes

Lever1_Dec_RangeLow
Explanation
The range of the lever 1 decreasing sensor has gone below the programmed low limit. Engine Guardian will limit power to 65%
with this fault.
Possible Causes


CCM Faults
Lever1_Hires
Explanation
This flag fault indicates that the lever 1 high‑resolution sensor or wiring is faulted. Engine Guardian will limit power to 65% with
this fault.
Possible Causes

Use CDS G3 to compare data from lever 1 high‑resolution to lever 1 increasing and lever 1 decreasing in the CCM Live Data.
Lever1_Hires_Diff
Explanation
The allowable error between the high‑resolution sensor and both the decreasing and increasing sensors is too high for a
increases, the other decreases, and the high‑resolution makes a vee when graphed with respect to sensor values with lever
movement from reverse WOT to forward WOT.
Possible Causes

Lever1_Hires_Range
Explanation
This flag fault indicates that the programmed range of the high‑resolution sensor in the potentiometer has gone outside of the
programmed range of expected values. It accompanies either Lever1_Hires_RangeHigh or Lever1_Hires_RangeLow.
Engine Guardian will limit power to 65% with this fault.
Possible Causes


CCM Faults
Lever1_Hires_RangeHigh
Explanation
The range of the lever 1 high‑resolution sensor has exceeded the programmed high limit. Engine Guardian will limit power to
65% with this fault.
Possible Causes

Lever1_Hires_RangeLow
Explanation
The range of the lever 1 high‑resolution sensor has gone below the programmed low limit. Engine Guardian will limit power to
Possible Causes

Lever1_Inc
Explanation
This flag fault indicates that the lever 1 increasing sensor or wiring is faulted. Engine Guardian will limit power to 65% with this
fault.
shift and throttle for console controls. Lever 1 controls shift only on split ERC or Zero Effort controls.
Possible Causes

Use CDS G3 to compare data from lever 1 increasing to lever 1 high‑resolution and lever 1 decreasing in the CCM Live Data.
Lever1_Inc_Diff

CCM Faults
Explanation
The allowable error between the increasing sensor and both the high‑resolution and decreasing sensors is too high for a
Possible Causes

Lever1_Inc_Range
Explanation
This flag fault indicates that the programmed range of the increasing sensor in the potentiometer has gone outside of the
programmed range of expected values. It accompanies either Lever1_Inc_RangeHigh or Lever1_Inc_RangeLow. Engine
Possible Causes

Lever1_Inc_RangeHigh
Explanation
The range of the lever 1 increasing sensor has exceeded the programmed high limit. Engine Guardian will limit power to 65%
with this fault.
Possible Causes

Lever1_Inc_RangeLow
Explanation
The range of the lever 1 increasing sensor has gone below the programmed low limit. Engine Guardian will limit power to 65%
with this fault.

CCM Faults
Possible Causes

Lever1_Multi_Sensor
Explanation
This fault indicates that multiple sensors have gone outside of expected ranges. Engine Guardian will limit power to 5% with
this fault.
Possible Causes
The electronic remote control (ERC) potentiometer is faulty or the wiring between the remote control and the CCM is bad. A
multisensor failure internal to the potentiometer is unlikely. It is much more likely that there is an issue with the connection point
to the potentiometer or with the 5 VDC reference or reference ground to the potentiometer.

NOTE: Focus the troubleshooting on the CCM that is broadcasting the fault condition (for example, starboard or port CCM).
1. Verify that the control levers are connected to the helm harness.
a. If the control lever is not connected, connect the control levers and cycle the key switch. Verify that the fault is no
longer active.
b. If the control lever is connected, turn the key switch off, disconnect the control lever connectors from the helm
harness, and inspect the helm harness and the control lever connectors using the following inspection list.
Inspection List
Corroded pins
Bent or broken pins
• If any of the listed items are discovered, repair or replace the helm harness or the ERC as necessary.
• If the helm harness and ERC pass the inspection process, continue troubleshooting.
2. Turn the starboard key switch on. Measure the voltage between the CCM transducer power +5 VDC circuit and the CCM
transducer ground circuit at the starboard lever 1 and port lever 1 connectors on the helm harness.

CCM Faults

Helm harness lever connector +5 V and ground 5.00 ± 0.25 VDC
• If the helm harness passes the continuity test and inspection process, troubleshoot the CCM transducer power
and ground.
3. Turn the starboard key switch off, and check for continuity on the increasing, decreasing, and high‑resolution potentiometer
signal circuits in the helm harness. Inspect each of the harness connections using the preceding list. Ensure that there is
no continuity with other circuits in the harness by checking for continuity between other terminals.
• If the helm harness passes the continuity test, continue troubleshooting.
4. Measure the voltage on the starboard or port lever 1 increasing signal circuit by performing the following:
a. Ensure that all key switches are off.
c. Remove the lever 1 increasing signal wire from pin B3E. Refer to Section 3D ‑ Controller Harness Connector Pin
Removal.

Lever 1 increasing signal wire to ground, with the lever at forward WOT 4.50 VDC

Lever 1 increasing signal wire to ground, with the lever at reverse WOT 0.50 VDC
ground.

Lever 1 increasing signal wire to ground, with the lever at neutral 2.50 VDC
• If the measured voltage is within 5% of the specification, reconnect the starboard or port lever 1 increasing signal
wire to CCM connector B, position B3E and continue troubleshooting.
5. Measure the voltage on the starboard or port lever 1 decreasing signal circuit by performing the following:
c. Remove the lever 1 decreasing signal wire from pin B1F. Refer to Section 3D ‑ Controller Harness Connector Pin
Removal.

CCM Faults

Lever 1 decreasing signal wire to ground, with the lever at forward WOT 0.50 VDC

Lever 1 decreasing signal wire to ground, with the lever at reverse WOT 4.50 VDC
ground.

Lever 1 decreasing signal wire to ground, with the lever at neutral 2.50 VDC
• If the measured voltage is within 5% of the specification, reconnect the starboard or port lever 1 decreasing
signal wire to the CCM connector B, position B1F and continue troubleshooting.
6. Measure the voltage on the starboard or port lever 1 high‑resolution signal circuit by performing the following:
c. Remove the lever 1 high‑resolution signal wire from pin B2F. Refer to Section 3D ‑ Controller Harness Connector
Pin Removal.

Lever 1 high‑resolution signal wire to ground, with the lever at forward WOT 4.50 VDC

Lever 1 high‑resolution signal wire to ground, with the lever at reverse WOT 4.50 VDC
ground.

Lever 1 high‑resolution signal wire to ground, with the lever at neutral 0.50 VDC
• If the measured voltage is within 5% of the specification, reconnect the starboard or port lever 1 high‑resolution
signal wire to CCM connector B, pin B2F and cycle the key switch off and back to the on position.

CCM Faults
Lever2

Explanation
This flag fault indicates that the lever 2 ERC sensor or wiring is faulted. Engine Guardian will limit power to 65% with this fault.
The potentiometer referred to as lever 2 has three potentiometers: increasing, decreasing, and high‑resolution. Lever 2 is not
used for console controls. Lever 2 controls the throttle on split ERC or Zero Effort controls.
Possible Causes

Lever2_Dec
Explanation
This flag fault indicates that the lever 2 ERC decreasing sensor or wiring is faulted. Engine Guardian will limit power to 65%
with this fault.
Possible Causes

Use CDS G3 to view data from lever 2 decreasing in the CCM Live Data.
Lever2_Dec_Diff
Explanation
The allowable error between the decreasing sensor and both the high‑resolution and increasing sensors is too high for a
specific ERC lever demand position.
Possible Causes


CCM Faults
Lever2_Dec_Range
Explanation
This flag fault indicates that the programmed range of the decreasing sensor in the potentiometer has gone outside of the
programmed range of expected values. It accompanies either Lever2_Dec_RangeHigh or Lever2_Dec_RangeLow.
Possible Causes

Lever2_Dec_RangeHigh
Explanation
The range of the lever 2 decreasing sensor has exceeded the programmed high limit. Engine Guardian will limit power to 65%
with this fault.
Possible Causes

Lever2_Dec_RangeLow
Explanation
The range of the lever 2 decreasing sensor has gone below the programmed low limit. Engine Guardian will limit power to 65%
with this fault.
Possible Causes

Lever2_Hires

CCM Faults
Explanation
This flag fault indicates that the lever 2 high‑resolution sensor or wiring is faulted. Engine Guardian will limit power to 65% with
this fault.
Possible Causes

Lever2_Hires_Diff
Explanation
The allowable error between the high‑resolution sensor and both the decreasing and increasing sensors is too high for a
Possible Causes

Lever2_Hires_Range
Explanation
This flag fault indicates that the programmed range of the high‑resolution sensor in the potentiometer has gone outside of the
programmed range of expected values. It accompanies either Lever2_Hires_RangeHigh or Lever2_Hires_RangeLow.
Engine Guardian will limit power to 65% with this fault.
Possible Causes

Lever2_Hires_RangeHigh

CCM Faults
Explanation
The range of the lever 2 high‑resolution sensor has exceeded the programmed high limit. Engine Guardian will limit power to
Possible Causes

Lever2_Hires_RangeLow
Explanation
The range of the lever 2 high‑resolution sensor has gone below the programmed low limit. Engine Guardian will limit power to
Possible Causes

Lever2_Inc
Explanation
This flag fault indicates that the lever 2 increasing sensor or wiring is faulted. Engine Guardian will limit power to 65% with this
fault.
Possible Causes

Lever2_Inc_Diff
Explanation
The allowable error between the increasing sensor and both the high‑resolution and decreasing sensors is too high for a

CCM Faults
Possible Causes

Lever2_Inc_Range
Explanation
This flag fault indicates that the programmed range of the increasing sensor in the potentiometer has gone outside of the
programmed range of expected values. It accompanies either Lever2_Inc_RangeHigh or Lever2_Inc_RangeLow. Engine
Possible Causes

Lever2_Inc_RangeHigh
Explanation
The range of the lever 2 increasing sensor has exceeded the programmed high limit. Engine Guardian will limit power to 65%
with this fault.
Possible Causes

Lever2_Inc_RangeLow
Explanation
The range of the lever 2 increasing sensor has gone below the programmed low limit. Engine Guardian will limit power to 65%
with this fault.
Possible Causes

CCM Faults

Lever2_Multi_Sensor
Explanation
This fault indicates that multiple sensors have gone outside of expected ranges. Engine Guardian will limit power to 5% with
this fault.
Possible Causes
The electronic remote control (ERC) potentiometer is faulty or the wiring between the remote control and the CCM is bad. A
multisensor failure internal to the potentiometer is unlikely. It is much more likely that there is an issue with the connection point
to the potentiometer or 5 VDC reference or reference ground to the potentiometer.

• If data is stuck in one position, the fault may point to an issue with the circuit for lever 2.
Lost_InterCCM_Communications_Failure
Explanation
This fault indicates that the inter‑CCM communications between this CCM and its peer modules have failed on both CAN P and
CAN H.
Possible Causes
The peer CCMs might be keyed off, the CAN connectors for bridging these buses to this module may be unplugged, or the
CAN buses may be shorted (look for state‑of‑health faults on messages from the TVM, PCM, and GPS).

Look at other faults. Check CAN P and CAN H wiring. Check City IDs.
Low_Speed_Engine_Data_0x1A0p10_SOH
The following information applies to Low_Speed_Engine_Data_0x1A0p10_SOH and
Low_Speed_Engine_Data_0x1A0p1_SOH.
Explanation
Engine status and sensor information on CAN P is missing from the engine associated with this CCM.
Possible Causes
switch activation.

CCM Faults
Any combination of the Low_Speed_Engine_Data faults can result from the same root cause, such as a PCM that is not
powered up, a PCM failure, a CAN P harness that is open or short, or a City ID that is set incorrectly.

Check for the presence of the PCM and all modules on CAN P using CDS G3. This will show that modules are powered up and
communicating on the bus. Verify that the City IDs of all modules are set correctly.
Check the integrity of CAN P. Verify that the terminators for CAN P are correctly placed and that the bus resistance measures
approximately 60 ohms.
Verify that the CAN link harness is correctly connected and is not cross‑connected. Trace the wires across the CAN link
harness to verify that the harness is pinned correctly.
Use an ohmmeter to confirm the circuit resistance on CAN P through all modules individually. Removing CAN terminators to
check the resistance through a module's circuit is preferred to checking the resistance at the pins.
Explanation
There is some other fault regarding the CAN H or CAN P inter‑CCM communication that is causing this fault.
Possible Causes
switch activation.
Any combination of the Low_Speed_Engine_Data faults can result from the same root cause, such as a PCM that is not

M ..........
MagneticVariationNotValid
Explanation
Magnetic variation is a value preprogrammed into most GPS antennas during manufacturing. (The exception is the GPS400
antenna, which is not programmed and therefore will have this fault out of the box.) This value is programmed along with a
certificate of validation that stays valid for five years. This fault does not display on the multifunction display, it is only visible
through CDS G3.
Possible Causes
After five years, all GPS antennas except the GPS400 will send a bad MagVar message to the CCM. The CCM will use the
table in the message.

IMPORTANT: This fault does not need to be resolved.

CCM Faults
Although replacing the GPS antenna will clear this fault, there is no need to do so. The fault does not prevent any functionality,
and replacing the GPS antenna will not improve performance of any autopilot features. Because the earth's magnetic field does
not vary much from year to year, this fault is inconsequential to vessel operation.
If you are diagnosing a condition or complaint of boat operation and you run across this fault, be assured that it is not lending
itself to the complaint or condition you are diagnosing.
The following information applies to Medium_Speed_Engine_Data_0x170p0_SOH,
Medium_Speed_Engine_Data_0x170p255_SOH, Medium_Speed_Engine_Data_0x170p3_SOH,
Medium_Speed_Engine_Data_0x170p5_SOH, and Medium_Speed_Engine_Data_0x170p6_SOH.
Explanation
Possible Causes
switch activation.
Any combination of the Medium_Speed_Engine_Data faults can result from the same root cause, such as a PCM that is not

Medium_Speed_Engine_Data_0x170p3_AT_SOH_AT
Explanation
Possible Causes
switch activation.


CCM Faults
Medium_Speed_Engine_Data_0x171p3_SOH_AT
Explanation
Engine status and sensor information on CAN P is missing from a peer engine.
Possible Causes
switch activation.

N ..........
No_GPS_Fix
Explanation
The CCM sees information from the GPS antenna and that information indicates that the GPS antenna does not have a fix. All
autopilot modes are disabled with this fault.
Possible Causes
This could be a normal condition. The GPS antenna acquires a fix from multiple satellites. This is a function that can take up to
20 minutes if the GPS antenna has not been recently powered up.

Check to ensure that the GPS antenna has a clear view of the sky with no obstructions. A covered slip, overcast sky, bridge or
other obstructions can cause this fault. If equipment has been recently installed near the GPS antenna, confirm that the
antenna installation still meets its requirements.
Key‑up for 30 minutes and then cycle the keys. Check if the GPS regains its fix. View information on the multifunction display
latitude/longitude screen with the chartplotter turned off. If the GPS antenna will not acquire a fix, replace the GPS antenna.

CCM Faults
P ..........
PadFault
Explanation
The messages from the autopilot trackpad were not received by the CCM over CAN H. All autopilot modes are disabled with
this fault.
Possible Causes
The autopilot trackpad is faulty, there is disconnected or damaged wiring between the trackpad and the CCMs, or the trackpad
has an incorrect City ID.

Verify the City ID and the presence of the autopilot trackpad in the CDS G3 Module Data. Configure the trackpad, if necessary.
Verify the integrity of the connections for CAN H, power, ground, and the wake signal at the trackpad connector.
Peer1EngineOff
Peer2EngineOff
Peer3EngineOff
The following information applies to Peer1EngineOff, Peer2EngineOff, and Peer3EngineOff.
Explanation
This module thinks that an engine not associated with this CCM is not running. This will cause other features or components
(like the autopilot or the joystick) to be unavailable.
Possible Causes
This is a normal fault that is seen in all CCMs when all keys are on but no engines are actually running.

Start the engines. The fault should go inactive.
Peer1TVMSteeringUnavailable
The following information applies to Peer1TVMSteeringUnavailable, Peer2TVMSteeringUnavailable, and
Peer3TVMSteeringUnavailable.
Explanation
This module thinks the TVM associated with a different engine is having a fault that is causing its steering to be unavailable. A
module not associated with this module has incurred a fault that has caused the steering to be unavailable.
Possible Causes
Fault in a TVM not associated with this engine.

Ensure that both ERC handles are in neutral. Ensure that all engines are running. Check the faults in the other CCMs, looking
for a TVM_Steering_Unavailable fault.

CCM Faults
Look at the faults in the TVMs associated with the other engines. For example, if this is in the starboard CCM, then look at the
port TVM.
Pseudo_AbsPos_RangeHigh
Explanation
sent to the starboard CCM. This fault indicates that the high‑resolution helm motor signal is out of range high.
Psuedo_Abs_Pos is related to the port CCM.
Possible Causes
• The sensor signal to the CCM contained analog‑to‑digital count (ADC) values higher than expected.
• The port key switch was on, the starboard key switch was off, and the steering wheel was not centered.

The output of the absolute position sensor can be watched for anomalies via the CDS G3 data list for the starboard CCM to
help diagnose the cause of the issue as the sensor or harness. CDS G3 displays the sensor value in degrees in the starboard
CCM Live Data. The pseudo value is viewable in the port CCM.

• If the fault is active: Make sure that both keys are in the on position. Verify that the accompanying fault
AbsPos_RangeHigh is active in the starboard CCM. If both faults remain active, diagnose the absolute position sensor
circuit and sensor.
• If the fault is in freeze frame: Verify that the accompanying fault AbsPos_RangeHigh is in the freeze frame of the
starboard CCM.
Pseudo_AbsPos_RangeLow
Explanation
sent to the starboard CCM. This fault indicates that the high‑resolution helm motor signal is out of range low.
Psuedo_Abs_Pos is related to the port CCM.
Possible Causes
• The sensor signal to the CCM contained ADC values lower than expected.
• The port key switch was on, the starboard key switch was off, and the steering wheel was not centered.
Additional possible causes include voltage supply levels, poor connection integrity on grounds or power leads, as well as any
recent service activity where components were disconnected or calibrations updated.

CCM Faults

The output of the absolute position sensor can be watched for anomalies via the CDS G3 data list for the starboard CCM to
help diagnose the cause of the issue as the sensor or harness. CDS G3 displays the sensor value in degrees in the starboard
CCM Live Data. The pseudo value is viewable in the port CCM.

• If the fault is active: Make sure that both keys are in the on position. Verify that the accompanying fault
AbsPos_RangeLow is active in the starboard CCM. If both faults remain active, diagnose the absolute position sensor
circuit and sensor.
• If the fault is in freeze frame: Verify that the accompanying fault AbsPos_RangeLow is in the freeze frame of the
starboard CCM.
• If the accompanying fault AbsPos_RangeLow is not found in the starboard CCM as active or in the freeze frame, refer to
the following key operating instructions. Do not replace the helm motor.
Key Operating Instructions

• Single engine operation should be a temporary operating mode and both keys should be in the on position.
• Always turn on the starboard key first.
• Always turn off the starboard key last.
R ..........
RemoteJoy_CommandsMessage_SOH
Explanation
This flag fault indicates that communication with the auxiliary joystick has been lost. This fault should be accompanied by a
core auxiliary joystick fault.
Possible Causes
The auxiliary joystick configuration, wiring, power or ground supply, or module has an issue.

Use the CDS G3 Module Data screen to verify the presence and correct City ID of the auxiliary joystick. Verify the presence
and correct value of the resistor pack. Verify the CAN bus integrity in the 5‑way harness and remote joystick harness, using the
wiring diagram and an ohmmeter. If there is no auxiliary joystick installed on the vessel, use CDS G3 to reconfigure the system
for no auxiliary joystick.
RemoteJoy_StartStopMessage_SOH
Explanation
This communication fault indicates that the integrity of the CAN bus messages coming from the auxiliary joystick is not correct.
Possible Causes
The auxiliary joystick wiring or module programming has an issue.

Use the CDS G3 Module Data screen to verify the presence and correct City ID of the auxiliary joystick. Use CDS G3 to view
data from the auxiliary joystick module.

CCM Faults
RemoteJoystick_1_Status_SOH
The following information applies to RemoteJoystick_1_Status_SOH, RemoteJoystick_2_Status_SOH,
RemoteJoystick_3_Status_SOH, and RemoteJoystick_4_Status_SOH.
NOTE: These faults are not enabled in all software calibrations.

Explanation
This communication fault indicates that the auxiliary joystick CAN bus messages are not being received. It is usually
accompanied by other communication messages relating to the auxiliary joystick.
Possible Causes
The auxiliary joystick configuration, wiring, power or ground supply, or module has an issue.

Use the CDS G3 Module Data screen to verify the presence and correct City ID of the auxiliary joystick. Verify the presence
and correct value of the resistor pack. Use the CDS G3 Live Data screen to view the data from the auxiliary joystick module.
RemoteJoystick_Configuration_Fault
Explanation
This core fault indicates that the auxiliary joystick configuration has not been completed. The station may be disabled.
Possible Causes
The auxiliary joystick configuration, resistor pack, or module has an issue.

Use the CDS G3 Module Data screen to verify the presence and correct City ID of the auxiliary joystick. Use the CDS G3 Live
Data screen to view data from the auxiliary joystick module. The absence of a resistor pack when the auxiliary joystick module
is powered up will cause the City ID of the auxiliary joystick to default to 177 (B1).
RemoteJoystick_Disabled
Explanation
This flag fault indicates that a condition or fault exists that has caused the remote joystick to be unavailable for use.
Possible Causes
This flag fault has causes in other modules or in a condition that affects other modules. Diagnose flag faults by looking to the
core or source faults that are also listed.

Ensure that both ERC handles are in neutral. Ensure that both engines are running. Check the faults in the other CCMs,
looking for a TVM_Steering_Unavailable fault.

CCM Faults
RemoteJoystick_Faulted
Explanation
This flag fault indicates that the auxiliary joystick station has a fault or issue. This is normally accompanied by an auxiliary
joystick core fault.
Possible Causes
The auxiliary joystick has joystick or communication faults.

Use CDS G3 to view faults in other modules to diagnose the cause of this condition.
S ..........
SCv2ChartPlotterMessageAge
Explanation
Any of the multifunction display to CCM chartplotter information messages are late. Route mode (waypoint tracking) is disabled
with this fault.
Possible Causes
Any of the multifunction display to CCM chartplotter information messages are late.

Restart the multifunction display. Turn on the chartplotter. Check the chartplotter to the multifunction display NMEA® wiring.
Ensure that the multifunction display is working.
SCv2_0x20C_Rx
Explanation
The CCM has determined that CAN H information is missing from the IMU.
Possible Causes
• The IMU is not present or is not supplying data via CAN H.
• The IMU is not powered up or its City ID is incorrect.
• There is a wiring issue.

Use CDS G3 to view Module Data and verify the presence and correct City ID of the IMU. For design 1 controls only: If the
IMU is not present, change the location of the IMU to the other connector on the Y‑harness.
Validate the integrity of CAN H.
SCv2_0x210_Pg0_Rx
SCv2_0x210_Pg1_Rx
SCv2_0x210_Pg2_Rx
The following information applies to SCv2_0x210_Pg0_Rx, SCv2_0x210_Pg1_Rx, and SCv2_0x210_Pg2_Rx.

CCM Faults
Explanation
Data supplied by the GPS antenna over CAN H is missing from the starboard CCM.
Possible Causes
• The GPS antenna is not present or is not supplying data via CAN H.
• The GPS antenna is not powered up or its City ID is incorrect.

Use CDS G3 to view Module Data and verify the presence and correct City ID of the GPS antenna. For design 1 controls only:
If the GPS antenna is not present, change the location of the GPS antenna to the other connector on the Y‑harness.
SCv2_0x21D_Rx
Explanation
The vessel heading and yaw rate data supplied by the IMU over CAN H is missing from the starboard CCM.
Possible Causes
• The IMU is not present or is not supplying data via CAN H.
• The IMU is not powered up or its City ID is incorrect.

Use CDS G3 to view Module Data and verify the presence and correct City ID of the IMU. For design 1 controls only: If the
IMU is not present, change the location of the IMU to the other connector on the Y‑harness.
SCv2_211_Pg0_Age
Explanation
Chartplotter data is sent over NMEA 2000 to the helm gateway. The helm gateway then rebroadcasts this data over CAN H to
be used by the system during waypoint track and sequence functions. This fault indicates that there is an issue with the data
getting to CAN H.
Possible Causes
The helm gateway is not connected to the J‑box. This fault will occur when all of the engines are started prior to the gateway
fully booting up. After the gateway has booted up, the fault will go inactive, but will stay in the fault list until cleared.
For some systems, the helm gateway may be integrated into the multifunction display. For systems with design 2 controls, the
gateway is integral to the VesselView Link controller.

Ensure that the helm gateway is connected to the multiwake J‑box. If it is connected and the CAN H light is on, check to see if
the gateway is visible on the CDS G3 Module Data screen. If it is not visible, replace the helm gateway.

CCM Faults
SCv2_211_Pg1_Age
SCv2_211_Pg2_Age
SCv2_211_Pg3_Age
SCv2_211_Pg4_Age
The following information applies to SCv2_211_Pg1_Age, SCv2_211_Pg2_Age, SCv2_211_Pg3_Age, and
SCv2_211_Pg4_Age.
Explanation
NOTE: These faults are not enabled in all software calibrations.
Chartplotter data is sent over NMEA 2000 to the helm gateway. The helm gateway then rebroadcasts this data over CAN H to
be used by the system during waypoint track and sequence functions. This fault indicates that there is an issue with the data
getting to CAN H.
Possible Causes
This fault is normal if the chartplotter is not powered up, the vessel is not equipped with a chartplotter, or the chartplotter is not
wired to the NMEA 2000 helm gateway.

Turn on the chartplotter. Check the chartplotter to helm gateway NMEA wiring. Confirm that the helm gateway is working.
SCv2_GPS1_Rx
Explanation
The starboard CCM sees no GPS antenna present at city address 43 on CAN H.
Possible Causes
• The GPS antenna is not present or is not supplying data via CAN H.
• The GPS antenna is not powered up or its City ID is incorrect.

Use CDS G3 to view Module Data and verify the presence and correct City ID of the GPS antenna. For design 1 controls only:
If the GPS antenna is not present, change the location of the GPS antenna to the other connector on the Y‑harness.
SCv2_VesselView_Present_Age
Explanation
The communication messages from the multifunction display have not been received by the CCM over CAN H in a timely
manner. These messages are required to ensure that the chartplotter messages for waypoint tracking are transmitted to the
CCM by the multifunction display. Skyhook and waypoint tracking are disabled with this fault.
Possible Causes
This fault will occur when all of the engines are started prior to the multifunction display fully booting up. After the multifunction
display has booted up, the fault will go inactive, but will stay in the fault list until cleared.

CCM Faults

Restart the multifunction display. Ensure that the multifunction display is working and communicating on CAN H. The
multifunction display may be set to a different helm and device location.
Enter System Settings‑> Preferences and verify that the correct helm is selected (helm 1 for single station and helm 2 for
second station). Make sure that the multifunction display is selected to be visible from the helm.
Verify the CAN P and H network connections by entering the Network portion of the Systems menu. Select Diagnostics.
Scroll over to CAN P and H and verify that there are Rx and Tx numbers. If there is no Rx number, check the CAN connections.
Security_Device_Missing
Explanation
The system was keyed up and authenticated, resulting in 100% power. Now the security key has been removed. The system is
still 100% functional, but if the keys are cycled, the system will be locked.
Possible Causes
The security key has been removed with the engine running.

Reinsert the security key before the next key cycle, if full power is desired.
Security_Locked
Explanation
The system was keyed up, and the security key is not valid or is not installed. Engine Guardian will limit power to 5% with this
fault. The gears are available, but there is no throttle.
Possible Causes
The security key was not present on key‑up.

Insert the correct security key into the system.
Security_Setup
Explanation
If the system has never been paired with a security key, it is in setup mode. When you install the security module, it goes into
setup mode and must be paired with two security keys. Engine Guardian will limit power to 5% with this fault.
Possible Causes
The security system has been detected, but it is not set up.

The security system must be paired with both security keys to complete the setup.
Single_Lever_Fault

CCM Faults
Explanation
Single lever is the operating mode that enables both engines to be throttled by the port lever. This fault indicates that a
condition or fault occurred while in single lever mode that caused the single lever mode to unlatch or disengage.
Possible Causes
This fault can be caused by one of the CCMs losing power or ground momentarily, or by an interruption in the CAN H
communication between the CCMs.

Diagnose by observing conditions prior to the single lever mode unlatching and subsequent fault condition: For example, the
vessel hitting waves prior to the fault can point to a bad connection in the clean power or ground circuit of a CCM. Randomness
in a symptom may point to a module (usually the starboard CCM) with an issue.
SOG_Not_Valid
Explanation
Given the data from the GPS antenna, the CCM cannot determine the boat's speed. It is not in the valid range while the user is
trying to enable autopilot features. All autopilot modes are disabled with this fault.
Possible Causes
• A covered slip or other obstruction is causing interference with the satellite signal.
• The GPS antenna is faulty.

Give the GPS antenna enough time and a clear view of the sky to see if it will attain a fix. You will know the GPS antenna has
satellites in communication by viewing the standby light on the autopilot trackpad. The light will change from flashing to solid
when the GPS antenna has acquired a fix. View the speed over ground (SOG) data while underway and compare it to data
from a handheld GPS unit.
T ..........
TFD_DUAL_WHEEL_MSG_CONFIG
Explanation
Neither of the microprocessors within the helm sensor assembly are configured.

Configure the helm sensor assembly with CDS G3.
TFD_DUAL_WHEEL_MSG_SEQ
Explanation
The messages on both of the CAN buses are out of sequence. (They were not received in the correct order.)
Possible Causes
Helm sensor assembly failure.

Replace the helm sensor assembly.

CCM Faults
TFD_DUAL_WHEEL_MSG_SOH
Explanation
The helm sensor assembly messages on both of the CAN buses were not received.
Possible Causes
The helm sensor assembly could be disconnected or it could be a helm sensor assembly failure.

Check connections and continuity first. If these are good, then replace the helm sensor assembly.
TFD_DUAL_WHEEL_MSG_STATUS
Explanation
Both of the helm sensor assembly microprocessors are reporting that they are failed.
Possible Causes
This is likely a helm sensor assembly failure.

TFD_PRIM_WHEEL_MSG_CONFIG
Explanation
The primary helm sensor assembly microprocessor channel (CAN H) is not configured.

TFD_PRIM_WHEEL_MSG_SEQ
Explanation
The primary helm sensor assembly microprocessor channel (CAN H) messages are received, but are out of order.
Possible Causes
This is likely a helm sensor assembly failure.


CCM Faults
TFD_PRIM_WHEEL_MSG_SOH
Fault type: Sticky Horn: Caution
Explanation
The primary helm sensor assembly microprocessor channel (CAN H) messages are not being received by the CCM.
Possible Causes

TFD_PRIM_WHEEL_MSG_STATUS
Explanation
The primary helm sensor assembly microprocessor channel (CAN H) is reporting that the helm sensor assembly is failed.
Possible Causes
This is likely a failure in the helm sensor assembly.

TFD_RED_WHEEL_MSG_CONFIG
Explanation
The redundant helm sensor assembly microprocessor channel (CAN P) is not configured.

TFD_RED_WHEEL_MSG_SEQ
Explanation
The redundant helm sensor assembly microprocessor channel (CAN P) messages are received but are out of order.
Possible Causes


CCM Faults
TFD_RED_WHEEL_MSG_SOH
Explanation
The redundant helm sensor assembly microprocessor channel (CAN P) messages are not being received by the CCM.
Possible Causes

TFD_RED_WHEEL_MSG_STATUS
Explanation
The redundant helm sensor assembly microprocessor channel (CAN P) is reporting that the helm sensor assembly is failed.
Possible Causes

TVM_Fault_Critical
Explanation
This is a fault from the TVM that the CCM rebroadcasts on its behalf. The TVM has an active critical fault.
Possible Causes
One of the following TVM faults has occurred:
• CCM_CAN_P_Auth_Timeout
• CCM_CAN_P_Authentication_Fault
• CCM_CAN_X_Auth_Timeout
• CCM_CAN_X_Authentication_Fault
• Low_System_Volt_Fault
• SysVolt_RangeLow
• XDRPVolt_RangeHigh
• XDRPVolt_RangeLow

Diagnose this fault by viewing faults in the TVM. After the core fault is corrected, the flag fault will clear itself.
TVM_Fault_NonCritical
Explanation
This is a fault from the TVM that the CCM rebroadcasts on its behalf. The TVM has an active noncritical fault.

CCM Faults
Possible Causes
• CheckMechanicalOffset
• Drive_Pos_Pri_RangeHigh
• Drive_Pos_Pri_RangeLow
• Drive_Pos_Sec_RangeHigh
• Drive_Pos_Sec_RangeLow
• Drive_Position_Sensor_Crosscheck_Fault
• Engine_Synchronization_0x200_SOH
• Low_System_Volt_Warning_Fault
• Medium_Speed_Engine_Data_0x170p0_SOH
• Medium_Speed_Engine_Data_0x170p3_SOH
• NoValidCommandMessage
• NoValidRPMMessage
• Primary_Pos_Sensor_Failure
• Secondary_Pos_Sensor_Failure
• SysVolt_RangeHigh
• TVM_Command_Message_0x3D0_SOH
• TVM_Red_Command_Message_0x5D0_SOH

Diagnose this fault by viewing faults in the TVM. After the core fault is corrected, the flag fault will clear itself.
TVM_Status_Message_0x3E0p0_SOH
Explanation
CAN X information is missing from the TVM. This is the primary TVM status message.
Possible Causes
switch activation.
This fault could result from a TVM that is not powered up, a TVM failure, a CAN X harness that is open or short, or a City ID
that is set incorrectly.

Check the integrity of both CAN X and CAN P. Verify that the terminators for both CAN buses are correctly placed and that the
resistance of each bus measures approximately 60 ohms.
Verify that the CAN link harness is correctly connected and is not cross‑connected. Follow the wire colors across the CAN link
Use an ohmmeter to confirm the circuit resistance on CAN X through all modules individually. Removing CAN terminators to
TVM_Status_Message_0x3F0p0_SOH
Explanation
CAN P information is missing from the TVM. This is the redundant TVM status message.

CCM Faults
Possible Causes
switch activation.
This fault could result from an engine that is not powered up, a CAN X harness that is open or short, or a City ID that is set
incorrectly.

Check the integrity of both CAN X and CAN P. Verify that the terminators for both CAN buses are correctly placed and that the
resistance of each bus measures approximately 60 ohms.
Verify that the CAN link harness is correctly connected and is not cross‑connected. Follow the wire colors across the CAN link
Use an ohmmeter to confirm the circuit resistance on CAN X through all modules individually. Removing CAN terminators to
TVM_Steering_Unavailable
Explanation
This is a fault from the TVM that the CCM rebroadcasts on its behalf. This fault occurs when there is a fault action that indicates
"Steering Unavailable" in the TVM.
Possible Causes
This fault can result from a TVM sensor failure or communication faults.
• Both_Pos_Sensor_Failure
• SteerMotorFollow
• SteerMotorOpen
• SteeringNotAvailable (this is the flag fault in the TVM that drives the TVM_Steering_Unavailable fault)

View all faults in the TVM for the cause of this fault.
U ..........
Unable_To_Maintain_Heading
Explanation
When in autopilot, the actual heading (per the IMU) and the desired heading differ by more than the allowed limit
(±22.5 degrees). This takes about one minute to cause a fault and then about one minute to clear. It is therefore possible to fix
the issue and still have the fault.
Possible Causes
Wind or current is forcing the vessel away from the IMU set point.
IMPORTANT: This is a vessel state fault, not a component fault.

Check the IMU calibration compared to the GPS unit for heading and linearization.
Give the vessel more throttle when driving so that it can maintain a heading in waypoint or auto‑heading. Change the response
mode to a more aggressive setting. If the fault occurs while in Skyhook, change the vessel heading in relation to the wind and
current.

CCM Faults
IMPORTANT: Do not replace the IMU or GPS unit. This is a vessel state fault, not a component fault.
Unable_To_Maintain_Position
Explanation
The vessel has moved too far away from the Skyhook set point. There is a timer in the CCM that starts when the vessel has
exceeded a certain distance from the set point; the timer shuts off when the vessel's distance to the set point improves. If the
distance to the set point does not improve and the timer expires, this fault is set.
Possible Causes
Wind or current is forcing the vessel away from the Skyhook set point.
IMPORTANT: This is a vessel state fault, not a component fault.

Reorient the vessel to point the bow or stern into the wind or current. Change the response mode to a more aggressive setting.
IMPORTANT: Do not replace the IMU or GPS unit. This is a vessel state fault, not a component fault.
V ..........
VesselView_Not_Present_While_In_Skyhook
Explanation
manner.
Possible Causes
This failure occurred while the vessel was in Skyhook, and was enabled due to safety messages displayed on the multifunction
display.

Check for loose connections to the multifunction display on the CAN bus or power. The multifunction display may be set to a
different helm and device location. See if the multifunction display is sluggish. Restart or reflash the multifunction display.
VesselView_Not_Present_While_In_Waypoint
Explanation
manner. Waypoint tracking is disabled with this fault.
Possible Causes
This failure occurred while the vessel was in the waypoint tracking mode. The fault was enabled due to safety messages
displayed on the multifunction display.

Check for loose connections to the multifunction display on the CAN bus or power. The multifunction display may be set to a
different helm and device location. See if the multifunction display is sluggish. Restart or reflash the multifunction display.

CCM Faults
W ..........
WheelEndStopFault
Explanation
The end stops in the steering wheel are a function of the starboard CCM. The CCM is operating in a condition where it has
disabled the end stops. Some other fault or condition is contributory to this fault.
Possible Causes
• Low system voltage
• Faulty helm motor or associated wiring
• Wheel was forced beyond the end stops
• Faulty CCM

Check for the presence of end stops on both sides. Diagnose other contributory fault conditions; for example, low voltage.
Swap the CCMs port to starboard and reconfigure the handles and steering wheel. Reimport the vessel personality, and then
retest.
WheelForceFeedbackFault
Explanation
Force feedback in the steering wheel is a function of the starboard CCM. The CCM is operating in a condition where it has
disabled the end stops. Some other condition or fault is contributory to this fault. All wheel force feedback is disabled with this
fault.
Possible Causes
• Low system voltage
• Faulty helm motor or associated wiring
• Faulty absolute position sensor or harness
• Faulty CCM

Check for the presence of end stops on both sides. Diagnose other contributory fault conditions; for example, low voltage.
Swap the CCMs port to starboard and reconfigure the handles and steering wheel. Reimport the vessel personality, and then
retest.
WheelInRateMode
Explanation
The CCM is operating in a condition where the wheel will not have end stops and it will not attempt to center the wheel.
Possible Causes
• Wheel configuration was not completed.
• The wheel was forced beyond end stops.
• The absolute position sensor is faulty.

CCM Faults
• The helm motor has worn brushes or shorted windings, or the motor harness is faulty.
• The port CCM is in control of steering.
• An improper key switch sequence was used on startup.

Key‑off the port and starboard CCMs, and then key them back on. Look for any steering sensor or motor faults in the CCM and
repair.

• If the fault is active: Enter the wheel configuration screen on CDS G3 helm configuration menu. From this screen you will
be able to evaluate if the wheel has not been configured. The field of value Helm requires adapting will be true if the
adaptation has not been completed. Follow the directions to complete adaptation.
• Check for Wheel_EndStopExceeded fault. If this fault is active, then the end stop has been overcome by the operator.
Cycle both key switches off, pull control handles to reverse wide‑open throttle positions. Wait 10 seconds. Key back on and
check for end stops and faults.
• If the fault is in freeze frame: Clear the fault and verify that the steering wheel is configured. Configure as stated above.
Verify that both keys were on when the fault logged if possible.
• If the fault is active only in the port CCM or stored only in port CCM freeze frame: Verify that starboard key is on and
recheck for active fault in port CCM. Verify configuration of the steering wheel is completed. If the fault is active in port
CCM when only the port key is on, this is characteristic of the software and is only resolvable by turning the starboard key
on.
WheelMotor_OverTemp
Explanation
The helm steering motor is over its allowable temperature. There isn't a temperature sensor; this fault is based upon the duty
cycle and current being sent to the helm motor. The motor may not actually be hot.
Possible Causes
• Nonconfigured helm motor
• Faulty helm motor

Go to the steering wheel configuration screen in CDS G3 and view the field named helm requires adapting. If the value is
true, then complete the steering wheel configuration. If the value is false, then replace the steering helm motor.
WheelPosAbsolute_diff
Explanation
This fault indicates that the steering wheel was not configured. If configuration has been done, the fault is pointing to a faulty
helm motor.
Possible Causes
This fault could also result from a disagreement between the steering wheel absolute position sensor and the steering wheel
encoder.

Look for wheel encoder faults or absolute position sensor faults (the ABS range faults). Inspect the wiring at the steering motor
and the CCM.

CCM Faults
2. Inspect the electronic steering motor harness and helm harness connection point using the following inspection list:
Inspection List
Corroded pins
Bent or broken pins
• If any of the listed items are discovered, repair or replace the helm harness or electronic steering motor as necessary.
• If the helm harness and electronic steering motor pass the inspection process, continue troubleshooting.
3. Turn the key switch on and measure the voltage between the CCM transducer power +5 VDC circuit and the CCM
transducer ground circuit at the electronic steering motor connector on the helm harness.

Helm harness steering motor connector pins F and L 5.00 ± 0.25 VDC
a. If the voltage is not within range, turn the key switches off, and check for continuity on the transducer power and
ground circuits in the helm harness. Inspect each of the helm harness connections using the preceding inspection list.
Ensure that there is no continuity with other circuits in the helm harness by checking for continuity between other
terminals.
• If the helm harness does not pass the continuity test and the inspection process, repair or replace the helm
harness.
and ground.
4. Turn the key switches off and check for continuity on the signal circuit in the helm harness. Inspect each of the helm
harness connections using the preceding inspection list. Ensure that there is no continuity with other circuits in the helm
harness by checking for continuity between other terminals.
• If the helm harness does not pass the continuity test and the inspection process, repair or replace the helm harness.
• If the helm harness passes the continuity test and inspection process, continue troubleshooting.
5. Measure the voltage on the absolute steering wheel position signal circuit by performing the following:
b. Remove the absolute steering wheel position signal wire from pin C3C. Refer to Section 3D ‑ Controller Harness
Connector Pin Removal.
c. Reconnect connector C to the starboard CCM with the wire removed.
d. Turn the key switches to the on position.
e. While turning the steering wheel, measure the voltage on the absolute steering wheel position signal wire with respect
to ground (accessory load connector pin B is a suitable ground on the helm harness) on the removed wire.

Absolute steering wheel position signal wire to ground 0.5–4.5 VDC
Ensure that the voltage increases with clockwise rotation of the steering wheel and decreases with counterclockwise
rotation of the steering wheel.

CCM Faults
• If the measured voltage is not within the given limits or does not correspond correctly with the direction, replace
the electronic steering motor.
• If the measured voltage falls within the given limits and operates correctly, reconnect the absolute steering wheel
position signal wire to CCM pin C3C on the helm harness and cycle the key switch off and back to the on
position.
WheelPosMyRel_Diff
Explanation
This CCM has determined that the actual wheel position calculated by its encoders does not match the position calculated by
another CCM's encoders and the absolute position sensor. This means this module has a fault regarding the wheel sensors,
pins, or wiring.
Possible Causes
Faulty helm motor, wiring, or CCM.
There isn't a fault for the encoders like the absolute position sensors. Look for 5 VDC on the helm harness side of the wheel
connector on encoders to the transducer reference ground. If the correct voltage is there, then inspect the helm motor encoder
wiring and replace the helm motor.

• If the fault is active: Diagnose the encoder that is identified by the CCM that has WheelPosMyRel_Diff.
• If the fault status changes to active, diagnose the fault according to the following Troubleshooting Procedure.
• If the fault status cannot be changed to active, perform a wiggle test of connectors and wires at CCM and helm motor
with keys on to attempt to locate a bad pin or connector. Correct as appropriate.
• If the fault cannot be duplicated as active status, clear the freeze frame and contact Mercury product support.
NOTE: There is one encoder for the starboard CCM and one for the port CCM. If the fault is seen on only one side, perform the
following steps on only those signal or transducer power or ground circuits.
2. Inspect the electronic steering motor harness and the helm harness connection point using the following inspection list.

CCM Faults
Inspection List
Corroded pins
Bent or broken pins
• If any of the listed items are discovered, repair or replace the helm harness or the electronic steering motor as
necessary.
• If the helm harness and electronic steering motor pass the inspection process, continue troubleshooting.
3. Turn the key switch to the on position and measure the voltage between the CCM transducer power +5 VDC circuit and the
CCM transducer ground circuit at the electronic steering motor connector on the helm harness for the encoder inputs.

Encoder 1: Helm harness steering motor connector pins B and R
5.00 ± 0.25 VDC
Encoder 2: Helm harness steering motor connector pins D and N
a. If the voltages are not within range, turn the key switch off, and check for continuity on the transducer power and
ground circuits in the helm harness. Inspect each of the helm harness connections using the preceding inspection list.
Ensure that there is no continuity with other circuits in the helm harness by checking for continuity between other
terminals.
• If the helm harness does not pass the continuity test and the inspection process, repair or replace the helm
harness.
and ground.
4. Turn the key switch off, and check for continuity on the signal circuits in the helm harness. Inspect each of the helm
harness connections using the preceding inspection list. Ensure that there is no continuity between the signal circuits or
with other circuits in the helm harness by checking for continuity between other terminals.
• If the helm harness does not pass the continuity test and the inspection process, repair or replace the helm harness.
• If the helm harness passes the continuity test and the inspection test, continue troubleshooting.
5. Verify the logical state output from the encoders by performing the following:
a. Disconnect connector B from the starboard or port CCM.
b. Remove the encoder signal wires from pins B1G and B2G. Refer to Section 3D ‑ Controller Harness Connector
Pin Removal.
c. Reconnect connector B to the CCM with the wires removed.
d. Turn the key switch to the on position.
e. Measure the voltages on the encoder signal circuits and verify that they are either 0.0 VDC or 5.00 ± 0.25 VDC.
• If the measured voltage is not within the given limits or is not varying, replace the electronic steering motor.
• If the measured voltage falls within the given limits and is varying, continue troubleshooting.
f. While turning the steering wheel slowly, measure the voltage on the encoder signal circuits with respect to ground
(accessory load connector pin B is a suitable ground on the helm harness). The reading should fluctuate between
0.0 VDC and 5.00 VDC (no values in between) as the steering wheel is turned.
• If the measured voltage is not within the given limits or is not varying, replace the electronic steering motor.
• If the measured voltage falls within the given limits and is varying, turn the key switch off, reconnect the encoder
signal wires to the CCM connector B on the helm harness, and cycle the key switch to the on position. Continue
troubleshooting.

CCM Faults
WheelPosPeerRel_Diff
Explanation
This CCM has determined that the actual wheel position calculated by its encoders and possibly the absolute position sensor
does not match the position calculated by another CCM's encoders. This means this module has a fault regarding the wheel
sensors, pins, or wiring.
Possible Causes
Faulty helm motor, wiring, or CCM.
There isn't a fault for the encoders like the absolute position sensors. Look for 5 VDC on the helm harness side of the wheel
connector for the encoders with reference to transducer ground. If the correct voltage is there, then inspect the helm motor
encoder wiring and replace the helm motor.

• If the fault is active: Diagnose the encoder that is identified by the CCM that has WheelPosMyRel_Diff.
• If the fault status changes to active, diagnose the fault according to the Summary of Fault Correction Possibilities.
• If the fault status cannot be changed to active, perform a wiggle test of connectors and wires at CCM and helm motor
with keys on to attempt to locate a bad pin or connector. Correct as appropriate.
• If the fault cannot be duplicated as active status, clear the freeze frame and contact Mercury product support.
Wheel_EndStopExceeded
Explanation
The end stop was exceeded by force, or the end stops were not present to prevent the operator from exceeding them. The
wheel end stops and force feedback are disabled.
End stops in the steering wheel are a function of the starboard CCM.
Possible Causes
This fault is normal if the end stops are forcefully overcome. The fault can also indicate a faulty helm.

Cycle the key switch to reengage the end stops, and test both end stops for equal force.
• If the Wheel_EndStopExceeded fault is not the only active fault:
a. Troubleshoot the other active faults using the appropriate sections of this manual.
b. Cycle the key switches to clear the fault. Then determine if the end stops are reset.
• If the Wheel_EndStopExceeded fault is the only active fault, confirm that the end stop was not exceeded, passed, or
overcome due to excessive force.
• If the Wheel_EndStopExceeded fault is active and there are no end stops, troubleshoot the CCM driver power.

CCM Faults
X ..........
XDRPB_RangeHigh
Explanation
The voltage of the secondary 5 VDC sensor power of the CCM is too high.
In the starboard CCM, the wheel sensors are on this power. In the port CCM, the levers and port wheel sensors are on this
power. In the center CCMs, the lever sensors are on this power.
Possible Causes
• The sensor power wire is connected to a power source greater than the maximum 5.5 VDC.
• Faulty joystick, helm motor, wiring, or CCM.

Unplug all sensors (levers, wheel, joystick) and see if the fault is still present. Look for shorts to the 12 VDC power source.
Check the pins in the CCM.
XDRPB_RangeLow
Explanation
The voltage of the secondary 5 VDC sensor power of the CCM is too low.
In the starboard CCM, the wheel sensors are on this power. In the port CCM, the levers and port wheel sensors are on this
power. In the center CCMs, the lever sensors are on this power.
Possible Causes
• The sensor power wire is connected to a power source less than the minimum 4.5 VDC .
• Faulty joystick, helm motor, wiring, or CCM.

Unplug all sensors (levers, wheel, joystick) and see if the fault is still present. Look for shorts to ground. Check the pins in the
CCM.
XDRP_RangeHigh
Explanation
The voltage of the primary 5 VDC sensor power of the CCM is too high. The ERC lever sensors and the joystick sensors are on
this power. This fault is seen in only the starboard CCM.
Possible Causes
• The sensor power wire is connected to a power source greater than the maximum 5.5 VDC.
• Faulty ERC potentiometer, wiring, or CCM.

Unplug all sensors (levers, wheel, joystick) and see if the fault is still present. Look for shorts to the 12 VDC power source.
Check the pins in the CCM.
XDRP_RangeLow

CCM Faults
Explanation
The voltage of the primary 5 VDC sensor power of the CCM is too low. The ERC lever sensors and the joystick sensors are on
this power. This fault is seen in only the starboard CCM.
Possible Causes
• The sensor power wire is connected to a power source less than the minimum 4.5 VDC .
• Faulty ERC potentiometer, wiring, or CCM.

Unplug all sensors (levers, wheel, joystick) and see if the fault is still present. Look for shorts to ground. Check the pins in the
CCM.

TVM Faults

Section 2D - TVM Faults
Table of Contents 2
D
TVM Faults........................................................................ 2D-2 M .......................................................................................2D-7
Multifunction Display Limitations................................ 2D-2 Medium_Speed_Engine_Data_0x170p0_SOH........... 2D-7
TVM Fault List............................................................ 2D-2 Medium_Speed_Engine_Data_0x170p3_SOH........... 2D-7
B ....................................................................................... 2D-2 N ....................................................................................... 2D-8
Both_Pos_Sensor_Failure.......................................... 2D-2 NoValidCommandMessage........................................2D-8
C ....................................................................................... 2D-2 NoValidRPMMessage................................................ 2D-8
CCM_CAN_P_Auth_Timeout......................................2D-2 P ....................................................................................... 2D-9
CCM_CAN_P_Authentication_Fault........................... 2D-3 Primary_Pos_Sensor_Failure..................................... 2D-9
CCM_CAN_X_Auth_Timeout......................................2D-3 PumpNotActive...........................................................2D-9
CCM_CAN_X_Authentication_Fault........................... 2D-4 S ....................................................................................... 2D-9
CheckMechanicalOffset..............................................2D-4 Secondary_Pos_Sensor_Failure................................ 2D-9
D ....................................................................................... 2D-4 SteerMotorFollow..................................................... 2D-10
Drive_Pos_Pri_RangeHigh......................................... 2D-4 SteerMotorOpen....................................................... 2D-10
Drive_Pos_Pri_RangeLow.......................................... 2D-5 SteeringNotAvailable................................................ 2D-10
Drive_Pos_Sec_RangeHigh....................................... 2D-5 SysVolt_RangeHigh..................................................2D-11
Drive_Pos_Sec_RangeLow........................................ 2D-5 SysVolt_RangeLow.................................................. 2D-11
Drive_Position_Sensor_Crosscheck_Fault................. 2D-6 T ......................................................................................2D-12
E ....................................................................................... 2D-6 TVM_Command_Message_0x3D0_SOH................. 2D-12
Engine_Synchronization_0x200_SOH........................2D-6 TVM_Red_Command_Message_0x5D0_SOH......... 2D-12
L ........................................................................................2D-7 X ..................................................................................... 2D-12
Low_System_Volt_Fault............................................. 2D-7 XDRPVolt_RangeHigh..............................................2D-12
Low_System_Volt_Warning_Fault.............................. 2D-7 XDRPVolt_RangeLow.............................................. 2D-13
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2D-1

TVM Faults
TVM Faults
Multifunction Display Limitations
The Mercury‑approved multifunction display (MFD) is intended for the operator of the boat and as such provides general
information to help the operator make decisions concerning problems that may arise. While some troubleshooting based on the
fault information displayed on MFD is possible, the decision for the boat operator is generally whether to continue boating or to
return to port. The CDS G3 service tool, however, is designed for use by technicians and provides detailed fault descriptions,
along with live data and other advanced functions that assist the technician in resolving the faults and other problems that may
arise.
IMPORTANT: The diagnostic capability offered by the Mercury‑approved MFD is limited. Do not attempt to use it as your sole
diagnostic tool. For assistance in relating the information presented on the MFD to CCM faults seen in CDS G3, refer to
Section 2B ‑ Troubleshooting MFD Faults.
TVM Fault List

IMPORTANT: The following pages contain faults for all JPO TVM calibration versions. Some faults have been turned off and
some have been added, depending on the calibration ID. Not all listed faults apply to all TVM calibrations.
Faults are listed in alphabetical order and are presented as seen on the CDS G3 fault screen. Be careful to match the fault
name exactly with the tool display.
The following additional information appears for each listed fault:
1. Fault Type—Sticky or nonsticky. Refer to Section 1A ‑ Fault Types.
2. CCM Fault Activated—The CCM fault activated by this fault. The CCM fault will drive what is displayed on the MFD.
The listed fault type reflects only the calibration current at the time of printing. The same fault might exhibit a different fault type
in earlier calibrations.
B ..........
Both_Pos_Sensor_Failure
Fault Type CCM Fault Activated
Nonsticky TVM_Steering_Unavailable
Explanation
This is a flag fault indicating that either the TVM has range faults for both linear position sensors or the drive position sensor
cross‑check fault is active.
The power steering pump will be shut down and Engine Guardian will limit power to 5% with this fault. The
SteeringNotAvailable fault will also be set.
Possible Causes
• Faulty wiring
• Faulty linear position sensor or sensors
• Faulty TVM
The sensors use two different circuits to report their individual values to the CCM. The likelihood of both circuits or sensors
failing together is small. More likely, the 5 VDC reference or ground is at fault.

Use other faults to help determine what to diagnose as the cause.
C ..........
CCM_CAN_P_Auth_Timeout
Nonsticky TVM_Fault_Critical
Explanation
Page 2D-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

TVM Faults
The TVM has not received messages from the CCM over CAN P in the time allotted for receipt of the messages.
Possible Causes
• Incorrect City ID
• Faulty CAN P bus
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to validate the presence of all modules on CAN P and to confirm that the City IDs are correct. Verify
that the resistance of CAN P is 60 ohms. Ensure that the 2‑pin CAN link is connected correctly and that the CAN P blue and
white wires are pinned correctly.
Check circuit values of CAN P through the modules using an ohmmeter. Removing CAN terminators to check the resistance
CCM_CAN_P_Authentication_Fault
Explanation
The TVM was unable to authenticate that the messages received over CAN P are from the correct CCM. The TVM has denied
the CCM control because the security keys did not agree.
Possible Causes
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to validate the presence of all modules on CAN P and to confirm that the City IDs are correct. Verify
that the resistance of CAN P is 60 ohms. Ensure that the 2‑pin CAN link is connected correctly and that the CAN P blue and
white wires are pinned correctly.
CCM_CAN_X_Auth_Timeout
Explanation
The TVM has not received messages from the CCM over CAN X in the time allotted for receipt of the messages.
Possible Causes
• Faulty CAN X bus
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to validate the presence of all modules and to confirm that the City IDs are correct. Verify that the
resistance of CAN X is 60 ohms. Ensure that the 2‑pin CAN link harnesses are not connected to CAN X.

TVM Faults
Check circuit values of CAN X through the modules using an ohmmeter. Removing CAN terminators to check the resistance
CCM_CAN_X_Authentication_Fault
Explanation
The TVM was unable to authenticate that the messages received over CAN X are from the correct CCM. The TVM has denied
the CCM control because the security keys did not agree.
Possible Causes
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to validate the presence of all modules and to confirm that the City IDs are correct. Verify that the
resistance of CAN X is 60 ohms. Ensure that the 2‑pin CAN link harnesses are not connected to CAN X.
CheckMechanicalOffset
Nonsticky TVM_Fault_NonCritical
Explanation
The TVM will set this flag until the engine alignment has been completed at least once after TVM replacement.
Possible Causes
One or more TVMs have been replaced without following‑up with the initial out‑of‑the‑water engine alignment procedure.

Perform the initial out‑of‑the‑water engine alignment procedure. The engines must be aligned properly to minimize the risk of
setting the SteerMotorFollow fault.
D ..........
Drive_Pos_Pri_RangeHigh
Explanation
The output of the steering actuator's primary sensor is too high. The TVM will switch to read the secondary sensor.
Possible Causes
• Failed sensor
• Shorted wiring
• Faulty TVM

TVM Faults

View the data from the linear position sensor in the TVM Live Data. The field of data is Drive_Pos_Pri. Compare this to the
data of Drive_Pos_Sec.
• If the data is nonlinear (skips or jumps values) in comparison to the secondary position sensor, then the sensor is the likely
cause.
• If the data field is stuck or has defaulted to zero degrees, this could indicate a wiring issue.
Drive_Pos_Pri_RangeLow
Explanation
The output of the steering actuator's primary sensor is too low. The TVM will switch to read the secondary sensor.
Possible Causes
• Failed sensor
• Open wiring
• Faulty TVM

cause.
Drive_Pos_Sec_RangeHigh
Explanation
The output of the steering actuator's secondary sensor is too high.
Possible Causes
• Failed sensor
• Shorted wiring
• Faulty TVM

View the data from the linear position sensor in the TVM Live Data. The field of data is Drive_Pos_Sec. Compare this to the
data of Drive_Pos_Pri.
• If the data is nonlinear (skips or jumps values) in comparison to the primary position sensor, then the sensor is the likely
cause.
Drive_Pos_Sec_RangeLow
Explanation
The output of the steering actuator's secondary sensor is too low.

TVM Faults
Possible Causes
• Failed sensor
• Open wiring
• Faulty TVM

View the data from the linear position sensor in the TVM Live Data. The field of data is Drive_Pos_Sec. Compare this to the
data of Drive_Pos_Pri.
• If the data is nonlinear (skips or jumps values) in comparison to the primary position sensor, then the sensor is the likely
cause.
Drive_Position_Sensor_Crosscheck_Fault
Sticky TVM_Fault_NonCritical
Explanation
The TVM sees the primary (increasing) and secondary (decreasing) sensors. The allowable error between the two sensors is
too high for a specific steering position.
NOTE: One sensor increases and the other decreases with steering actuator movement.
Possible Causes
• Faulty position sensor or sensors
• Faulty wiring
• Faulty TVM
The sensors use two different circuits to report their individual values to the CCM. The likelihood of both circuits or sensors
failing together is small. Other faults (such as range high or range low) are likely to be present.

cause.
E ..........
Engine_Synchronization_0x200_SOH
Explanation
CAN X information from the engine is missing.
Possible Causes
• Faulty TVM
• Faulty PCM

Use CDS G3 Module Data to validate the presence of all modules and to confirm the City IDs are correct. Verify that the
resistance of CAN X is 60 ohms. Ensure that the 2‑pin CAN link harness is not connected to CAN X.

TVM Faults
L ..........
Low_System_Volt_Fault
Explanation
The TVM power is too low. The value is at the lower end of the 0–1024 count range.
This 12 VDC power is sensed from the main power relay (MPR) on the TVM. The power is supplied from a 20‑amp fuse on the
engine, through the 14‑pin data harness, to the TVM harness.
Possible Causes
The battery state is poor or the battery wiring is corroded.

Try a high load activity (starting the engine) while watching the voltage at the battery with a meter to see if it matches what is in
the freeze frame data for voltage under the low voltage fault. Clean the cables or replace the battery.
Low_System_Volt_Warning_Fault
Explanation
The TVM power is too low. The value is at the lower end of the 0–1024 count range.
This 12 VDC power is sensed from the main power relay (MPR) on the TVM. The power is supplied from a 20‑amp fuse on the
engine, through the 14‑pin data harness, to the TVM harness.
Possible Causes
The battery state is poor or the battery wiring is corroded.

Try a high load activity (starting the engine) while watching the voltage at the battery with a meter to see if it matches what is in
the freeze frame data for voltage under the low voltage fault. Clean the battery terminals, replace the battery cables (if the
battery tests okay), or replace the battery.
M ..........
The following information applies to Medium_Speed_Engine_Data_0x170p0_SOH and
Medium_Speed_Engine_Data_0x170p3_SOH.

Explanation
CAN P information is missing from the engine.

TVM Faults
Possible Causes
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to validate the presence of all modules on CAN P and to confirm the City IDs are correct. Verify that
the resistance of CAN P is 60 ohms. Ensure that the CAN P link harness is not cross‑connected to CAN H or X and that the
CAN P blue and white wires are pinned correctly.
N ..........
NoValidCommandMessage
Explanation
This fault indicates that a high level command message from the CCM to the TVM across CAN X is missing. CAN P is the
redundant path for this data. This fault indicates the data did not arrive using either CAN bus.
Possible Causes
• Faulty CAN X and CAN P buses
• Faulty TVM
• Faulty CCM

resistance of CAN X is 60 ohms. Ensure that the CAN P link harness is not connected to CAN X.
NoValidRPMMessage
Explanation
This fault indicates that an engine RPM data message from the CCM to the TVM across CAN X is missing. CAN P is the
redundant path for this data. This fault indicates the data did not arrive using either CAN bus.
Possible Causes
• Faulty CAN X and CAN P buses
• Faulty TVM
• Faulty CCM

resistance of CAN X is 60 ohms. Ensure that the CAN P link harness is not connected to CAN X.

TVM Faults
P ..........
Primary_Pos_Sensor_Failure
Explanation
The steering actuator primary sensor is out of range (high or low) or has been disabled due to a cross‑check fault. The TVM will
switch to read the secondary (Drive_Pos_Sec) sensor.
Possible Causes
• Failed primary position sensor
• Bad connection
• Faulty TVM

Determine if the failure is RangeHigh or RangeLow. Determine if the signal difference between this sensor and the redundant
sensor is beyond the allowable range. Check for a failed primary position sensor, a bad connection, or a faulty TVM.
PumpNotActive
Nonsticky None
Explanation
The power steering pump is operating intermittently.
This fault appears in the freeze frame and is set only when there is no current being drawn by the power steering pump. The
current sensor must be installed for this fault to be processed in the software.
Possible Causes
• Pump overvoltage
• Pump undervoltage
• Pump overtemperature

Troubleshoot the power steering pump as described in Section 4A ‑ Power Steering Pump Operates Intermittently.
S ..........
Secondary_Pos_Sensor_Failure
Explanation
The steering actuator secondary sensor is out of range (high or low) or has been disabled due to a cross‑check fault.
Possible Causes
• Failed secondary position sensor
• Bad connection
• Faulty TVM

TVM Faults

Determine if the failure is RangeHigh or RangeLow. Determine if the signal difference between this sensor and the redundant
sensor is beyond the allowable range. Check for a failed secondary position sensor, a bad connection, or a faulty TVM.
SteerMotorFollow
Sticky TVM_Steering_Unavailable
Explanation
The TVM or steering actuator cannot meet the desired steering position commanded by the CCM. The response to the
command is too slow.
The power steering pump will be shut down with this fault. SteeringNotAvailable will also be set.
Possible Causes
• Low power steering fluid level
• Low power steering pump pressure
• Incorrect or no vessel personality in the CCM
• Incorrect manual drive alignment value

Check for binding in any part of the steering system. Ensure that there are no external impediments (rigging tubes, anticollision
cables, etc.) to movement.
Refer to Section 2B ‑ Troubleshooting a SteerMotorFollow Fault or a Slow Steering Cylinder.
Ensure that the correct vessel personality is loaded in the CCM. The vessel personality contains the toe angle and other
steering corrections. Check the manual drive alignment values, and ensure that the engines are parallel.
SteerMotorOpen
Sticky TVM_Steering_Unavailable
Explanation
The TVM has sent current to the actuator and did not see a load.
The power steering pump will be shut down with this fault. Engine Guardian will limit power to 5% with this fault.
SteeringNotAvailable will also be set.
Possible Causes
• Bad connections
• Open or short in the steering actuator motor or wiring

Check the actuator power (H‑bridge) connections. Check the TVM connections. Check the steering actuator motor for an open
or short. Check SteerMotor_Current in CDS G3 to see if the feedback current value is within range.
If an open circuit is found between the actuator motor and the TVM, make the necessary repair. If the motor shows an open
circuit, the actuator may need replacement.
NOTE: The steering actuator and steering cylinder must be replaced as an assembly.
SteeringNotAvailable
Nonsticky TVM_Steering_Unavailable

TVM Faults
Explanation
The TVM indicates that due to some other failed or not‑enabled condition, the steering system is not allowed to steer, even
though it is operable.
This is a flag fault. Any TVM fault that will activate the TVM_Steering_Unavailable fault will set this one as well. This fault is
what is communicated to the CCM. The power steering pump will be shut down with this fault.
Possible Causes
• TVM sensor failure
• Communication faults

View all module faults for the cause of this fault.
SysVolt_RangeHigh
Explanation
Indicates that the TVM voltage supply as sensed by the TVM is beyond the expected range.
Possible Causes
• Wiring issues
• Faulty TVM

Check for 12 VDC at pins B8 and B17 and ground at pins B22 and A16. If the values fall within the expected range, replace the
TVM.
SysVolt_RangeLow
Explanation
Indicates that the TVM voltage supply as sensed by the TVM is below the expected range. If the TVM calibration ID is
TVM13XXXOPAAE, the expected value is 9 volts.
Possible Causes
• Discharged battery
• Poor battery terminal connections
• Key on, but battery switch off
• Malfunctioning alternator
• Wiring issues
• Faulty TVM

Check for 12 VDC at pins B8 and B17 and ground at pins B22 and A16. If the values fall within the expected range, replace the
TVM.

TVM Faults
T ..........
TVM_Command_Message_0x3D0_SOH
Explanation
CAN X information is missing from the TVM. This is the primary TVM status message.
Possible Causes
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to confirm the presence of all modules and to check the TVM City IDs. The City IDs should be 43
for the starboard TVM, 44 for the port TVM, 45 for the starboard inner (or center) TVM, and 46 for the port inner TVM.
Check the CAN X wiring, and confirm that the bus measures 60 ohms. Ensure that a CAN link harness is not cross‑connected
to CAN X. Check the circuit values of CAN X through the modules using an ohmmeter.
TVM_Red_Command_Message_0x5D0_SOH
Explanation
CAN P information is missing from the CCM. This is the redundant TVM status message.
Possible Causes
• Faulty TVM
• Faulty CCM

Use CDS G3 Module Data to confirm the presence of all modules on CAN P and to check the TVM City IDs. The City IDs
should be 43 for the starboard TVM, 44 for the port TVM, 45 for the starboard inner (or center) TVM, and 46 for the port inner
TVM.
Check the CAN P wiring, and confirm that the bus measures 60 ohms. Ensure that the CAN P link harness is not
cross‑connected to CAN H or CAN X. Check the circuit values of CAN P through the modules using an ohmmeter.
X ..........
XDRPVolt_RangeHigh
Explanation
The TVM's primary 5 VDC sensor power (transducer power) is too high. The value is at the upper end of the 0–1024 count
range.
Possible Causes
• Faulty position sensor
• Wiring issue

TVM Faults
• Faulty TVM

While watching the 5 VDC reference, disconnect the steering actuator harness from the TVM. If the voltage returns to normal,
inspect the steering actuator wire harness for shorts. If the harness is okay, replace the actuator assembly.
XDRPVolt_RangeLow
Explanation
The TVM's primary 5 VDC sensor power is too low. The value is at the lower end of the 0–1024 count range.
Possible Causes
• Faulty position sensor
• Wiring issue
• Faulty TVM

While watching the 5 VDC reference, disconnect the steering actuator harness from the TVM. If the voltage returns to normal,
inspect the steering actuator wire harness for shorts. If the harness is okay, replace the actuator assembly.

TVM Faults
Notes:

Warning Horns and Audible Alerts

Section 2E - Warning Horns and Audible Alerts
Table of Contents 2
E
Trackpad Audio Signals..................................................... 2E-2
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2E-1

Warning Horns and Audible Alerts
Trackpad Audio Signals

Trackpads use audio signals to provide feedback to the user:
• One beep signifies acceptance of the requested command.
• Two beeps signifies denial of the requested command.
Page 2E-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Controller Area Network (CAN) Circuits

Section 2F - Controller Area Network (CAN) Circuits
Table of Contents 2
F
CAN Circuit Components................................................... 2F-2 CAN X Circuit............................................................2F-18
CAN Circuit Diagrams........................................................ 2F-4 CAN H Circuit ‑ Design 1 Helm Components........... 2F-26
CAN P Circuit ‑ Design 1 Helm Components..............2F-4 CAN H Circuit ‑ Design 2 Helm Components........... 2F-34
CAN P Circuit ‑ Design 2 Helm Components............2F-12
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2F-1

CAN Circuit Components

In order to troubleshoot controller area network (CAN) circuits, you must first understand which devices communicate on each
CAN. The table below and the CAN Circuit Diagrams describe the CAN P, CAN X, and CAN H circuits used on a boat
equipped with Joystick Piloting for Outboards.
NOTE: For identification of all components in the system architecture, refer to Section 6A ‑ Wiring Diagrams.
Communicates on...
Component
CAN P CAN X CAN H
VesselView display X – X
Command control modules (CCMs) X X X
Propulsion control modules (PCMs) X X –
Thrust vector modules (TVMs) X X –
DTS trackpad X – –
CDS G3 diagnostic tool X – X
Helm sensor assembly (design 2) X – X
Joystick (design 2) – – X
Inertial measurement unit (IMU) – – X
Global positioning system (GPS) antenna – – X
Autopilot trackpad – – X
Helm gateway – – X
VesselView Link X – X
Page 2F-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Notes:

CAN Circuit Diagrams

CAN P Circuit ‑ Design 1 Helm Components
17 15
14 16
12 13
18
10 11
19
P
P
8 9
7 7
6 6
5 5
4 4
PORT
STBD
1 3 2 3
59066

CAN P - dual engine, single helm configuration 10 - Port CCM
1- Port engine 11 - Starboard CCM
2- Starboard engine 12 - Port J‑box connector
3- Engine harness (to PCM) 13 - Starboard J‑box connector
4- CAN P/H terminator 14 - Multiwake J‑box connector
5- Engine to TVM data harness 15 - J‑box used for multiwake connection point
6- Thrust vector module (TVM) 16 - Diagnostic port
7- TVM to helm data harness 17 - ERC
8- Dual engine helm harness 18 - VesselView harness
9- CAN P link harness 19 - VesselView

23 22
21
18
24
17 19
20
134
6
5
1
4
3
2
22
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
25
14 16
15
10
P
P
13
P
12
11
9
9 9
8 8 8
7 7 7
5 6
CENTER
STBD
PORT
1 4 2 4 3 4 59067

CAN P - triple engine, single helm configuration 13 - CAN P link harness
1- Port engine 14 - Port CCM
2- Center engine 15 - Center CCM
3- Starboard engine 16 - Starboard CCM
4- Engine harness (to PCM) 17 - Port J‑box connector
5- CAN P/H link harness 18 - Multiwake J‑box connector
6- CAN P/H terminator 19 - Starboard J‑box connector
7- Engine to TVM data harness 20 - Center J‑box connector
8- Thrust vector module (TVM) 21 - J‑box used for multiwake connection point
9- TVM to helm data harness 22 - Diagnostic port
10 - Dual engine helm harness 23 - ERC
11 - Center engine helm harness 24 - VesselView harness
12 - CAN terminator (120 ohm) 25 - VesselView

26
25
23 24
22 21
134
6
20
5
1
4
3
2
22
18
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
19
27
14 17
15 16
11
P
13
P
P
13
12 12
10 10 10 10
9 9 9 9
8 8 8 8
7 6
6
PORT INNER
STBD INNER
PORT OUTER
STBD OUTER
1 5 2 5 3 5 4 5 59068

CAN P - quad engine (without tie bar), single helm 14 - Port outer CCM
configuration 15 - Port inner CCM
1- Port outer engine 16 - Starboard inner CCM
2- Port inner engine 17 - Starboard outer CCM
3- Starboard inner engine 18 - Port J‑box connector
4- Starboard outer engine 19 - Starboard J‑box connector
5- Engine harness (to PCM) 20 - Center (port inner) J‑box connector
6- CAN P/H terminator 21 - Center (starboard inner) J‑box connector
9- Thrust vector module (TVM) 24 - Diagnostic port
10 - TVM to helm data harness 25 - ERC
11 - Dual engine helm harness 26 - VesselView harness
12 - Center engine helm harness 27 - VesselView
13 - CAN P link harness

27
26
24 25
23 22
134
6
21
5
1
4
3
2
22
19
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
20
28
15 18
16 17
12
P
14
P
P
14
13 13
10 11 11 10
9 9
8 8
6 7 6
PORT INNER
STBD INNER
PORT OUTER
STBD OUTER
1 5 2 5 3 5 4 5 59346

CAN P - quad engine (with tie bar), single helm 14 - CAN P link harness
configuration 15 - Port outer CCM
1- Port outer engine 16 - Port inner CCM
2- Port inner engine 17 - Starboard inner CCM
3- Starboard inner engine 18 - Starboard outer CCM
4- Starboard outer engine 19 - Port J‑box connector
6- CAN P/H terminator 21 - Center (port inner) J‑box connector
7- CAN P/H link harness 22 - Center (starboard inner) J‑box connector
8- Engine to TVM data harness 23 - Multiwake J‑box connector
10 - TVM to helm data harness 25 - Diagnostic port
11 - Engine to helm data harness 26 - ERC
12 - Dual engine helm harness 27 - VesselView harness
13 - Center engine helm harness 28 - VesselView

CAN P Circuit ‑ Design 2 Helm Components
17
16
19 18
15 12
14 13
10 11
9
P
P
7 7
6 6
5 5
4 4
PORT
STBD
1 3 2 3
60866

CAN P - dual engine, single helm configuration 10 - Port CCM
2- Starboard engine 12 - Diagnostic port
4- CAN P/H terminator 14 - Port J‑box connector
7- TVM to helm data harness 17 - VesselView Link controller
8- Dual engine helm harness 18 - Helm sensor assembly
9- CAN P link harness 19 - ERC

23
22
25 24
21 17
20
18
19
14 16
15
12 13
P
P
10 11
9 9 9
8 8 8
7 7 7
5 6
CENTER
PORT
STBD
1 4 2 4 3 4
60867

CAN P - triple engine, single helm configuration 13 - CAN P link harness
4- Engine harness (to PCM) 17 - Diagnostic port
5- CAN P/H link harness 18 - Center J‑box connector
7- Engine to TVM data harness 20 - Port J‑box connector
8- Thrust vector module (TVM) 21 - Multiwake J‑box connector
9- TVM to helm data harness 22 - J‑box used for multiwake connection point
10 - Dual engine helm harness 23 - VesselView Link controller
11 - Center engine helm harness 24 - Helm sensor assembly
12 - CAN terminator (120 ohm) 25 - ERC

26
25
24
19
27
28
20
23 22
21
15 18
16 17
14 14
P
P
12 13 13
10 11 11 10
9 9
8 8
6 7 6
PORT OUTER
STBD OUTER
PORT INNER
STBD INNER
1 5 2 5 3 5 4 5 60868

CAN P - quad engine (with tie bar), single helm 14 - CAN P link harness
4- Starboard outer engine 19 - Diagnostic port
5- Engine harness (to PCM) 20 - Starboard inner J‑box connector
6- CAN P/H terminator 21 - Port inner J‑box
7- CAN P/H link harness 22 - Starboard outer J‑box connector
8- Engine to TVM data harness 23 - Port outer J‑box connector
9- Thrust vector module (TVM) 24 - Multiwake J‑box connector
10 - TVM to helm data harness 25 - J‑box used for multiwake connection point
11 - Engine to helm data harness 26 - VesselView Link controller
12 - Dual engine helm harness 27 - Helm sensor assembly
13 - Center engine helm harness 28 - ERC

CAN X Circuit
9 10
X
X
4 4
8
7 7
6 6
5 5
4 4
PORT
STBD
3 3
1 3 2 3
59069

CAN X - dual engine, single helm configuration 6- Thrust vector module (TVM)
1- Port engine 7- TVM to helm data harness
2- Starboard engine 8- Dual engine helm harness
3- Engine harness (to PCM) 9- Port CCM
4- CAN X terminator (120 ohm) 10 - Starboard CCM
5- Engine to TVM data harness

11 13
12
X
X
5
X
5 5
9
10
8
8 8
7 7 7
6 6 6
5 5
5
CENTER
4
STBD
PORT
4 4
1 4 2 4 3 4 59070

CAN X - triple engine, single helm configuration 7- Thrust vector module (TVM)
1- Port engine 8- TVM to helm data harness
2- Center engine 9- Dual engine helm harness
3- Starboard engine 10 - Center engine helm harness
4- Engine harness (to PCM) 11 - Port CCM
5- CAN X terminator (120 ohm) 12 - Center CCM
6- Engine to TVM data harness 13 - Starboard CCM

12 15
13 14
X
X
6
X
10 6 6
X
6
11 11
9 9 9 9
8 8 8 8
7 7 7 7
6 6 6 6
6
PORT INNER
STBD INNER
PORT OUTER
STBD OUTER
5 5 5 5
1 5 2 5 3 5 4 5 59071

CAN X - quad engine (without tie bar), single helm 8- Thrust vector module (TVM)
configuration 9- TVM to helm data harness
1- Port outer engine 10 - Dual engine helm harness
2- Port inner engine 11 - Center engine helm harness
3- Starboard inner engine 12 - Port outer CCM
4- Starboard outer engine 13 - Port inner CCM
5- Engine harness (to PCM) 14 - Starboard inner CCM
6- CAN X terminator (120 ohm) 15 - Starboard outer CCM
7- Engine to TVM data harness

13 16
14 15
X
X
6
X
11 6 6
X
6
12 12
9 10 10 9
8 8
7 7
6 6 6 6
6
PORT INNER
STBD INNER
PORT OUTER
STBD OUTER
5 5 5 5
1 5 2 5 3 5 4 5 59347

CAN X - quad engine (with tie bar), single helm 8- Thrust vector module (TVM)
configuration 9- TVM to helm data harness
1- Port outer engine 10 - Engine to helm data harness
2- Port inner engine 11 - Dual engine helm harness
3- Starboard inner engine 12 - Center engine helm harness
4- Starboard outer engine 13 - Port outer CCM
5- Engine harness (to PCM) 14 - Port inner CCM
6- CAN X terminator (120 ohm) 15 - Starboard inner CCM
7- Engine to TVM data harness 16 - Starboard outer CCM

CAN H Circuit ‑ Design 1 Helm Components
18
20
21
17
15
19 16
14
12 13
22
10 11
134
6
5
1
4
3
2
22
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
23
H
H
6 7 6 7
5 5
4 4
PORT
STBD
1 3 2 3
59072

CAN H - dual engine, single helm configuration 11 - Starboard CCM
1- Port engine 12 - Port J‑box connector
2- Starboard engine 13 - Starboard J‑box connector
3- Engine harness (to PCM) 14 - Multiwake J‑box connector
4- CAN P/H terminator 15 - J‑box used for multiwake connection point
5- Engine to TVM data harness 16 - Diagnostic port
6- Thrust vector module (TVM) harness 17 - Autopilot trackpad
NOTE: CAN H does not connect to the TVM itself; it only 18 - Helm gateway
passes through the TVM harness. 19 - CAN H Y‑harness
7 - TVM to helm data harness 20 - Inertial measurement unit (IMU) (electronic compass)
8 - Dual engine helm harness 21 - Global positioning system (GPS) antenna
9 - CAN H link harness 22 - VesselView harness
10 - Port CCM 23 - VesselView

24
27 26
21 23
25 20 22
28
17 18
19
134
6
5
1
4
3
2
22
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
29
14 16
15
H
H
H
12 13
10
11
9
9 9 8
8 8
7 7 7
5 6
CENTER
STBD
PORT
1 4 2 4 3 4 59073

CAN H - triple engine, single helm configuration 14 - Port CCM
1- Port engine 15 - Center CCM
2- Center engine 16 - Starboard CCM
3- Starboard engine 17 - Port J‑box connector
8- Thrust vector module (TVM) harness 22 - Diagnostic port
NOTE: CAN H does not connect to the TVM itself; it only 23 - Autopilot trackpad
passes through the TVM harness. 24 - Helm gateway
9 - TVM to helm data harness 25 - CAN H Y‑harness
10 - Dual engine helm harness 26 - Inertial measurement unit (IMU) (electronic compass)
11 - Center engine helm harness 27 - Global positioning system (GPS) antenna
12 - CAN H terminator (120 ohms) 28 - VesselView harness
13 - CAN H link harness 29 - VesselView

30
26
29 28
23 25
24
27
22
134
6
5
1
4
3
2
21
22
18
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
19 20
31
14 17
15 16
H
H
H
13
H
13
11
12 12
10 10 10 10
9 9 9 9
8 8 8 8
6
6
7
PORT INNER
STBD INNER
PORT OUTER
STBD OUTER
1 5 2 5 3 5 4 5 59074

CAN H - quad engine (without tie bar), single helm 15 - Port inner CCM
configuration 16 - Starboard inner CCM
1- Port outer engine 17 - Starboard outer CCM
2- Port inner engine 18 - Port J‑box connector
3- Starboard inner engine 19 - Starboard J‑box connector
4- Starboard outer engine 20 - Center (port inner) J‑box connector
5- Engine harness (to PCM) 21 - Center (starboard inner) J‑box connector
7- CAN P/H link harness 23 - J‑box used for multiwake connection point
8- Engine to TVM data harness 24 - Diagnostic port
9- Thrust vector module (TVM) harness 25 - Autopilot trackpad
NOTE: CAN H does not connect to the TVM itself; it only 26 - Helm gateway
passes through the TVM harness. 27 - CAN H Y‑harness
10 - TVM to helm data harness 28 - Inertial measurement unit (IMU) (electronic compass)
14 - Port outer CCM

31
27
30 29
24 26
25
28
23
134
6
5
1
4
3
2
22
22
19
3
2
4
1
5
6
TANK LEVEL
26
124
FUEL
20 21
32
15 18
16 17
H
H
H
14
H
14
12
13 13
10 11 11 10
9 9
8 8
6 7 6
PORT INNER
STBD INNER
PORT OUTER
STBD OUTER
1 5 2 5 3 5 4 5 59348

CAN H - quad engine (with tie bar), single helm 15 - Port outer CCM
configuration 16 - Port inner CCM
1- Port outer engine 17 - Starboard inner CCM
2- Port inner engine 18 - Starboard outer CCM
3- Starboard inner engine 19 - Port J‑box connector
4- Starboard outer engine 20 - Starboard J‑box connector
5- Engine harness (to PCM) 21 - Center (port inner) J‑box connector
6- CAN P/H terminator 22 - Center (starboard inner) J‑box connector
9- Thrust vector module (TVM) harness 25 - Diagnostic port
NOTE: CAN H does not connect to the TVM itself; it only 26 - Autopilot trackpad
passes through the TVM harness. 27 - Helm gateway
10 - TVM to helm data harness 28 - CAN H Y‑harness
11 - Engine to helm data harness 29 - Inertial measurement unit (IMU) (electronic compass)

CAN H Circuit ‑ Design 2 Helm Components
17
18
19
16
20
15 12
14 13
10 11
H
H
7 7
6 6
5 5
4 4
PORT
STBD
1 3 2 3
60869

CAN H - dual engine, single helm configuration 10 - Port CCM
2- Starboard engine 12 - Diagnostic port
4- CAN P/H terminator 14 - Port J‑box connector
6- Thrust vector module (TVM) harness 16 - J‑box used for multiwake connection point
NOTE: CAN H does not connect to the TVM itself; it only 17 - VesselView Link controller
passes through the TVM harness. 18 - Global positioning system (GPS) antenna/inertial
7 - TVM to helm data harness measurement unit (IMU) (electronic compass)
8 - Dual engine helm harness 19 - Joystick autopilot trackpad
9 - CAN H link harness 20 - Helm sensor assembly

23
24
25
22
26
21 17
18
20 19
14 16
15
H
H
12 13
10 11
9 9 9
8 8 8
7 7 7
5 6
CENTER
PORT
STBD
1 4 2 4 3 4
60870

CAN H - triple engine, single helm configuration 13 - CAN H link harness
4- Engine harness (to PCM) 17 - Diagnostic port
7- Engine to TVM data harness 20 - Port J‑box connector
8- Thrust vector module (TVM) harness 21 - Multiwake J‑box connector
NOTE: CAN H does not connect to the TVM itself; it only 22 - J‑box used for multiwake connection point
passes through the TVM harness. 23 - VesselView Link controller
9 - TVM to helm data harness 24 - Global positioning system (GPS) antenna/inertial
10 - Dual engine helm harness measurement unit (IMU) (electronic compass)
11 - Center engine helm harness 25 - Joystick autopilot trackpad
12 - CAN H terminator (120 ohms) 26 - Helm sensor assembly

26
27
25
28 24 19
29
20
23 22
21
15 18
16 17
H
H
14 14
12 13 13
10 11 11 10
9 9
8 8
6 7 6
PORT OUTER
STBD OUTER
PORT INNER
STBD INNER
1 5 2 5 3 5 4 5 60871

CAN H - quad engine (with tie bar), single helm 14 - CAN H link harness
4- Starboard outer engine 19 - Diagnostic port
5- Engine harness (to PCM) 20 - Starboard inner J‑box connector
6- CAN P/H terminator 21 - Port inner J‑box connector
7- CAN P/H link harness 22 - Starboard outer J‑box connetor
8- Engine to TVM data harness 23 - Port outer J‑box connector
9- Thrust vector module (TVM) harness 24 - Multiwake J‑box connector
NOTE: CAN H does not connect to the TVM itself; it only 25 - J‑box used for multiwake connection point
passes through the TVM harness. 26 - VesselView Link controller
10 - TVM to helm data harness 27 - Global positioning system (GPS) antenna/inertial
11 - Engine to helm data harness measurement unit (IMU) (electronic compass)
12 - Dual engine helm harness 28 - Joystick autopilot trackpad
13 - Center engine helm harness 29 - Helm sensor assembly

Notes:

Helm Components (Design 1)
Section 3A - Helm Components (Design 1)
Table of Contents
3
Dual‑Engine Helm Components, Theory of Operation...... 3A-2 Electronic Remote Control............................................... 3A-19
Triple/Quad‑Engine Helm Components, Theory of Electronic Remote Control Function......................... 3A-19
Operation........................................................................3A-3 Control Levers.......................................................... 3A-20
Helm Harness.................................................................... 3A-4
Wiring Guidelines........................................................3A-4
Shadow Resistor Packs............................................3A-21
CAN‑Based Trackpads.................................................... 3A-22
A
Dual‑Engine Helm Harness........................................ 3A-5 Digital Throttle and Shift (DTS) and Autopilot
Triple/Quad‑Engine Helm Harnesses......................... 3A-7 Trackpads............................................................. 3A-22
Helm Harness Connector Pin Identification................ 3A-8 J‑Box Connectors and CAN Traffic...........................3A-22
Steering Wheel Components........................................... 3A-12 Trackpad Diagnostics............................................... 3A-22
Electronic Steering Helm Motor................................ 3A-12 Junction Box Pinout......................................................... 3A-23
Steering Wheel Absolute Position Sensor................ 3A-13 Helm Gateway................................................................. 3A-24
Steering Wheel Encoders......................................... 3A-14 CAN H (Autopilot) Helm Gateway Overview.............3A-24
Encoder Related Circuit Fault...................................3A-14 CAN H (Autopilot) Helm Gateway Versions..............3A-24
Steering Wheel Motor............................................... 3A-15 Helm Gateway Protocol............................................ 3A-24
Incorrect Diagnosis of Steering Faults......................3A-15 Helm Gateway Troubleshooting............................... 3A-25
Joystick............................................................................ 3A-17 GPS Antenna................................................................... 3A-25
Joystick Sensor Specifications................................. 3A-17 CAN H Compatibility................................................. 3A-26
Joystick Circuit Faults (Partial List)...........................3A-18 G3 Live Data.............................................................3A-26
Joystick..................................................................... 3A-18 System Use of GPS Data......................................... 3A-26
JoystickAndLeversInGear.........................................3A-18 Electronic Compass (IMU)............................................... 3A-26
Joystick_ForeAft, Joystick_RightLeft, and CAN H Compatibility................................................. 3A-26
Joystick_Yaw.........................................................3A-18 G3 Live Data.............................................................3A-27
Joystick_Multi_Sensor.............................................. 3A-19 System Use of IMU Data.......................................... 3A-27

Dual‑Engine Helm Components, Theory of Operation

14‑pin Data Harness – There are two 14‑pin data harnesses for each engine: a helm data harness and an engine data
harness. The helm data harness is routed from the helm panel (CCM) to the thrust vector module (TVM). The engine data
harness is routed from the TVM to the engine. Each 14‑pin data harness contains multiple power and signal wires.
Autopilot Trackpad – The autopilot trackpad communicates on CAN H. It controls the following functions: Skyhook, waypoint
sequencing, and auto‑heading.
CAN H Extension Harness – The CAN H extension harness allows the navigation system components (the GPS antenna and
the IMU) to be mounted further from the helm harness.
CAN X/P/H – The helm harnesses include connectors for each of the three CAN buses:
• CAN X (also known as CAN 2) transmits primary shift/steer/throttle data. There is one CAN X bus per engine. Each CAN X
must be terminated at the engine and at the helm farthest from the engine.
• CAN P (also known as CAN 1) transmits gauge and redundant shift/steer/throttle data. There is one CAN P bus per vessel.
For dual‑engine applications, a single CAN P link harness is used at the helm farthest from the engine to complete the bus.
• CAN H (also known as CAN 3) transmits autopilot and joystick piloting‑specific helm‑to‑helm communication. There is one
CAN H bus per vessel. For dual‑engine applications, a single CAN H link harness is used at the helm farthest from the
engine to complete the bus.
All CAN buses must be terminated correctly. Refer to the appropriate architecture drawing for your configuration.
Command Control Module (CCM) – CCMs transmit and receive data on CAN buses H, P, and X. The CCM processes inputs
created by vessel controls (joystick, steering wheel, electronic remote control) and sends commands to the appropriate system
components. The CCM also interacts with navigation system components and contains the data necessary for autopilot
functionality. One CCM is required per engine.
For dual‑engine applications, two CCMs are supplied premounted on a helm panel to simplify installation. The CCMs can be
removed and mounted separately, however, if available space is not adequate to accommodate the panel.
Diagnostic Connector – The diagnostic connector provides a service port at the dash.
DTS Trackpad – The DTS trackpad allows the user to control the following system features: trolling mode, engine
synchronization, helm control transfer, single‑lever mode, throttle‑only mode, and docking mode. The DTS trackpad is
integrated into some ERCs, but is also available separately for those ERCs without it.
Electronic Remote Control (ERC) – The ERC provides engine throttle and shift input to the control system and houses the
DTS trackpad.
Electronic Steering – Electronic steering is accomplished through a steering motor, sensor, and actuator assembly that mates
with a steering wheel to provide directional input to the control system. The CCM translates these commands and sends them
to the thrust vector modules (TVMs).
• The steering motor is fully redundant between the port and starboard systems.
• The steering motor provides resistive end stops.
• The drop length for the steering motor cannot be extended.
Global Positioning System (GPS) – The GPS antenna provides location, speed, and direction information to the joystick
piloting system. This information comes from satellites that transmit radio signals to the GPS unit. This GPS unit cannot supply
information to the chartplotter.
Helm Gateway – The gateway allows the joystick piloting system to communicate with NMEA 2000 components, such as
approved chartplotters.
Helm MPR Harness – This harness connects the helm harness to the circuit‑protected, switched starboard battery power
(labeled "STBD PWR DISCONNECT" on the dual‑engine helm harness). The helm MPR harness supplies power to the
starboard CCM main power relay. This power is primarily used for steering wheel centering. Contact your Mercury PAE for
harness and connector design requirements, if not using Mercury harnessing.
Inertial Measurement Unit (IMU) – The IMU is a solid‑state, rate‑gyro electronic compass that detects the direction of the
earth’s magnetic field using solid‑state magnetometers and indicates the vessel heading relative to magnetic north.
Additionally, solid‑state accelerometers and angular‑rate sensors sense the vessel’s attitude and rate of turn.
Joystick – The joystick provides directional input to the control system, which in turn commands the engines. This control is
provided on three axes; fore to aft, side to side, and yaw (by twisting the joystick). As with the electronic steering, the input is
sent to the CCM and then on to the thrust vector modules (TVMs).
Key Switch – The key switch provides switched power to the control system and can be used to start and stop an engine.
There must be one key switch for each engine.
Key Switch Extension Harness – In the event that the key switch is not located close to the helm harness, a key switch
extension harness can be used. However, a start/stop panel is required when using a key switch extension harness because
the key switch extension harness disconnects the cranking circuit from the key switches.

Lanyard Stop Switch – The lanyard stop switch offers a redundant, emergency shutdown method in the event that the
operator is moved away from the controls or if the key switch fails. The lanyard stop switch is mounted at the helm and
connects to the helm harness.
Multi‑Wake Junction Box (J‑Box) – The main function of the junction box (J‑box) is to provide a multi‑wake connection point
for CAN P, CAN H, and CAN X devices. The J‑box also allows SmartCraft components to connect to the SmartCraft network
via one box that is controlled by any key switch. The multi‑wake junction box serves as the connection point for the navigation
system Y‑harness (for the IMU and GPS antenna), the 10‑pin, yellow diagnostic connector, the ERC DTS trackpad, the
VesselView harness, the autopilot trackpad, and the Autopilot gateway. The J‑box can also function as a service port.
An 8‑way J‑box is required for single‑helm configurations. Dual‑helm installations require an additional, 6‑way J‑box for use at
the second helm. Required J‑boxes are included in the corresponding kits.
Navigation System Y‑Harness – The Y‑harness (CAN H) connects the IMU and the GPS antenna to the SmartCraft network
through a standard junction box.
OEM Skyhook – This connector is supplied for use by the OEM, and its use is not required by Mercury. It provides an isolated
connection point to alert the OEM vessel systems when the Skyhook feature has been activated. Connection and harnessing to
this point is the OEM's responsibility.
Port and Starboard Junction Box – In addition to the multi‑wake J‑box connection, there are independent wake connections
for port and starboard. These connections are typically used for SC1000 Tach connections or other SmartCraft devices that are
desired to operate with only a specific key switch. These connections contain CAN P and H, plus power.
Start/Stop Panel – The start/stop panel is used to start and stop the engines with the press of a single button. Each engine is
controlled independently. For the start/stop panel to function, the key switch must be in the on position.
Tach Link – The helm harnesses contain 10‑pin connectors for each engine's Tach Link or tach signal. These connectors carry
wake, ground, and signal wires. SmartCraft components and gauges should never be connected to these connections.
When the engine PCM is set to Tach Link, these connections are used in conjunction with the AGI module and harness. When
the engine PCM is set to Tach, these connections can be used to drive analog tach gauges or other devices. Contact your
Mercury PAE for harness and connector design requirements, if not using Mercury harnessing.
VesselView Display – The VesselView display is a SmartCraft‑based digital display. Some of the data displayed by the
VesselView display are engine information, trim position, drive position, tank levels, and navigational information (if connected
to the GPS antenna). VesselView is required for all joystick piloting installations.
The VesselView display comes with an interface harness, bezel, sun cover, temperature sensor, operation manual, installation
manual, and installation hardware. The vessel alarm horn is standard.
VesselView Harness – The VesselView harness connects the VesselView display to the J‑box. There are connection points on
the harness for NMEA 2000, air temperature sensor, SmartCraft link gauges, vessel alarm horn, and Smart Junction Box.
Triple/Quad‑Engine Helm Components, Theory of Operation

Most helm components function identically in triple‑engine and quad‑engine applications as they do in dual‑engine applications.
Differences—including additional components—are listed below.
CAN X/P/H – Identical to dual‑engine applications, although the link harness placement differs:
• For triple‑engine applications:
• The 2‑pin CAN link harnesses must be disconnected from the dual‑engine helm harness CAN P and CAN H port
connectors and connected instead to the center engine helm harness CAN P and CAN H connectors.
• Blue CAN terminators must be installed on the unused CAN P and CAN H port connectors on the dual‑engine helm
harness.
• A single CAN P/H link harness must be connected between the port and center engines, with a red terminator on the
starboard engine CAN P/H connector.
• For quad‑engine applications:
• Two 2‑pin CAN link harnesses (supplied) each are required for CAN P and CAN H.
• The link harnesses supplied with the dual‑engine helm harness must be disconnected from the CAN P and CAN H
port connectors and connected instead to the starboard inner connectors on the quad‑engine helm harness, linking
the starboard inner to the starboard outer.
• The link harnesses supplied with the quad‑engine helm harness must be connected to the dual‑engine helm harness
CAN P and CAN H port connectors, linking the port inner to the port outer.
• A single CAN P/H link harness must be connected between the port inner and starboard inner engines, with one red
terminator each on the port outer and starboard outer engine CAN P/H connectors.
Trim harness – A trim harness is required for triple‑engine and quad‑engine applications.
Shadow resistor pack – A shadow resistor pack is required for the lever connectors for each center/inner engine.

Inner/center J‑box – Identical function to the port and starboard junction box connections, except that they are for the inner
port and starboard engines and are found on the triple‑engine and quad‑engine helm harnesses.
Helm Harness
Wiring Guidelines
IMPORTANT: Refer to the following precautions when working on or around the electrical harness, or when adding other
electrical accessories, to avoid damage to the electrical system.
• Do not tap accessories into the engine harness.
• Do not puncture wires for testing (probing).
• Do not reverse the battery leads.
• Do not splice wires into the harness.
• Do not attempt diagnostics without the proper, approved service tools.
• Never attempt to connect, network, tie into, switch, or sink‑source voltage or current from the wiring harnesses.
• Never attempt to connect any type of communication or navigation equipment into the wiring harnessing other than at the
designated connection point.
• Always install boat accessory equipment using an appropriate power source connection, such as a fuse panel or junction
box.
• Never attempt to tap directly into any of the electrical wiring harnesses for a source of power.
Wiring Guidelines for Electrical Boat Accessories

IMPORTANT: Do not connect boat accessories to ignition key switch circuits. An accessory relay harness is available to allow
the ignition switch to control other loads through an approved relay. The power source for this harness must be a separate
12‑volt source. Other options for wiring accessories include separately switched 12‑volt or 24‑volt sources, depending on your
application.
Splicing or connecting accessories to the ignition key switch circuits could cause voltage drops, voltage spikes, and blown
fuses and circuit breakers. These can cause intermittent operational problems, as well as complete loss of operation.

Dual‑Engine Helm Harness
Dual-engine helm harness,

helm panel end
a - CAN P (also known as
CAN 1) connectors
b - Starboard power
disconnect
a NOTE: Connect the male
b c connector to the MPR
harness. Place a weather
d cap on the female
connector.
j c- Starboard switched load
d- OEM Skyhook (under tag)
e- Starboard tachometer link
f- Port tachometer link
e g- Port switched load
h- CAN H (also known as
CAN 3) connectors
i i- CAN H link (for
triple‑engine and
quad‑engine applications,
see the NOTE following)
j- CAN P link (for
triple‑engine and
quad‑engine applications,
see the NOTE following)
h
f
g 51813
NOTE: For triple‑engine and quad‑engine applications:

1. Disconnect the CAN link harnesses from the port connectors.
2. Connect the loose ends to the appropriate center (triple) or starboard‑inner (quad) connectors. Be certain to connect CAN
H to CAN H and CAN P to CAN P; cross‑connection will result in no CAN communication.
3. For triple‑engine applications only, place blue CAN terminators on the port CAN P and CAN H connectors from which the
CAN link harnesses were disconnected in step 1.

Dual-engine helm harness,

controls end
a - Port start and stop
b - Port key switch
c - Starboard start and stop
d - Starboard key switch
e - Port J‑box
f - Multi‑wake J‑box
g - Starboard J‑box
h - Joystick
i - Lever 3 (not used)
j - Lever 3 (not used)
a
k - Steering motor
l - Starboard lanyard
b m - Port lanyard
d n - Starboard lever 1 (ERC)
c o - Trim
p - Port lever 1 (ERC)
e
i f
j h g
k
l m
n
p
51820

Triple/Quad‑Engine Helm Harnesses

Triple-Engine Helm Harness
Triple-engine helm harness

a
a - 14‑pin connector
b b - CAN X terminator
c - CAN H (also known as CAN 3)
c
NOTE: Connects to the CAN H link harness
from the dual‑engine helm harness,
starboard CAN H connector.
f d d - CAN P (also known as CAN 1)
NOTE: Connects to the CAN P link harness
e from the dual‑engine helm harness,
starboard CAN P connector.
e - Center main power relay
g f - Center switch load (under harness)
j k g - Center tachometer link
h - Center J‑box
m
i - Center key switch
i j - Center start/stop
k - Center trim
l - Lever 4 (unused)
h n m - Center lever 1
n - Center lanyard
52702

Quad-Engine Helm Harness

IMPORTANT: Quad‑engine helm panels connect to two identical harnesses for port inner and starboard inner CCMs. Be
certain to identify the harnesses before installation and maintain the correct orientation.
r k
e f g
f p
d
a
c
b g
d
c e
b
i a
h i q
h
j
l
n
n
l j
m
m
o o 52706
a- 14‑pin connector
b- CAN H (connects to the CAN H link harness from the dual‑engine helm harness, starboard CAN H connector)
c- CAN P (connects to the CAN P link harness from the dual‑engine helm harness, starboard CAN P connector)
d- CAN X terminator
e- Switched load
f- Main power relay
g- Tachometer link
h- Lever 4 (unused)
i- Lanyard
j- Trim
k- Port inner helm harness
l- Lever 1
m- J‑box
n- Key switch
o- Start/stop
p- CAN P link harness (connects to the dual‑engine helm harness, port CAN P connector)
q- CAN H link harness (connects to the dual‑engine helm harness, port CAN H connector)
r- Starboard inner helm harness
Helm Harness Connector Pin Identification

IMPORTANT: The following charts identify the pins of the connectors on the helm harness, not on the components or
harnesses to which they connect. The wire colors for the components themselves may differ from the wire colors within the
helm harness.

14-pin Data Harness Connectors

Wire Color
Harness Connector Pin Function
Port Center Starboard
A Red Red/green Power
B Black/red Black Ground
C Purple/red Purple Purple/green Switched ignition
D Black/yellow E‑stop
E Orange/green CAN H high
F White CAN P high
G Blue CAN P low
H N/A Not used
J N/A Not used
K Yellow CAN X high
53131 L Brown CAN X low
M Gray/white Tach
N N/A Not used
P Green/orange CAN H low
CAN X, CAN P, and CAN H Connectors

Wire Color
CAN P CAN X CAN H
A B A White Yellow Orange/green High
B Blue Brown Green/orange Low

53172
For additional information, refer to Section 1A ‑ Controller Area Network (CAN).
Command Control Module (CCM) Connectors

Refer to Section 3D ‑ Command Control Module (CCM).
J-Box Connectors
Wire Color
Port Multiwake Starboard
A Red Red/green Continuous battery positive
E A B Black/red Black Battery ground
C Orange CAN V high (not used)
D Green CAN V low (not used)
F Purple/red Purple/black Purple/green Key‑switched battery positive
G Green/orange CAN H low
53179 H N/A Not used
K F J White CAN P high
K Blue CAN P low
For additional information, refer to Junction Box Pinout.

Joystick Connector
Harness Connector Pin Wire Color Function
A Gray/green + 5 VDC
K F
B Black/green Ground (–)
C Yellow/pink X‑axis
D Yellow/blue X‑axis reversed
E Yellow/green Y‑axis
F Yellow/gray Y‑axis reversed
G Yellow/purple Z‑axis
53177 H Yellow/black Z‑axis reversed
A E J N/A Not used
K N/A Not used
For additional information, refer to Joystick.
Key Switch Connectors

Wire Color
A Red Red/green Battery positive (+)
D E F
B Black/red Black Ground (–)
C Purple/white Accessory power (switched)
D Purple/red Purple Purple/green Engine run
E Black/yellow Lanyard stop
F Yellow/red Starter circuit

C B A 53175
Lever 1 Connectors
Wire Color
A E A Gray/red Gray/green Power
B Blue/yellow High resolution signal
C Pink/blue Increasing signal
D Pink/white Decreasing signal
E Black/red Black/green Ground (–)

53178
For component information, refer to Control Levers.

Lever 3/4 Connectors

Wire Color
Port/Center Starboard
A Gray/red Gray/green + 5 VDC
D E B Green/yellow High resolution signal
C Green/brown Increasing signal
D Green/red Decreasing signal

C B A 53174
Relay
The following table describes the relay sockets on the helm harnesses, used for the following relays: port, center/inner, and
starboard main power relay (MPR); Skyhook relay; and accessory power relay. For relay pinout information, refer to Section
3E ‑ Relay.
Wire Color
Port/Center MPR Starboard MPR Skyhook Accessory
30 Red/purple Red/purple Gray/blue Red Switch common
30 85 Purple/tan Purple/yellow Yellow/white Purple/white Coil positive (+)
86 85 86 Red Red/yellow Red/purple Black/red Coil negative (–)
87
87 Red Red/yellow Gray/blue Purple Switched (normally open) power
59637
Skyhook Connector
A B A Gray/blue OEM Skyhook alert circuit
B Gray/blue OEM Skyhook alert circuit

53180
Start/Stop Switch Connectors

Wire Color
A B C A Purple/red Purple Purple/green +12 VDC from key switch
C Yellow/red Start
53173
Steering Motor Connector

The wire colors are identical on the helm harness connector and the component connector. Refer to Electronic Steering Helm
Motor.

Switched Load Connectors

Wire Color
A B C A Purple/white Starboard switched power (+12 VDC)
C N/A Not used

53173
Tach Link Connectors

Wire Color
A N/A Not used
E A B Black/red Black Ground (–)
C N/A Not used
D N/A Not used
E N/A Not used
F Purple/red Purple Purple/green Switched power (+12 VDC)
G Gray/white Tachometer signal
K F J N/A Not used
K N/A Not used
Trim Connectors
Wire Color
Dual Triple (Center)
H E A N/A Purple Switched power (+12 VDC)
B Red/green Battery power (+12 VDC)
C Blue/red N/A Trim up signal, port
D Light blue/red Blue/red Trim up signal, starboard/center
E Green/blue Green/purple Trim down signal, starboard/center
F Green/purple N/A Trim down signal, port
G N/A N/A Not used
A D 53176 H N/A N/A Not used
Steering Wheel Components

Electronic Steering Helm Motor
The electronic steering helm motor contains a position sensor, two encoders with two outputs each, and a steering motor.
• The sensor detects the absolute position of the steering wheel within its revolution. This data is sent to the starboard CCM.
• The encoders count the number of turns the wheel has traveled and report this data through two outputs each to the
starboard and port command control modules (CCMs).

• The steering motor provides force feedback to the boat operator, centers the wheel under certain conditions, and applies
electronic end stops and detents to the wheel.
52928
Electronic Steering Helm Motor Pinout

Component Connector Pin Wire Color Function
A Red/black Motor positive (+)
B Gray/green Starboard encoder 1 +5 VDC
C White/orange Starboard encoder 1 output B
J H D Gray/red Port encoder 2 +5 VDC
E White/red Port encoder 2 output B
F Gray/green Absolute position sensor +5 VDC
G White/purple Absolute position sensor output
H Black (Shield)
J N/A Not used
K N/A Not used
L Black/green Absolute position sensor ground
M White/yellow Port encoder 2 output A
S A
N Black/red Port encoder 2 ground
53161
P White/blue Starboard encoder 1 output A
R Black/green Starboar encoder 1 ground
S Red/white Motor negative (–)
Steering Wheel Absolute Position Sensor

The absolute position sensor provides input to the starboard CCM as to the absolute position of the steering wheel within each
revolution. It is used as the primary measure of steering wheel position.
Absolute Position Sensor Specifications

The output of the absolute position sensor ranges from 0.5 VDC to 4.5 VDC through one full clockwise rotation of the electronic
steering column shaft. When one full revolution is reached, the voltage drops to 0.5 VDC. The output pattern is exactly the
opposite for counterclockwise rotation of the shaft. The output values are based on the mechanical center of the steering
column shaft, not the learned or adapted center.
Absolute Position Sensor Circuit Fault

Fault Readout Fault Description Guardian Strategy Fault Type
AbsPos_Range Steering wheel absolute position sensor circuit voltage is out of range None Sticky
Absolute Position Sensor Circuit Fault Troubleshooting

The electronic steering column shares a return circuit (transducer ground) and a supply circuit (transducer power) with other
components. An open circuit within the transducer power or ground can activate multiple faults.
Possible Causes
• There is an open within the transducer power or ground circuits.

• There is an open within the absolute position signal circuit.

• The electronic steering column connector is not fully seated.
• The electronic steering column is defective.
Troubleshooting
Refer to the AbsPos_Range troubleshooting procedure located in Section 2C—CCM Faults.
Steering Wheel Encoders

The electronic steering column uses two quadrature encoders to determine the number of rotations and direction of rotation of
the steering column. One encoder sends this information to the starboard CCM through two outputs. The second encoder
sends identical information to the port CCM, also through two outputs.
Steering Wheel Encoder Specifications

The two outputs or signals of a quadrature encoder are out of phase with each other by 90°. It is this phase difference that
allows the CCM to determine the direction of rotation of the steering column.
• When the steering column rotates counterclockwise (CCW), output A leads output B.
• When the steering column rotates clockwise (CW), output B leads output A.
The encoder output values increment in CW rotation and decrement in CCW rotation.
Encoder Circuit Fault

Steering wheel encoder to absolute position sensor crosscheck error–
WheelPosMyRel_diff None Sticky
encoder circuit data invalid
WheelPosMyRel_diff indicates there is a difference between the input signals of the wheel encoder circuit and the wheel
absolute position sensor circuit. The wheel encoder circuit data is invalid.
Encoder Circuit Fault Troubleshooting

Possible Causes
• Open or short signal circuits
• Open transducer power or ground
• Defective electronic steering column
• Drive initialization was performed after the steering wheel was centered
Troubleshooting
Refer to the WheelPosMyRel_diff troubleshooting procedure located in Section 2C—CCM Faults.
Encoder Related Circuit Fault

Steering wheel absolute position sensor to encoder crosscheck
WheelPosAbsolute_diff None Sticky
error–absolute position sensor circuit data invalid
WheelPosAbsolute_diff indicates there is a difference between the input signals of the wheel absolute position sensor circuit
versus the wheel encoder circuit. The wheel absolute position sensor circuit data is invalid.
Encoder Related Circuit Fault Troubleshooting

This fault is a steering wheel absolute position sensor circuit fault, but is covered here due to the comparison with the encoder
circuits.
Possible Causes
• Open or short in the signal circuit
• Open transducer power or ground
• Defective electronic steering column
Troubleshooting
Refer to the WheelPosAbsolute_diff troubleshooting procedure located in Section 2C—CCM Faults.

Steering Wheel Motor

The steering wheel motor is controlled by the CCM. The motor is used to impose detents and end stops on the steering wheel,
allow the wheel to follow during autopilot operations, and auto‑center the wheel. The steering wheel motor uses the driver
output circuits from the CCM to control direction, rotation, and holding strength.
Steering Motor Output Specification

Electronic Feedback Steering Column Motor
Peak current draw 7–8 A
Electronic Steering Column Motor Faults

Wheel end stop passed or The steering wheel end stops are disabled.
Wheel_EndStopExceeded Sticky
exceeded Wheel force feedback is disabled.
Wheel_EndStopExceeded
Wheel_EndStopExceeded indicates that the CCM has detected that the end‑stop has been exceeded, passed, or overcome.
Possible Causes
• The steering wheel was physically forced passed the end stop.
• An electronic steering column fault is active.
• A CCM driver power or supply power fault is active.
Troubleshooting
Refer to the Wheel_EndStopExceeded troubleshooting procedure located in Section 2C—CCM Faults.
Incorrect Diagnosis of Steering Faults

Overview
The following electronic steering helm motor faults commonly show up in the Freeze Frame of one of the CCMs of a boat
equipped with a Mercury joystick piloting system.
• Pseudo_Abs_Range_Low
• WheelPosMyRel_Diff
• WheelPosPeerRel_Diff
• WheelInRateMode
These faults are commonly used as direction to replace electronic steering helm motors, which may not be defective. The
replacement of nondefective parts is not covered by Mercury Marine warranty.
Following are brief explanations of scenarios in which these faults can be experienced, but do not indicate a faulty electronic
steering helm motor.
1. Pseudo_Abs_Range_Low is commonly found in the Freeze Frame of only the port CCM. The cause for this can be that
the port engine or key switch was turned on with the starboard key switch turned off.
2. WheelPosMyRel_Diff or WheelPosPeerRel_Diff is found in the Freeze Frame of either CCM. This may have simply been
due to one of the keys being on with the other keys left in the off position.
3. WheelInRateMode can be found in either CCM when the steering wheel has not been configured with CDS G3. When this
fault is only found as active in the port CCM or stored only in the port CCM, it can indicate that the boat has been operated
without the starboard key on.
NOTE: Voltage supply levels, poor connection integrity on grounds or power leads, or any recent service activity where
components were disconnected or calibrations were updated can also lead to these scenarios.
Key Operating Instructions
• Single engine operation should be a temporary operating mode and both keys should be in the on position.
• Always turn on the starboard key first.
• Always turn off the starboard key last.
NOTE: Operating in single engine mode with both keys on for an extended time may result in the battery depleting on the
engine that is not running.

Fault Resolution
Pseudo_Abs_Range_Low or Pseudo_Abs_Range_High
CCM Description Diagnostic and Corrective Actions

• If the fault is active: Make sure that both keys are in the on position. Verify that
Pseudo in the name indicates the accompanying fault AbsPos_Range_Low (or High) is active in the starboard
that there is no direct wire CCM. If both faults remain active, diagnose the absolute position sensor circuit
between the port CCM and and sensor.
the absolute position sensor.
Port • If the fault is in freeze frame: Verify that the accompanying fault
These faults indicate that the
AbsPos_Range_Low is in the freeze frame of the starboard CCM.
range of the pseudo steering
signal is too far outside of the • For Pseudo_Abs_Range_Low: If the accompanying fault AbsPos_Range_Low
adapted value range. is not found in the starboard CCM as active or in the freeze frame, refer to Key
Operating Instructions. Do not replace the helm motor.
AbsPos_Range_Low or AbsPos_Range_High

The absolute position sensor, • If the fault is in freeze frame: Attempt to make the fault show up as active by
which is connected only to the turning the steering wheel slowly while monitoring the View Faults screen in
Starboard starboard CCM, is too far CDS G3. If the fault status changes to active, diagnose the fault. If the fault
outside of the adapted value status cannot be changed to active, perform a wiggle test of connectors and
range. wires at the CCM and helm motor with the keys on to attempt to locate a bad
pin or connector. Correct as appropriate. If the fault cannot be duplicated as
active, clear the freeze frame and contact Mercury product support.
WheelPosMyRel_Diff or WheelPosPeerRel_Diff

• If the fault is active: Diagnose the encoder that is identified by the CCM that has
This fault indicates that the WheelPosMyRel_Diff.
encoder that is identified by
the "peer" or "my" indication • If the fault is in freeze frame: Attempt to make the fault show up as active by
Starboard in the fault name is failing the turning the steering wheel slowly while monitoring the View Faults screen in
or port comparison done by the CDS G3. If the fault status changes to active, diagnose the fault. If the fault
CCMs for both the absolute status cannot be changed to active, perform a wiggle test of connectors and
position sensor and the wires at the CCM and helm motor with the keys on to attempt to locate a bad
encoder. pin or connector. Correct as appropriate. If the fault cannot be duplicated as
active status, clear the freeze frame and contact Mercury product support.
WheelInRateMode

This fault indicates that the • If the fault is active: Use the wheel configuration screen on the CDS G3 helm
system does not have the configuration menu to evaluate whether the wheel has been configured. The
ability to enact self‑centering Helm requires adapting field will be true if the adaptation has not been
or end stops. The wheel completed. Follow the directions to complete adaptation.
operates in rate mode when it • Check for Wheel_EndStopExceeded fault. If this fault is active, the end stop
is unable to exert control over has been overcome by the operator. Cycle both key switches off and pull the
the wheel position, such as control handles to reverse wide‑open throttle positions. Wait 10 seconds. Key
for end stops or to move itself on and check for end stops and faults.
Starboard
to the straight ahead position.
or port • If the fault is in freeze frame: Clear the fault and verify that the steering wheel is
Rate mode can be induced if
the absolute position sensor configured. Configure as described preceding. Verify that both keys were on
is out of range, or it can be a when the fault logged if possible.
result of the end stops being • If the fault is active only in port CCM or stored only in port CCM freeze frame:
exceeded. It will also be Verify that the starboard key is on and recheck for active faults in port CCM.
active if the wheel Verify configuration of the steering wheel is completed. If the fault is active in
configuration has not been port CCM when only the port key is on, this is characteristic of the software and
completed. is only resolvable by turning the starboard key on.

Joystick
The joystick contains six sensors on three different axes. There is a pair of redundant sensors on each of the three axes: the
x‑axis (right‑left), the y‑axis (fore‑aft), and the z‑axis (yaw CW, yaw CCW). The joystick provides inputs directly to the starboard
CCM, which then translates the voltage inputs into drive‑angle commands to the thrust vector module (TVM) as well as gear
and throttle commands to the DTS system.
53140
Joystick Pinout
Component Connector Pin Wire Color Function
A Red +5 VDC
B Black Ground (–)
C Blue X‑axis
D Blue/white X‑axis reversed
E Yellow Y‑axis
F Yellow/black Y‑axis reversed
G Green Z‑axis
H Green/black Z‑axis reversed
53124 J N/A Not used
K N/A Not used
Joystick Sensor Specifications

Xa Xb Ya Yb Za Zb
Joystick Position
(AD counts ±5) (AD counts ±5) (AD counts ±5) (AD counts ±5) (AD counts ±5) (AD counts ±5)
At rest 512 512 510 510 512 512
Full clockwise 512 512 510 510 920 100
Full counterclockwise 512 512 510 510 100 920
Full forward 512 512 910 104 512 512
Full reverse 512 512 104 914 512 512
Full left 102 914 510 510 512 512
Full right 914 102 510 510 512 512
Full left up 309 728 859 169 512 512
Full right up 782 255 844 181 512 512
Full left down 191 291 226 800 512 512
Full right down 720 291 153 866 512 512

X‑Axis Position Y‑Axis Position Z‑Axis Position

(Right +, Left –) (Fore +, Aft –) (Yaw CW +, CCW –) Potentiometer A Potentiometer B
Voltage Voltage
(% from center) (% from center) (% from center)
100 100 100 4.5 V 0.5 V
50 50 50 3.5 V 1.5 V
0 0 0 2.5 V 2.5 V
–50 –50 –50 1.5 V 3.5 V
–100 –100 –100 0.5 V 4.5 V
Joystick Circuit Faults (Partial List)

Joystick Joystick fault ‑ joystick circuit fault present – Nonsticky
JoystickAndLeversInGear Joystick active or defective while control levers are engaged – Nonsticky
This is a generic fault that is triggered when another fault disables
Joystick_Unavailable Joystick disabled Nonsticky
the joystick.
Joystick_ForeAft Joystick fore/aft sensor circuit error – Nonsticky
Joystick_RightLeft Joystick right/left sensor circuit error – Nonsticky
Joystick_Yaw Joystick yaw CW/CCW sensor circuit error – Nonsticky
Joystick_Multi_Sensor Joystick multiple sensor circuit failure Joystick disabled Sticky
For all joystick faults, refer to Section 2C ‑ CCM Faults.
Joystick
The Joystick fault is a generic fault that will trigger in the event of any other joystick fault.
Possible Causes
• JoystickAndLeversInGear fault
• Joystick_ForeAft fault
• Joystick_Multi_Sensor fault
• Joystick_RightLeft fault
• Joystick_Yaw fault
1. Verify which fault occurred along with the Joystick fault.
2. Refer to the appropriate section concerning the triggering fault for troubleshooting information.
JoystickAndLeversInGear
The JoystickAndLeversInGear fault is a warning that the joystick is still active and the control levers were engaged.
Possible Causes
• The joystick was held in an active position while the control levers were placed in gear.
• The joystick failed in an active state, and then the control levers were placed in gear.
Troubleshooting
Refer to the JoystickAndLeversInGear troubleshooting procedure located in Section 2C ‑ CCM Faults.
Joystick_ForeAft, Joystick_RightLeft, and Joystick_Yaw

• The Joystick_ForeAft fault indicates that the fore‑aft sensor A or B signal circuits show that there is an erroneous forward
or aft position reading at the joystick.
• The Joystick_RightLeft fault is a warning that there is an erroneous left or right position reading at the joystick.
• The Joystick_Yaw fault is a warning that there is an erroneous yaw position reading at the joystick.
Possible Causes
• Open signal circuit
• Signal circuit shorted high or low

• Failed joystick
Troubleshooting
Refer to the Joystick_ForeAft, Joystick_RightLeft, or Joystick_Yaw troubleshooting procedure located in Section 2C ‑
CCM Faults.
Joystick_Multi_Sensor
The Joystick_Multi_Sensor fault occurs when more than one joystick sensor circuit fault is active simultaneously. This
includes the condition of both joystick sensors on a particular axis being defective.
Possible Causes
• Any combination of Joystick_ForeAft, Joystick_RightLeft, and Joystick_Yaw faults
• An open or short transducer power or ground circuit
Troubleshooting
Refer to the Joystick_Multi_Sensor troubleshooting procedure located in Section 2C ‑ CCM Faults.
Electronic Remote Control

Electronic Remote Control Function
The electronic remote controls (ERC) used on joystick piloting systems will either have one control lever per engine, like those
on a dual‑engine console mount; or two control levers per engine, like those on Zero Effort and yacht lever controls. When
there are two levers per engine, one lever is dedicated for throttle control and the other for shift. Single‑lever controls combine
the throttle and shift controls into one lever with detent positions for each gear position. The table below identifies the
connectors used for each possibility.
Connector Function by Number of Levers

One lever per engine: Two levers per engine:
Harness Connector
Console‑mount ERC Zero Effort or yacht lever consoles
Starboard lever 1 Shift and throttle–starboard engine Shift–starboard engine
Port lever 1 Shift and throttle–starboard engine Shift–port engine
Starboard lever 3 Not used–not connected Throttle–starboard engine
Port lever 3 Not used–not connected Throttle–port engine
Each lever connector is wired for a potentiometer that contains three sensors in one assembly. The three sensor signals share
a common sensor power and sensor ground. There will be one potentiometer assembly for each lever present. The three
sensor signals are identified as increasing, decreasing, and high resolution.
These values apply when moving a control lever towards the front of the boat:
• The increasing sensor has a signal that starts low (nearly 0 volts) and increases to high (nearly 5 volts).
• The decreasing sensor's signal starts high (nearly 5 volts) and decreases to low (nearly 0 volts).
• The high resolution is unique in that the signal starts high (nearly 5 volts) decreases to low (nearly 0 volts) and then
increases back to high (nearly 5 volts).

The combination of these three signals allows the CCM to accurately determine each lever's position and provide redundancy.
a b a - Aft
c
b - Fore
5.0 V
c - Control lever
4.5 V movement
d - Decreasing signal
d e e - Increasing signal
f - High resolution signal
g - Rear limit
2.5 V h - Midpoint
i - Forward limit
0.5 V
0.0 V
–100% g 0% i 100%
h 52984
Control Levers
The control levers each contain three potentiometers: an increasing potentiometer, a decreasing potentiometer, and a
high‑resolution potentiometer. Each CCM registers the appropriate control lever inputs from the control head individually.
Control Lever Connector Pinout

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

Lever Position Potentiometer Voltages
(Forward +, Reverse –) High‑Resolution Decreasing Increasing
100% (Forward WOT) 4.50 V 0.50 V 4.50 V
50% 2.50 V 1.50 V 3.50 V
0% (Neutral) 0.50 V 2.50 V 2.50 V
–50% 2.50 V 3.50 V 1.50 V
–100% (Reverse WOT) 4.50 V 4.50 V 0.50 V
Sensors vary and are characterized during initialization. All values are approximate.
Notice that the increasing potentiometer increases in voltage from reverse WOT to forward WOT; the decreasing potentiometer
decreases in voltage from reverse WOT to forward WOT; and the high‑resolution potentiometer increases in voltage from
neutral to both forward or reverse WOT.
Control Lever Circuit Faults (Partial List)

Lever1 Control lever sensor circuit error Engine speed limited high Sticky
Lever1_Multi_Sensor Control lever multiple sensor circuit failure Engine speed limited idle Sticky

Lever1
The Lever1 fault indicates that one or more of the control lever sensor circuits is invalid.
Possible Causes
• Signal wire shorted high or low
• Signal wire open
• Transducer power or ground open
• Defective control lever sensor assembly
Troubleshooting
Refer to the Lever1 troubleshooting procedure located in Section 2C—CCM Faults.
Lever1_Multi_Sensor
The Lever1_Multi_Sensor fault indicates that more than one of the control lever sensor circuits is invalid.
Possible Causes
• Signal wires shorted high or low
• Signal wires open
• Transducer power or ground open
• Defective control lever sensor assembly
Troubleshooting
Refer to the Lever1_Multi_Sensor troubleshooting procedure located in Section 2C—CCM Faults.
Control Lever Related Faults

Single_Lever_Fault Single lever mode lost–unable to maintain single lever None Non‑sticky
The Single_Lever_Fault is a warning that part of the control system (starboard or port) has been keyed off or disconnected
and that single lever mode cannot continue.
Possible Causes
Part of the control system is unavailable.
None.
If the system is unexpectedly powering down, troubleshoot the unswitched +12 volt supply and the key switch.
Shadow Resistor Packs

For triple‑engine and quad‑engine applications, shadow resistor packs must be installed on the lever connectors for the center/
inner engines.
a Shadow resistor pack

b a - Pin A
b - Pin B
c c - Pin C
d d - Pin D
11567
e - Pin E
e
Shadow Resistor Pack Pin‑Out
Pin Wire Color Description
A Purple/yellow 5‑volt transducer power
B N/A Not used
C Pink/orange Increasing input
D Green/blue Decreasing input

Pin Wire Color Description

E Black/orange Transducer ground
Shadow Resistor Pack Addresses and Resistance Values

Part Resistance
Address Helm, Engine
Number A to C C to E C to D
93 Primary, starboard inner 898091T01 22,000 Ω 1,000 Ω 0Ω
94 Primary, port inner 898091T02 22,000 Ω 2,000 Ω 0Ω
97 Second, starboard inner 898091T03 22,000 Ω 3,300 Ω 0Ω
98 Second, port inner 898091T04 18,000 Ω 4,020 Ω 0Ω
CAN‑Based Trackpads
Digital Throttle and Shift (DTS) and Autopilot Trackpads
Joystick piloting systems use two types of trackpads to translate user input into electronic messages on CAN P and CAN H.
These messages are read by the CCMs, which then send commands to the TVMs and PCMs. The two types of trackpads are
the Digital Throttle and Shift (DTS) trackpad, which is used for advanced DTS functionality, and the autopilot trackpad,
which is part of the joystick piloting system and its autopilot functions. The DTS trackpad is integrated into some electronic
remote controls (ERC) and is available for separate dash‑mount for ERCs without it.
52793 53006
DTS trackpad Autopilot trackpad
Each trackpad contains four wires in its 10‑pin connector.
CAN Trackpad Pinout

Pin
Wire Color Function
Autopilot DTS
B B Black Ground
E – Orange/blue CAN H high
F F Purple 12 VDC (key‑switched)
G – Orange/green CAN H low
– J White CAN P high
– K Blue CAN P low
It is important to remember that each trackpad must be assigned a unique address (city ID) on the CAN bus it is connected to.
The G3 tool can set these addresses as part of configuration.
J‑Box Connectors and CAN Traffic

The DTS trackpad must connect to CAN P, and the autopilot trackpad must connect to CAN H. The G3 tool can be used to
quickly verify the presence of CAN P and CAN H buses at any given J‑box connector. Connect the tool to the connector in
question, turn the key switches on, and watch the G3 CAN traffic indicator. If the indicator is green for the required CAN bus,
the connection point is acceptable for the trackpad.
Trackpad Diagnostics
1. Verify that the trackpad in question is connected securely to a SmartCraft junction box. In SmartCraft architecture, CAN P
must be present for the DTS trackpad and CAN H must be present for the autopilot trackpad. CAN P uses pins J (white)
and K (blue). CAN H uses pins E (orange/green or orange) and G (green/orange or green).

2. CAN P or CAN H activity can be confirmed with the G3 tool. Connect the tool to the junction box in question and turn all
key switches on.
3. The G3 CAN traffic indicator is green if normal CAN bus activity is present. If the CAN traffic indicator is yellow, then no
CAN activity is present on that bus and it requires further diagnosis.
4. If a CAN bus is not active, check for proper termination of the bus. A properly terminated CAN bus will measure 55–65
ohms across the corresponding J‑box pins. All modules and displays must be disconnected from that bus before
measuring the resistance.
5. If the CAN bus is terminated properly, check for battery power and ground at the trackpad connection point (junction box).
6. As a quick check for battery power and ground, observe the trackpad lights when the key switches are turned on.
• If the trackpad lights illuminate briefly when the key switches are turned on, that trackpad is receiving battery power
and ground.
• If the lights do not illuminate, disconnect the trackpad from its junction box and inspect the connector for bent or
broken pins, corrosion, damaged connector body, and damaged or missing seals and insulation. Repair or replace as
needed.
NOTE: Key‑switched battery voltage must be present across the junction box pins F (positive) and B (negative) when the
key switches are on.
7. Use a voltmeter to check for battery voltage across junction box pins F (positive) and B (ground) while the key switches are
on. If battery voltage is not present, check the fuses and circuit breakers that supply power to the helm.
A B C D E
F G H J K
52997
Junction box pin identification—looking into the junction box port
8. If the trackpad lights do not illuminate and battery voltage is present at the junction box, the trackpad is defective.
Junction Box Pinout
A B C D E
F G H J K
52997
Junction box pin identification, looking into the junction box port
Pin Wire Color Function Notes

A Red Battery positive–continuous Battery voltage from DTS power circuit breaker or fuse. Formerly clean power.
B Black Battery ground Circuit ends at the negative battery terminal.
C Orange CAN V high CAN V bus–Vessel systems–not for propulsion system.
D Green CAN V low CAN V bus–Vessel systems–not for propulsion system.
E Orange/blue CAN H high CAN H bus–Starboard and port CCMs, IMU, GPS, trackpad, and autopilot.
F Purple Key switched battery positive Battery voltage when ignition switch is on.
G Green/orange CAN H low CAN H bus–Port and starboard CCMs, IMU, GPS, trackpad, and autopilot.
H N/A Empty N/A
J White CAN P high Standard CAN P bus for gauge data and backup DTS commands.
K Blue CAN P low Standard CAN P bus for gauge data and backup DTS commands.

Helm Gateway
CAN H (Autopilot) Helm Gateway Overview
59642
CAN H (autopilot) helm gateway
Operation
• Shares data between SmartCraft and NMEA 2000® (N2K) networks.
• Converts N2K autopilot chartplotter data to SmartCraft CAN H.
• Converts SmartCraft CAN H global positioning system (GPS) and inertial measurement unit (IMU) data to N2K.
• Allows the elimination of sensors on the NMEA 2000 side, if desired.
Integration
• Arrival radius must be set to no less than 0.05 NM.
• See the approved chartplotter sheet on www.mercurypie.com for more information.
Rigging
• Used only in conjunction with Mercury autopilot and VesselView 4 or VesselView 7.
• Accepts two different chartplotter signal inputs:
• NMEA 2000 ‑ Connects to a terminated N2K backbone containing an approved autopilot chartplotter.
• NMEA 0183 ‑ Connects similarly to SC1000 blue/white and white/blue wires.
Restrictions
Transmits only approved chartplotter, GPS, and IMU data on CAN H for autopilot. Unapproved devices will not function.
CAN H (Autopilot) Helm Gateway Versions

As of the date of this manual, the following versions of the CAN H (autopilot) helm gateway may be encountered on active
vessels:
• Version 2.0.2
• Initial chartplotter product code list (17 models).
• Version 2.0.3 (6/20/2013)
• Revised chartplotter product code list (74 models).
• Version 3.0.0 (10/7/2013)
• Added family code to approval list, in addition to the model code.
NOTE: This includes all Garmin® (including 8000) and all Raymarine®.
• Certain chartplotter families can be approved on a model‑specific basis, if the entire family cannot be approved.
• Version 3.0.1 (3/26/2014)
• Updated for Raymarine <9.45 software compatibility.
• Version 3.0.2 (7/1/2014)
• Dual helm waypoint tracking operation.
• NMEA 2000 power‑up sequence compatibility.
All versions are still valid. Replacement of an older gateway with a newer version is not required unless a compatibility issue is
encountered.
Helm Gateway Protocol

The software is capable of transmitting (TX) information to, and receiving (RX) information from various parameter group
number (PGN) products.
Helm (Autopilot) Gateway to NMEA 2000 Capable Products

Signal NMEA 2000 PGN Mode
Course over ground (COG) 129026/0x1F802 RX/TX
Speed over ground (SOG) 129026/0x1F802 RX/TX

Helm (Autopilot) Gateway to NMEA 2000 Capable Products

Signal NMEA 2000 PGN Mode
GPS position (lat/long) 129025/0x1F801 RX/TX
Heading (HDG) 127250/0x1F112 RX/TX
Waypoint ID 129284/0x1F904 RX/TX
Helm Gateway Troubleshooting

Operation of the Gateway can be checked by observing the CAN light and NMEA light. Refer to the following chart:
Gateway Module Light Functions (Engine and Helm)

Light
Function
CAN NMEA
1. The gateway module is connected to both a functioning CAN bus and NMEA 2000 bus.
Data will be transferred as required.
On On 2. Update or verify chartplotter software (consult manufacturer's website).
3. If data is not being transferred NMEA 2000 bus device ID's are not approved and are being
blocked. Contact Mercury Marine service for helm Gateway (autopilot) device approval list.
1. The gateway module is connected to the NMEA 2000 bus and is receiving the data on the
bus.
Off On 2. The gateway module is not connected to the CAN bus. Check the connections on the CAN
bus accordingly.
3. Power is not present at the CAN 10‑pin harness connector.
1. The gateway module is connected to the CAN bus and is receiving the data on the bus.
2. The gateway module is not connected to the NMEA 2000 bus. Check the connections on
On Off
the NMEA bus accordingly.
3. Power is not present at the NMEA 2000 harness connector.
1. The gateway module is not connected to the NMEA 2000 or CAN bus. Check the
connections on both sides accordingly. If the connections are deemed good, the gateway
Off Off module may require replacement.
2. Power is not present at the gateway CAN 10‑pin harness connector nor at the NMEA 2000
harness connector.
Blink (connected to NMEA The circuit has an intermittent connection. Check the NMEA 2000 harness and connections
2000 only) accordingly.
Blink (connected to NMEA
NMEA light will blink for normal operation. Refer above for CAN light blink.
0183)
GPS Antenna
31576

CAN H Compatibility
The GPS antenna that was included with the joystick piloting installation kit connects to the CAN H bus via the navigation
system Y‑harness. The GPS data can then be read directly by the starboard CCM.
If the vessel manufacturer installed an aftermarket GPS antenna, however, the antenna is connected to the vessel's
NMEA2000 network. The GPS data from a NMEA2000 compatible antenna uses the helm gateway to reach the CAN H bus.
The gateway converts the GPS data into a format that can be interpreted by the starboard CCM.
Not all aftermarket GPS antennas are compatible with our system. The helm gateway firmware contains a list of GPS antennas
that have been tested and approved as compatible with the Mercury autopilot system. If an aftermarket GPS antenna is
incompatible with the autopilot system, then the helm gateway will block the signal from CAN H.
If two GPS antennas are installed—a Mercury one and an aftermarket one—the starboard CCM will use the Mercury antenna.
If for some reason the Mercury antenna fails or the output data is suspected to be incorrect, the Mercury antenna will need to
be disconnected from CAN H so that the helm gateway can use the aftermarket antenna information.
G3 Live Data
GPS data items that are viewable on the starboard CCM live data list are:
Name Units Description

SCv2_COG_deg deg Course over ground in degrees true
SCv2_SOG_kph kph Speed over ground in km/h
NOTE: These items are viewable only from the starboard CCM.
System Use of GPS Data

Skyhook uses both IMU and GPS inputs to maintain the boat's current position.
GPS data items are used to provide correction to IMU data, but the GPS antenna requires a minimum speed of 4 knots to give
an accurate course over ground (COG).
Auto heading uses the IMU only to maintain the current course up to a preset speed, and then the starboard CCM blends in the
GPS COG data. The GPS COG data is more accurate at higher speeds.
Electronic Compass (IMU)
50221
The inertial measurement unit (IMU) is commonly referred to as an electronic compass.

The IMU is capable of providing roll (vessel rolling on its side to port or starboard), pitch (bow moving up or down) and yaw
(bow turning to port or starboard) data. Joystick piloting systems are only concerned with the yaw data. Yaw data includes the
magnetic compass heading necessary for Skyhook and autopilot functions.
For most functions, the IMU is the primary heading sensor. The IMU has a rapid refresh rate and is not susceptible to the loss
of a satellite link.
CAN H Compatibility
The IMU that was included with the joystick piloting installation kit connects to the CAN H bus via the navigation system
Y‑harness. The compass data can then be read directly by the starboard CCM.

If the vessel manufacturer installed an aftermarket IMU, however, it is connected to the vessel's NMEA2000 network. The
compass data from a NMEA2000 compatible IMU uses the helm gateway to reach the CAN H bus. The gateway converts the
compass data into a format that can be interpreted by the starboard CCM.
Not all aftermarket IMUs are compatible with our system. The helm gateway firmware contains a list of IMUs that have been
tested and approved as compatible with the Mercury autopilot system. If an aftermarket IMU is incompatible with the autopilot
system, then the helm gateway will block the signal from CAN H.
If two IMUs are installed—a Mercury one and an aftermarket one—the starboard CCM will use the Mercury IMU. If for some
reason the Mercury IMU fails or the output data is suspected to be incorrect, the Mercury IMU will need to be disconnected
from CAN H so that the helm gateway can use the aftermarket IMU information.
G3 Live Data
IMU data items that are viewable on the starboard CCM live data list are:

SCv2_Heading_deg deg True heading in degrees corrected for both variation and deviation
SCv2_PitchAngle_deg deg Degrees of pitch measured by the IMU
SCv2_RollAngle_deg deg Degrees of roll measured by the IMU
Rate of heading change.
SCv2_YawRate_deg deg/s
NOTE: Yaw rate should never be above zero for any length of time when boat is static.
System Use of IMU Data

Skyhook uses IMU and GPS inputs to maintain the boat's current position.
GPS COG data. The GPS COG data is more accurate than the IMU at higher speeds.

Notes:

Section 3B - Helm Components (Design 2)
Table of Contents
3
Helm Components (Design 2)............................................3B-2 VesselView Link...............................................................3B-12
Helm Components (Design 2), Theory of Operation..........3B-2 GPS Antenna and IMU.................................................... 3B-12
Dual‑Engine................................................................ 3B-2 LED Indications.........................................................3B-13
Triple/Quad‑Engine.....................................................3B-3
Helm Harness.................................................................... 3B-3
Mounting Trim Removal............................................3B-13
CAN H Compatibility ‑ GPS Antenna........................3B-14
B
Wiring Guidelines........................................................3B-3 CAN H Compatibility ‑ IMU....................................... 3B-14
Dual‑Engine Helm Harness........................................ 3B-4 CDS G3 Live Data.................................................... 3B-14
Helm Harness Connector Pin Identification................ 3B-5 System Use of GPS Data......................................... 3B-15
Joystick (Design 2) Bezel Removal................................. 3B-10 System Use of IMU Data.......................................... 3B-15
Multifunction Display (MFD).............................................3B-11


This section contains information that is particular to design 2 helm components. These include:
• Dual‑engine helm harness
• Helm sensor assembly
• Joystick with integrated autopilot trackpad
• Multifunction display (MFD)
• VesselView Link
• GPS antenna/IMU
For information on all other helm components, refer to Section 3A ‑ Helm Components (Design 1).
Helm Components (Design 2), Theory of Operation

Dual‑Engine
14‑pin data harness – There are two 14‑pin data harnesses for each engine: a helm data harness and an engine data
harness. The helm data harness is routed from the helm panel (CCM) to the thrust vector module (TVM). The engine data
harness is routed from the TVM to the engine. Each 14‑pin data harness contains multiple power and signal wires.
CAN H/P/X – The helm harnesses include connectors for each of the three CAN buses:
• CAN H transmits autopilot and joystick piloting‑specific helm‑to‑helm communication. There is one CAN H bus per vessel.
For dual‑engine applications, a single CAN H link harness is used at the helm farthest from the engine to complete the bus.
• CAN P (also known as CAN 1) transmits gauge and redundant shift/steer/throttle data. There is one CAN P bus per vessel.
For dual‑engine applications, a single CAN P link harness is used at the helm farthest from the engine to complete the bus.
• CAN X (also known as CAN 2) transmits primary shift/steer/throttle data. There is one CAN X bus per engine. Each CAN X
must be terminated at the engine and at the helm farthest from the engine.
Command control module (CCM) – CCMs transmit and receive data on CAN buses H, P, and X. The CCM processes inputs
created by vessel controls (joystick, steering wheel, electronic remote control) and sends commands to the appropriate system
components. The CCM also interacts with navigation system components and contains the data necessary for autopilot
functionality. One CCM is required per engine.
For dual‑engine applications, two CCMs are supplied mounted on a helm panel to simplify installation. The CCMs can be
removed and mounted separately, if available space is not adequate to accommodate the panel.
Diagnostic connector – The diagnostic connector provides a service port at the dash for the CDS G3 diagnostic tool.
DTS trackpad – The DTS trackpad allows the user to control the following system features: trolling mode, engine
synchronization, helm control transfer, single‑lever mode, throttle‑only mode, and dock mode. The DTS trackpad is integrated
into some ERCs, but is also available separately for those ERCs without it.
Electronic remote control (ERC) – The ERC provides engine throttle and shift input to the control system and houses the
DTS trackpad.
Electronic steering – Electronic steering is accomplished through a helm sensor assembly that mates with a steering wheel to
provide directional input to the control system. The CCM translates these commands and sends them to the thrust vector
modules (TVMs).
• Each helm must have a helm sensor assembly.
• The helm sensor assembly is fully redundant between the port and starboard systems.
• The helm sensor assembly provides resistive end stops.
• The helm sensor assembly must be mounted such that its harness can reach the helm harness; the drop length cannot be
extended.
Global positioning system (GPS)/inertial measurement unit (IMU) – The GPS antenna and IMU are combined in one unit:
• The GPS antenna provides location, speed, and direction information to the system. This information comes from satellites
that transmit radio signals to the GPS unit. This GPS unit cannot supply information to the chartplotter.
• The IMU is a solid‑state, rate‑gyro electronic compass that detects the direction of the earth’s magnetic field using
solid‑state magnetometers and indicates the vessel heading relative to magnetic north. Additionally, solid‑state
accelerometers and angular‑rate sensors sense the vessel’s attitude and rate of turn.
Joystick – The joystick provides directional input to the control system, which in turn commands the engines. This control is
provided on three axes; fore to aft, side to side, and yaw (by twisting the joystick). As with the electronic steering, the input is
sent to the CCM and then on to the thrust vector modules (TVMs). The drop length for the main or second station joystick
cannot be extended.

The joystick has an integrated autopilot trackpad and communicates on CAN H. The autopilot trackpad controls the following
functions: Skyhook, route mode (waypoint sequencing), and auto heading.
Key switch – The key switch provides switched power to the control system and can be used to start and stop an engine.
There must be one key switch for each engine.
IMPORTANT: Splicing or connecting accessories to the ignition key switch circuits could cause an open circuit at the fuse or
overload circuits, causing intermittent or complete loss of operation.
Key switch extension harness – In the event that the key switch is not located close to the helm harness, a key switch
extension harness can be used. However, a start/stop panel is required when using a key switch extension harness because
the key switch extension harness disconnects the cranking circuit from the key switches.
Lanyard stop switch – The lanyard stop switch offers a redundant, emergency shutdown method in the event that the operator
is moved away from the controls or if the key switch fails. The lanyard stop switch is mounted at the helm and connects to the
helm harness.
Multifunction display (MFD) – A Mercury‑approved, NMEA® 2000 multifunction display (MFD) is required for all joystick
piloting installations. The VesselView 502 and VesselView 702, sold by Mercury, are examples of an approved MFD. Some of
the data displayed by a Mercury‑approved MFD are engine information, trim position, drive position, tank levels, and
navigational information (if connected to the GPS antenna).
A VesselView Link controller is also required.
Multiwake junction box (J‑box) – The main function of the junction box (J‑box) is to provide a multiwake connection point for
CAN P and CAN H devices. The J‑box also allows SmartCraft components to connect to the SmartCraft network via one box
that is controlled by any key switch. The multiwake junction box serves as the connection point for the GPS/IMU, the 10‑pin
yellow diagnostic connector, the VesselView Link controller, and the ERC DTS trackpad. The J‑box can also function as a
service port.
An 8‑way J‑box is required for single‑helm configurations. Dual‑helm installations require an additional, 6‑way J‑box for use at
the second helm. Required J‑boxes are included in the corresponding kits.
OEM Skyhook – This connector is supplied for use by the OEM, and its use is not required by Mercury. It provides an isolated
connection point to alert the OEM vessel systems when the Skyhook feature has been activated. Connection and harnessing to
this point is the OEM's responsibility.
Port and starboard junction box – In addition to the multiwake J‑box connection, there are independent wake connections for
port and starboard. These connections are typically used for SC1000 Tach connections or other SmartCraft devices that are
desired to operate with only a specific key switch. These connections contain CAN P and H, plus power.
Start/stop panel – The start/stop panel is used to start and stop the engines with the press of a single button. Each engine is
controlled independently. For the start/stop panel to function, the key switch must be in the on position.
Tach Link – The helm harnesses contain 10‑pin connectors for each engine's Tach Link or tach signal. These connectors carry
wake, ground, and signal wires. SmartCraft components and gauges should never be connected to these connections.
When the engine PCM is set to Tach Link, these connections are used in conjunction with the AGI module and harness. When
the engine PCM is set to Tach, these connections can be used to drive analog tach gauges or other devices. Contact your
Mercury PAE for harness and connector design requirements, if not using Mercury harnessing.
VesselView Link ‑ The VesselView Link controller is required for the joystick piloting system to communicate with the
Mercury‑approved MFD and other NMEA® 2000 components, such as a chartplotter.
Triple/Quad‑Engine
Refer to Triple/Quad‑Engine Helm Components, Theory of Operation in Section 3A ‑ Helm Components (Design 1).
Helm Harness
Wiring Guidelines
IMPORTANT: Refer to the following precautions when working on or around the electrical harness, or when adding other
electrical accessories, to avoid damage to the electrical system.
• Do not tap accessories into the engine harness.
• Do not puncture wires for testing (probing).
• Do not reverse the battery leads.
• Do not splice wires into the harness.
• Do not attempt diagnostics without the proper, approved service tools.
• Never attempt to connect, network, tie into, switch, or sink‑source voltage or current from the wiring harnesses.
• Never attempt to connect any type of communication or navigation equipment into the wiring harnessing other than at the
designated connection point.

• Always install boat accessory equipment using an appropriate power source connection, such as a fuse panel or junction
box.
• Never attempt to tap directly into any of the electrical wiring harnesses for a source of power.
Wiring Guidelines for Electrical Boat Accessories

IMPORTANT: Do not connect boat accessories to ignition key switch circuits. An accessory relay harness is available to allow
the ignition switch to control other loads through an approved relay. The power source for this harness must be a separate
12‑volt source. Other options for wiring accessories include separately switched 12‑volt or 24‑volt sources, depending on your
application.
Splicing or connecting accessories to the ignition key switch circuits could cause voltage drops, voltage spikes, and blown
fuses and circuit breakers. These can cause intermittent operational problems, as well as complete loss of operation.
Dual‑Engine Helm Harness
Dual-engine helm harness, helm

panel end
a - CAN P (also known as CAN 1)
a connectors
b - Starboard switched load
b c - OEM Skyhook (under tag)
c d - Starboard tachometer link
e - Port tachometer link
f - Port switched load
i g - CAN H (also known as CAN 3)
connectors
h - CAN H link (for triple‑engine and
d quad‑engine applications, see the
NOTE following)
i - CAN P link (for triple‑engine and
quad‑engine applications, see the
h NOTE following)
g
e
f 61551
NOTE: For triple‑engine and quad‑engine applications:

1. Disconnect the CAN link harnesses from the port connectors.
2. Connect the loose ends to the appropriate center (triple) or starboard‑inner (quad) connectors. Be certain to connect CAN
H to CAN H and CAN P to CAN P; cross‑connection will result in no CAN communication.
3. For triple‑engine applications only, place blue CAN terminators on the port CAN P and CAN H connectors from which the
CAN link harnesses were disconnected in step 1.

Dual-engine helm harness (design

2), controls end
a - Starboard key switch halon
a adapter
b - Starboard start/stop
c - Port start/stop
b
d - Port key switch halon adapter
e - Starboard junction box (J‑box)
c f - Multiwake J‑box
g - Port J‑box
d h - Steering motor (design 1)
e i - Helm sensor assembly CAN P
(blue)
f j - Helm sensor assembly CAN H
(orange)
k - Joystick (design 1)
l - Joystick CAN H (orange)
m - Lever 3 (not used)
n - Lever 3 (not used)
h g
o - Port ERC lever 1
p - Trim
i q - Starboard ERC lever 1
j r - Starboard lanyard
k s - Port lanyard
l
o
m
n
s
r p
q 60972
Helm Harness Connector Pin Identification

IMPORTANT: The following charts identify the pins of the connectors on the helm harness, not on the components or
harnesses to which they connect. The wire colors for the components themselves may differ from the wire colors within the
helm harness.

14-pin Data Harness Connectors

Wire Color
A Red Red/green Power
C Purple/red Purple Purple/green Switched ignition
D Black/yellow E‑stop
F White CAN P high
G Blue CAN P low
H N/A Not used
J N/A Not used
K Yellow CAN X high
53131 L Brown CAN X low
M Gray/white Tach
N N/A Not used
P Green/orange CAN H low
CAN X, CAN P, and CAN H Connectors

Wire Color
CAN P CAN X CAN H
A B A White Yellow Orange/green High
B Blue Brown Green/orange Low

53172
For additional information, refer to Section 1A ‑ Controller Area Network (CAN).
Command Control Module (CCM) Connectors

Refer to Section 3D ‑ Command Control Module (CCM).
DeviceNet Connectors (Joystick and Steering)

DeviceNet™ connectors are used on the CAN adapter harnesses to connect to the design 2 joystick and helm sensor
assembly.

1 2 1 N/A Not used
2 Red +5 VDC
3 Black Ground
5
4 White CAN high
4 3 61304 5 Blue CAN low
Helm Sensor Assembly Connectors

IMPORTANT: The helm sensor assembly (design 2) connectors described here are connected to CAN adapter harnesses,
which connect to the helm sensor assembly. For details on the DeviceNet connectors on the CAN adapter harnesses, refer to
DeviceNet Connectors (Joystick and Steering), preceding.


A B C D A Purple/black +5 VDC
C Orange/green CAN H high
D Green/orange CAN H low

61348

D C B A A Purple/black +5 VDC
C White CAN P high
D Blue CAN P low

61347
J-Box Connectors
Wire Color
Port Multiwake Starboard
A Red Red/green Continuous battery positive
E A B Black/red Black Battery ground
C Orange CAN V high (not used)
D Green CAN V low (not used)
F Purple/red Purple/black Purple/green Key‑switched battery positive
G Green/orange CAN H low
K F J White CAN P high
K Blue CAN P low
For additional information, refer to Junction Box Pinout.
Joystick (Design 1) Connector

IMPORTANT: The joystick (design 1) connector is not used with design 2 controls. For joystick (design 1) helm harness
connector information, refer to Section 3A ‑ Helm Components (Design 1).

IMPORTANT: The joystick (design 2) connector described here is connected to a CAN adapter harness, which connects to the
joystick assembly. For details on the DeviceNet connectors on the CAN adapter harness, refer to DeviceNet Connectors
(Joystick and Steering), preceding.

A B C D A Purple/black +5 VDC
C Orange/green CAN H high
D Green/orange CAN H low

61348

Key Switch Connectors

Wire Color
A Red Red/green Battery positive (+)
D E F
C Purple/white Accessory power (switched)
D Purple/red Purple Purple/green Engine run
E Black/yellow Lanyard stop
F Yellow/red Starter circuit

C B A 53175
Lever 1 Connectors
Wire Color
A E A Gray/red Gray/green Power
B Blue/yellow High resolution signal
C Pink/blue Increasing signal
D Pink/white Decreasing signal

53178
For component information, refer to Control Levers.
Lever 3/4 Connectors

Wire Color
A Gray/red Gray/green +5 VDC
D E B Green/yellow High resolution signal
C Green/brown Increasing signal
D Green/red Decreasing signal

C B A 53174
Relay
The following table describes the relay sockets on the helm harnesses, used for the following relays: port, center/inner, and
starboard main power relay (MPR); Skyhook relay; and accessory power relay. For relay pinout information, refer to Section
3E ‑ Relay.
Wire Color
Port/Center MPR Starboard MPR Skyhook Accessory
30 Red/purple Red/purple Gray/blue Red Switch common
30 85 Purple/tan Purple/yellow Yellow/white Purple/white Coil positive (+)
86 85 86 Red Red/yellow Red/purple Black/red Coil negative (–)
87
87 Red Red/yellow Gray/blue Purple Switched (normally open) power
59637

Skyhook Connector
A B A Gray/blue OEM Skyhook alert circuit
B Gray/blue OEM Skyhook alert circuit

53180
Start/Stop Switch Connectors

Wire Color
A B C A Purple/red Purple Purple/green +12 VDC from key switch
C Yellow/red Start
53173
Steering Motor (Design 1) Connector

IMPORTANT: The steering motor (design 1) connector is not used with design 2 controls. For steering motor (design 1) helm
harness connector information, refer to Section 3A ‑ Helm Components (Design 1).
Switched Load Connectors

Wire Color
A B C A Purple/white Starboard switched power (+12 VDC)
C N/A Not used

53173
Tach Link Connectors

Wire Color
A N/A Not used
E A B Black/red Black Ground (–)
C N/A Not used
D N/A Not used
E N/A Not used
F Purple/red Purple Purple/green Switched power (+12 VDC)
G Gray/white Tachometer signal
K F J N/A Not used
K N/A Not used

Trim Connectors
Wire Color
Dual Triple (Center)
H E A N/A Purple Switched power (+12 VDC)
B Red/green Battery power (+12 VDC)
C Blue/red N/A Trim up signal, port
D Light blue/red Blue/red Trim up signal, starboard/center
E Green/blue Green/purple Trim down signal, starboard/center
F Green/purple N/A Trim down signal, port
G N/A N/A Not used
A D 53176 H N/A N/A Not used
Joystick (Design 2) Bezel Removal

Care must be taken when removing the joystick bezel, to prevent damage. Remove the bezel in three parts, as follows:
1. Grasp the top edge of the inner ring and carefully remove the inner ring.
a - Top edge of inner ring
60646
60646

2. Next, remove the chrome ring.
a a - Chrome ring
60647
3. Lastly, remove the outer ring by inserting a screwdriver as shown. Using inward pressure, lift up on the bezel.
60687
Multifunction Display (MFD)

For all joystick piloting installations, a multifunction display (MFD) must be installed in a location visible to the boat's captain. If
multiple MFDs are installed, they must be interconnected via the NMEA® 2000 network.
An MFD has the capability to display multiple engines' data from the CAN P bus and chartplotter data through the NMEA 2000
network.

As of this writing, the two models of Mercury‑offered MFDs intended for use with a joystick piloting system are the VesselView
502 and the VesselView 702. Both models operate on the NMEA 2000 network and require a VesselView Link controller to
communicate with the various joystick piloting system controllers. Both models have a touchscreen and are Bluetooth®
capable. Both models are meant to receive software updates via wi‑fi—the VV502 has built in wi‑fi, while the VV702 requires a
separate wi‑fi module (included with the kit). Both models can show data for up to four engines.
The VesselView 702 is pictured, below.
60859
For MFD troubleshooting, refer to the literature specific to your model.
VesselView Link
The VesselView Link controller receives SmartCraft data and places it on the NMEA® 2000 network. It also configures this
information for the Mercury user interface (UI) displayed on a Mercury‑approved multifunction display. Every joystick
piloting‑equipped vessel must have one VesselView Link controller.
The VesselView Link controller is typically mounted underneath the dash. The SD card port must be accessible for software
updates.
a - NMEA 2000 connection

a b - SmartCraft connection
c - SD card port
c 61345
GPS Antenna and IMU

The Mercury‑supplied GPS antenna and inertial measurement unit (IMU) are combined into a single unit.
The IMU is capable of providing roll (vessel rolling on its side to port or starboard), pitch (bow moving up or down) and yaw
(bow turning to port or starboard) data. Joystick piloting systems are only concerned with the yaw data. Yaw data includes the
magnetic compass heading necessary for Skyhook and autopilot functions.
For most functions, the IMU is the primary heading sensor. The IMU has a rapid refresh rate and is not susceptible to the loss
of a satellite link.

LED Indications
The light on the top of the GPS/IMU will indicate the status of the unit while it is powered up.
60811
LED Color and Code Status Action Required

15 s
Green light—1 blink
Normal operation None
every 15 seconds.
60814
0.5 s
Unit is initializing and
Green light—1 flash None—normal power‑up
is in a Not Ready
every 0.5 seconds. takes <1 minute.
60815
status.
1s
None—typically lasts 3–5
GPS sensor is
Green light—1 flash minutes out of the box, after
initializing and is in a
every 1 second. factory reset, or software
Not Ready status.
60816 update.
2s
Green light—1 flash
Compass linearizing None—normal operation.
every 2 seconds.
60817
Confirm unit has a clear view

3s
of the sky and is not
Red light—1 flash Internal fault/error,
damaged. If it is, contact
every 3 seconds. GPS No Signal.
60818 Mercury Marine Technical
Support.
250 ms
Check all wiring connections.
Red light—2 flashes No CAN bus
Then contact Mercury
every 4 seconds. detected.
61029
Marine Technical Support.
250 ms
Power and CAN bus
Red light—7 flashes detected, but no Contact Mercury Marine
every 9 seconds. transfer (TX) or Technical Support.
61028 receive (RX).
Mounting Trim Removal

1. Insert a small screwdriver into the slot as indicated and gently lift up on the mounting trim.

NOTE: This will disengage a tab from the mounting trim on the inside.
60718
IMPORTANT: Do not over spread the mounting trim as damage to the tray and trim can result. The following image shows
all that is needed to clear the locking tab feature.
61018
2. After the tab has been disengaged, the mounting trim can be turned counterclockwise and be removed.
CAN H Compatibility ‑ GPS Antenna

The GPS antenna that was included with the joystick piloting installation kit connects to the CAN H bus via the navigation
system Y‑harness. The GPS data can then be read directly by the starboard CCM.
CAN H Compatibility ‑ IMU

The IMU that was included with the joystick piloting installation kit connects to the CAN H bus via the navigation system
Y‑harness. The compass data can then be read directly by the starboard CCM.
CDS G3 Live Data

IMU data items that are viewable on the starboard CCM live data list are:

SCv2_COG_deg deg Course over ground in degrees true
SCv2_SOG_kph kph Speed over ground in km/h
SCv2_Heading_deg deg True heading in degrees corrected for both variation and deviation
SCv2_PitchAngle_deg deg Degrees of pitch measured by the IMU
SCv2_RollAngle_deg deg Degrees of roll measured by the IMU
Rate of heading change.
SCv2_YawRate_deg deg/s
NOTE: Yaw rate should never be above zero for any length of time when boat is static.

System Use of GPS Data

Skyhook uses both IMU and GPS inputs to maintain the boat's current position.
GPS data items are used to provide correction to IMU data, but the GPS antenna requires a minimum speed of 4 knots to give
an accurate course over ground (COG).
GPS COG data. The GPS COG data is more accurate at higher speeds.
System Use of IMU Data

Skyhook uses IMU and GPS inputs to maintain the boat's current position.
GPS COG data. The GPS COG data is more accurate than the IMU at higher speeds.

Notes:

Helm Harness Circuit Diagrams
Section 3C - Helm Harness Circuit Diagrams
Table of Contents
3
Accessory Power and Switched Loads..............................3C-2 Levers.............................................................................. 3C-11
Wire Color Code Abbreviations......................................... 3C-3 Port Levers............................................................... 3C-11
CAN Circuits...................................................................... 3C-3 Starboard Levers...................................................... 3C-12
Starboard CAN (Design 1)..........................................3C-3
Starboard CAN (Design 2)..........................................3C-4
Main Power......................................................................3C-13
Starboard Main Power Relay....................................3C-13
C
Port CAN.................................................................... 3C-5 Port Main Power Relay.............................................3C-14
Junction Box (J‑Box)..........................................................3C-6 Skyhook Notification........................................................ 3C-15
Starboard J‑Box..........................................................3C-6 Start, Stop, and E‑Stop....................................................3C-16
Port J‑Box...................................................................3C-7 Port Start, Stop, and E‑Stop..................................... 3C-16
Multiwake J‑Box......................................................... 3C-8 Starboard Start, Stop, and E‑Stop............................3C-17
Joystick.............................................................................. 3C-9 Steering........................................................................... 3C-18
Joystick (Design 1)..................................................... 3C-9 Steering Helm Motor (Design 1)............................... 3C-18
Joystick (Design 2)................................................... 3C-10 Helm Sensor Assembly (Design 2)...........................3C-20

Accessory Power and Switched Loads
a b
ABCDE FGH J K L M N P A BC
RED
BLK/RED
PPL/WHT
BLK/RED
RED c
RED
30 86 8587
S112A
86 85
BLK/RED
d
87
30
S139 PPL/WHT
PPL
PPL e
S115B S115A
RED
ABCDE F
PPL/WHT
S105A S105B f
S102A
S135
RED/GRN
RED/GRN
PPL/WHT
PPL/WHT
BLK
BLK
ABCDE FGH J K L M N P ABCDE F A BC
g
h 61131
a- Port 14 pin
b- Port switched load
c- Accessory battery positive (+)
d- Accessory power relay
e- Switched accessory power
f- Port key switch
g- Starboard switched load
h- Starboard key switch
i- Starboard 14 pin
Wire Color Circuit

Port 12 V power (from port battery)
Red
Constant 12 V accessory power (from accessory battery)
Black/red Port ground (to port battery)
Purple/white Switched 12 V accessory power (from relay)
Purple Switched 12 V power (from key switches)
Black Starboard ground (to starboard battery)
Red/green Starboard 12 V power (from starboard battery)

Wire Color Code Abbreviations

Wire Color Abbreviations
BLK Black BLU Blue
BRN Brown GRA Gray
GRN Green ORN Orange
PNK Pink PPL Purple
RED Red TAN Tan
WHT White YEL Yellow
LT Light DK Dark
CAN Circuits
Starboard CAN (Design 1)
A
a B b
A1 WHT C
4 2
M M M B1 GRN/ORN D
L L
K K
C1 YEL ORN/GRN E
F
J J
H H
G G
F F A2 BLU GRN/ORN G
E E
D D B2 ORN/GRN H
C C S106
B B
C2 BRN WHT J
A A A
S107
3 1
BLU K
4 1
A
g B BRN
S130
B c
A YEL C
S129
D
ORN/GRN E
S109
B GRN/ORN F
f A ORN/GRN GRN/ORN G
S108 H
WHT J
e B
A
BLU
WHT
BLU K
ORN/GRN
GRN/ORN
WHT
BRN
BLU
YEL
A B C D E F G H J K L M N P
61132
a- Starboard CCM connector B

b- Multiwake J‑box
c- Starboard J‑box
d- Starboard 14 pin
e- Starboard CAN P
f- Starboard CAN H
g- Starboard CAN X
Wire Color Circuit Wire Color Circuit

White CAN P positive Blue CAN P negative
Yellow CAN X positive Brown CAN X negative
Orange/green CAN H positive Green/orange CAN H negative

Starboard CAN (Design 2)
b A
B
1
2
c
C 3
D WHT 4
E ORN/GRN BLU 5
F
G GRN/ORN BLU D
d
D C B A
H WHT C
J WHT B
K BLU A
e
a A
B
A
B
C WHT C
D BLU D
E ORN/GRN
F
G GRN/ORN 1
H 2
J WHT 3 f
K BLU WHT 4
BLU 5
A
g
B
S106
A1 WHT WHT C
4 2
M M M B1 GRN/ORN BLU D
L S109A
C1 YEL
L
K K
J J
H H
S109B
h
G G
F F A2 BLU S107 GRN/ORN D
D C B A
E E
D D B2 ORN/GRN ORN/GRN C
C C
S108A S108B
B B
C2 BRN B
A A A
3 1
A
p 4 1
GRN/ORN D
i
D C B A
S130 C
o B
A
BRN
YEL
ORN/GRN
B
S129
A
n B
A
GRN/ORN
ORN/GRN A j
B
WHT C
m B
A
BLU
WHT
BLU D
1
2
ORN/GRN
GRN/ORN
3 k
WHT
WHT
4
BRN
BLU
YEL
BLU 5
61133

a - Starboard J‑box i- Joystick CAN H
b - Multiwake J‑box j- Male 4‑pin connector on CAN H adapter harness
c - DeviceNet™ connector on CAN P adapter harness (connects to item i)
(connects to helm sensor assembly) k- DeviceNet connector on CAN H adapter harness
d - Female 4‑pin connector on CAN P adapter harness (connects to joystick)
(connects to item e) l- Starboard 14 pin
e - Steering CAN P m- Starboard CAN P
f - DeviceNet connector on CAN H adapter harness n- Starboard CAN H
(connects to helm sensor assembly) o- Starboard CAN X
g - Male 4‑pin connector on CAN H adapter harness p- Starboard CCM connector B
(connects to item h)
h - Steering CAN H

CAN P positive CAN P negative
White Blue
CAN adapter harness positive CAN adapter harness negative
Port CAN
GRN/ORN P
B BRN N
d A YEL M
S122
S101
BRN L e
YEL K
GRN/ORN S119
c B
A ORN/GRN
J
H
BLU G
WHT F
S117 S118
B BLU ORN/GRN E
b A WHT S116
D
C
B
A
a A
A1 WHT B
M M
L
4 2
M
L
B1 GRN/ORN C f
K K
C1 YEL D
J
H
J
H ORN/GRN E
G G
F F A2 BLU F
E E
D D B2 ORN/GRN GRN/ORN G
C C
B B
C2 BRN H
A A A
3 1
WHT J
4 1 BLU K 61134
a- Port CCM connector B

b- Port CAN P
c- Port CAN H
d- Port CAN X
e- Port 14 pin
f- Port J‑box


Junction Box (J‑Box)

Starboard J‑Box
a A
A1 WHT B
4 2 S143
M M M B1 GRN/ORN ORN C
L L S144
K K
GRN D
E
J J
H
G
F
H
G
F A2 BLU F b
E E
D D B2 ORN/GRN G
C C
B B
H
A A A
3 1
J
4 1 K
A RED/GRN
B
C
S110B S110A
D PPL/GRN
E
g F
S105A S105B
RED/GRN A
BLK B
S102A S102C
ORN C
S109A
B GRN/ORN GRN D
f A ORN/GRN
S108A
ORN/GRN
PPL/GRN
E
F
c
GRN/ORN G
S107
e B
A
BLU
WHT WHT
H
J
S106
BLU K
ORN/GRN
GRN/ORN
RED/GRN
WHT
BLU
BLK
61135

b- Multiwake J‑box
c- Starboard J‑box
d- Starboard 14 pin
e- Starboard CAN P
f- Starboard CAN H
g- Starboard key switch

Orange CAN V* positive Green CAN V* negative
Red/green Continuous 12 V (from starboard battery) Black Ground (to starboard battery)
Purple/green Switched 12 V –
NOTE: Most vessels equipped with joystick piloting do not use CAN V.

Port J‑Box
WHT
RED
BLK/RED
ORN/GRN
BLU
GRN/ORN
S115B
BLU K
a A RED
S115A
WHT J
c
B H
C S120B S120A GRN/ORN G
D PPL/RED PPL/RED F
E ORN/GRN E
F GRN D
ORN C
S112A
BLK/RED B
RED A
A
B
4 2
A1 WHT
S116
S144
S143
ORN C d
M M M B1 GRN/ORN GRN D
L S119
L
E
g
K K
J
H
J
H
F
G G
F F A2 BLU G
E E S117
D D B2 ORN/GRN H
C C S118
B B
J
A A A
3 1
K
4 1
B BLU ORN/GRN A e
f A WHT GRN/ORN B
61137
a- Port key switch

b- Port 14 pin
c- Port J‑box
d- Multiwake J‑box
e- Port CAN H
f- Port CAN P
g- Port CCM connector B

Red Continuous 12 V (from port battery) Black/red Ground (to port battery)
Purple/red Switched 12 V (from port key switch) –

Multiwake J‑Box
RED
A
a A RED S115B B
S115A
B ORN C
C GRN D
D
E
PPL/RED
S120B
S120A E
F
c
F G
H
J
A RED/GRN K
B
S105B
C RED/GRN A
S110B
D PPL/GRN BLK B
S102C S143
E ORN C
S144
j F GRN D
S110A ORN/GRN E
PPL/BLK F d
S124A
S105A GRN/ORN G
S102A H
A1 WHT WHT J
4 2 S109A
M M M B1 GRN/ORN BLU K
L L
K K
i J
H
G
J
H
G
A
F F A2 BLU B
E E S108A
D D B2 ORN/GRN ORN C
C C
B B
GRN D
A A A
S106 E
e
3 1
4 1 F
G
S107
H
J
K
GRN/ORN
ORN/GRN
ORN/GRN
GRN/ORN
RED/GRN
WHT
WHT
BLU
BLU
BLK
B A A B C D E F G H J K L M N P B A
h g f 61136

a- Port key switch f- Starboard CAN P
b- Port 14 pin g- Starboard 14 pin
c- Port J‑box h- Starboard CAN H
d- Multiwake J‑box i- Starboard CCM connector B
e- Starboard J‑box j- Starboard key switch

Red/green Continuous 12 V (from starboard battery) Black Ground (to starboard battery)
Red Continuous 12 V (from port battery) Purple/black Switched 12 V (via diodes)
Purple/green Switched 12 V (from starboard key switch) Purple/red Switched 12 V (from port key switch)
Joystick
Joystick (Design 1)
b
4 2
M M M
L L
K K
H
J J
H D3 BLK/GRN
G
F
G
F
S103A
E E
D D
C C
B B
A A
3 1
A
4 1
a D1
F1
YEL/PPL
YEL/BLK
K
J
YEL/BLK H
E2 YEL/GRN YEL/PPL G
A 1 3
YEL/GRA F
c
A A
B B
C C
D D A3 YEL/PNK YEL/GRN E
E E
F F E3 YEL/BLU YEL/BLU D
G G
H H
YEL/PNK C
H 2 4
C4 YEL/GRA BLK/GRN B
S104
1 4 D4 GRA/GRN GRA/GRN A 61138
a - Starboard CCM connector C

b - Starboard CCM connector B
c - Joystick

Yellow/pink X‑axis Yellow/blue X‑axis reversed
Yellow/green Y‑axis Yellow/gray Y‑axis reversed
Yellow/purple Z‑axis Yellow/black Z‑axis reversed
Gray/green +5 V transducer power Black/green Reference ground

Joystick (Design 2)
1
RED 2
BLK 3 b
a WHT 4
BLU 5
RED A c
BLK B
4 2
M M M B1 GRN/ORN WHT C
L L
K K
BLU D
J J
H H
G G
F F
E E
D
C
B
D
C
B
B2 ORN/GRN
S109A S109B
GRN/ORN D
d
A A A
S108A S108B
D C B A
C
3 1
ORN/GRN
S102B
4 1 S102C BLK B
PPL/GRN A
A RED/GRN
B BLK
C S102A
ORN/GRN A
D
E GRN/ORN B
e
F
g G
H
J
S105A S105B
RED/GRN A f
K B
L C
M PPL/GRN D
S110B
N E
P F 61139

b- DeviceNet™ connector on CAN H adapter harness (connects to joystick)
c- Male 4‑pin connector on CAN H adapter harness (connects to item d)
d- Joystick CAN H
e- Starboard CAN H
f- Starboard key switch
g- Starboard 14 pin

White CAN positive (CAN adapter harness) Blue CAN negative (CAN adapter harness)
Red Steering +12 V (CAN adapter harness) Steering ground (CAN adapter harness)
Black
Red/green Starboard power (from starboard battery) Starboard ground (to starboard battery)
Purple/green Starboard switched power –

Levers
Port Levers
b F1 PNK/WHT GRA/RED
BLU/YEL
A
B
M
4 2
F2 BLU/YEL PNK/BLU C c
M M
L
PNK/WHT D
L
K K D3 BLK/RED BLK/RED E
J J
S113
H
G
H
G
E3 PNK/BLU
F F
G3 GRN/RED
E
D
C
E
D
C
BLK/RED E d
B B
A A A E4 GRN/YEL GRN/RED D
3 1
F4 GRN/BRN GRN/BRN C
4 1 GRN/YEL B
S114 GRA/RED A
a
A 1
A
3
A
GRA/RED
B B
C C D4
D D
E E
F F
G G
H H
H 2 4
1 4 61140
a- Port CCM connector C

b- Port CCM connector B
c- Port lever 1
d- Port lever 3
• The lever 3 connector is not typically used with joystick piloting systems.
• While the connector is labeled "lever 3," the signals are referred to as lever 2 signals.

Gray/red Transducer 5 V power Black/red Transducer ground
Pink/blue Lever 1 increasing signal Pink/white Lever 1 decreasing signal
Blue/yellow Lever 1 high resolution signal Green/yellow Lever 2 high resolution signal
Green/brown Lever 2 increasing signal Green/red Lever 2 decreasing signal

Starboard Levers
b F1 PNK/WHT
4 2
F2 BLU/YEL
M M M
S113
L
K
J
L
K
J
D3 BLK/GRN BLK/GRN E c
H H E3 PNK/BLU GRN/RED D
G G
F
E
F
E
G3 GRN/RED GRN/BRN C
D
C
D
C
GRN/YEL B
B B
A A A E4 GRN/YEL GRA/GRN A
3 1
F4 GRN/BRN
4 1
S114
GRA/GRN A
a BLU/YEL B
PNK/BLU C d
PNK/WHT D
A A
1 3
A
BLK/GRN E
B
C
B
C D4 GRA/GRN
D D
E E
F F
G G
H H
H 2 4
1 4 61141
a - Starboard CCM connector C

b - Starboard CCM connector B
c - Starboard lever 3
• The lever 3 connector is not typically used with joystick piloting systems.
• While the connector is labeled "lever 3," the signals are referred to as lever 2 signals.
d - Starboard lever 1

Gray/green Transducer 5 V power Black/green Transducer ground
Pink/blue Lever 1 increasing signal Pink/white Lever 1 decreasing signal
Blue/yellow Lever 1 high resolution signal Green/yellow Lever 2 high resolution signal
Green/brown Lever 2 increasing signal Green/red Lever 2 decreasing signal

Main Power
Starboard Main Power Relay
RED/YEL 87
S138
RED/YEL 86
c
b PPL/YEL
RED/PPL
85
30
H 4 2
D3 PPL/YEL
H H
RED/YEL A d
B A
G
G
F F S142
E E C4 BLK BLK B
D D
C C
B B
A A
A 3 1
S105A S105B
RED/GRN A
A B
4 1
BLK B
S102A e
RED/GRN
a
BLK
G1 BLK
A 1 3
A
B
A
B A B C D E F G H J K L M N P
C C G2 BLK
D D
E E
F F S131
G G G3 RED/PPL
H3 RED/PPL
f
H H
H 2 4
1 4
61142
a- Starboard CCM connector C

b- Starboard CCM connector A
c- Starboard main power relay (MPR)
d- Starboard disconnect male connector
• For design 1 steering helm: connects to MPR harness
• For design 2 steering helm: connects to item e
e - Starboard disconnect female connector
• For design 1 steering helm: weather capped
• For design 2 steering helm: connects to item d
f - Starboard 14 pin

Red/green Continuous 12 V power (from starboard battery) Black Ground (to starboard battery)
Switched 12 V power (from starboard
Red/yellow Continuous 12 V power* Red/purple
main power relay)
Starboard main power relay ground (controlled by
Purple/yellow –
starboard CCM)
NOTE: *The red/yellow circuit is supplied by the starboard battery. For design 1 controls, the power is connected via the main
power relay harness to the male connector of the starboard power disconnect. For design 2 controls, the power is connected
via the starboard 14‑pin harness (the two starboard power disconnect connectors must be connected together).

Port Main Power Relay

RED/PPL 30
b PPL/TAN 85
c
RED 86
S115B
H H
4 2
H
D3 PPL/TAN RED 87
G
G
F F
E E C4 BLK/RED
D D
C
B
C
B
P
A
A
3 1
A
N
M
4 1 L
K
J
H
a G d
G1 BLK/RED F
S112B
A 1
A
3
A
E
B B
C C G2 BLK/RED D
D D
E E C
F F S132 S112A
G G G3 RED/PPL BLK/RED B
H
H
2 4
H
H3 RED/PPL RED A
1 4 61143
a- Port CCM connector C

b- Port CCM connector A
c- Port main power relay
d- Port 14 pin
Wire Color Circuit

Red Port continuous 12 V (from port engine battery)
Black/red Port ground (to port engine battery)
Red/purple Port switched 12 V (from relay)
Purple/tan Relay coil ground (controlled by CCM)

Skyhook Notification
S105A S105B
b RED/GRN A
A B
BLK B
c
H H
4 2
H
D3 PPL/YEL
RED/YEL A
B A
G
G
F F S142
E E C4 BLK BLK B
D
C
B
D
C
B
d
A A
A 3 1
S138
RED/YEL 87
4 1 RED/YEL
PPL/YEL
86
85
e
S131
RED/PPL 30
a S102A
4 2
M M M GRA/BLU 30
L
L
YEL/WHT 85
K
J
H
K
J
H
M3 YEL/WHT RED/PPL 86 f
G G
F F GRA/BLU 87
E E
D D
C C
RED/GRN
B B
A A A
GRA/BLU B
g
3 1
BLK
4 1 GRA/BLU A
61144

c- Starboard power disconnect (female connector); weather‑capped when using design 1 controls
d- Starboard power disconnect (male connector); connected to main power relay harness when using design 1 controls
e- Starboard main power relay
f- Skyhook relay
g- OEM Skyhook
h- Starboard 14 pin

Red/green Continuous 12 V (from starboard battery) Black Starboard ground (to starboard battery)
Starboard main power relay ground
Red/yellow Continuous 12 V* Purple/yellow
(controlled by starboard CCM)
Skyhook relay ground (controlled by starboard
Red/purple Switched 12 V (from starboard main power relay) Yellow/white
CCM)
Gray/blue Skyhook OEM circuit (switched by Skyhook relay) –
NOTE: *The red/yellow circuit is supplied by the starboard battery. For design 1 controls, the power is connected via the main
power relay harness to the male connector of the starboard power disconnect. For design 2 controls, the power is connected
via the starboard 14‑pin harness (the two starboard power disconnect connectors must be connected together).

Start, Stop, and E‑Stop

Port Start, Stop, and E‑Stop
YEL
BLK/YEL
RED
BLK/RED
PPL/RED
BRN
b
H 4 2
S115B S115A
H H
G
G
A4 YEL/RED RED A
F F S112A S112C
E E BLK/RED B
D D
C
d
C C
B B
S120A S120B
A
A
3 1
A
PPL/RED D
BLK/YEL E
4 1 S123
YEL/RED F
a
YEL/RED C
4 2
C1 YEL BLK/RED B e
M M M PPL/RED A
L
C2 BRN
L
K K
J J
H H
G G S121
F F H3 BLK/YEL
f
E E
D D BLK/RED
C C
B B
G4 PPL/RED
A
g
A A
3 1
BLK/YEL
4 1 61145
a- Port CCM connector B

b- Port CCM connector A
c- Port 14 pin
d- Port key switch
e- Port start/stop
f- Port E‑stop ground
g- Port E‑stop

Red Port 12 V (from port battery) Black/red Port ground (to port battery)
Yellow CAN X* high Brown CAN X* low
Yellow/red Start/stop signal Black/yellow E‑stop
Purple/red Port wake signal (key switch on) –
NOTE: *The CCM uses CAN X to transmit start/stop commands initiated by the key switch or the start/stop switch to the PCM.

Starboard Start, Stop, and E‑Stop

BLK c
BLK/YEL d
H H
4 2
H
G
G
A4 YEL/RED
F F
E E
D D
S125
C C
YEL/RED C
S102C S102B
e
B B
A
A
3 1
A
BLK B
PPL/GRN A
4 1 S102A
b
S105A S105B
RED/GRN A
BLK B
S129
C1 YEL C
M M
4 2
M
S110B
PPL/GRN D f
L S130
BRN
L
K K
C2 BLK/YEL E
YEL/RED F
J J
H
G
H
G S111
F F H3 BLK/YEL
E E
D D
C C
S110A
B B
G4 PPL/GRN
A A
3 1
A
a 4 1
RED/GRN
PPL/GRN
BLK/YEL
BRN
BLK
YEL
61146

c- Starboard E‑stop ground
d- Starboard E‑stop
e- Starboard start/stop
f- Starboard key switch
g- Starboard 14 pin

Red/Green Starboard 12 V (from starboard battery) Black Starboard ground (to starboard battery)
Yellow CAN X* high Brown CAN X* low
Yellow/red Start/stop signal Black/yellow E‑stop
Purple/green Starboard wake signal (key switch on) –
NOTE: *The CCM uses CAN X to transmit start/stop commands initiated by the key switch or the start/stop switch to the PCM.

Steering
Steering Helm Motor (Design 1)
4 2
M M M G1 WHT/YEL
L L
K K
J
H
J
H
G2 WHT/RED
G G
F F
E E
D D D3 BLK/RED
C C
B B
A A
3 1
A
4 1
a
RED/YEL A
c
B A
A 1
A
3
A
BLK B
B
C
B
C D4 GRA/RED
D D S114
E E
F F
G G
S138
H
H
2 4
H
RED/YEL 87
RED/YEL 86
1 4 PPL/YEL 85 d
RED/PPL 30
h
S147
H H
4 2
H
D3 PPL/YEL RED/WHT S
G
G
BLK/GRN R
F
E
D
F
E
D
C4 BLK
S113
WHT/BLU P e
C
B
C
B
BLK/RED N
H G F E D C B A
S R P N M L K J
A
A
3 1
A
WHT/YEL M
BLK/GRN L
4 1 S103B K
g S142
J
BLK H
WHT/PPL G
GRA/GRN F
4 2
M M M G1 WHT/BLU WHT/RED E
L
L
K K
GRA/RED D
J J
G2 WHT/ORN WHT/ORN C
H
G
H
G S137
F F GRA/GRN B
E E S103A S148
D D D3 BLK/GRN RED/BLK A
C C
B B
A A
3 1
A
4 1
f
G1 BLK
G2 BLK
C3 WHT/PPL
S131
A 1
A
3
A
G3 RED/PPL
B
C
B
C H3 RED/PPL
D D
E E
F F
G G E4 GRA/GRN
H
H
2 4
H
G4 RED/BLK
H4 RED/WHT
1 4 61147

a - Port CCM connector C e- Steering motor
b - Port CCM connector B f- Starboard CCM connector C
c - Starboard power disconnect (connected to main power g- Starboard CCM connector B
relay harness) h- Starboard CCM connector A
d - Starboard main power relay

Continuous 12 V power (from battery via main Ground (to battery via main power relay
Red/yellow Black
power relay harness) harness)
MPR coil ground (controlled by starboard
Red/purple Switched 12 V power (from main power relay) Purple/yellow
CCM)
Red/black Motor power 1B (starboard CCM H‑bridge) Red/white Motor power 1A (starboard CCM H‑bridge)
Absolute position sensor 5 V Absolute position sensor ground
Gray/green Black/green
Starboard encoder 1 5 V Starboard encoder 1 ground
Gray/red Port encoder 2 5 V Black/red Port encoder 2 ground
White/blue Starboard encoder 1 output A White/orange Starboard encoder 1 output B
White/yellow Port encoder 2 output A White/red Port encoder 2 output B
White/purple Absolute position sensor signal –

Helm Sensor Assembly (Design 2)

S115B S115A
P
N
RED A
B
b
M S120A S120B C
L PPL/RED D
K E
J F
a H
G
F 1 c
E RED 2
D BLK 3
C WHT 4
B BLU 5
A RED
BLU D
d
D C B A
WHT C
BLK B
RED A
A1 WHT S124A S124B

e
4 2
M M M
L L B1 GRN/ORN PPL/BLK A
K
J
K
J S106 BLK B
WHT C
H H
G
F
G
F
S107
E E A2 BLU BLU D
D D
C C B2 ORN/GRN
B B
A A
3 1
A
m 4 1 S109A S108B
S109B
GRN/ORN D
f
D C B A
S108A ORN/GRN C
B GRN/ORN BLK B
l A ORN/GRN
S102D
PPL/BLK A
B BLU RED A g
k A WHT BLK B
WHT C
BLU D
A RED/GRN
B
C
BLK
S102A S102C S102B RED
1
2
h
D BLK 3
E WHT 4
F BLU 5
j G
H
J
S105A S105B
RED/GRN A
B
i
K
L C
M PPL/GRN D
N S110A S110B E
P F 61148

a - Port 14 pin h - DeviceNet connector on CAN H adapter harness
b - Port key switch (connects to helm sensor assembly)
c - DeviceNet™ connector on CAN P adapter harness i - Starboard key switch
(connects to helm sensor assembly) j - Starboard 14 pin
d - Female 4‑pin connector on CAN P adapter harness k - Starboard CAN P
(connects to item e) l - Starboard CAN H
e - Steering CAN P m - Starboard CCM connector B
f - Steering CAN H
g - Male 4‑pin connector on CAN H adapter harness
(connects to item f)
Circuit
Wire Color
Helm Harness Adapter Harness
Red Port power (from port battery) Steering +12 V
Black Starboard ground (to starboard battery) Steering ground
White CAN P positive Steering CAN positive
Blue CAN P negative Steering CAN negative
Orange/green CAN H positive –
Green/orange CAN H negative –
Red/green Starboard power (from starboard battery) –
Purple/green Starboard switched power –
Purple/red Port switched power –
Purple/black Switched power from port or starboard key switch –

Notes:

Command Control Module (CCM)
Section 3D - Command Control Module (CCM)
Table of Contents
3
Command Control Module (CCM)..................................... 3D-2 Controller Harness Connector Pin Removal......................3D-8
CCM Connectors........................................................ 3D-2 Reassembly..............................................................3D-10
CCM Pinout Function................................................. 3D-2 CCM Mounting on Helm Panel........................................ 3D-11
CCM Harness Connectors.................................................3D-8
Removal..................................................................... 3D-8
Dual‑Engine Helm Panel.......................................... 3D-11
Quad‑Engine Helm Panel.........................................3D-12
D
Installation.................................................................. 3D-8


The command control module (CCM) reads operator input from the steering wheel, electronic remote control (ERC), and
autopilot trackpad and then transmits the necessary electronic commands on the CAN X bus to the thrust vector module (TVM)
and the propulsion control module (PCM). All operator input, the gear position, and the steering angle are compared and
cross‑checked between all CCMs (on the CAN H bus) before the commands are sent to the TVMs and PCMs. The TVMs and
PCMs also perform cross‑checks and communicate back to the CCMs that they have received and acted upon the commands.
A backup set of commands is transmitted on the CAN P bus to provide redundancy.
CCM Connectors
The CCM has three connectors. Connectors A and C have 32 pins, while connector B has 48 pins. The module is identified as
model CCM1001 with Mercury base part number 8M001409.
Command control module (CCM)

a a - Connector A, 32 pin
b - Connector B, 48 pin
c - Connector C, 32 pin
52972
A C
A1A A1B A1C A1D A1E A1F A1G A1H C1A C1B C1C C1D C1E C1F C1G C1H
B
A4A A4B A4C A4D A4E A4F AG4 A4H C4A C4B C4C C4D C4E C4F C4G C4H
B1A B1B B1C B1D B1E B1F B1G B1H B1J B1K B1L B1M
50223
CCM connector pin locations
CCM Pinout Function

The pinout function tables show the function, type of circuit, wire color, description, and related pins of the CCMs. The port and
inner CCMs have fewer circuits than the starboard. The starboard is considered the master CCM; therefore, all inputs that need
to go to only one CCM go to only the starboard CCM. Examples are: joystick sensors, absolute steering sensor, and Skyhook
circuits. CCM pins not listed are not used.

CCM Pinout Function ‑ Connector A
Wire Color
Pin Function Type of Circuit Description Related Pins
Starboard Port
Switch input, positive When the CCM sees positive voltage at this pin, it sends a trim up
A2A Trim‑up switch Light blue/green Blue/red A4C, C1G, C2G
voltage request to the PCM through CAN X.
Switch input, positive When the CCM sees positive voltage at this pin, it sends a trim down
A3A Trim‑down switch Green/blue Green/purple A4C, C1G, C2G
voltage request to the PCM through CAN X.
CCM power relay The CCM grounds this pin to turn on the CCM power relay. Each
A3D Actuator, ground control Purple/yellow Purple/tan A4C, C1G, C2G
driver CCM has its own relay.
A3E Warning horn driver Actuator, ground control Tan/light blue The CCM grounds this pin to sound the warning horn. A4C, C1G, C2G
90-8M0110489 eng JUNE 2016

Switch input, positive When the CCM sees positive voltage at this pin, it sends a start or
A4A Start/stop request Yellow/red A4C, C1G, C2G
voltage stop request to the PCM through CAN X and CAN P.
A4C Ground 12 V battery negative Black Black/red Ground circuit—ends at the battery negative terminal. –

Page 3D-3
CCM Pinout Function ‑ Connector B
Wire Color Related

Pin Function Type of Circuit Description
Pins
Page 3D-4
Starboard Port
Isolated CAN communication circuit for gauge data and backup DTS commands.
B1A CAN P high Communication White B2A
This is the high or positive side of the CAN P bus.
Isolated CAN circuit for CCM‑to‑CCM communication and autopilot data. This is the
B1B CAN H low Communication Green/orange B2B
low or negative side of the CAN H bus.
Isolated CAN communication circuit for primary DTS commands. This is the high or
B1C CAN X high Communication Yellow B2C
positive side of the CAN X bus.
One of three position sensors connected to lever 1. This is a 3‑wire position sensor
Lever 1
B1F Sensor signal Pink/white that reads 5 VDC to 0 VDC through the lever's full travel. The sensor signal C4D, B3D
decreasing
decreases as the lever is moved toward the front of the boat.

Two separate primary Hall‑effect encoders in the steering helm, one starboard and
Steering wheel White/ one port. Each reports relative steering wheel movement to its CCM. Each uses
B1G Sensor signal White/blue sensor power and sensor ground from its related CCM. C4E, B3D
encoder—primary yellow
NOTE: This circuit is only used with the design 1 steering helm motor.
Isolated CAN communication circuit for gauge data and backup DTS commands.
B2A CAN P low Communication Blue B1A
This is the low or negative side of the CAN P bus.
Isolated CAN circuit for CCM to CCM communication and autopilot data. This is the
B2B CAN H high Communication Orange/green B1B
high or positive side of the CAN H bus.

Isolated CAN communication circuit for primary DTS commands. This is the low or
B2C CAN X low Communication Brown B1C
negative side of the CAN X bus.
Lever 1 high that reads 5 VDC to 0 VDC to 5 VDC through the lever's full travel. The sensor signal
B2F Sensor signal Blue/yellow C4D, B3D
resolution starts high, decreases to 0 VDC, and then increases to 5 VDC as the lever is moved
toward the front of the boat.
Two separate secondary Hall‑effect encoders in the steering helm, one starboard
Steering wheel and one port. Each reports relative steering wheel movement to its CCM. Each uses
B2G encoder— Sensor signal White/orange White/red sensor power and sensor ground from its related CCM. C4E, B3D
secondary
Sensor ground
B3D 5 V sensor negative Black/green Black/red Dedicated filtered ground for CCM sensors. C4D
(XDRG)
Lever 1
B3E Sensor signal Pink/blue that reads 0 VDC to 5 VDC through the lever's full travel. The sensor signal increases C4D, B3D
increasing
as the lever is moved toward the front of the boat.
Lever 2 that reads 5 VDC to 0 VDC through the lever's full travel. The sensor signal
B3G Sensor signal Green/red C4D, B3D
decreasing decreases as the lever is moved toward the front of the boat. If connected, lever 3
measures throttle lever position only.
When the lanyard switch is open, the voltage will be high, around 8 VDC to 9 VDC.
Safety lanyard A4C, C1G,
B3H Switch input Black/yellow When grounded, voltage will be low, around 0 V and ESTOP will be active. CCM
circuit (ESTOP) C2G
monitors this voltage to determine ESTOP status.
90-8M0110489 eng JUNE 2016

Wire Color Related
Starboard Port Pins
The starboard CCM grounds B3M to turn on the Skyhook power relay. There is one
Skyhook power Actuator, ground
B3M Yellow/white N/A Skyhook power relay per vessel. The Skyhook relay control windings are powered by C3G, C3H
relay driver control
the CCM power relay.
that reads 5 VDC to 0 VDC to 5 VDC through the lever's full travel. The sensor signal
Lever 2 high
B4E Sensor signal Green/yellow starts high, decreases to 0 VDC, and then increases to 5 VDC as the lever is moved C4D, B3D
resolution
toward the front of the boat. If connected, lever 3 measures throttle lever position
only.
90-8M0110489 eng JUNE 2016

Lever 2 that reads 0 VDC to 5 VDC through the lever's full travel. The sensor signal increases
B4F Sensor signal Green/brown C4D, B3D
increasing as the lever is moved toward the front of the boat. If connected, lever 3 measures
throttle lever position only.
Wake ‑ ignition 12 V battery A4C, C1G,
B4G Purple/green Purple/red 12 V battery positive when the key is on. Turns the CCM on and off.
switch positive C2G

Page 3D-5
CCM Pinout Function ‑ Connector C
Wire Color Related

Pins
Page 3D-6
Starboard Port
3‑wire position sensor in the joystick that senses the twisting motion that is used to control
Yellow/ the yaw of the vessel. Twisting the joystick clockwise causes the sensor reading to increase.
C1D Joystick A ‑ Z axis Sensor signal N/A C4E, B3D
purple
NOTE: This circuit is only used with the design 1 joystick.
3‑wire position sensor in the joystick that senses the twisting motion that is used to control
the yaw of the vessel. Twisting the joystick clockwise causes the sensor reading to
C1F Joystick B ‑ Z axis Sensor signal Yellow/black N/A decrease. C4E, B3D
12 V battery
C1G Ground Black Black/red Ground circuit—ends at the battery negative terminal. –
negative
3‑wire position sensor in the joystick that senses fore and aft joystick movement. Moving the
C2E Joystick A ‑ Y axis Sensor signal Yellow/green N/A joystick forward causes the sensor reading to increase. C4E, B3D
12 V battery
C2G Ground Black Black/red Ground circuit to battery negative. –
negative
3‑wire position sensor in the joystick that senses port and starboard joystick movement.
C3A Joystick A ‑ X axis Sensor signal Yellow/pink N/A Moving the joystick to starboard causes the sensor reading to increase. C4E, B3D

3‑wire absolute position sensor in the steering helm. Measures 0 VDC to 5 VDC during each
Steering wheel steering wheel revolution. Allows the starboard CCM to determine the centering and end
C3C position— Sensor signal White/purple N/A stop positions and activate the steering feedback motor to enforce them. The two primary C4D, B3D
Absolute and two secondary Hall‑effect encoders compliment this sensor.
3‑wire position sensor in the joystick that senses port and starboard joystick movement.
C3E Joystick B ‑ X axis Sensor signal Yellow/blue N/A Moving the joystick to starboard causes the sensor reading to decrease. C4E, B3D
Battery positive into the CCM from CCM power relay pin 30. The CCM controls the power
C3G relay through CCM pin A3D.
Port (design 1 or design 2) and Starboard (design 2): Power relay pin 87 receives battery
Driver power 12 V battery A4C, C1G,
Red/purple voltage from the DTS power circuit on the port engine (5 A fuse).
(DVRP) positive C2G
Starboard (design 1): Power relay pin 87 receives battery voltage from the 2‑pin helm power
C3H harness, protected by a 20 A circuit breaker installed by the boatbuilder and connected to
the starboard engine battery.
3‑wire position sensor in the joystick that senses fore and aft joystick movement. Moving the
C4C Joystick B ‑ Y axis Sensor signal Yellow/gray N/A joystick forward causes the sensor reading to decrease. C4E, B3D
90-8M0110489 eng JUNE 2016

Wire Color Related
Starboard Port Pins
Starboard: Dedicated 5 V power supply for the starboard levers and the joystick sensors.
Port, port inner, starboard inner: Dedicated 5 V power supply for the corresponding engine's
Sensor power 1 5 V sensor
C4D Gray/green Gray/red levers and steering encoders. B3D
(XDRP 1) positive
All: Maintains 5 V regardless of battery voltage changes. Prevents a single sensor or wire
failure from affecting all helm sensors.
Dedicated 5 V power supply for the three starboard steering sensors in the steering helm
Sensor power 2 5 V sensor
C4E Gray/green N/A assembly. Maintains 5 V regardless of battery voltage changes. Prevents a single sensor or B3D
(XDRP 2) positive
wire failure from affecting all helm sensors.
Continuous 12 V battery Continuous DTS power, formerly known as clean power. Connects directly to the engine A4C, C1G,
C4F Red/green Red
90-8M0110489 eng JUNE 2016

battery positive battery and is protected with a 5 A fuse. Must not be connected to a battery switch. C2G
Steering feedback Actuator, 2‑wire permanent‑magnet motor across C4G and C4H. Provides steering wheel feedback in
C4G Red/black N/A C4H
motor, B circuit motor control the form of solid end stops to limit the total travel of the wheel and a positive center position
Steering feedback Actuator, that the operator can feel. Without this function, the wheel can rotate continuously.
C4H Red/white N/A C4G
motor, A circuit motor control NOTE: This circuit is only used with the design 1 steering helm motor.

Page 3D-7
CCM Harness Connectors

Removal
To remove the harness connectors from the CCM:
1. Push in the tab on the side of CCM connector C and rotate the locking lever 90°, or until it clicks.
a a - CCM connector locking lever

b - Locking lever tab
b
49436
a
b
c
44381
a - Connector A
b - Connector B
c - Connector C
2. Remove the connector from the CCM.

3. Remove connector B in the same manner.
4. Remove connector C in the same manner.
Installation
When installing the connectors, you will hear two clicks: once as you engage the locking mechanism on the harness connector
to the pin on the CCM, and a second time as you rotate the lock to 90° to secure the connector.
To install the connectors, attach them in the reverse order of removal: connector A first, followed by connector B, and then
connector C. The proximity of one connector to another dictates the order of installation and removal.
Controller Harness Connector Pin Removal

This procedure describes how to remove a crimped wire from the controller harness connector. Two different pin removal tools
are required, depending on the wire to be removed.
1. Cut the cable tie on the connector to be depinned.

2. Flex the locking tangs and slide the protective cap off of the connector as shown.
44382
a - Cable tie
b - Protective cap
3. Using a flat‑blade screwdriver, slide the secondary lock out to the open position.
45669
Secondary lock
4. Select the appropriate pin removal tool according to the pin to be removed.
• Use the round, dual‑prong pin removal tool for the larger terminals.
• Use the single‑prong blade‑style removal tool for the smaller terminals.
53453 53454
5. Insert the pin removal tool into the face of the connector. The markings on the front of the housing correspond to the
markings on the back of the housing.
53455 53456
6. Push the pin removal tool into the housing until it stops. Do not force the tool.

7. Push the wire forward into the housing to release it, and then pull it out of the housing.
53457
Reassembly
1. Push the wire into the housing until it stops.
2. Fully slide in the secondary lock.
3. Slide the protective cap onto the connector, and secure it with a cable tie.
45292

CCM Mounting on Helm Panel

Dual‑Engine Helm Panel
4 5
3
6
2 7
9
1
10
11
53331
Ref. Qty. Description

1 1 CCM bracket
2 1 Terminal block
3 2 Screw
4 2 Command control module (CCM)
5 3 M6 x 60 screw
6 1 M6 x 40 screw
7 4 Washer
8 1 Clamp
9 6 Grommet
10 7 Bushing
11 4 Spacer
53303
Dual-engine helm panel: CCM mounting hardware

Quad‑Engine Helm Panel

2
3
5
6
1 7
53333
Ref. Qty. Description

1 1 CCM bracket
3 3 M6 x 60 screw
4 1 M6 x 40 screw
5 4 Washer
6 6 Grommet
7 7 Bushing
8 4 Spacer
53304
Quad-engine helm panel: CCM mounting hardware

Thrust Vector Module (TVM)
Section 3E - Thrust Vector Module (TVM)
Table of Contents
3
Thrust Vector Module (TVM) Overview..............................3E-2 TVM Panel (Design I)................................................. 3E-8
TVM Harness Identification.........................................3E-3 TVM Panel (Design II).............................................. 3E-10
Thrust Vector Module (TVM) Pinout.................................. 3E-3 TVM Removal and Installation......................................... 3E-12
TVM Harness Connector Pin Identification........................ 3E-6
6‑Pin Steering Motor Connector................................. 3E-6
TVM Panel Removal.................................................3E-12
TVM Removal and Installation..................................3E-12
E
Power Steering Pump Connector............................... 3E-6 TVM Panel Installation..............................................3E-12
14‑Pin Engine Harness Connector............................. 3E-6 Relay................................................................................3E-13
14‑Pin Helm Harness Connector................................ 3E-7 Inspection................................................................. 3E-13
Sensor Input Connector (Design II Only)....................3E-7 Remove.................................................................... 3E-13
Exploded View................................................................... 3E-8 Install........................................................................ 3E-14

Special Tools
Breakout Box SPX P/N MM‑ 46225
Connects to the thrust vector module to test circuits and components without
probing wires.
5974
Thrust Vector Module (TVM) Overview

The thrust vector module (TVM) responds to the steering commands transmitted from the command control module (CCM).
The CCM reads the operator input from the steering wheel and electronic remote control (ERC) and then transmits the
necessary electronic commands on the CAN X bus to the TVM and the propulsion control module (PCM). All operator input, the
gear position, and the steering angle are compared and cross‑checked between the CCMs before the commands are sent to
the TVMs and PCMs. The TVMs and PCMs also perform cross‑checks and communicate back to the CCMs that they have
received and acted upon the commands. A backup set of commands is transmitted on the CAN P bus to provide redundancy.
In addition to sending signals to the steering actuator, the TVM also controls the power steering pump. The TVM sends
commands to the power steering signal driver, which then turns the power steering pump on or off, as commanded. Refer to
Section 4A ‑ Power Steering Components.
Thrust vector module

a - Connector A
a
b - Connector B
53065
The CDS breakout box allows the user to access the module connector pins without risking damage to the connector or wire
insulation. When connected between a module and its harness, it can be used to measure signals with the system operating.
When connected only to the harness, the harness can be easily checked for shorts and open circuits. It works with the TVMs. It
does not work with the CCMs.
Breakout Box SPX P/N MM‑ 46225

TVM Harness Identification

There are two distinct TVM harness designs. The two designs can be distinguished from one another as shown following.
a d
b c f
59520
a- Design I
b- Short lead for the steering actuator connector
c- Bullet connector for the diagnostic pressure sensor
d- Design II
e- Long lead for the steering actuator connector
f- 4‑pin connector for the diagnostic pressure sensor
Thrust Vector Module (TVM) Pinout

The following table shows the function, type of circuit, wire color, description, and related pins of the TVMs. All TVMs are
identical in their wiring and function. The only difference is that they each have a unique CAN City ID, or electronic address.
TVM pins not listed are not used.
b a
TVM connector pin numbering
a - Connector A
b - Connector B
17 24 17 24
9 16 9 16
1 8 1 8
53066
NOTE: Design I TVM harnesses ‑ those with a short actuator lead and a single‑pin sensor connector (instead of the new 4‑pin
connector) ‑ have some different wire colors than those used in the design II TVM harness, although the functions remain the
same. Also, the design I TVM and harness do not include the steering current function available at pin B5 with the design II
TVM and harness.

TVM Pinout Function ‑ Connector A
Wire Color
Page 3E-4
Design I Design II
2‑wire electric motor circuit across A1 and A17. This motor controls the spool valve
Steering motor, A Actuator, motor
A1 Red/green position, which directs hydraulic steering fluid to the appropriate side of the steering A17
circuit control
cylinder. It is controlled in the same manner as the ETC and ESC motors.
When the lanyard switch is open, the voltage will be high, around 8 VDC to 9 VDC.
Safety lanyard Green/ When it is grounded, the voltage will be low, around 0 VDC, and the E‑stop will be
A5 Switch input N/A active. The TVM monitors this voltage to determine the E‑stop status. A16, A24, B17
circuit (ESTOP) yellow
NOTE: This function is not used with the design II harness.

12 VDC wake 12 VDC wake A14, A16,
A4 Purple/white TVM pump wake signal: 12 VDC supplied to the pump.
power power A24, B17
12 VDC signal 12 VDC signal A4, A16, A24,
A14 White/blue When the TVM sees a RPM signal from the engine, it applies 12 VDC to this wire.
power power B17
A16 Ground Battery negative Black Black/green Ground circuit that ends at the battery negative terminal. –
2‑wire electric motor circuit across A1 and A17. This motor controls the spool valve
Steering motor, B Actuator, motor
A17 Yellow/green position, which directs hydraulic steering fluid to the appropriate side of the steering A1
circuit control
cylinder. It is controlled in the same manner as the ETC and ESC motors.
Driver power is battery positive into the TVM from TVM power relay pin 87. It is the
A20 Driver power Battery power power that the TVM uses to operate and power certain actuators. The relay receives
Red/purple A16, A24, B17

A21 (DVRP) from relay battery power on pins 30 and 86 from pin H of the 14‑pin main engine connector. Pin
H is protected by an engine‑mounted 20 A fuse.
TVM power relay Actuator, ground The TVM grounds this pin to turn on the TVM power relay. There is one relay for each B22, A16,
A22 Purple/red
driver (MPRD) control TVM assembly. A24, B17
A24 Ground Battery negative Black Black/green Ground circuit ‑ ends at the battery negative terminal. –
90-8M0110489 eng JUNE 2016

TVM Pinout Function ‑ Connector B
Wire Color
Design I Design II
Sensor ground Black/
B1 5 V sensor negative Black/pink Dedicated 5 V filtered ground for TVM sensors. B2, B3, B24
(XDRG) orange
3‑wire linear position sensor. An increasing sensor that reads 0 VDC to 5 VDC
Steering angle through full travel, which is opposite of the secondary steering angle sensor
B2 Sensor signal White/yellow B1, B24
sensor, primary on B3. It is also known as drive angle sensor A. The signal increases when
the steering cylinder extends.
3‑wire linear position sensor. A decreasing sensor that reads 5 VDC to 0 VDC
90-8M0110489 eng JUNE 2016

Steering angle through full travel, which is opposite of the primary steering angle sensor on
B3 Sensor signal Brown/yellow B1, B24
sensor, secondary B2. It is also known as drive angle sensor B. The signal decreases when the
steering cylinder extends.
White/
B5 Steering current Sensor signal N/A Steering pump current monitoring. –
orange
Isolated CAN communication circuit for primary DTS commands. This is the
B6 CAN X low Communication Brown B7
low or negative side of the CAN X bus.
Isolated CAN communication circuit for primary DTS commands. This is the
B7 CAN X high Communication Yellow B6
high or positive side of the CAN X bus.
Wakeup ‑ ignition A16, A24,
B8 12 VDC battery positive Red/purple Purple/white 12 V battery positive when the key is on. It turns the TVM on and off.
switch B17
Pressure sensor
B12 Sensor signal White/black Pressure sensor input to the TVM from an optional pressure test sensor. None
signal
B17 Ground Battery negative Black Black/green Ground circuit ‑ ends at the battery negative terminal. –
Isolated CAN communication circuit for gauge data and backup DTS
B20 CAN P high Communication White B21
commands. This is the high or positive side of the CAN P bus.
Isolated CAN communication circuit for gauge data and backup DTS
B21 CAN P low Communication Light blue Blue B20
commands. This is the low or negative side of the CAN P bus.

Continuous DTS power, also known as clean power. Connects directly to the
A16, A24,
B22 Continuous battery 12 VDC battery positive Pink/purple Red/black engine battery and is protected with a 5 A fuse. Must not be connected to a
B17
battery switch.
Sensor power Purple/ Dedicated 5 VDC positive power supply for TVM sensors. Maintains 5 VDC
B24 5 VDC sensor positive Gray B1, B2, B3
(XDRP) yellow regardless of changes in battery voltage.
Page 3E-5
TVM Harness Connector Pin Identification

IMPORTANT: The following charts identify the pins of the connectors on the thrust vector module (TVM) harness, not on the
components of harnesses to which they connect. The wire colors for the components themselves may differ from the wire
colors within the TVM harness.
NOTE: Design I TVM harnesses ‑ those with a short actuator lead and a single‑pin sensor connector (instead of the new 4‑pin
connector) ‑ have some different wire colors than those used in the design II harness, although the functions remain the same.
6‑Pin Steering Motor Connector

Wire Color
6‑Pin Steering Motor Connector Pin Function TVM Pin
Design I Design II
1 Black/pink Black/orange 5 V sensor negative B1
2 White/yellow Sensor A—increasing B2
1 6
3 Gray Purple/yellow 5 V sensor positive B24
2 5 4 Yellow/green DC motor B circuit A17
3 4 5 Red/green DC motor A circuit A1
59335
6 Brown/yellow Sensor B—decreasing B3
Power Steering Pump Connector

Wire Color
Power Steering Pump Connector Pin Function TVM Pin
Design I Design II
A B C A Black Black/green Ground A16, B17
B Purple/white Wake signal A4
C White/blue Run A14

53173
14‑Pin Engine Harness Connector

Wire Color
14‑Pin Engine Harness Connector (Male) Pin Function TVM Pin
Design I Design II
A Red/purple Red/black Clean power positive B22
B Black Clean power ground N/A
C Red/purple Purple/white Wake B8
D Green/yellow Black/yellow E‑stop A5
E Orange/blue Orange/green CAN H high N/A
F White CAN P high B20
G Light blue Blue CAN P low B21
H Red/purple Relay power N/A
J Black Black/green Ground A16, B17
K Yellow CAN X high B7
53131 L Brown CAN X low B6
M Gray/white Gray Tachometer N/A
N N/A Not used N/A
P Green/orange CAN H low N/A

14‑Pin Helm Harness Connector

Wire Color
14‑Pin Helm Harness Connector (Female) Pin Function TVM Pin
Design I Design II
A Pink/purple Red/black Clean power positive B22
B Black Clean power ground N/A
C Red/purple Purple/white Wake B8
D Green/yellow Black/yellow E‑stop A5
E Orange/blue Orange/green CAN H high N/A
F White CAN P high B20
G Light blue Blue CAN P low B21
H N/A Not used N/A
J N/A Not used N/A
K Yellow CAN X high B7
53467
L Brown CAN X low B6
M Gray/white Gray Tachometer N/A
N N/A Not used N/A
P Green/orange CAN H low N/A
Sensor Input Connector (Design II Only)

NOTE: This 4‑pin connector is not present on the design I TVM harness. Instead, a single‑pin connector was used to collect
steering pressure data.
4‑Pin Sensor Connector Pin Wire Color Function TVM Pin

A B C D A Purple/yellow 5 V sensor positive B24
B White/green Steering current B5
C White/black Steering pressure B12
D Black/orange 5 V sensor negative B1

59311

Exploded View
TVM Panel (Design I)
3
2
1
11
4
5
8 7
10
59283

TVM Panel (Design I)

Ref. No. Qty. Description
1 1 TVM harness assembly
2 1 3‑pin weather cap
3 2 Black nylon nut
4 3 Cable tie
5 1 TVM bracket
6 1 Thrust vector module (TVM)
7 3 Bushing
8 3 Grommet
9 3 Washer
10 3 Screw
11 1 20‑amp fuse (refer to Section 1B ‑ Fuses)

TVM Panel (Design II)
11
5
4
8 7
10
59284

TVM Panel (Design II)

1 1 TVM harness assembly
2 1 3‑pin weather cap
3 2 Black nylon nut
4 3 Cable tie
5 1 TVM bracket
6 1 Thrust vector module (TVM)
7 3 Bushing
8 3 Grommet
9 3 Washer
10 3 Screw
11 1 20‑amp fuse (refer to Section 1B ‑ Fuses)

TVM Removal and Installation

TVM Panel Removal
1. Disconnect the TVM panel harness from the following components:
• Power steering signal harness
• Steering actuator
• 14‑pin helm data harness
• 14‑pin engine data harness
NOTE: Remove and retain the panel nut.
a
e
f
58997
Design II harness shown, design I harness is similar

a - Main power relay
b - Power steering signal harness connector
c - Steering actuator harness connector
NOTE: Design I harnesses have a short lead for the steering actuator harness connector.
d - 14‑pin helm data harness connector
e - 14‑pin engine data harness connector
f - Steering actuator diagnostics sensor connector (see Note)
NOTE: Design I TVM harnesses use a single‑pin connector for the steering actuator diagnostics sensor connector instead
of the 4‑pin connector shown. This 4‑pin connector is used to connect a steering current sensor or an optional steering
actuator oil pressure sensor. The oil pressure sensor is intended only for diagnosing steering pressure problems and
should not remain installed during normal boat operation.
2. Remove the three screws and washers that secure the TVM panel in its mounting location.
TVM Removal and Installation

To remove the TVM, remove the three screws and washers that secure the TVM to the TVM panel.
To install the TVM:
1. Ensure that the three bushings and grommets are in place.
2. Fasten the TVM to the TVM panel with the three screws and washers.
TVM Panel Installation

1. Secure the TVM in its mounting location with the three screws and washers.

2. Connect the TVM panel to the following components:

• Power steering signal harness
• Steering actuator
• 14‑pin helm data harness
• 14‑pin engine data harness
Relay
Inspection
1. Disconnect the harness from the relay.
a a - Relay
b - Connector
49696
2. Identify the connectors on the relay.
b c a- 85 ‑ Power
b- 87 ‑ Switch on
c- 30 ‑ Common switch power
d- 86 ‑ Power
a d e- 87A ‑ Switch NC (not used)
e
37134
3. Put a 12 VDC power source across connectors 85 and 86.
85 b 87 Shown with power off

a - 12 volt power source
c b - Relay
a 30 c - Continuity tester
86 87A
36950
4. Check for continuity between 30 and 87. If no continuity is found, replace the relay.
5. If continuity is good, reinstall the relay. Refer to Install.
Remove
1. Disconnect the harness from the relay.
2. Slide the relay up and off of the clip attached to the TVM bracket.

Install
1. Slide the relay onto the clip attached to the TVM bracket.
2. Connect the TVM harness to the relay. Do not lubricate the seal or the pins.
a - Connector
b - Seal
c - Relay
c
37135

Steering Actuator
Section 3F - Steering Actuator
Table of Contents
3
Steering Actuator............................................................... 3F-2 Steering Actuator Indexing.................................................3F-2

Steering Actuator
Steering Actuator
53440
Steering actuator and harness, shown removed from the steering cylinder for illustrative purposes only
NOTE: The steering actuator is not a serviceable part. The steering actuator and steering cylinder must be replaced as an
assembly.
The electric steering actuator receives commands to extend and retract from the thrust vector module (TVM).
• To extend the actuator, the TVM H‑bridge circuit supplies +12 VDC to the actuator through pin 5 (red/green wire) and
provides a ground (return) path through pin 4 (yellow/green wire).
• To retract the actuator, the TVM H‑bridge circuit reverses the polarity of the signal, and supplies +12 VDC to the actuator
through pin 4 (yellow/green wire) with the ground (return) path through pin 5 (red/green wire).
The power for the H‑bridge is provided from the engine fuse panel through the 14‑pin harness to the TVM main power relay
(MPR). The H‑bridge limits the current supplied to the actuator: for TVMs with a calibration ID of TVM13XXXOPAAC or
TVM13XXXOPAAD, this limit is approximately 6000 mA (6 amps); for TVMs with a calibration ID of TVM13XXXOPAAE or later,
this limit is approximately 12,000 mA (12 amps). The current can be monitored with CDS G3 while viewing the TVM data list
item Steer_Motor_Current. The data is displayed in milliamps (mA).
There are two sensors in the actuator that provide the TVM with the actuator position. These are 5‑volt sensors. The TVM
provides the sensors with +5 VDC through pin 3 (purple/yellow wire) and reference ground through pin 1 (black/orange wire).
Sensor A sends its signal to the TVM through pin 2 (white/yellow wire), and sensor B sends its signal to the TVM through pin 6
(brown/yellow wire).
The sensors signals increase and decrease opposite of each other. Sensor A analog‑to‑digital counts (ADC) will increase when
the actuator is extending, and sensor B ADC will decrease. When the actuator is retracting, sensor A ADC will decrease while
sensor B ADC will increase.
The sensors have an ADC range of 0–1024.
Connector Pin Wire Color Assignment Extend Retract

1 Black/orange Ground N/A N/A
6 1 2 White/yellow Sensor A Increase Decrease
5 2 3 Purple/yellow 5 VDC N/A N/A
4 3 4 Yellow/green DC Motor – +
5 Red/green DC Motor + –
53472
6 Brown/yellow Sensor B Decrease Increase
Steering Actuator Indexing

IMPORTANT: This procedure is to be performed only if the steering actuator rod has been turned from its original set point or if
the vessel fails the manual drive alignment with the CDS G3 service tool.
1. Turn on the key switch to apply power to the actuator.
2. Enter the manual drive alignment function in the CDS G3 service tool.
NOTE: This will accomplish two things: it will hold all the actuators at their center points, and power‑up the power steering
pumps to assist in holding the spools in their center points.
3. Ensure that the values for Drive_Pos_Pri_ADC and Drive_Pos_Sec_ADC are both set to 512 ADC. This is the center point.
4. Wiggle or shake the engines back and forth. This will make sure that the spools and actuators reach center.

Steering Actuator
5. Measure the distance from the end of the spool to the end of the actuator. The distance should be 117.43 mm (4.623 in.).
117.43 mm
(4.623 in.)
53450
If the distance does not equal 117.43 mm ± 1.59 mm (4.623 in. ± 0.0625 in.):
a. Remove the tie bar arm and tie bar arm bracket assembly. Refer to Section 4A ‑ Removing the Steering Linkage.
IMPORTANT: Adjust the actuator rod only when the actuator is powered up.
b. Turn the actuator rod until a measurement of 117.43 mm ± 1.59 mm (4.623 in. ± 0.0625 in.) is achieved.
NOTE: The actuator will travel 3.18 mm (0.125 in.) per revolution, or 1.59 mm (0.0625 in.) per half‑revolution.
c. When the correct distance is achieved, reinstall the tie bar arm. Refer to Section 4A ‑ Attaching the Steering
Linkage.
IMPORTANT: When tightening the nut that secures the link rod to the steering actuator, be certain to observe the
torque specification:
Description Nm lb‑in. lb‑ft

First 13.6 120 –
Link‑rod‑to‑steering‑actuator securing nut
Final Back off 1/4 turn

Steering Actuator
Notes:

Auxiliary Joystick
Section 3G - Auxiliary Joystick
Table of Contents
3
Exploded Views (Design 1)............................................... 3G-2 CCM_Joystick_Critical..............................................3G-18
Auxiliary Joystick Station (Dual Engine).....................3G-2 CCM_Joystick_Disabled...........................................3G-18
Auxiliary Joystick Station (Triple Engine)................... 3G-4 CCM_Joystick_Reduced_Functionality.................... 3G-18
Exploded Views (Design 2)............................................... 3G-6
Auxiliary Joystick Station (Dual Engine, Design 2).....3G-6
CCM_RJM_System_Status_SOH.............................3G-18
PadFault................................................................... 3G-19
G
Auxiliary Joystick Station (Triple Engine, Design 2) Invalid_Resistor_Pack.............................................. 3G-19
................................................................................3G-8 Resistor_Pack_Not_Installed....................................3G-19
Auxiliary Joystick Station (Quad Engine, Design 2) StationID_Resistor_A_RangeHigh............................3G-19
..............................................................................3G-10 StationID_Resistor_A_RangeLow............................ 3G-19
Auxiliary Joystick............................................................. 3G-12 StationID_Resistor_B_RangeHigh............................3G-19
Auxiliary Joystick Harness...............................................3G-13 StationID_Resistor_B_RangeLow............................ 3G-19
Harness Connector Pin Identification....................... 3G-14 Auxiliary Adapter Harnesses........................................... 3G-20
Auxiliary Joystick Command Module (CM)......................3G-17 Auxiliary Joystick 14‑Pin Wiring Harness................. 3G-20
Auxiliary Joystick CM Pinout.................................... 3G-17 Wire Color Code Abbreviations................................ 3G-21
Design 1 Joystick Circuit Faults (Partial List)........... 3G-18 Adapter Harness Diagrams...................................... 3G-21
90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 3G-1

Auxiliary Joystick
Exploded Views (Design 1)

Auxiliary Joystick Station (Dual Engine)
3
5
4
1 6
7
8
9
2
10
11
12
12
13
14
19 16 20
15
17 STBD
PORT
18 M
TRAN
SFER 21
ALAR
59296
Page 3G-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Auxiliary Joystick
Auxiliary Joystick Station (Dual Engine)

1 1 Remote joystick harness
2 1 14‑pin loopback harness (female)
3 1 Bracket
5 2 Clamp
6 3 Grommet
7 3 Bushing
8 3 M6 x 25 screw
9 1 Cable tie clip
10 1 Joystick assembly
11 1 5‑way adapter harness
1 Main station (#93) shadow mode resistor assembly
12
1 Secondary station (#94) shadow mode resistor assembly
13 1 E‑stop harness
14 1 Remote joystick keypad assembly
15 1 Joystick keypad
16 1 Housing
17 1 Gasket
18 1 Nut
19 1 Cable tie
20 1 Bezel
21 AR 14‑pin harness (available in lengths from 3.0–9.1 m [10–60 ft])

Auxiliary Joystick
Auxiliary Joystick Station (Triple Engine)

1 3
5
4
6
7
8
2
9
12 11
10
14
15
13
22
16
21 18
17
19 STBD
23
PORT
20 ALAR
M
TRAN
SFER
59297

Auxiliary Joystick
Auxiliary Joystick Station (Triple Engine)

1 1 Triple engine remote joystick harness
3 1 Bracket
5 2 Clamp
6 3 Grommet
7 3 Bushing
8 3 M6 x 25 screw
9 1 Cable tie clip
10 1 Joystick assembly
12 1 Main station (#93) shadow mode resistor assembly
13 1 E‑stop switch kit
15 1 Diode harness assembly
16 1 Helm mount CAN pad assembly
17 1 Joystick keypad
18 1 Housing
19 1 Gasket
20 1 Nut
21 1 Cable tie
22 1 Bezel

Auxiliary Joystick
Exploded Views (Design 2)

Auxiliary Joystick Station (Dual Engine, Design 2)
1
5
6 7
9
10
2
3
11
14
12
15
13
16
61349

Auxiliary Joystick
Auxiliary Joystick Station (Dual Engine, Design 2)

1 1 Harness and bracket assembly
2 1 Auxiliary joystick harness
5 1 Bracket
6 1 48‑pin command module
7 2 Clamp
8 3 Grommet
9 3 Bushing
10 3 M6 x 25 screw
11 1 Cable tie clip
12 1 Auxiliary joystick assembly

Auxiliary Joystick
Auxiliary Joystick Station (Triple Engine, Design 2)

1
5
6 7
9
10
2
3
11
14
12
16
13 15
17
18
61350

Auxiliary Joystick
Auxiliary Joystick Station (Triple Engine, Design 2)

5 1 Bracket
7 2 Clamp
8 3 Grommet
9 3 Bushing
10 3 M6 x 25 screw
11 1 Cable tie clip
15 1 E‑stop switch kit

Auxiliary Joystick
Auxiliary Joystick Station (Quad Engine, Design 2)

1
5
6 7
9
10
2
3
11
12 4
14
13
15
16
17
61351

Auxiliary Joystick
Auxiliary Joystick Station (Quad Engine, Design 2)

5 1 Bracket
7 2 Clamp
8 3 Grommet
9 3 Bushing
10 3 M6 x 25 screw
11 1 Cable tie clip

Auxiliary Joystick
Auxiliary Joystick
IMPORTANT: Auxiliary (remote) joysticks cannot be used with some older versions of the system software.
Auxiliary joystick refers to an additional joystick that is placed in a location that gives optimal visibility of the vessel contact
areas when docking. For example: An auxiliary joystick mounted at the starboard side rear of the boat will give ultimate visibility
of the starboard side and rear of the boat.
d e Auxiliary joystick (design 1)

a b c f
station components
CENTER
PORT STBD a - E‑stop switch
b - Auxiliary joystick
c - Helm transfer pad for triple
installations
d - Port engine status indicator
ALARM TRANSFER
light
h g e - Center engine status indicator
light
f - Starboard engine status
indicator light
43428 g - Transfer button and indicator
light
h - Alarm and fault indicator light
b Auxiliary joystick (design 2) station components

a
a - E‑stop switch
b - Auxiliary joystick
c - Helm transfer button
c d - Adjust button
61352

Auxiliary Joystick
Auxiliary Joystick Harness

IMPORTANT: Auxiliary joysticks cannot be used with some older versions of the system software.
d f
e
c
b
j
h
i 59300
Auxiliary joystick (design 1) harness

a - 14‑pin extension harness connector from 5‑way, 7‑way, or 9‑way harness
b - E‑stop bullet connectors
NOTE: Dual engine harness has only two sets of E‑stop connectors.
c- Command module (CM) ID connector
d- Auxiliary joystick CM connector B
e- Auxiliary joystick CM connector A
f- Trackpad connector
g- Joystick connector
h- 14‑pin loopback connector
i- Alarm horn
j- CAN termination (60 ohm)

Auxiliary Joystick
d
c
e g h
f
b j
i
a
61125
Auxiliary joystick (design 2) harness

a - 14‑pin extension harness connector from 5‑way, 7‑way, or 9‑way harness
b - 14‑pin loopback connector
c - CAN adapter harness connector
d - DeviceNet™ connector
e - E‑stop bullet connectors
NOTE: Dual engine harness has only two sets of E‑stop connectors.
f- CM ID connector
g- Auxiliary joystick CM connector A
h- Auxiliary joystick CM connector B
i- CAN termination (60 ohm)
j- Alarm horn
Harness Connector Pin Identification

IMPORTANT: The following charts identify the pins of the connectors on the auxiliary joystick harness, not on the components
or harnesses to which they connect. Wire colors for the components themselves may differ from the wire colors within the
auxiliary joystick harness.
IMPORTANT: Some wire colors differ between the dual‑engine and triple‑engine auxiliary joystick harnesses.
Auxiliary Joystick CM Connectors

Refer to Auxiliary Joystick Command Module (CM), following.
CAN Termination Connector

A B A White Auxiliary joystick CAN high
B Blue Auxiliary joystick CAN low

53172

Auxiliary Joystick
Command Module (CM) ID Connector

A E A Gray Transducer power
B Blue/yellow Lever 1 high resolution
C Pink/blue Lever 1 increasing
D Pink/white Lever 1 decreasing
E Black/orange Transducer ground

53178
DeviceNet Connector (Joystick)

A DeviceNet connector is used on the CAN adapter harness to connect the design 2 joystick to the auxiliary joystick harness.

1 2 1 N/A Not used
2 Red +5 VDC
3 Black Ground
5
4 White CAN high
4 3 61304 5 Blue CAN low
Extension Harness Connector

Wire Color Function
Harness Connector Pin
Dual Triple Dual Triple
A Red Power (starboard outer)
B Black Ground (starboard outer)
C Purple Wake (starboard)
D Black/yellow E‑stop (starboard outer)
E Orange CAN H high
F Orange CAN H high loopback
G Green CAN H low loopback
H Black/yellow Black/red E‑stop (port outer)
J Black Black/pink Ground (port outer)
K N/A Black/light blue Not used Starboard inner E‑stop
53131 L N/A Black/orange Not used Starboard inner ground
M N/A Black/green Not used Port inner E‑stop
N N/A Black/white Not used Port inner ground
P Green CAN H low

Auxiliary Joystick

A Gray +5 VDC
B Black/orange Ground (–)
C Yellow/pink X‑axis
D Yellow/blue X‑axis reversed
E Yellow/green Y‑axis
F Yellow/gray Y‑axis reversed
G Yellow/purple Z‑axis
H Yellow/black Z‑axis reversed
53124 J N/A Not used
K N/A Not used

IMPORTANT: The joystick (design 2) connector described here is connected to a CAN adapter harness, which connects to the
joystick assembly. For details on the DeviceNet connector on the CAN adapter harness, refer to DeviceNet Connector
(Joystick), preceding.

A B C D A Purple +5 VDC
C White/blue CAN H high
D Blue/white CAN H low

61348
Loopback Connector
Wire Color Function
Harness Connector Pin
Dual Triple Dual Triple
A Red Power (starboard outer)
B Black Ground (starboard outer)
C Purple Wake (starboard)
D Black/yellow E‑stop (starboard outer)
E Orange CAN H high
F Orange CAN H high loopback
G Green CAN H low loopback
H Black/yellow Black/red E‑stop (port outer)
J Black Black/pink Ground (port outer)
K N/A Black/light blue Not used Starboard inner E‑stop
53467
L N/A Black/orange Not used Starboard inner ground
M N/A Black/green Not used Port inner E‑stop
N N/A Black/white Not used Port inner ground
P Green CAN H low

Auxiliary Joystick
Trackpad Connector (Design 1 Only)

A N/A Not used
E A B Black Ground
C N/A Not used
D N/A Not used
E N/A Not used
F Purple Switched ignition
G N/A Not used
K F J White Auxiliary joystick trackpad CAN high
K Blue Auxiliary joystick trackpad CAN low
Auxiliary Joystick Command Module (CM)

Auxiliary Joystick CM Pinout
a b
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 9 10 11 12 13 14 15 16
17 18 19 20 21 22 23 24 17 18 19 20 21 22 23 24
55269
a - Connector A
b - Connector B
Auxiliary Joystick CM—Connector A
Pin Wire Color Function

A2 Tan/green Horn
Joystick B, Z‑axis
A9 Yellow/black
Joystick B, X‑axis
A10 Yellow/blue

Auxiliary Joystick

Joystick B, Y‑axis
A11 Yellow/gray
Lever 1, increasing
A12 Pink/blue
NOTE: Connects to resistor pack to provide station ID.
A16 Black Ground
A20 Red Driver power 1
A21 Red Driver power 2
A24 Black Ground
Auxiliary Joystick CM—Connector B

B1 Black/orange Transducer ground
Joystick A, X‑axis
B3 Yellow/pink
B8 Purple Switched ignition, key switch
Lever 1 decreasing
B9 Pink/white
Joystick A, Y‑axis
B10 Yellow/green
Joystick A, Z‑axis
B11 Yellow/purple
Lever 1, high resolution
B12 Blue/yellow
Blue Trackpad CAN low (design 1 only)
B13
Blue/white Joystick CAN low (design 2 only)
White Trackpad CAN high (design 1 only)
B14
White/blue Joystick CAN low (design 2 only)
B17 Black Ground
B20 Orange CAN H high
B21 Green CAN H low
B22 Red Battery
B23 Black/yellow E‑stop
Gray Transducer power (design 1)
B24
Purple/yellow Transducer power (design 2)
Design 1 Joystick Circuit Faults (Partial List)

IMPORTANT: The following faults apply only to the design 1 joystick.
Auxiliary joystick module faults not found here are listed in Section 2C ‑ CCM Faults. The faults listed here are unique to the
design 1 auxiliary joystick module.
CCM_Joystick_Critical
CCM_Joystick_Disabled
CCM_Joystick_Reduced_Functionality
CCM_RJM_System_Status_SOH
The following information applies to CCM_Joystick_Critical, CCM_Joystick_Disabled,
CCM_Joystick_Reduced_Functionality, and CCM_RJM_System_Status_SOH.
Explanation
These are flag faults that indicate that a condition or fault exists that is affecting the operation of the auxiliary joystick station.

Auxiliary Joystick
Possible Causes
Core faults in other modules in the system. Core faults in the auxiliary joystick module. One or more engines not running. One
or more key switches turned off.

Use CDS G3 to view core faults in other modules and diagnose and correct those core faults. Key on and start all engines and
recheck for faults.
PadFault
Explanation
PadFault is a core fault that indicates that the communication between the auxiliary joystick trackpad and the auxiliary joystick
module has been interrupted. The circuit in question is the auxiliary trackpad CAN circuit that is separate from the other CAN
networks on the vessel. It is limited to the auxiliary joystick harness assembly.
Possible Causes
Auxiliary joystick trackpad CAN circuit open or short. Auxiliary joystick trackpad terminator not installed. Auxiliary joystick
trackpad malfunction or defect. Auxiliary joystick module failure.

Verify auxiliary joystick trackpad terminator installation and that the resistance value is at 60 ohms. Check the continuity of the
trackpad CAN circuit from the trackpad to the auxiliary joystick module. Use the auxiliary joystick harness diagram to assist with
pinouts. Ensure that the resistance through the auxiliary trackpad connector at pins J and K is within 75–82 K ohms. If the value
is outside of that range, the trackpad has failed. Verify that the power and ground at auxiliary trackpad connector on the
harness with the key is at battery voltage. Pins at that connector are B and F. If there is more than one auxiliary joystick on the
vessel, swap the trackpads and the auxiliary joystick modules separately to determine if they are the cause.
Invalid_Resistor_Pack
Resistor_Pack_Not_Installed
StationID_Resistor_A_RangeHigh
StationID_Resistor_A_RangeLow
StationID_Resistor_B_RangeHigh
StationID_Resistor_B_RangeLow
The following information applies to Invalid_Resistor_Pack, Resistor_Pack_Not_Installed,
StationID_Resistor_A_RangeHigh, StationID_Resistor_A_RangeLow, StationID_Resistor_B_RangeHigh, and
StationID_Resistor_B_RangeLow.
Explanation
These core faults point to the resistor pack, which is the installed component that gives the auxiliary joystick its city ID address
in the SmartCraft CAN H network. These resistor packs are unique to auxiliary joystick 1, auxiliary joystick 2, auxiliary joystick
3, and auxiliary joystick 4.
Possible Causes
Incorrect auxiliary joystick resistor packs installed. Auxiliary joystick resistor packs incorrectly installed or not installed. Auxiliary
joystick resistor pack circuit open or shorted. Faulty auxiliary joystick resistor packs. Auxiliary joystick module failure.

View the resistor pack resistance value on CDS G3 Live Data from the auxiliary joystick module, and compare with the table
below. Validate that the resistor pack circuit has continuity from the resistor pack connector to the auxiliary joystick module
using auxiliary joystick harness pinouts from the auxiliary joystick harness diagram in this section.
Resistance Value
Resistor Number Auxiliary Joystick Location Designation Part Number
Pins "a" to "c" Pins "c" to "d"
93 AJS1 22 kΩ 1 kΩ 82‑898091T01
94 AJS2 22 kΩ 2 kΩ 82‑898091T02

Auxiliary Joystick
Resistance Value
Resistor Number Auxiliary Joystick Location Designation Part Number
Pins "a" to "c" Pins "c" to "d"
97 AJS3 22 kΩ 3.3 kΩ 82‑898091T03
98 AJS4 18 kΩ 4.02 kΩ 82‑898091T04
a Auxiliary Joystick resistor pack

b a - Purple/yellow—5 volt transducer
power
c b - Not used
d c - Pink/brown—input
11567 d - Pink/red—input
e e - Black/orange—transducer ground
Auxiliary Adapter Harnesses

Auxiliary Joystick 14‑Pin Wiring Harness
5‑way harness—In dual engine applications, a 5‑way harness will be connected either between the port and starboard 14‑pin
connectors of the helm harness and the 14‑pin data harnesses (forward), or between the port and starboard 14‑pin data
harness and the thrust vector module (TVM) (aft).
7‑way harness— In triple engine applications, a 7‑way harness will be connected either between the port and starboard 14‑pin
connectors of the helm harnesses and the 14‑pin data harnesses (forward), or between the port, center, and starboard 14‑pin
data harness and the TVM (aft).
These harnesses provide the connection point to the CAN P and H buses as well as provide the connections necessary for
E‑stop. Only one 5‑ or 7‑way harness is required per vessel.
Generally if an auxiliary joystick station is to be installed at the rear of the vessel, then the point of connection for the 5‑way
harness is between the 14‑pin data harnesses and the TVM (aft).
d b 14-pin 5-way auxiliary joystick harness for duals

a - Auxiliary joystick connection
a b - To port connection
c - To starboard connection
d - To port connection
e c e - To starboard connection
54577
b 14-pin 7-way auxiliary joystick harness for triples

a - Auxiliary joystick connection
e c b - To port connection
c - To center connection
f a d - To starboard connection
e - To port connection
f - To center connection
g d g - To starboard connection
54578

Auxiliary Joystick

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

5-Way Adapter Harness
a b
A RED RED A
B BLK BLK B
C PPL PPL C
D BLK/YEL BLK/YEL D
E ORN ORN E
F WHT WHT F
G BLU BLU G
H BLK BLK H
J BLK BLK J
K YEL YEL K
L BRN BRN L
M BLK BLK M
N BLK BLK N
P GRN GRN P
c
RED/GRN A
BLK B
PPL C
BLK/YEL D
ORN E
ORN F
GRN G
BLK/YEL H
BLK J
K
L
M
N
GRN P
e
A RED/GRN RED/GRN A
B BLK BLK B
C PPL PPL C
D BLK/YEL BLK/YEL D
E ORN ORN E
F WHT WHT F
G BLU BLU G
H BLK BLK H
J BLK BLK J
K YEL YEL K
L BRN BRN L
M BLK BLK M
N N
P
BLK
GRN
BLK
GRN P d
59691
5-way adapter harness

a - Port male connector
b - Port female connector
c - Auxiliary joystick connector
d - Starboard female connector
e - Starboard male connector

Auxiliary Joystick
7-Way Adapter Harness

a b
A RED RED A
B BLK/ORN BLK/ORN B
C PPL PPL C
D BLK/LT BLU BLK/LT BLU D
E ORN ORN E
F WHT WHT F
G BLU BLU G
H RED/PPL RED/PPL H
J BLK BLK J
K YEL YEL K
L BRN BRN L
M GRY GRY M
N YEL/BLK YEL/BLK N c
g P GRN GRN P
A RED RED A
B BLK/PNK BLK/PNK B
C PPL PPL C
D BLK/RED BLK/RED D
E ORN ORN E
F WHT WHT F
G BLU BLU G
H RED/PPL RED/PPL H
J BLK BLK J
K YEL YEL K
L BRN BRN L
M GRY GRY M
N YEL/BLK YEL/BLK N
P GRN GRN P
d
RED/GRN A
BLK B
PPL C
BLK/YEL D
ORN E
ORN F
GRN G
BLK/RED H
BLK/PNK J
BLK/LT BLU K
BLK/ORN L
M
N
f GRN P
e
A RED/GRN RED/GRN A
B BLK BLK B
C PPL PPL C
D BLK/YEL BLK/YEL D
E ORN ORN E
F WHT WHT F
G BLU BLU G
H RED/PPL RED/PPL H
J BLK BLK J
K YEL YEL K
L BRN BRN L
M GRY GRY M
N YEL/BLK YEL/BLK N
P GRN GRN P
55341
7-way adapter harness

a - Port male connector
b - Port female connector
c - Center female connector
d - Auxiliary joystick connector
e - Starboard female connector
f - Starboard male connector
g - Center male connector


Section 4A - Power Steering Components
Table of Contents
Joystick Piloting for Outboards Hydraulic Flow Diagram Replacement Steering Cylinder Validation...................... 4A-25
....................................................................................... 4A-2 Power Steering Pump...................................................... 4A-27
Exploded Views................................................................. 4A-4 Installing the Power Steering Pump..........................4A-27
Steering Actuator with 12‑Foot Harness.....................4A-4 Connecting the Hydraulic Hoses to the Power
Steering Actuator with 4‑Foot Harness.......................4A-6 Steering Pump...................................................... 4A-28
Link Rod, Link Cable, Extension Arm, and Torsion
Springs.................................................................... 4A-8
Filling and Bleeding the Power Steering System—
Verado 250, 300 S/N 2B144123 and Above, and 4
Quad Engine Tie Bar Kit........................................... 4A-10
Steering Cylinder and Linkage Removal..........................4A-12
Verado 350 and 400R........................................... 4A-29
Filling and Bleeding the Power Steering System— A
Disconnecting the Hydraulic Hoses.......................... 4A-12 250, 300 Verado S/N 2B144122 and Below......... 4A-31
Removing the Steering Linkage................................4A-12 Power Steering Troubleshooting......................................4A-33
Removing the Steering Cylinder............................... 4A-14 Power Steering Pump Operates Intermittently......... 4A-33
Steering Cylinder and Linkage Installation.......................4A-15 Power Steering Pump Does Not Operate—Quick
Attaching the Steering Cylinder................................ 4A-15 Checks.................................................................. 4A-33
Attaching the Steering Linkage.................................4A-16 Troubleshooting an Inoperable Power Steering Pump
Quad‑Engine Tie Bar Installation..............................4A-18 .............................................................................. 4A-34
Installing the Anticollision Link Cables......................4A-22 Power Steering Module Primer Kit............................4A-36
Connecting the Hydraulic Hoses to the Steering
Cylinder................................................................. 4A-25

Lubricants, Sealants, Adhesives

Between the M10 tie bar arm mounting screw head and the
Extreme Grease 8M0071842
hardened washer
First four threads of the tie bar arm mounting screws
7 Loctite 271 Threadlocker First four threads of tie bar arm attaching screws 92-809819
Threads of the clevis/tie bar arm attaching bolts and nuts
66 Loctite 242 Threadlocker Threads of a reused link rod attaching screw 92-809821
Shoulder of the link rod attaching screw
Clevis attaching bolt shoulders
95 2-4-C with PTFE 92-802859A 1
Clevis/tie bar arm attaching bolt shoulder
Shoulder of the anticollision link cable attaching screw
Fluid SAE 0W-30
Special Tools
CDS G3 Diagnostic Tool Kit 8M0098656
Provides diagnostic support for CDS G3.
41993
Bleeds power steering system without running engine.
5547
Joystick Piloting for Outboards Hydraulic Flow Diagram

a- Power steering pump
b- Pressure line
c- Return line
d d- Bulkhead fittings
e- Power steering cylinder on the outboard
e
c
a
52881

NOTE: For diagrams showing the flow of hydraulic fluid within the steering actuator and cylinder, refer to Section 2A—
Steering Actuator and Cylinder Operation.

Exploded Views
Steering Actuator with 12‑Foot Harness
18
26
25
6
16
10
13 2
8 12
3
21 14
9 15
19 11 4
20
17
24
22
23 59285

Steering Actuator with 12-Foot Harness

Torque
Ref. No. Qty. Description Nm lb‑in. lb‑ft
1 1 Steering actuator with 12‑foot harness
2 2 Retainer
3 4 Washer
4 4 Screw 24.9 – 18.3
5 1 Seal
6 1 Gasket
7 3 Screw
8 1 90° pressure fitting
9 1 O‑ring
10 1 O‑ring
11 AR Fitting cap, 0.50 in.
12 1 90° return fitting
13 1 O‑ring
14 1 O‑ring
16 2 Conduit retainer ring
17 1 Steering cylinder cover
18 AR 10 ft steering extension harness
19 AR Straight return (tank) fitting (optional)
20 1 O‑ring
21 1 O‑ring
22 AR Straight pressure fitting (optional)
23 1 O‑ring
24 1 O‑ring
25 1 Elbow harness support kit
26 2 Cable tie

Steering Actuator with 4‑Foot Harness

25
24 6
16
10
13 2
8 12
3
20 14
9 15
18 11 4
19
17
23
21
22 59286

Steering Actuator with 4-Foot Harness

Torque
1 1 Steering actuator with 4‑foot harness
2 2 Retainer
3 4 Washer
4 4 Screw 24.9 – 18.3
5 1 Seal
6 1 Gasket
7 3 Screw
8 1 90° pressure fitting
9 1 O‑ring
10 1 O‑ring
12 1 90° return fitting
13 1 O‑ring
14 1 O‑ring
16 2 Conduit retainer ring
17 1 Steering cylinder cover
18 AR Straight return (tank) fitting (optional)
19 1 O‑ring
20 1 O‑ring
21 AR Straight pressure fitting (optional)
22 1 O‑ring
23 1 O‑ring
24 1 Elbow harness support kit
25 2 Cable tie

Link Rod, Link Cable, Extension Arm, and Torsion Springs
16 5
10
15
13
6
12
14 7
11 8
9
2
4
59288

Link Rod, Link Cable, Extension Arm, and Torsion Springs

Torque
1 1 Link rod assembly
2 2 Stainless steel washer
3 1 Brass nut 27.1 – 20
First 13.55 120 –
4 1 Brass nut
5 1 Screw 27.1 – 20
6 1 Extension arm
7 2 Locking retainer
8 2 Washer
M8 screw 55 – 40.5
9 2
M10 screw 80 – 59
10 1 Screw 27.1 – 20
11 1 Stainless steel nut 27.1 – 20
Outer torsion spring for fixed length link cables (dual and triple
12 2
applications only)
Inner torsion spring for fixed length link cables (dual applications
1
only)
13
Inner torsion spring for fixed length link cables (triple applications
2
only)
Outer torsion spring for adjustable length link cables (dual and
14 2
triple applications only)
Inner torsion spring for adjustable length link cables (dual and
15 2
triple applications only)
Anticollision link cable (available in multiple sizes, refer to the
16 AR
table in Section 2)

Quad Engine Tie Bar Kit

3
1 4
5
6
9
4
5 15
3 6 12
2 4 5 7
12
6 11 14
20 13
8
4 5 15 17
6 7
14 18
12 19
12
10
21
16
18
4 3
19
2 5
6
10
12
4
5 15
3 6
1 7 12
4
5 14
6
20
4 11
5 15
7 13
6
14
12
12
9 59289

Quad Engine Tie Bar Kit

Torque
1 2 Extension arm
2 2 Quad extension arm
3 4 M10 x 1.5 hex head screw 25 – 18.4
4 8 Locking retainer
5 8 Washer
6 8 M10 x 1.5 hex head cap screw 80 – 59
7 4 M10 jam nut 50 – 36.9
8 1 Loctite 271 Threadlocker
9 2 Clevis assembly kit
10 2 Quad clevis assembly kit
11 2 Tie rod kit
12 4 Bushing kit
13 2 M20 jam nut 50 – 36.9
14 4 M10 x 1.5 hex head screw 25 – 18.4
15 4 M10 jam nut 50 – 36.9
16 1 JPO quad torsion spring (for 11.13 mm [0.438 in.] shaft)
17 1 JPO quad torsion spring (for 7.87 mm [0.310 in.] shaft)
18 2 M8 x 1.25 screw 27.1 – 20
19 2 M8 stainless steel nut 27.1 – 20
20 2 Coupler assembly kit (available in 26 in. and 28 in. lengths)
Adjustable anticollision link cable (available in 23 in., 24 in., 25 in.,
21 AR
and 26 in. lengths)

7 Loctite 271 Threadlocker First four threads of the tie bar arm mounting screws 92-809819

Steering Cylinder and Linkage Removal

Disconnecting the Hydraulic Hoses
1. Remove the power steering hoses from the steering cylinder.
2. Plug the hose ends.
3. Ensure that the O‑rings are in place on the end of each fitting.
4. Cap the fittings on the steering cylinder.
a b a- Pressure line fitting

b- Return line fitting
c- Generous radius—5.1 cm (2.0 in.) radius minimum
d- Optional 90° fittings
e- Bulkhead fittings
c c
d
d
e 52032
Removing the Steering Linkage

Anti-Collision Link Cable Removal
1. Carefully slide the anti‑collision link cable torsion spring off of the cable.
52215
Anti-collision link cable torsion springs, inner-engines (left) and outer-engines (right)
2. Remove the nut from the end of the anti‑collision link cable attaching screw. Retain the nut.
3. Remove the anti‑collision link cable attaching screw. Retain the torsion spring and the attaching screw.
Tie Bar Arm Removal

1. Loosen but do not remove the nut that secures the link rod to the steering actuator.
2. Bend the tabs of the locking retainers away from the flats of the tie bar arm mounting screws.
3. Remove the tie bar arm mounting screws and locking retainers.
b a - Tie bar arm

b b - Mounting screws and locking retainers
a c - Steering actuator rod
52451
4. Remove the nut from the end of the link rod. Discard the nut; it must not be reused.

IMPORTANT: Do not rotate the steering actuator rod. Rotating the steering actuator rod could result in a failed manual
engine alignment procedure, which would require re‑indexing the actuator.
5. Without rotating the steering actuator rod, remove the tie bar and link rod assembly from the steering actuator rod. Be
certain to retain the two washers.
a- Link rod
b- First washer
c- Hole in steering actuator rod
d- Second washer
e- Nut
c
d
e 52446
6. Without rotating the steering actuator rod, retract the rod, slip a cable tie through the hole in the rod, and secure the cable
tie around the actuator housing.
52376
Cable tie securing the rotational position of the steering actuator rod
Disassembly
Use a suitable work surface for the disassembly process.
1. While holding the attaching screw to prevent it from turning, remove the nut from the end of the link rod attaching screw.
2. Remove the link rod attaching screw from the tie bar arm and link rod.

3. Remove the link rod.
a- Link rod
b
b- Tie bar arm
c c- Link rod attaching screw
d- Nut
a
d
52403
Removing the Steering Cylinder

IMPORTANT: Do not remove the cable tie from the steering cylinder assembly. Removing the cable tie will remove the
factory‑set index between electrical and mechanical parts of the cylinder. If the cylinder index is lost, it must be reset by
performing the reindexing procedure in Section 3B—Steering Actuator.
52376
1. Disconnect the steering actuator harness from the extension harness or TVM harness. Place weather caps on both
connectors.
2. Remove the three screws that secure the steering actuator harness bulkhead mount, remove the mount, and pull the
harness through the bulkhead.
3. Bend the retainer lock tabs off the flats of each steering cylinder mounting screw.
4. Remove four mounting screws and two retainers, and remove the steering cylinder and actuator assembly from the
pedestal. Discard the retainers.
b a - Steering cylinder mounting screws (4) M8 x 30

b - Retainer lock tab
c - Steering cylinder
5000

Steering Cylinder and Linkage Installation

Attaching the Steering Cylinder
IMPORTANT: Do not remove the cable tie from the steering cylinder assembly during installation. Removing the cable tie will
remove the factory‑set index between electrical and mechanical parts of the cylinder. If the cylinder index is lost, it must be
reset by performing the reindexing procedure in Section 3B ‑ Steering Actuator.
52376
Interchanging Cylinders
Steering cylinders are not specific to port or starboard locations. With the exception of some older quad engine applications,
steering cylinders are interchangeable between engine positions. For older quad engine applications where the distance
between centerlines is 63.5 cm (25.0 in.), special short‑stroke steering cylinders were used for the inner engines. If your
application uses short‑stroke cylinders, do not interchange them with the outer engine steering cylinders.
NOTE: All replacement cylinders are standard stroke (28.5°).
a b c d
52401
a- End cap of short stroke (16.5°) cylinder

b- 63.35 mm (2.49 in.)
c- End cap of standard stroke (28.5°) cylinder
d- 88.35 mm (3.47 in.)
Installation
1. Place a new steering cylinder seal into the groove on the steering cylinder.
2. Use the guide pins to line up the steering cylinder and actuator assembly with the engine pedestal. Slide the center union
assembly from side to side as required to ensure that it engages the steering arm.
a b a - Seal
b - Center union assembly
c - Guide pins
c 52374
IMPORTANT: Always use new retainers.

3. Attach the steering cylinder and actuator assembly to the pedestal with four M8 x 30 mounting screws and two new
retainers. Tighten the mounting screws to the specified torque.


Steering cylinder mounting screws 24.9 – 18.3
b a - Steering cylinder mounting screws, M8 x 30 (4)

b - Retainer lock tab
c - Steering cylinder
5000
4. Bend the retainer lock tabs over the flats of each mounting screw.
5. Slide the gasket onto the steering actuator harness up to the bulkhead mount on the harness.
6. Ensure that the weather cap is seated firmly on the harness connector.
7. Pass the harness through the 28.6 mm (1‑1/8 in.) hole previously drilled in the bulkhead.
8. Secure the bulkhead mount using the three supplied screws.
9. Secure the steering actuator harness using cable ties or other suitable fasteners.
NOTE: The harness may be routed along one of the power steering hoses once they are installed. Exercise care, however,
if fastening the harness to the hose to not restrict the hose.
Attaching the Steering Linkage

Bench Assembly
Due to the restricted access to the underside of the tie bar arm once it is installed, the link rod should be attached to the tie bar
arm prior to installing the arm onto the engine pedestal. Use a suitable work surface for the assembly process.
1. Insert the link rod into the gap in the tie bar arm, aligning the hole in the arm with the hole in the rod.
a- Link rod
b
b- Tie bar arm
c c- Link rod attaching screw
d- Nut
a
d
52403
2. Slide the link rod attaching screw through the tie bar arm and link rod. Start the fastener into the threads of the tie bar arm.
NOTE: If the link rod attaching screw is not new, apply Loctite 242 Threadlocker to the threads of the screw.

66 Loctite 242 Threadlocker Threads of a reused link rod attaching screw 92-809821
3. Apply 2‑4‑C with PTFE to the shoulder of the attaching screw.

95 2-4-C with PTFE Shoulder of the link rod attaching screw 92-802859A 1
4. Tighten the screw to the specified torque.


Link rod attaching screw 27.1 – 20
5. Install the nut onto the end of the link rod attaching screw. While holding the attaching screw to prevent it from turning,
tighten the nut to the specified torque.

Nut on the end of the link rod attaching screw 27.1 – 20
Tie Bar Arm Installation

1. Place a shop towel or other suitable material over the steering cylinder/actuator assembly to protect it from scratches
caused by the tie bar arm assembly.
2. Cut and remove the cable tie from the steering actuator. Do not rotate the actuator rod.
52404
3. Slide one washer over the end of the link rod.

4. Slip the end of the link rod into the hole at the end of the steering actuator rod.
5. Place a second washer over the end of the link rod (below the actuator rod).
6. Place a nut on the end of the link rod, but do not tighten it fully.
a- Link rod
b- First washer
c- Hole in steering actuator rod
d- Second washer
e- Nut
c
d
e 52446
7. Pull out on (or push in on) the steering actuator until the mounting holes in the tie bar arm align with the holes in the engine
pedestal.
8. Apply Loctite 271 Threadlocker to the first four threads of the tie bar arm mounting screws.

7 Loctite 271 Threadlocker First four threads of the tie bar arm mounting screws 92-809819
IMPORTANT: Always use new locking retainers.

9. Loosely attach the tie bar arm to the engine pedestal with the two screws, two thin washers, and two locking retainers.
b a - Tie bar arm

b b - Mounting screws, thin washers, and locking
a retainers
c - Steering actuator rod
52451
NOTE: The thin washers must be positioned between the heads of the mounting screws and the locking retainers. This will
prevent the retainers from being damaged when tightening the screws.
IMPORTANT: Different generation Verado engines use different size tie bar arm mounting screws.
10. For models using M10 tie bar arm mounting screws: apply Extreme Grease between the screw head and the hardened
washer.

Between the M10 tie bar arm mounting screw head and the
Extreme Grease 8M0071842
hardened washer
IMPORTANT: Different generation Verado engines use different size tie bar arm mounting screws. Ensure that you tighten
the screws to the correct torque specification.
11. Tighten the screws to the specified torque.

M8 tie bar arm mounting screws 55 – 40.5
M10 tie bar arm mounting screws 80 – 59
NOTE: There is limited space between the link rod and the port‑side tie bar arm mounting screw. It may be necessary to
use a 3/8 in. drive (instead of a 1/2 in. drive) torque wrench to achieve the desired torque value.
12. Bend the tabs of the locking retainers onto the flats of the mounting screws.
13. Tighten the nut that secures the link rod to the steering actuator to the specified torque. Then, back off one quarter turn.

First 13.55 120 –
Link‑rod‑to‑steering‑actuator securing nut
Quad‑Engine Tie Bar Installation

Outboard Offset Limits
IMPORTANT: The location of multiple outboards mounted on the transom is important. Stay within the recommended limits
when mounting the outboard engines.
Vertical Offset Limit
The maximum allowable distance between the highest mounted outboard and the lowest mounted outboard is 7.62 cm (3.0 in.).

The outboard engines must be installed within the crosshatched area shown below.
Vertical mounting offset limit

a - Maximum offset limit in the vertical plane
b - Centerline of the tie bar arm
7.62 cm
(3.0 in.)
a b
56859
Fore/Aft Limit
Mercury Marine recommends that the outboard engines be installed with no offset in the fore/aft plane.
Fore/aft offset not recommended

a - Centerline of the tie bar arm
a
53929
IMPORTANT: The tie bar arms must be fastened to each engine using special screws. The use of any other unauthorized
fastener may result in the tie bar arm disconnecting from the engine.
! WARNING
Improper fasteners or improper installation procedures can result in loosening or disengagement of the tie bar. This can
cause a sudden, unexpected loss of boat control, resulting in serious injury or death due to occupants being thrown within or
out of the boat. Always use required components and follow all tie bar installation instructions and torque procedures.
1. Install the tie bar arm onto each engine with two M10 x 1.5 x 75 mm screws, two stainless steel washers, and two tab
washers. Apply Loctite 271 Threadlocker to the first four threads of the screws.

7 Loctite 271 Threadlocker First four threads of tie bar arm attaching screws 92-809819

2. Install the locating tab of each tab washer through the retainer locating hole in the tie bar arm. Hold the tab washer in
position and tighten the screws to the specified torque. Bend each locking tab of the tab washer against the flat of each
screw.
a- Tie bar arm

b- M10 x 1.5 x 75 mm screw
c- Locking tab
d- Retainer locating tab
e e- Stainless steel washer
e
b
c
b
d c
d
a
59115

Tie bar arm attaching screw (M10 x 1.5 x 75 mm) 90 – 66.4
3. Measure the distance between the tie bar arm centers. Record the distance.
a a
57499
a - Tie bar arm centers
4. Measure the distance between the propeller shaft centers. Record the distance.
a 4666
a
a - Propeller shaft centers

5. Adjust the engines to equalize both measurements. Record the new measurement.
IMPORTANT: The tie rod end must be threaded into the coupler a minimum of 30 mm (1.18 in.), and the jam nut tightened
against the coupler to 50 Nm (36.9 lb‑ft) of torque to prevent the coupler from turning. Insufficient engagement of the tie
rod threads could result in the tie rods pulling out of the coupler and disengaging the steering tie rod.
! WARNING
Improper fasteners or improper installation procedures can result in loosening or disengagement of the tie bar. This can
cause a sudden, unexpected loss of boat control, resulting in serious injury or death due to occupants being thrown within or
out of the boat. Always use required components and follow all tie bar installation instructions and torque procedures.
6. Thread the M20 jam nut onto the tie rod end, then thread the tie rod end onto the tie rod coupler a minimum of 30 mm
(1.18 in.).
7. Ensure that the bushings are in each tie rod end.
8. Ensure that the flanged bushings are in both sides of each clevis.
9. Install a clevis onto the end of the coupler and onto the tie rod end. Apply 2‑4‑C with PTFE to the M10 x 1.5 x 42 mm clevis
attaching bolt shoulders. Install and tighten the clevis attaching bolts to the specified torque, then tighten the M10 jam nuts
to the specified torque while holding the clevis attaching bolt head with a wrench.
a b c b a a- Clevis
b- M10 jam nut
c- M20 jam nut
g d- Clevis attaching bolt (M10 x 1.5
x 42 mm)
e e - Tie rod end
d f g f - Coupler
d 59116
g - Flanged bushings

95 2-4-C with PTFE Clevis attaching bolt shoulders 92-802859A 1

Clevis attaching bolt (M10 x 1.5 x 42 mm) (tighten first) 25 – 18.4
M10 jam nut (tighten second while holding the bolt with a wrench) 50 – 36.9
10. Install one side of the tie bar assembly onto one of the tie bar arms. Apply 2‑4‑C with PTFE to the M10 x 1.5 x 50.5 mm
clevis attaching bolt shoulders. Secure the tie bar assembly with a M10 x 1.5 x 50.5 mm bolt and M10 jam nut.
NOTE: To aid in the installation of the second tie bar mount bolt, turn the tie bar coupler to help align the mounting bolt
holes between the tie bar arms and the tie bar clevises.
11. Adjust the tie bar length to match the measurement recorded in step 5 by turning the coupler or the tie rod end.
IMPORTANT: Ensure that the tie rod end is threaded into the coupler a minimum of 30 mm (1.18 in.).
12. Install the free end of the tie bar assembly onto the other tie bar arm. Ensure that the engines are centered.
13. Tighten the M10 x 1.5 x 50.5 mm clevis/tie bar arm attaching bolt to the specified torque, then tighten the M10 jam nut to
the specified torque while holding the bolt head with a wrench.
14. When the engines are centered, tighten the M20 jam nut against the coupler to the specified torque.

IMPORTANT: If the M10 x 1.5 x 50.5 mm clevis/tie bar arm attaching bolts and M10 jam nuts are removed after initial
installation, Loctite 271 Threadlocker should be applied to the threads of the clevis/tie bar arm attaching bolts and nuts
prior to installation to ensure retention.
b a - Clevis/tie bar arm attaching bolts (M10 x 1.5

b x 50.5 mm)
b - Flanged bushing (12 x 12 mm)
c - M10 jam nut
d - M20 jam nut
a
a
c 59118
d c

95 2-4-C with PTFE Clevis/tie bar arm attaching bolt shoulder 92-802859A 1
7 Loctite 271 Threadlocker Threads of the clevis/tie bar arm attaching bolts and nuts 92-809819

Clevis/tie bar arm attaching bolts (M10 x 1.5 x 50.5 mm) (tighten first) 25 – 18.4
M10 jam nut (tighten second while holding the bolt with a wrench) 50 – 36.9
M20 jam nut 50 – 36.9
! WARNING
Incorrect steering system installation can result in serious injury or death. After completing installation and before operating
the outboard, check steering operation. The outboard must turn left and right in conjunction with the steering wheel. Check
the steering through the full range and at all tilt angles.
Installing the Anticollision Link Cables

Anticollision Link Cable Installation
After all other steering linkage has been installed, attach anticollision link cables between the engines.
• Select the appropriate length cable for your application. For quad engine applications that do not use steering tie bars, the
center cable may be a different length due to the difference in mounting heights of the inner and outer engines.
• For quad engine applications where the distance between engine centerlines is 63.5 cm (25.0 in.), use an adjustable
anticollision link cable, available in 63.5 cm (25.0 in.) and 66.0 cm (26.0 in.) lengths. Refer to Adjustable Anticollision
Link Cables.
• Install a torsion spring over the attaching screw as shown. For the outer engines, clip the curved end of the spring to the
anticollision link cable and allow the straight end to rest against the tie bar arm strut; for inner engines (triple and quad
applications), clip the spring to both cables. Ensure that the spring forces the cable away (forward) from the engines.

NOTE: The outer engine torsion springs are flipped between port and starboard, so that both force the cable forward. The
illustration below shows the starboard orientation.
52215
Anticollision link cable torsion springs, inner engines (left) and outer engines (right)
• To secure the cable to the tie bar arm:

a. Apply 2‑4‑C with PTFE to the shoulder of the anticollision link cable attaching screw.

95 2-4-C with PTFE Shoulder of the anticollision link cable attaching screw 92-802859A 1
b. Insert the screw through the holes in the tie bar arm, a torsion spring, and the cable end loop.
NOTE: For the center/inner engines in a triple/quad engine configuration, be certain to pass the screw through the
torsion spring and the end loops of two cables.
c. Tighten the screw to the specified torque.

Anticollision link cable attaching screw 27.1 – 20
d. While holding the screw to prevent it from turning, install and tighten the securing nut to the specified torque.

Anticollision link cable securing nut 27.1 – 20
Adjustable Anticollision Link Cables

Adjustable anticollision link cables are adjustable to ± 1.27 cm (0.5 in.) of their nominal length. These cables have special
installation considerations:
1. The cables must be installed with the proper orientation:
• For link cables that connect two engines mounted at the same height, the adjustable end of the cable must be
attached at the starboard‑most of the two engines.
• For link cables that connect two engines mounted at different heights, the adjustable end of the cable must be
attached to the engine that is mounted higher on the transom.

IMPORTANT: The following illustration shows a quad engine configuration without tie bars. The principle remains the
same, regardless of the number of engines or whether or not tie bars are used.
53372
Positioning of link cable adjustable end
2. All engines must be parallel with the steering centered, prior to adjusting the cable length.
3. The cables must be adjusted with the engines in this position to leave a minimum of 3 mm (1/8 in.) to a maximum of 25 mm
(1.0 in.) of excess length, or slack.
• If a cable is adjusted without sufficient slack, the steering system could bind.
• If a cable is adjusted with too much slack, the engine cowls may collide.
b
52357
Adjustable anticollision link cable

a - Proper slack
b - Too little slack, the steering system may bind

Connecting the Hydraulic Hoses to the Steering Cylinder

1. Position the 90° hose fittings in the desired direction. The fittings must not be positioned upwards, as the hoses will
interfere with the tie bar assembly. Loosen the fastening nuts in order to rotate the fittings. Position the fittings and tighten
the fastening nuts.
c
e
b
a d
51848
Power steering cylinder and actuator

a - 90° hose fittings rotated to point to the side or slightly downward do not interfere with the tie bar assembly
b - Factory supplied 90° hose fittings
c - Optional straight hose fittings
d - 90° hose fittings rotated to point up interfere with the tie bar assembly
e - Tie bar assembly
2. Remove the shipping caps from the two fittings on the steering cylinder. Ensure that the O‑rings did not lift off with the
shipping caps before discarding the caps.
3. Ensure that the O‑rings are in place on the end of each fitting.
4. Route the hydraulic hoses between the bulkhead fittings and the steering cylinder as shown.
• Hoses are available in 61 cm (2.0 ft), 91 cm (3.0 ft), and 122 cm (4.0 ft) lengths.
• Optional 90° fittings are available for making the connection to the bulkhead fittings, where required.
• Stand‑off fittings are available to allow the lines to be staggered.
a b a- Pressure line fitting

b- Return line fitting
c- Generous radius—5.1 cm (2.0 in.) radius minimum
d- Optional 90° fittings
e- Bulkhead fittings
c c
d
d
e 52032
5. Connect the hydraulic hoses to the steering cylinder and the bulkhead fittings.
a - Bulkhead fitting ‑ bulkhead thickness up to 1.9 cm

(0.75 in.)
b - Bulkhead fitting ‑ bulkhead thickness up to 7.6 cm
(3.0 in.)
b
a 51847
Replacement Steering Cylinder Validation

After replacing a steering cylinder, the steering system must be tested for proper operation. Use the following checklist to
ensure trouble‑free performance of a newly installed steering cylinder.
1. Perform the manual drive alignment. Refer to Section 5A ‑ Initial Out‑of‑the‑Water Engine Alignment.

Steering Cylinder Inspection
2. Is there interference between the link rod end or actuator motor and the vessel?
Yes: Remove the interference, and then retest the system.
3. Is the link‑rod‑to‑actuator‑locknut too tight? (washers need to be able to move)
Yes: Loosen the locknut; use a torque wrench to tighten it to 13.5 Nm (120 lb‑in.); and then loosen it by 1/4 turn.
Retest the system.
4. Are the springs installed to keep the anticollision cable from interfering with the link rod nut?
No: Repair per Anticollision Link Cable Installation, and then retest the system.
5. Start the engines and let them center. Check for tension on the anticollision cable.
Is there tension?
Yes: If the anticollision cable is adjustable, refer to Adjustable Anticollision Link Cables.
6. Is there at least 2.5 cm (1 in.) of slack in each anticollision cable?
No: If the anticollision cable is adjustable, refer to Adjustable Anticollision Link Cables.
7. The spool and actuator must be able to move freely for the hydraulic steering to be activated. If the hydraulic steering is
not activated, the steering will function slowly or not at all.
Test the spool valve movement as follows:
a. Start the engines.
b. Measure the spool/actuator movement while rapidly turning the wheel left and right 1/4 turn.
Does the spool/actuator move 3.2 mm (0.125 in.) total side to side?
No: Recheck the system for interference. Retest after the interference has been removed.
Power Steering Pump Tests

9. Is the power steering pump running?
No: Perform the Power Steering Pump Tests as described in Section 2B ‑ Troubleshooting a
SteerMotorFollow Fault or a Slow Steering Cylinder.
10. Pump Output Transition Test:
a. Connect a clamp‑on ammeter (such as a Mastech® MS2108S, obtain locally) around the positive cable of the power
steering pump, or connect a pressure transducer kit. Start the engine.
b. Monitor the current shown by the ammeter or the TVM pressure data, while turning the steering wheel from lock to
lock, as quickly as possible.
NOTE: The current and pressure values are guidelines. Variations may be caused by voltage and temperature
differences.
While the engines are moving from side to side, does the current reading start at 8–10 amps (20–100 psi) and then
increase to 20–30 amps (200–340 psi)?
NOTE: Cold fluid (below 4 °C [40 °F]) will yield readings starting at 20–25 amps (200–240 psi) before increasing to
30–35 amps (340–400 psi).
No: Shut off the engines, replace the power steering pump, and retest the system.
11. Pump Maximum Output Test:
a. Ensure that all engines are running. Turn the steering wheel to full port lock to position the engines in a full port turn.
b. Turn off the engines with the start/stop pad, but leave the keys on, if viewing TVM data with CDS G3.

c. Connect the power steering priming tool to the pump.
d. Connect a clamp‑on ammeter (such as a Mastech® MS2108S, obtain locally) around the positive cable of the power
steering pump, or connect a pressure transducer kit.
e. Turn on the pump with the priming tool.
f. If there is any tension on the anticollision cables, reposition the engines slightly to create a small amount of slack.
g. Manually activate the spool by pushing the electric actuator/spool to port. Hold the spool in that position.
Movement is less than 3.2 mm (0.125 in.).
h. Monitor the reading on the ammeter or the pump pressure (if the pressure transducer kit is installed). Compare the
values to the following:
• Minimum is 50 amps (800 psi).
• Normal is 58–60 amps (1200 psi).
NOTE: These values are guidelines. Variations may be caused by voltage and temperature differences.
i. Perform the test three times to confirm the readings.
j. Turn the pump off when the test is complete, and remove the primer module.
Are the readings greater than or equal to 50 amps?
Yes: The steering system is functioning correctly and may be put into service.
Power Steering Pump

Installing the Power Steering Pump
! WARNING
Dirt or contaminants in the hydraulic steering system can damage the steering system's internal components. Damaged
components can lead to serious injury or death due to loss of boat control. Do not allow dirt or contamination to enter the
helm, lines, or cylinder of this steering system and perform all hydraulic inspections, service, or assembly procedures in a
clean work area.
IMPORTANT: For mounting location requirements, refer to Section 2.
a Required mounting clearances

c a - 215 mm (8‑1/2 in.)
b - 310 mm (12‑7/32 in.) to the top cover
(not shown)
c - 285 mm (11‑1/4 in.)
d - 432 mm (17 in.) clearance required
d b for cover removal
e - 76 mm (3.0 in.) clearance in front of
e the unit for proper operation of the
drain
52228
Mount the power steering pump using fastening hardware suitable for the type of material and thickness of the mounting
surface.
• Allow enough clearance in front of the pump unit for proper operation of the drain.

• Allow enough clearance to the side of the pump unit for the installation of the hydraulic lines.
b
a
a
a a
29202
Mounted on the internal bulkhead Mounted on the floor

a - Lag screws or through bolts (3 or 4)
b - Mounting hardware
Connecting the Hydraulic Hoses to the Power Steering Pump

1. Remove and discard the yellow protector cap from the reservoir.
2. Connect the low‑pressure hydraulic hose to the low‑pressure fitting on the pump reservoir as shown. Fasten the hose to
the fitting with a hose clamp.
a - Yellow protector cap

(remove and discard)
b - Low‑pressure hydraulic
a hose
c - Hose clamp
d - Grommet
c FILL WITH MERCURY
SAE 0W-30 SYNTHETIC
POWER STEERING FLUID
10628
3. Remove and discard the cap and plug from the ends of the dampening hose.
4. Ensure that the O‑ring seal is on the end of the dampening hose fitting.
5. Connect the high‑pressure dampening hose to the power steering pump.
6. Ensure that the O‑ring seal is on the end of the high‑pressure hydraulic steering hose fitting.
7. Connect the high‑pressure hydraulic hose to the dampening hose.

8. Install the grommet on the power steering pump enclosure.
c
a
b d FILL WITH MERCURY

SAE 0W-30 SYNTHETIC
POWER STEERING FLUID
10624
a- O‑ring
b- Dampening hose
c- High‑pressure hydraulic steering hose
d- Grommet
9. Route the two hydraulic hoses through the motor well, bilge, gunwale, or other suitable location.
a. Leave a drip loop prior to entry into the power steering pump housing to ensure that water cannot run along the hose
and into the pump enclosure.
NOTE: The wiring that enters the enclosure should also have a drip loop to prevent water from entering.
b. Each hose must be a minimum of 3.0 m (10 ft) in length.
c. The hoses must not touch each other. The minimum separation between adjacent hoses is 2.5 cm (1.0 in).
d. Do not coil the hoses.
e. Secure the hoses with non‑restrictive clips. Do not use cable ties.
10. Connect the hoses to the bulkhead fittings. Secure the return line with a hose clamp.
Filling and Bleeding the Power Steering System—Verado 250, 300 S/N 2B144123 and
Above, and Verado 350 and 400R
1. Remove the filler cap from the power steering pump.
a a - Fill cap
b - Full level
15296
2. Fill the pump reservoir with Synthetic Power Steering Fluid SAE 0W‑30.


Fluid SAE 0W-30
3. Replace the filler cap.
4. Connect CDS G.3 1.6.2 or higher to the vessel.

5. Turn on all engine key switches, but do not start the engines.
IMPORTANT: Do not attempt to start the engines during the following tests.
6. Navigate to the Diagnostics screen in CDS G3.
a - Diagnostics icon
b - JPO Steering System Bleed icon
59030
a
7. Select JPO Steering System Bleed.
8. Select Select All.
59031

9. Review the on‑screen cautions.
59032
10. To fill the reservoir:

a. Select Start Test to power‑up and activate the pump until the fluid drops halfway.
59033
b. Select Stop Test when the fluid has dropped about halfway.
c. Fill the reservoir.
d. Repeat steps a–c until the fluid level remains full.
11. Bleed the power steering system:
a. Confirm that all power steering reservoirs are full.
b. Slowly turn the steering wheel to full‑lock starboard.
c. Monitor the fluid levels. Do not let any of the reservoirs run dry. Refill the pump reservoirs, if necessary.
d. Slowly turn the steering wheel to full‑lock port.
e. Repeat steps a–d, turning the steering wheel from full‑lock to full‑lock three times, or until the pump reservoirs remain
full.
f. Select Finish Test.
g. Turn all key switches off.
Filling and Bleeding the Power Steering System—250, 300 Verado S/N 2B144122 and
Below
NOTE: If all components are installed, and the system is ready for power‑up, then the power steering module primer kit does
not need to be used to fill and bleed the power steering system.
1. Disconnect the power steering signal driver from the power steering pump.

2. Connect the power steering module primer kit to the power steering pump and 12‑volt positive power source, as shown.
d a- Power steering pump

b- Starting battery
c- Battery leads
c d- Power steering primer module
BLK -
+ b
RED
a 29214

3. Remove the filler cap from the power steering pump.
a a - Fill cap
b - Full level
15296
4. Fill the pump reservoir with Synthetic Power Steering Fluid SAE 0W‑30.

Fluid SAE 0W-30
5. Replace the filler cap.
IMPORTANT: The power steering module primer has two switches: POWER (ON and OFF) and PUMP (ON and OFF). To
power‑up and activate the power steering pump:
a. Turn the POWER switch to ON.
b. Wait for two seconds.
c. Turn the PUMP switch to ON.
IMPORTANT: Do not let the steering pump reservoir run dry.
6. Fill the reservoir:
a. Power‑up and activate the pump until the fluid drops halfway.
b. Turn off both power steering primer module switches.
c. Refill the pump reservoir.
d. Repeat this operation until the reservoir remains full.
7. Ensure that both power steering primer module switches are off.
8. Remove the power steering primer module from the power steering pump and starting battery.
9. Reconnect the power steering signal driver to the power steering pump.
IMPORTANT: In order to bleed the power steering system, the steering linkage must be completely installed. Do not
attempt to activate the spool within the steering cylinder assembly without the tie bar arm and link rod properly installed.
10. Bleed the power steering system:
a. Confirm that all power steering reservoirs are full.

b. Turn on all engine key switches, but do not start the engines. The power steering pumps should activate.
c. Slowly turn the steering wheel to full‑lock in one direction.
d. Carefully monitor the fluid levels until they drop approximately halfway. Do not let any of the reservoirs run dry.
e. Stop turning the steering wheel.
f. Refill the pump reservoirs.
g. Repeat this operation, turning the steering wheel from full‑lock to full‑lock for three times, or until the pump reservoirs
remain full.
h. Turn all key switches off.
Power Steering Troubleshooting

Power Steering Pump Operates Intermittently
NOTE: If the pump current sensor is installed in the wrong orientation, it will provide a negative reading to the system. This
negative value will produce a fault, even though the pump is operating correctly. The flag on the current sensor must point
toward the positive terminal of the battery.
If the CDS G3 Freeze Frame shows a "pump not active" fault, then the power steering pump has been operating intermittently.
That is, the pump shut off unexpectedly at some point, but still operates. The operator is likely to see a "SteerMotorFollow"
fault.
The three primary reasons for a pump to temporarily cease operation are:
1. Pump overvoltage
2. Pump undervoltage
3. Pump overtemperature
No additional fault information is available to isolate the exact cause. You must troubleshoot through investigation and
measurement. When troubleshooting, consider the following parameters and example causes.
Pump Voltage—High or Low

The pump will cease working if the voltage exceeds 16 volts. The pump will ramp up to normal operation (without cycling the
keys) after the voltage falls below the shut‑off threshold.
The pump is also protected against undervoltage:
1. If the pump voltage drops below 9.0 volts, the system will ramp down. The system will ramp back up to normal operation
when the voltage rises above 10.5 volts.
2. If the pump voltage drops below 7.0 volts, the system will shut off. The pump will not resume normal operation until the
keys have been cycled.
Factors that can affect pump voltage include:
• Battery size and condition
• Power and ground connections (should be clean and tight)
• House battery
• House load
Pump Overtemperature
As the interior temperature of the pump increases, the pump output will decrease until a threshold temperature is reached, and
the pump ceases operation. The pump will ramp up to normal operation only after the internal temperature has fallen below the
threshold value and the keys have been cycled.
The most common cause for a pump overtemperature condition is overheated power steering fluid due to incorrectly routed or
coiled power steering hoses.
Power Steering Pump Does Not Operate—Quick Checks

Problem Possible Cause Remedy
The pump does not run. Open fuse. Check the fuse at the power steering pump. Replace it if it is open.
1. Check the connector pins on the power steering driver module.
Replace the module if the pins are defective.
The pump does not run. The fuse is Faulty driver
good. module. 2. Start the pump with the primer kit. Refer to Power Steering
Module Primer Kit. If the pump starts, replace the driver
module or the signal harness.

Problem Possible Cause Remedy

Faulty power
The pump does not run. The fuse is Check the power steering signal harness connections. Replace the
steering signal
good. The driver module is good. harness if the connectors are defective.
harness.
Pump does not run. The fuse is good.
TVM fault or faulty
The driver module is good. The power Check the TVM for faults. Refer to Section 2D ‑ TVM Faults.
TVM.
steering signal harness is good.
For additional details, refer to Troubleshooting an Inoperable Power Steering Pump.
Troubleshooting an Inoperable Power Steering Pump

1. Verify that the battery cables, power steering pump signal harness, and driver module are installed correctly. Refer to the
appropriate system architecture diagram or installation manual.
2. Verify that battery voltage (~12 VDC) is present at the battery cables leading to the power steering pump. Be sure to check
the voltage on the power steering pump side of the fuse located on the positive cable.
NOTE: With battery voltage present at these leads, the power steering pump will activate when the expected signal is sent
from the power steering driver module. This signal is sent once the TVM is informed that the engine has reached idle RPM.
3. Check for proper voltage across the power steering driver module.
a. Disconnect the driver module from the power steering pump wiring.
a- Power steering pump harness connector

d
b- Power steering driver module
c- Pin 1 (blue/white wire)
d- Pin 2 (purple wire)
40523
b. With the key off, verify that there is no voltage (0 VDC) between pin 1 and pin 2.
c. With the key off, measure the voltage between each pin and ground. The expected voltages are shown below.
Power Steering Driver Module Voltages—Key Off

Meter Test Leads
Meter Scale Expected Voltage
Red Black
Pin 1 (blue/white) Engine/battery ground VDC < 1 VDC
Pin 2 (purple) Engine/battery ground VDC < 1 VDC
d. With the key on and the engine not running, measure the voltage from pin 1 to ground. Then measure the voltage
from pin 2 to ground. The expected voltages are shown below.
Power Steering Driver Module Voltages—Key On and Engine Not Running

Meter Test Leads
Red Black
Pin 1 (blue/white) Engine/battery ground VDC < 1 VDC
Pin 2 (purple) Engine/battery ground VDC < 1 VDC
e. With the engine running, measure the voltage from pin 1 to ground and from pin 2 to ground. The expected voltages
are shown below.

Power Steering Driver Module Voltages—Engine Running

Meter Test Leads
Red Black
Pin 1 (blue/white) Engine/battery ground VDC Battery voltage (~12 VDC)
Pin 2 (purple) Engine/battery ground VDC Battery voltage (~12 VDC)
• If any of the measured voltages do not match the expected voltages, confirm that the battery, key switch, and key
switch harness are in good condition. Then reconnect the power steering driver module, and continue with the testing
of the power steering signal harness circuit.
• If the voltages are correct, the power steering pump may be the problem. Use the primer kit to confirm a power
steering pump failure. Refer to Power Steering Module Primer Kit.
4. Check for proper voltage across the power steering signal harness.
a. Disconnect the power steering signal harness from the power steering driver module.
a- Power steering driver module

b- Power steering signal harness—to engine
c- Pin A (black)
d- Pin B (purple/white)
a e- Pin C (white/blue)
c
d
e
40447
b. With the key off, verify that there is continuity between pin A (black) and the engine/battery ground.
c. With the key off, verify that there is no voltage (0 VDC) between any pair of the three signal harness wires: pin A to
pin B, pin B to pin C, and pin A to pin C.
d. With the key off, measure the voltage between each pin and ground. The expected voltages are shown below.
Power Steering Signal Harness Voltages—Key Off

Meter Test Leads
Red Black
Pin A (black) Engine/battery ground VDC < 1 VDC
Pin B (purple/white) Engine/battery ground VDC < 1 VDC
Pin C (white/blue) Engine/battery ground VDC < 1 VDC
e. With the engine running, measure the voltage between pin B and pin A and between pin B and pin C. The expected
voltages are shown below.
Power Steering Signal Harness Voltages—Engine Running

Meter Test Leads
Red Black
Pin B (purple/white) Pin A (black) VDC Battery voltage (~12 VDC)
Pin B (purple/white) Pin C (white/blue) VDC Battery voltage (~12 VDC)
f. If any of the measured voltages do not match the expected voltages:
i. Confirm that the battery, key switch, and key switch harness are in good condition.
ii. Reconnect the power steering signal harness to the driver module.
iii. Disconnect the power steering signal harness from the TVM.
iv. Perform the same tests (steps 4b through 4e) on the 3‑pin TVM harness connector. If the voltages still do not
match, there may be a problem with the TVM harness or the TVM.

Power Steering Module Primer Kit

If the power steering pump is inoperable, a great way to test the power steering pump directly is to use the power steering
module primer kit to bypass the TVM and all boat harnesses. With battery power hooked to the power steering pump and with
the primer kit installed, a working power steering pump will operate when the two‑stage module is activated in the proper
sequence. Refer to the instruction sheet supplied with the power steering module primer kit.

Configuration
Configuration
Section 5A - Configuration
Table of Contents
G3 Configuration Screen................................................... 5A-2 Vessel Personality...................................................... 5A-7
Out‑of‑the‑Water Procedures.............................................5A-2 VSL Naming Conventions...........................................5A-8
Helm Setup................................................................. 5A-2 Initial Out‑of‑the‑Water Engine Alignment.................. 5A-9
Wheel Setup and Joystick Setup................................ 5A-3 On‑the‑Water Procedures................................................5A-10
Steering Wheel Centering...........................................5A-4 Compass Configuration (Design 1)...........................5A-10
Auxiliary Joystick Configuration.................................. 5A-5 Compass Configuration (Design 2)...........................5A-11
CAN Pad Configuration.............................................. 5A-6 On‑the‑Water Drive Alignment..................................5A-12
5
A

Configuration
Special Tools
Interfaces CDS G3 software to SmartCraft network.

NOTE: This kit includes download instructions and a license key.
60575
G3 Configuration Screen
53168
Selecting the configuration icon at the bottom of the G3 screen brings up options for configuring the helm, CAN pads
(trackpads), drives, and compass, as well as resetting the theft deterrent system (TDS), or importing a new vessel personality.
Out‑of‑the‑Water Procedures
Helm Setup
Use the Helm Setup screen to assign the proper City IDs to the CCMs, TVMs, and PCMs. For a list of the proper City IDs for
these controllers, refer to Section 2B ‑ City IDs.
To perform the helm setup:
1. Select the configuration icon at the bottom of the CDS G3 service tool screen.
2. Select Helm Configuration.

Configuration
3. Select Helm Device Setup.
61425
4. Select Helm Setup.
61426
CDS G3 will initialize the required plug‑in and will open to the Current Configuration tab.
5. Ensure that the number of engines is correct.
6. Select the Assign City ID tab.
• Follow the on‑screen instructions.
• When complete, CDS G3 will return to the Current Configuration tab.
7. Select the Lever Adapt tab.
• Follow the on‑screen instructions.
• When complete, CDS G3 will return to the Current Configuration tab.
8. Select CLOSE to exit the Helm Setup screen.
Wheel Setup and Joystick Setup

The wheel setup and joystick setup procedures are required only on dual‑helm vessels using design 2 helm controls. For
single‑helm vessels or for vessels with design 1 helm controls, proceed to Steering Wheel Centering.
To perform the dual‑helm setup:

Configuration
3. Select Helm Device Setup.
61425
4. Select Wheel Setup and follow the on‑screen instructions to assign the City IDs for the helm 1 and helm 2 steering wheels.
61426
5. Return to the Helm Device Setup screen.

6. Select Joystick Setup and follow the on‑screen instructions to assign the City IDs for the helm 1 and helm 2 joysticks.
Steering Wheel Centering

IMPORTANT: Dual‑helm vessels using design 2 helm controls must first assign City IDs to the two steering wheels. Refer to
Wheel Setup and Joystick Setup.
Use the Steering Wheel Centering screen to set the steering wheel center position. This is the position upon which the
resistive end‑stops are based and the position to which the wheel will return whenever it is automatically centered.
To perform the steering wheel centering procedure:

Configuration
3. Select Steering Wheel Centering.
61425
CDS G3 will initialize the required plug‑in and will open to the Steering Wheel Centering screen.
• Follow the on‑screen instructions. Ensure that all wheels at all stations are centered.
• When configuration is complete, the "Requires Adapting" field will read "False."
4. Select CLOSE to exit the Steering Wheel Centering screen.
Auxiliary Joystick Configuration

NOTE: This procedure needs to be performed only if the vessel is equipped with an auxiliary joystick station. An auxiliary
joystick station is away from the main or secondary helm, and has only an E‑stop switch and a joystick.
2. Select Auxiliary Joystick Configuration.
61425

Configuration
3. Select Start.
61427
4. Enter the number of auxiliary joysticks and enable them.

5. Follow the directions in the CDS G3 tool to complete the configuration of the auxiliary joystick.
6. After completing the auxiliary joystick configuration, select Finished.
CAN Pad Configuration

NOTE: This procedure needs to be performed only for the trackpads located at the second helm of a dual‑helm vessel.
To configure the trackpads at the second helm:
2. Select CAN Pad Configuration.
3. Select Trackpad Configuration to set the location of the DTS trackpad at the second helm. Follow the on‑screen
instructions.
53281
4. For systems with a discrete Autopilot trackpad (design 1 helm), select Autopilot Configuration to set the location of the
autopilot trackpads. Follow the on‑screen instructions.
5. Select CLOSE to exit the CAN Pad Configuration screen.

Configuration
Vessel Personality
About Vessel Personalities
Mercury Marine and the boatbuilder developed a vessel propulsion personality to ensure optimal performance of the joystick,
steering, and autopilot under ideal conditions. As conditions, such as wind and current change, user input will be required to
compensate.
Changing engine performance, gear ratios, or propellers may affect the performance of the joystick as well as the top speed of
the vessel. Changing any parameter from the original factory equipment and settings can have a negative effect on
performance, and changes must not be made without first consulting the OEM and a Mercury product integration engineer.
The vessel propulsion personality is the property of the OEM and any changes or upgrades to the personality must be
approved and distributed by the OEM. Mercury will assist with software personality changes only at the request of the boat
manufacturer.
NOTICE
The vessel personality that determines how a boat responds to joystick commands was created for typical boat loading and
operation in ideal boating conditions. Variations in wind, current, and boat loading will have a substantial effect on the
performance of joystick operations. For example, a boat that is loaded heavily to the bow will behave differently than a boat
that is loaded heavily to the stern. The vessel personality cannot anticipate nor compensate for these variables. It is the
operator's responsibility to make the necessary corrections by changing the loading of the boat or by performing additional
maneuvers to track the desired path.
Obtaining a New Vessel Personality

If a vessel's personality file becomes corrupted or if it must be loaded into a new controller, contact the OEM or a Mercury
product integration engineer (PIE). You will receive a .vsl file that must be placed in a directory on the CDS G3 service tool
laptop, or on a drive (this may be any type of drive, including a portable flash drive) that is connected to the laptop. You will
need to know the location of the file when you use the CDS G3 service tool to import the personality into the controller.
Importing a Vessel Personality

To import a vessel personality:
2. Select Import.
53282
3. Select Select File, and browse for the desired personality. The name incorporates many details, such as:
• Manufacturer's name
• Model
• Joystick piloting generation and revision
• Boat model year and range

Configuration
NOTE: The vessel personality file (VSL) naming convention has changed. Refer to VSL Naming Conventions for details.
To ensure that you have selected the correct personality for a given vessel, select Show Details to view additional vessel
personality information. Some of the vessel details that will be displayed include: vessel make, model, and year; engine hp;
propeller type, pitch, and rotation; gear ratio; drive separation; and vessel test details.
61323
4. Select Start Import.

5. Verify that the information is correct. Select CLOSE to exit the Import screen.
VSL Naming Conventions

The vessel personality file (VSL) naming conventions have changed several times. Ensuring that you have the correct vessel
personality loaded into the system is critical for proper system operation. Refer to the following for decoding your vessel
personality file names.
Original VSL Naming

The following example is of the original VSL naming convention.
MAKO284_P1_GAS_JPOSC25v1_DESH_300HP_19REV4_100013A
Example Part of Name Description Notes

MAKO284 Boat make and model –
P1 = joystick, autopilot, and Skyhook
Feature level that is
P1 P2 = joystick and autopilot
enabled
B1 = joystick only
GAS Fuel type Optional
JPO = outboard
JPOSC25v1 CCM software version JPS = sterndrive
JPP = Zeus
DE = dual engine
TE = triple engine
DESH Boat configuration QE = quad engine
SH = single helm
DH = dual helm
300HP Engine HP or type Engine HP will only be listed if it makes a difference in the VSL
19 = example pitch number
REV4 = example propeller model
19REV4 Propeller pitch and type Note that if inners and outers have different pitches, they will be listed as
1920REV4, where 19 = example pitch on inners and 20 = example pitch
on outers.
100013 Personality part number –
A Personality revision –
Interim VSL Naming

The following example is of the interim VSL naming convention. Note that fuel type has been removed from the name and CCM
software version has been replaced by the system level identifier.

Configuration
MNIGHT39CC_P1_JPO0102C_QESH_300L6SC_27M_100048D

MNIGHT39CC Boat make and model –
P1 = joystick, autopilot, and Skyhook
Feature level that is
P1 P2 = joystick and autopilot
enabled
B1 = joystick only
JPO = outboard
JPO0102C System level JPS = sterndrive
JPP = Zeus
DE = dual engine
TE = triple engine
QESH Boat configuration QE = quad engine
SH = single helm
DH = dual helm
300HP Engine HP or type Engine HP will only be listed if it makes a difference in the VSL
27 = example pitch number
M = example propeller model
27M Propeller pitch and type Note that if inners and outers have different pitches, they will be listed as
1920REV4, where 19 = example pitch on inners and 20 = example pitch
on outers.
D Personality revision –
Current VSL Naming

As of this printing, the current VSL naming convention resembles the following example.
BostonWhaler_350OR_JPOG0101D_Triple_L6SC_100103B

BostonWhaler Boat make –
350OR Boat model –
JPO = outboard
JPOG0101D System level JPS = sterndrive
JPP = Zeus
Triple Boat configuration Single helm and dual helms are now combined into one VSL.
Horsepower will be identified in the details. Some VLSs will allow multiple
L6SC Engine
horsepowers.
B Personality revision –
Additional vessel personality details can be viewed in CDS G3 by selecting Show Details on the Vessel Personality screen.
Initial Out‑of‑the‑Water Engine Alignment

IMPORTANT: This procedure is performed as part of the Dry Test. After successful completion of the alignment, return to the
Dry Test and complete the steps listed there before continuing to the Wet Test.
IMPORTANT: Ensure that the steering system has been fully purged of air before performing this procedure.
This procedure sets the engines parallel to each other and verifies transom parallelism.
IMPORTANT: The CDS G3 tool must be used for this procedure.
1. At the helm, turn all key switches to the on position. Do not start the engines.
2. Connect and initiate the CDS G3 tool.

3. Select the Configuration icon at the bottom of the screen.
4. Select the Drive Configuration button.
5. Select the Manual Drive Alignment function. CDS G3 will initialize the required plug‑in and will open to the Manual Drive
Alignment screen.
6. Click Start.

Configuration
7. Trim all engines completely down.
8. Using a locally obtained straightedge (or carpenter's level) which is at least one foot longer than the drive separation of the
outer engines, verify manual drive alignment by placing the straightedge across the back of the propeller tubes.
a. For dual engine configurations align the two engines to be parallel by using CDS G3 to adjust engines until both sides
of the propeller tube are touching the straightedge on both engines.
b. For triple engine configurations align the outer two engines using the same method as dual engines (refer to 8.a) then
using a tape measure to measure from the propshaft of the inner engine to each of the outer engines adjusting the
center engine using CDS G3 until it is an equal distance between the two outer engines.
c. For quad engine configurations which have independent actuators on each engine, align the two outer engines using
the same method as a dual engine (refer to 8.a) then repeat the procedure on the two inner engines (refer to 8.a).
d. For quad engine configurations which have two actuators and a tie bar between the pairs of engines, align the two
engines with actuators on them (the two inner engines) using CDS G3 in the same method as a dual engine
application (refer to 8.a). Next perform a mechanical alignment of the other two engines (outer engines) by adjusting
the tie bar length until the outer engines are parallel causing the straightedge to make contact on both sides of the
prop tube on both engines.
9. Complete the alignment procedure as instructed in CDS G3.
10. Verify that the mechanical offset is between –2° and +2°. If it is outside of this range:
a. Repeat the procedure.
b. If it is still outside of specification, verify that the transom is parallel. If this fails, then there is a problem with one of the
steering actuators. Contact Mercury Customer Service.
11. Click Finished.
12. Close out the CDS G3 program according to the instructions.
13. Turn all key switches to the off position.
IMPORTANT: After the alignment procedures are completed and during the initial sea trials with the boat underway, the boat
should be operated on a straight course and the software activated to set the steering wheel to the straight ahead position.
On‑the‑Water Procedures
Compass Configuration (Design 1)
IMPORTANT: This procedure is performed with the boat in the water.
Use the Compass Configuration screen to calibrate the electronic compass, or inertial measurement unit (IMU).
NOTE: The IMU must be recalibrated if the boat is transported more than 805 km (500 miles) with the key switches off.
1. Select the configuration icon at the bottom of the G3 service tool screen.
2. Select Compass Configuration.
53284
3. Select Compass Calibration Wizard.

4. Follow the on‑screen instructions. The wizard will step you through:

Configuration
a. Compass Orientation
b. Compass Linearization
c. Clear Compass Compensation
d. Auto Heading Offset
e. Validate Compass Configuration
Compass Configuration (Design 2)

If properly installed, the electronic compass that is part of the combined GPS antenna/inertial measurement unit (IMU) should
not require configuration beyond checking the offset. The compass will automatically linearize during normal vessel operation,
and a simple, two‑step process can be used to add heading offset, if necessary. To make adjustments or to check the
configuration, use the Compass Configuration screen in CDS G3.
61428
• Clear Compass Compensation clears the compensation tables in the CCM. Always perform this act after using any of the
compass configuration tools and before returning the boat to the customer.
• Auto Heading Offset is used to allow the system to automatically add offset to the electronic compass heading.
• Validate Compass Configuration is used to determine whether or not heading offset is necessary.
Validate Compass Configuration

IMPORTANT: The boatbuilder must validate the compass configuration prior to shipping the boat to the dealer.
The dealer must validate the compass configuration prior to delivery of the boat to the customer.
This process assumes that the IMU has had a chance to linearize, as described in Automatic Linearization. Typically, the wet
tests performed by the boatbuilder or the dealer are sufficient operation to linearize the IMU.
Use this procedure any time there is a suspected issue with the compass alignment.
To confirm that the electronic compass is properly aligned, click Validate Compass Configuration. The process can be
summarized as follows:
1. Operate the boat in open water, with the Validate Compass Configuration screen open in CDS G3.
• If the displayed offset is greater than ± 5°, perform Auto Heading Offset or manually adjust the IMU.
• If the displayed offset is less than ± 5°, then continue with the validation process.
2. Turn the boat 90° in either direction, and observe the new heading offset.
• If the displayed offset is greater than ± 5°, perform Auto Heading Offset or manually adjust the IMU.
• If the displayed offset is less than ± 5°, then you are done.
Auto Heading Offset

IMPORTANT: This process assumes that the IMU has had a chance to linearize, as described in Automatic Linearization.
Typically, the wet tests performed by the boatbuilder or the dealer are sufficient operation to linearize the IMU.
• Use this tool whenever the heading offset in at least one direction is greater than ± 5°. The maximum total heading offset
that can be added is 10°. If additional offset is required, then you must manually adjust the IMU.

Configuration
• Run Validate Compass Configuration after adding heading offset, to confirm that the offset is now less than ± 5°. If the
tool cannot automatically reduce offset to less than ± 5°, then mechanical adjustment of the IMU will be necessary (the unit
may be rotated within its bracket in 2° increments).
Automatic Linearization
The electronic compass (IMU) automatically linearizes during normal vessel operation, within the following parameters:
1. The IMU has been energized for at least 20 seconds.
2. The vessel speed is greater than 3 knots but less than 15 knots.
3. The vessel yaw rate is greater than 0.5°/s for five seconds.
4. The vessel is not operating near any ferromagnetic structures, such as a lock or piling.
On‑the‑Water Drive Alignment

IMPORTANT: This procedure is performed with the boat in the water.
The on‑the‑water drive alignment is used to make minor adjustments to the steering system so that the boat will track straight
when it is on‑plane.
To perform the on‑the‑water drive alignment:
1. Select the configuration icon at the bottom of the G3 service tool screen.
2. Select Drive Configuration.
61429
3. Select Drive Alignment.

4. Follow the on‑screen instructions.

Wiring Diagrams
Wiring Diagrams
Section 6A - Wiring Diagrams
Table of Contents
Battery Isolator Wiring Diagrams....................................... 6A-2 System Architecture Diagrams ‑ Design 2 Controls.........6A-29
Dual‑Engine Configuration..........................................6A-2 JPO Single Helm (Design 2) System Architecture....6A-29
Triple‑Engine Configuration........................................ 6A-4 JPO Dual‑Helm (Design 2) System Architecture...... 6A-36
Quad‑Engine, Non‑Tie Bar Configuration...................6A-6 Single‑Trunk CAN P/H Architecture.................................6A-42
Quad‑Engine, Tie Bar Configuration...........................6A-8 Triple‑Engine, Dual‑Helm......................................... 6A-42
System Architecture Diagrams ‑ Design 1 Controls...........6A-9 Quad‑Engine, Non‑Tie Bar, Dual‑Helm.................... 6A-44
Joystick Piloting Electronic System Architecture........ 6A-9 Quad Engine, Tie Bar, Dual‑Helm............................ 6A-46
Joystick Piloting Dual Helm System Architecture..... 6A-24
6
A

Wiring Diagrams
Battery Isolator Wiring Diagrams

Dual‑Engine Configuration
18 18
23
16 17 16 17
22
15 15
14 14
5 5
13 13 21
12 12
10
20
11
F
F
OF
OF
ON
ON
11
10 10
9
9
8
8
5 6 7 5 6 7
7
7
4 4
3 3
2 2
1 19
PORT
STBD
52755

Wiring Diagrams
1- Port engine 13 - Engine starting battery

2- Alternator wire 14 - 50‑amp fuse for power steering pump
3- Positive battery cable 15 - Power steering pump
4- Battery isolator 16 - Power steering signal driver
5- Negative battery cable 17 - Signal driver extension harness
6- DTS power harness 18 - Thrust vector module (TVM)
7- Positive fused isolator wire 19 - Starboard engine
8- Positive power stud 20 - 20‑amp breaker in OEM panel
9- Ground stud 21 - Auxiliary battery
10 - Fusible link (integral to the cable) 22 - Main vessel ground at battery pack
11 - Battery switch 23 - Helm panel main power
12 - DTS power fuse

Wiring Diagrams
Triple‑Engine Configuration
18 18 18
24
16 17 16 17 16 17
23
15 15 15
14 14 14
5 5 5
13 13 13 22
12 12 12
10
21
11 11
F
F
OF
OF
OF
ON
ON
ON
9 11
10 10 10
9 9
5 6 7 5 6 7 8 5 6 7 8
8
7
7
7
4 4 4
3 3 3
2 2 2
CENTER
1 19 20
PORT
STBD
52760

Wiring Diagrams
1- Port engine 13 - Engine starting battery

2- Alternator wire 14 - 50‑amp fuse for power steering pump
3- Positive battery cable 15 - Power steering pump
4- Battery isolator 16 - Power steering signal driver
5- Negative battery cable 17 - Signal driver extension harness
6- DTS power harness 18 - Thrust vector module (TVM)
7- Positive fused isolator wire 19 - Center engine
8- Positive power stud 20 - Starboard engine
9- Ground stud 21 - 20‑amp breaker in OEM panel
10 - Fusible link (integral to the cable) 22 - Auxiliary battery
11 - Battery switch 23 - Main vessel ground at battery pack
12 - DTS power fuse 24 - Helm panel main power

Wiring Diagrams
Quad‑Engine, Non‑Tie Bar Configuration
14
15
9 16
5
1
6 13
4 10
2 7 12
ON OF
F
17
3
11 18
5
PORT 8 14
7 15
9 16
5
19
6 13
4 10
2 7 12
ON OF
F
17
3
8 11 18
5
PORT INNER 7 14
15
9 16
5
20
6 13
4 10
2 7 12
ON OF
F
17
3
8 11 18
5
STBD INNER
7 14
15
9 16
5
21
6 13
4 10
2 7 12
ON OF
F
17
3
8 18
11
5
STBD
7
22 25
24
10 23
52770

Wiring Diagrams
1- Port outer engine 14 - 50‑amp fuse for power steering pump

2- Alternator wire 15 - Power steering pump
3- Positive battery cable 16 - Power steering signal driver
4- Battery isolator 17 - Signal driver extension harness
5- Negative battery cable 18 - Thrust vector module (TVM)
6- DTS power harness 19 - Port inner engine
7- Positive fused isolator wire 20 - Starboard inner engine
8- Positive power stud 21 - Starboard outer engine
13 - Engine starting battery

Wiring Diagrams
Quad‑Engine, Tie Bar Configuration
14 15
9
5
1
6 16
4 10 13
7 12
2 ON OF
F
3
11 5 17
18
PORT 8
7
9
5
19
6 13
4 10
7 12
2 ON OF
F
3
8 11
5
PORT INNER 7
9
5
20
6 13
4 10
2 7 12
ON OF
F
3
11 5
8
STBD INNER
14 15
7
9 16
5
21
6 13
4 10
2 7 12
ON OF
F
17
3
8 18
11
STBD
7
22 25
5
24
10 23
59048

Wiring Diagrams
1- Port outer engine 14 - 50‑amp fuse for power steering pump

2- Alternator wire 15 - Power steering pump
3- Positive battery cable 16 - Power steering signal driver
4- Battery isolator 17 - Signal driver extension harness
5- Negative battery cable 18 - Thrust vector module (TVM)
6- DTS power harness 19 - Port inner engine
7- Positive fused isolator wire 20 - Starboard inner engine
8- Positive power stud 21 - Starboard outer engine
13 - Engine starting battery
System Architecture Diagrams ‑ Design 1 Controls

Joystick Piloting Electronic System Architecture
The helm‑side diagrams in this section are for single helm installations. For the helm‑side diagrams for dual‑helm installations,
refer to Joystick Piloting Dual‑Helm System Architecture.

Wiring Diagrams
Dual-Engine: Transom and Engine
3 4
1
PORT
12
11 7
5
10
9 13
8 15
6
3 4
2
STBD
12
11 7
5
10
9 13
8 14
6
59052
1- Port engine
2- Starboard engine
3- Thrust vector module (TVM)
4- Power steering pump
5- Power steering signal driver
6- 14‑pin data harness
7- Power steering actuator
8- Engine 14‑pin harness
9- CAN P/H terminator
10 - CAN X terminator
11 - Digital Throttle and Shift (DTS) power
12 - Steering signal harness connector (unused)
13 - Signal driver extension harness
14 - To starboard command control module (CCM)
15 - To port CCM

Wiring Diagrams
Notes:

Wiring Diagrams
Dual-Engine Single-Helm: Helm
11
18
12
6 7
17
10
1 13
5
16
9 14
8 15
4
2
RUN
OFF
3 19
20
36 21
30 22
23
26
8
8
134
6
5
1
4
3
2
22
3
2
4
1
5
6
24
TANK LEVEL
26
124
FUEL
28
35 27 27
32 25
31 29
P X H
P X H
33 33
34
37 38 52012

Wiring Diagrams
1- Electronic remote control (ERC) 20 - Start/stop buttons

2- Trim connector 21 - Dual‑engine helm board
3- Lever control connectors (for Zero Effort controls) 22 - Starboard CCM
4- Lanyard switch 23 - Main power relay (MPR) power harness
5- Steering motor 24 - Accessory power
6- Joystick 25 - Starboard switched load connector
7- GPS antenna 26 - Weather cap
8- Port J‑box connector with weather cap 27 - Warning horn
9- CAN H Y‑harness 28 - Tach link connectors
10 - Inertial measurement unit (IMU) 29 - CAN H link harness
11 - NMEA 0183 connectors 30 - Port CCM
12 - NMEA 2000 gateway helm module—Optional; not 31 - OEM Skyhook connector
required if VesselView is equipped with RTM5 or newer 32 - Port switched load connector
software 33 - CAN X terminator
13 - 8‑way junction box (J‑box) 34 - CAN P link harness
14 - Multiwake J‑box connector 35 - VesselView display
15 - Starboard J‑box connector with weather cap 36 - VesselView harness
16 - Diagnostic connector 37 - 14‑pin data harness to port TVM
17 - Autopilot trackpad 38 - 14‑pin data harness to starboard TVM
18 - NMEA 2000 gateway connector
19 - Key switches

Wiring Diagrams
Triple-Engine: Transom and Engine

5
4
1
PORT
17 6
8
16
15
7
14
13 10
18
5
4
2
CENTER
17 6
16 8
15
14 7
13 11
3 4
STBD
17 6
8
16
15
14 7
13 12
9
59064
1- Port engine

Wiring Diagrams
2- Center engine
3- Starboard engine
4- Thrust vector module (TVM)
5- Power steering pump
6- Power steering signal driver
7- Signal driver extension harness
8- Power steering actuator
9- 14‑pin data harness
10 - To port command control module (CCM)
11 - To center CCM
12 - To starboard CCM
13 - Engine 14‑pin harness
14 - CAN P/H connector
NOTE: A CAN P/H terminator (red) is located on the starboard engine.
15 -CAN X terminator
16 -DTS power
17 -Steering signal harness connector (unused)
18 -CAN P/H link harness

Wiring Diagrams
Triple-Engine Single-Helm: Helm
26
27
FUEL
124
26
TANK LEVEL
6
5
4
1
3
2
22
3
2
4
1
5
6
134 14
25
13 12 15
24
16
1 11 23
17 19 21 28
22
10
2 4
3
RUN
OFF
18 20
5 29
6 7 8 30
31
38
47
32
8
37
8
43 42
33
48 39
8 8
53 46
45 34
P X H
H
P X H
52 49 40
X
36 36 36
41
P
50
51 44 35 55636

Wiring Diagrams
1- Electronic remote control (ERC) 27 - NMEA 2000 connector

2- 14‑pin trim connector 28 - Center J‑box connector and weather cap
3- Trim harness 29 - Key switches
4- Port and starboard trim connector 30 - Start/stop buttons
5- Center trim connector 31 - Dual‑engine helm board
6- Shadow pack resistor 93 32 - MPR power harness
7- Center lever connector 33 - Accessory power
8- Warning horn 34 - Starboard switched load connector
9- Lever control connectors (for Zero Effort controls) 35 - 14‑pin data harness from starboard TVM
10 - Lanyard switch 36 - CAN X terminator
11 - Steering motor 37 - Weather cap
12 - Joystick 38 - Starboard CCM
13 - VesselView display 39 - Starboard tach link connector
14 - VesselView harness 40 - CAN H link harness
15 - GPS antenna 41 - CAN P link harness
16 - Inertial measurement unit (IMU) 42 - Center helm board
17 - CAN H Y‑harness 43 - Center CCM
18 - Port J‑box connector and weather cap 44 - 14‑pin data harness from center TVM
19 - Multiwake J‑box connector 45 - Center switched load connector
20 - Starboard J‑box connector and weather cap 46 - Center tach link connector
21 - Weather cap 47 - Port CCM
22 - Diagnostic connector 48 - Port tach link connector
23 - 8‑way junction box (J‑box) 49 - CAN H terminator
24 - Autopilot trackpad 50 - CAN P terminator
25 - NMEA 2000 gateway helm module—Optional; not 51 - 14‑pin data harness from port TVM
required if VesselView is equipped with RTM5 or newer 52 - OEM Skyhook connector
software 53 - Port switched load connector
26 - NMEA 0183 connectors

Wiring Diagrams
Quad-Engine, Non-Tie Bar: Transom and Engine
6
5
1
PORT OUTER
19 7
8
18
17
10
16
15 11
9
6
5
2
PORT INNER
19 7
8
18
17
10
16
15 12
9
6
20
5
3
STBD INNER
19
7
8
18
17
16 10
15 13
9
6
5
4
STBD OUTER
19
7
8
18
17
10
16
15 14
9
52733

Wiring Diagrams
1- Port outer engine 12 - To port inner CCM

2- Port inner engine 13 - To starboard inner CCM
3- Starboard inner engine 14 - To starboard outer CCM
4- Starboard outer engine 15 - Engine 14‑pin harness
5- Thrust vector modules (TVM) 16 - CAN P/H connector
6- Power steering pumps NOTE: CAN P/H terminators (red) are located on the port
7- Power steering signal driver outer and starboard outer engines.
8- Power steering actuator 17 - CAN X terminator
9- 14‑pin data harness 18 - DTS power
10 - Signal driver extension harness 19 - Steering signal harness connector (unused)
11 - To port outer CCM 20 - CAN P/H link harness

Wiring Diagrams
Quad-Engine, Tie Bar: Transom and Engine
6
5
1
PORT OUTER
19
7
18
17
10
16
15 11
2
PORT INNER
19
18 8
17
16
15
12
9
20
3
STBD INNER
19
8
18
17
16
15
13
9
6
5
4
STBD OUTER
19
7
18
17
10
16
15 14
9
59050

Wiring Diagrams
1- Port outer engine 12 - To port inner CCM

2- Port inner engine 13 - To starboard inner CCM
3- Starboard inner engine 14 - To starboard outer CCM
4- Starboard outer engine 15 - Engine 14‑pin harness
5- Thrust vector modules (TVM) 16 - CAN P/H connector
6- Power steering pumps NOTE: CAN P/H terminators (red) are located on the port
7- Power steering signal driver outer and starboard outer engines.
8- Power steering actuator 17 - CAN X terminator
9- 14‑pin data harness 18 - DTS power
10 - Signal driver extension harness 19 - Steering signal harness connector (unused)
11 - To port outer CCM 20 - CAN P/H link harness

Wiring Diagrams
Quad-Engine Single-Helm: Helm
26 6
5
22 5
6
16
TANK LEVEL 4 4
29 30
FUEL 134
124 3
2
3
2
1 1
17
28
18
27
19
20 26
15 22 24
25
21
1 14 23 32
33
31
13
2 4
3
RUN
OFF
34
5
8 7 6
33
9 10
11 12
35
12
11 42
53
36
41
8
8
37
52 47
54 51 43
57 11 11
38
P X H
P X H
P X H
P X H
56 44 44
40 40 50 40 40
45 45
46
55 39
49 48
55637

Wiring Diagrams
1- Electronic remote control (ERC) 29 - NMEA 0183 connectors

2- 14‑pin trim connector 30 - NMEA 2000 connector
3- Trim harness 31 - Port inner J‑box connector and weather cap
4- Port and starboard outer trim connector 32 - Starboard inner J‑box connector and weather cap
5- Starboard inner trim connector 33 - Start/stop buttons
6- Port inner trim connector 34 - Key switches
7- Starboard inner lever connector 35 - Dual‑engine helm board
8- Starboard inner shadow pack resistor 93 36 - MPR power harness
9- Port inner shadow pack resistor 94 37 - Accessory power
10 - Port inner lever connector 38 - Starboard switched load connector with weather cap
11 - Warning horn 39 - 14‑pin data harness from starboard outer TVM
12 - Lever control connectors (for Zero Effort controls) 40 - CAN X terminator
13 - Lanyard switch 41 - Weather cap
14 - Steering motor 42 - Starboard outer CCM
15 - Joystick 43 - Starboard tach link connector
16 - VesselView display 44 - CAN H link harness
17 - VesselView harness 45 - CAN P link harness
18 - GPS antenna 46 - Inner helm board
19 - Inertial measurement unit (IMU) 47 - Starboard inner CCM
20 - CAN H Y‑harness 48 - 14‑pin data harness from starboard inner TVM
21 - Port J‑box connector and weather cap 49 - 14‑pin data harness from port inner TVM
22 - Multiwake J‑box connector 50 - Inner switched load connector
23 - Starboard J‑box connector and weather cap 51 - Inner tach link connector
24 - 10‑pin weather cap 52 - Port inner CCM
25 - Diagnostic connector 53 - Port outer CCM
26 - 8‑way junction box (J‑box) 54 - Port tach link connector
27 - Autopilot trackpad 55 - 14‑pin data harness from port outer TVM
28 - NMEA 2000 gateway helm module—Optional; not 56 - OEM Skyhook connector
required if VesselView is equipped with RTM5 or newer 57 - Port switched load connector
software

Wiring Diagrams
Joystick Piloting Dual Helm System Architecture

Dual-Engine Dual-Helm: Helm
26 6
5
22 5
6
TANKLEVEL
35
4 4
FUEL 134
124 3
2
3
2
1 1
36
31 1
32
2
5
P X H
6
42
33
27
30 7
9
28 8
34 29 10
27 14
45
33 26 15
8
17
22
P X
8
23 44
21
25 24
20
38 26 6 22 6
35
5 5
TANKLEVEL 4 4
FUEL 134
124 3
2
3
2
1 1
36
31 1
32
39 2
5
37 P X H
6
RUN
OFF
4
43 27
30 7
8 9
28
10
38
11
27 14
12
43 26 15 13
8
17
P X 22 18
40 16
37 8
23
21
25 24
19
20
8
23 41
52148

Wiring Diagrams
1- Electronic remote control (ERC) 22 - Starboard command control module (CCM)

2- Trim connector 23 - Main power relay (MPR) power harness
3- Lever control connectors (for Zero Effort controls) 24 - Accessory power
4- Lanyard switch 25 - Starboard switched load connector
5- Steering motor 26 - Weather cap
6- Joystick 27 - Warning horn
7- GPS antenna 28 - Tach link connectors
NOTE: Only one GPS antenna is required. The GPS 29 - CAN H link harness
antenna and IMU can be connected at separate helms. 30 - Port CCM
8 - Port J‑box connector with weather cap 31 - OEM Skyhook connector
9 - CAN H Y‑harness 32 - Port switched load connector
10 - Inertial measurement unit (IMU) 33 - CAN X terminator
NOTE: Only one IMU is required. The GPS antenna and 34 - CAN P link harness
IMU can be connected at separate helms. 35 - VesselView display
11 - NMEA 0183 connectors 36 - VesselView harness
12 - NMEA 2000 gateway helm module 37 - 14‑pin Y‑harness
13 - 8‑way junction box (J‑box) 38 - 14‑pin extension harness for second helm
14 - Multiwake J‑box connector 39 - 14‑pin data harness to port TVM
15 - Starboard J‑box connector with weather cap 40 - 14‑pin data harness to starboard TVM
16 - Diagnostic connector 41 - Dual‑helm MPR harness
17 - Autopilot trackpad 42 - Lanyard connectors
18 - NMEA 2000 gateway connector 43 - CAN weather caps
19 - Key switches 44 - Key switch connectors—do not use on the second
20 - Start/stop buttons helm
21 - Dual‑engine helm panel 45 - 6‑way J‑box

Wiring Diagrams
Triple-Engine Dual-Helm: Helm
3 26 6 22
17
5 5
TANK LEVEL 4 4
FUEL 134
124 3
2
3
2
1 1
53 18
52 4
9
P X H
10 5
7 6 15 16
58 54 57
11 11
51
50 14
14
19
12
49
48 22 21
20
23
25
P X H
28
24
54 29
59 47
46
33
56 55
45
11
44
54 43
8
35
P X H
59 8
36
38 2
41 40 37
1
39
3
FUEL
TANK LEVEL
124
26
6
5
1
4
2
3
22
2
3
4
1
5
134
6
53
52 4 17
8
61
60 P X H
10 5
7 6 15 16 18
42 11
11
51
50
13
59
RUN
12 19
OFF
49
48
22 21 20
62 23
P X H 31
60 25
30
24 27
42
47 29
26 32
46
33
45
11
44
42 43
8
P X H
63
60 39 36 34
8
38
41 40 37
8
38
55638

Wiring Diagrams
1- Helm 1 31 - NMEA 0183 connectors

2- Helm 2 32 - NMEA 2000 connector
3- Electronic remote control (ERC) 33 - Center J‑box connector and weather cap
4- 14‑pin trim connector 34 - Key switches
5- Trim harness 35 - Key switch connectors—do not use on the second
6- Port and starboard trim connector helm
7- Center trim connector 36 - Start/stop buttons
8- Center shadow pack resistor 93 37 - Dual‑engine helm panel
9- Second helm center shadow pack resistor 97 38 - MPR power harness
10 - Center lever connector 39 - Dual‑helm main power relay (MPR) harness
11 - Warning horn 40 - Accessory power
12 - Lever control connectors (for Zero Effort controls) 41 - Starboard switched load connector
13 - Lanyard switch 42 - CAN weather caps
14 - Lanyard connectors 43 - Weather cap
15 - Steering motor 44 - Starboard CCM
16 - Joystick 45 - Starboard tach link connector
17 - VesselView display 46 - Center helm panel
18 - VesselView harness 47 - Center CCM
19 - GPS antenna 48 - Center switched load connector
NOTE: Only one GPS antenna is required. The GPS 49 - Center tach link connector
antenna and IMU can be connected at separate helms. 50 - Port tach link connector
20 - Inertial measurement unit (IMU) 51 - Port CCM
NOTE: Only one IMU is required. The GPS antenna and 52 - Port switched load connector
IMU can be connected at separate helms. 53 - OEM Skyhook connector
21 - CAN H Y‑harness 54 - CAN X terminator
22 - Port J‑box connector and weather cap 55 - CAN H link harness
23 - Multiwake J‑box connector 56 - CAN P link harness
24 - Starboard J‑box connector and weather cap 57 - CAN H terminator
25 - Weather cap 58 - CAN P terminator
26 - Diagnostic connector 59 - 14‑pin extension harness for second helm
27 - 8‑way junction box (J‑box) 60 - 14‑pin Y‑harness
28 - 6‑way J‑box 61 - 14‑pin data harness from port TVM
29 - Autopilot trackpad 62 - 14‑pin data harness from center TVM
30 - NMEA 2000 gateway helm module 63 - 14‑pin data harness from starboard TVM

Wiring Diagrams
Quad-Engine Dual-Helm: Helm
59
58
3
X H 57 13 11 26 6
5
22 5
6
21
TANK LEVEL 4 4
FUEL 134
124 3
2
3
2
1 1
22
60 14 9 4
15
56 8
62 61 5
15
7 6
55 16 19 20
15
60 18
18
23
16
P X H 25
26 24
27
53 54
29
28 32
63 P X H
37 33
60 38
52
51
62 61
50
15
49 41
60
48
8
63 39 39
P X H
46 45 43 42
2
63 1
44
59
FUEL
TANK LEVEL
124
58
626
5
1
4
2
3
22
2
3
4
1
5
134
6
65 3
64 P X H 21
57 12 10
14 9 4
47 15
56 8
22
5
15
7 6
55 16 19 20
15
47
63 17
RUN
OFF
23
16
P X H
66 25
26 24
64
27
54 35
53 29
28 34
31
67
64 P X H
37 33
36
30
47 38
52
51
50
15
49
47
48
8
40
39 39
P X H
68
64
8
46 45 43 42
43
44 55639
8

Wiring Diagrams
1- Helm 1 34 - NMEA 2000 gateway helm module

2- Helm 2 35 - NMEA 0183 connectors
3- Electronic remote control (ERC) 36 - NMEA 2000 connector
4- 14‑pin trim connector 37 - Port inner J‑box connector and weather cap
5- Trim harness 38 - Starboard inner J‑box connector and weather cap
6- Port and starboard outer trim connector 39 - Start/stop buttons
7- Port inner trim connector 40 - Key switches
8- Starboard inner trim connector 41 - Key switch connectors—do not use on the second
9- Starboard inner lever connector helm
10 - Primary helm starboard inner shadow pack resistor 93 42 - Dual‑engine helm panel
11 - Second helm starboard inner shadow pack resistor 97 43 - MPR power harness
12 - Primary helm port inner shadow pack resistor 94 44 - Dual‑helm main power relay (MPR) harness
13 - Second helm port inner shadow pack resistor 98 45 - Accessory power
14 - Port inner lever connector 46 - Starboard outer switched load connector and weather
15 - Warning horn cap
16 - Lever control connectors (for Zero Effort controls) 47 - CAN weather caps
17 - Lanyard switch 48 - Weather cap
18 - Lanyard connectors 49 - Starboard outer CCM
19 - Steering motor 50 - Starboard outer tach link connector
20 - Joystick 51 - Inner helm panel
21 - VesselView display 52 - Starboard inner CCM
22 - VesselView harness 53 - Inner tach link connector
23 - GPS antenna 54 - Inner switched load connector
NOTE: Only one GPS antenna is required. The GPS 55 - Port inner CCM
antenna and IMU can be connected at separate helms. 56 - Port outer tach link connector
24 - Inertial measurement unit (IMU) 57 - Port outer CCM
NOTE: Only one IMU is required. The GPS antenna and 58 - Port outer switched load connector
IMU can be connected at separate helms. 59 - OEM Skyhook connector
25 - CAN H Y‑harness 60 - CAN X terminator
26 - Port J‑box connector and weather cap 61 - CAN H link harness
27 - Multiwake J‑box connector 62 - CAN P link harness
28 - Starboard J‑box connector and weather cap 63 - 14‑pin extension harness for second helm
29 - Weather cap 64 - 14‑pin Y‑harness
30 - Diagnostic connector 65 - 14‑pin data harness from port outer TVM
31 - 8‑way junction box (J‑box) 66 - 14‑pin data harness from port inner TVM
32 - 6‑way J‑box 67 - 14‑pin data harness from starboard inner TVM
33 - Autopilot trackpad 68 - 14‑pin data harness from starboard outer TVM
System Architecture Diagrams ‑ Design 2 Controls

JPO Single Helm (Design 2) System Architecture
This section contains only the helm‑side system architecture diagrams for single‑helm installations. For the helm‑side diagrams
for dual‑helm installations, refer to JPO Dual Helm (Design 2) System Architecture, following. For transom and engine
diagrams, refer to Joystick Piloting Electronic System Architecture, preceding.

Wiring Diagrams
Dual-Engine, Single-Helm (Design 2): Helm
1 2 3
4
10
9
11
17 16 15
8
14 7 5
6
19 13
18 12
RUN
OFF
21
20
22
23
32 24
25
33 29
34 28
31 31
30 30 26
35
27
36
37
H
H
X
X
38 38
P
P
39
41 40 61383

Wiring Diagrams
1- VesselView Link 21 - Key switches

2- NMEA® 2000 network 22 - Start/stop buttons
3- Multifunction display (MFD) 23 - Dual‑engine helm board
4- VesselView Link harness 24 - Starboard CCM
5- Diagnostic connector 25 - Starboard power disconnect
6- Starboard J‑box connector with weather cap 26 - Accessory power relay
7- Port J‑box connector with weather cap 27 - Starboard switched load connector
8- Multiwake J‑box connector 28 - Starboard main power relay
9- 8‑way junction box (J‑box) 29 - Accessory power relay
10 - GPS antenna/inertial measurement unit (IMU) 30 - Warning horn
11 - Joystick with integrated autopilot trackpad (CAN H, 31 - Tachometer link connectors
orange) 32 - Port CCM
12 - Joystick (design 1) connector 33 - Skyhook power relay
13 - Steering motor (design 1) connector 34 - Port main power relay
14 - CAN H (orange connector) 35 - Port switched load connector
15 - CAN P (blue connector) 36 - OEM Skyhook connector
16 - Helm sensor assembly (design 2) 37 - 2‑pin CAN H link harness
17 - Electronic remote control (ERC) 38 - CAN X terminator
18 - Trim connector 39 - 2‑pin CAN P link harness
19 - Lanyard stop switch 40 - 14‑pin data harness to starboard TVM
20 - Lever control connectors (for Zero Effort controls) 41 - 14‑pin data harness to port TVM

Wiring Diagrams
Triple-Engine, Single-Helm (Design 2): Helm
1 2
3
10 4
9
18 11
16 15
8 5
14
19 20 21 17 7 6
13 12
RUN
OFF
22 28
23 27
24
25 29
26
30
46 31
48 41 32
33
34 35
47 42 40
50 49 25 25
45
43
44 39
H
H
H
51 52
36
X
X
38 38 38
P
P
P
53
37
54 55 56 61384

Wiring Diagrams
1- VesselView Link 29 - Start/stop buttons

2- NMEA 2000 network 30 - Dual‑engine helm board
3- Multifunction display (MFD) 31 - Starboard CCM
4- VesselView Link harness 32 - Starboard power disconnect
5- Diagnostic connector 33 - Starboard main power relay
7- Port J‑box connector with weather cap 35 - Accessory power
8- Multiwake J‑box connector 36 - Starboard switched load connector
9- 8‑way junction box (J‑box) 37 - 2‑pin CAN P link harness
10 - GPS antenna/inertial measurement unit (IMU) 38 - CAN X terminator
11 - Joystick with integrated autopilot trackpad (CAN H, 39 - 2‑pin CAN H link harness
orange) 40 - Starboard tachometer link connector
12 - Joystick (design 1) connector 41 - Center helm board
13 - Steering motor (design1) connector 42 - Center CCM
14 - CAN H (orange connector) 43 - Center main power relay
15 - CAN P (blue connector) 44 - Center switched load connector
16 - Helm sensor assembly (design 2) 45 - Center tachometer link connector
17 - Lanyard stop switch 46 - Port CCM
18 - Electronic remote control (ERC) 47 - Port tachometer link connector
19 - Trim connector 48 - Skyhook power relay
20 - Trim harness 49 - Port main power relay
21 - Port and starboard trim connector 50 - Port switched load connector
22 - Center trim connector 51 - OEM Skyhook connector
23 - Shadow pack resistor 93 52 - CAN H terminator
24 - Center lever connector 53 - CAN P terminator
25 - Warning horn 54 - 14‑pin data harness to port TVM
26 - Lever control connectors (for Zero Effort controls) 55 - 14‑pin data harness to center TVM
27 - Center J‑box connector with weather cap 56 - 14‑pin data harness to starboard TVM
28 - Key switches

Wiring Diagrams
Quad-Engine, Single-Helm (Design 2): Helm
1 2
3
4
12
11
10 5
13
18 9 6 32
16
20 8
17 7
19 15 14
21 22 23
RUN
OFF
33
25 24
27 26
30
28 29 30 32
31
34
53 31 35
37 36
54 45
51 46 39
52 49 44 38
55 30 30
56
50 47
43 43
57
X H
X H
X H
X H
48 40
42 42 42 42
P
41 41
58 59 60 61 61385

Wiring Diagrams
1- VesselView Link 31 - Lever control connectors (for Zero Effort controls)

2- NMEA 2000 network 32 - Start/stop buttons
3- Multifunction display (MFD) 33 - Key switches
4- VesselView Link harness 34 - Dual‑engine helm board
5- Diagnostic connector 35 - Starboard outer CCM
6- Starboard inner J‑box connector and weather cap 36 - Starboard power disconnect
7- Port inner J‑box connector and weather cap 37 - Starboard main power relay
9- Port J‑box connector with weather cap 39 - Accessory power
10 - Multiwake J‑box connector 40 - Starboard switched load connector
11 - 8‑way junction box (J‑box) 41 - 2‑pin CAN P link harness
12 - GPS antenna/inertial measurement unit (IMU) 42 - CAN X terminator
13 - Joystick with integrated autopilot trackpad (CAN H, 43 - 2‑pin CAN H link harness
orange) 44 - Starboard tachometer link connector
14 - Joystick (design 1) connector 45 - Inner helm board
15 - Steering motor (design 1) connector 46 - Starboard inner CCM
16 - CAN H (orange connector) 47 - Starboard inner main power relay
17 - CAN P (blue connector) 48 - Inner switch load connectors
18 - Helm sensor assembly (design 2) 49 - Inner tachometer link connectors
19 - Lanyard stop switch 50 - Port inner main power relay
20 - Electronic remote control (ERC) 51 - Port inner CCM
21 - Trim connector 52 - Port tachometer link connector
22 - Trim harness 53 - Port outer CCM
23 - Port and starboard outer trim connector 54 - Skyhook power relay
24 - Starboard inner trim connector 55 - Port main power relay
25 - Port inner trim connector 56 - Port switched load connector
26 - Starboard inner lever connector 57 - OEM Skyhook connector
27 - Starboard inner shadow pack resistor 93 58 - 14‑pin data harness to port outer TVM
28 - Port inner shadow pack resistor 94 59 - 14‑pin data harness to port inner TVM
29 - Port inner lever connector 60 - 14‑pin data harness to starboard inner TVM
30 - Warning horn 61 - 14‑pin data harness to starboard outer TVM

Wiring Diagrams
JPO Dual‑Helm (Design 2) System Architecture

Dual-Engine, Dual-Helm (Design 2): Helm
3
39
38
4
5 9
P X
RUN
OFF
6
8 10
35 7
42 37 36 11
33 13
12
44 43 34 40
16
33 15
42 31 32 21
45 17
26
P X
22
41
27
29 28 25
24
2
1
3
39
38
4
45
46
5 9
P X
RUN
OFF
6
47 8 10
35 7
30 37 36 11
33 13
12
34 14 20
16
33 15
30 31 32 19
17 21
26 18
46
P X
48
27 22
29 28 25
24 23 61386

Wiring Diagrams
1- Helm 1 24 - Start/stop buttons

2- Helm 2 25 - Dual‑engine helm board
3- Electronic remote control (ERC) 26 - Starboard command control module (CCM)
4- Trim connector 27 - Starboard power disconnect
5- Lever control connectors (for Zero Effort controls) 28 - Accessory power
6- Lanyard stop switch 29 - Starboard switched load connector
7- Steering motor (design 1) connector 30 - CAN weather caps
8- CAN H (orange connector) 31 - Starboard main power relay
9- Helm sensor assembly (design 2) 32 - Accessory power relay
10 - CAN P (blue connector) 33 - Warning horn
11 - Joystick with integrated autopilot trackpad (CAN H, 34 - Tachometer link connectors
orange) 35 - Port CCM
12 - Joystick (design 1) connector 36 - Skyhook power relay
13 - GPS antenna/inertial measurement unit (IMU) 37 - Port main power relay
NOTE: Only one unit is required. The GPS antenna/IMU 38 - Port switched load connector
can be connected at either helm. 39 - OEM Skyhook connector
14 - 8‑way junction box (J‑box) 40 - 6‑way J‑box
15 - Multiwake J‑box connector 41 - Key switch connectors—do not use on the second
16 - Port J‑box connector with weather cap helm
17 - Starboard J‑box connector with weather cap 42 - CAN X terminator
18 - Diagnostic connector 43 - 2‑pin CAN H link harness
19 - VesselView Link harness 44 - 2‑pin CAN P link harness
20 - VesselView Link 45 - 14‑pin extension harness for second helm
21 - NMEA® 2000 network 46 - 14‑pin Y‑harness
22 - Multifunction display (MFD) 47 - 14‑pin data harness to port TVM
23 - Key switches 48 - 14‑pin data harness to starboard TVM

Wiring Diagrams
Triple-Engine, Dual-Helm (Design 2): Helm
52
51 50 3
10 4
9 5
P X 11 7 6
10
12 14
59 55 58 49 48 11 RUN
OFF
47 15 16
13
44 45 46 17
18 23
P X
19
53
60 22
55 40
43 42 41 20
57 56 27
21
55 38 39
10
54 28
P X 33
60 36 31
35 34 32 2
1
8 3
51 50 10
5 4
61 9
P X 11 7 6
62
10
12 14
60 37 49 48 11 RUN
OFF
47 15 16
13
44 45 46 17
61 18 23
19
63
P X 24 25
22
37 40
43 42 41 20 26
21 27
37 38 39
10
61
P X 33 29
28
64
36 31 30
35 34 32 61387

Wiring Diagrams

2- Helm 2 33 - Starboard CCM
3- Electronic remote control (ERC) 34 - Starboard power disconnect
4- Trim connector 35 - Accessory power
5- Trim harness 36 - Starboard switched load connector
6- Port and starboard trim connector 37 - CAN weather caps
7- Center trim connector 38 - Accessory power relay
8- Center shadow pack resistor 93 39 - Starboard main power relay
9- Center lever connector 40 - Starboard tachometer link connector
10 - Warning horn 41 - Center helm panel
11 - Lever control connectors (for Zero Effort controls) 42 - Center CCM
12 - Lanyard stop switch 43 - Center main power relay
13 - Steering motor (design 1) connector 44 - Center switched load connector
14 - Helm sensor assembly (design 2) 45 - Center tachometer link connector
15 - CAN H (orange connector) 46 - Port tachometer link connector
16 - CAN P (blue connector) 47 - Port CCM
17 - Joystick with integrated autopilot trackpad (CAN H, 48 - Skyhook power relay
orange) 49 - Port main power relay
18 - Joystick (design 1) connector 50 - Port switched load connector
19 - Port J‑box connector and weather cap 51 - OEM Skyhook connector
20 - Center J‑box connector and weather cap 52 - Second helm center shadow pack resistor 97
21 - Starboard J‑box connector and weather cap 53 - 6‑way J‑box
22 - Multiwake J‑box connector 54 - Key switch connectors—do not use on the second
23 - GPS antenna/inertial measurement unit (IMU) helm
NOTE: Only one unit is required. The GPS antenna/IMU 55 - CAN X terminator
can be connected at either helm. 56 - 2‑pin CAN H link harness
24 - 8‑way junction box (J‑box) 57 - 2‑pin CAN P link harness
25 - VesselView Link 58 - CAN H terminator
26 - VesselView Link harness 59 - CAN P terminator
27 - NMEA 2000 network 60 - 14‑pin extension harness for second helm
28 - Multifunction display (MFD) 61 - 14‑pin Y‑harness
29 - Diagnostic connector 62 - 14‑pin data harness to port TVM
30 - Key switches 63 - 14‑pin data harness to center TVM
31 - Start/stop buttons 64 - 14‑pin data harness to starboard TVM

Wiring Diagrams
Quad-Engine, Dual-Helm (Design 2): Helm
50 49
59 58
P X 12 9
3
13 8 5 4
62 48 47 9
13
46 7 6
63 64
52 53
51 62
14 14 RUN
OFF
15 18
45 17
P X 16 19
20
21
54 55
22
65
P X 60
23 27
26
62 44 24
57 56 25
31
63 64
62 42 43
13 32
P X 37 61
65 40 39 38 36 34 34 2
1
65 50 49
66 11 10
67
P X 12 9
3
13 8 5 4
41 48 47 13
46 7 6
51 52 53
41
65 14 14 RUN
OFF
15 18
66 45
P X 16 17 19
68
20
21
54 55
66 22
69
P X 28 29
23 27
26
41 44 24
57 56 25 30
31
41 42 43
66 13
P X 37 33
70 32
40 39 35
38 36 34 34 61388

Wiring Diagrams

2- Helm 2 37 - Starboard outer CCM
3- Electronic remote control (ERC) 38 - Starboard power disconnect
4- Trim connector 39 - Accessory power
5- Trim harness 40 - Starboard outer switched load connector and weather
6- Port and starboard outer trim connector cap
7- Starboard inner trim connector 41 - CAN weather caps
8- Port inner trim connector 42 - Accessory power relay
9- Starboard inner lever connector 43 - Starboard main power relay
10 - Primary helm starboard inner shadow pack resistor 93 44 - Starboard outer tachometer link connector
11 - Primary helm port inner shadow pack resistor 94 45 - Port outer tachometer link connector
12 - Port inner lever connector 46 - Port outer CCM
13 - Warning horn 47 - Skyhook power relay
14 - Lever control connectors (for Zero Effort controls) 48 - Port main power relay
15 - Lanyard stop switch 49 - Port outer switched load connector
16 - Steering motor (design 1) connector 50 - OEM Skyhook connector
17 - CAN H (orange connector) 51 - Inner helm board
18 - Helm sensor assembly (design 2) 52 - Port inner main power relay
19 - CAN P (blue connector) 53 - Port inner CCM
20 - GPS antenna/inertial measurement unit (IMU) 54 - Inner switched load connectors
NOTE: Only one unit is required. The GPS antenna/IMU 55 - Inner tachometer link connectors
can be connected at either helm. 56 - Starboard inner CCM
21 - Joystick with integrated autopilot trackpad (CAN H, 57 - Starboard inner main power relay
orange) 58 - Second helm starboard inner shadow pack resistor 97
22 - Joystick (design 1) connector 59 - Second helm port inner shadow pack resistor 98
23 - Port inner J‑box connector and weather cap 60 - 6‑way J‑box
24 - Starboard inner J‑box connector and weather cap 61 - Key switch connectors—do not use on the second
25 - Starboard J‑box connector and weather cap helm
26 - Multiwake J‑box connector 62 - CAN X terminator
27 - Port J‑box connector and weather cap 63 - 2‑pin CAN P link harness
28 - 8‑way junction box (J‑box) 64 - 2‑pin CAN H link harness
29 - VesselView Link 65 - 14‑pin extension harness for second helm
30 - VesselView Link harness 66 - 14‑pin Y‑harness
31 - NMEA 2000 network 67 - 14‑pin data harness to port outer TVM
32 - Multifunction display (MFD) 68 - 14‑pin data harness to port inner TVM
33 - Diagnostic connector 69 - 14‑pin data harness to starboard inner TVM
34 - Start/stop buttons 70 - 14‑pin data harness to starboard outer TVM
35 - Key switches

Wiring Diagrams
Single‑Trunk CAN P/H Architecture

Triple‑Engine, Dual‑Helm
4 4
15 4 15
9
P X H
4 5 16 16
8 4
15 15
1
7 10 P X H
6
9 16 4 16
4 P X H
5 19
8
18 13
2 17
10 16 16
12 P X H
6
9
13
17
4 15 15
12 P X H
8
3
11 14
16 17 16
12 P X H
52742

Wiring Diagrams
1- Port outer engine

2- Center inner engine
3- Starboard outer engine
4- Blue 2‑pin CAN terminator
5- 10‑pin Y‑harness
6- 10‑pin CAN link harness
7- Red 10‑pin CAN terminator
8- 14‑pin engine data harness
9- Thrust vector module
10 - Modified 14‑pin helm data harness
11 - 14‑pin helm data harness
12 - 14‑pin Y‑harness
13 - Modified 14‑pin extension harness for helm 2
14 - 14‑pin extension harness for helm 2
16 - 2‑pin CAN link harness
17 - 2‑pin CAN weather caps at helm 1
18 - Helm 1
19 - Helm 2

Wiring Diagrams
Quad‑Engine, Non‑Tie Bar, Dual‑Helm
5 5
16 5 16
P X H
10 17 17
5 5
6 16 16
9 P X H
1 17 17
8 11
5
7
10 16 16
P X H
5
6
9 17 5 17
2
P X H
11
20
7
19 14
10 18
5 13 17 17
P X H
6
9
14
3 16 18 16
11
13
P X H
7
17 17
10 14
5 18
16 16
13
P X H
9
4
15
12 17 18 17
13
P X H
52743

Wiring Diagrams
1- Port outer engine

2- Port inner engine
3- Starboard inner engine
4- Starboard outer engine
5- Blue 2‑pin CAN terminator
6- 10‑pin Y‑harness
7- 10‑pin CAN link harness
8- Red 10‑pin CAN terminator
9- 14‑pin engine data harness
10 - Thrust vector module
11 - Modified 14‑pin helm data harness
12 - 14‑pin helm data harness
14 - Modified 14‑pin extension harness for helm 2
15 - 14‑pin extension harness for helm 2
17 - 2‑pin CAN link harness
18 - 2‑pin CAN weather caps at helm 1
19 - Helm 1
20 - Helm 2

Wiring Diagrams
Quad Engine, Tie Bar, Dual‑Helm
5 5
16 5 16
P X H
10 17 17
5 5
6 16 16
9 P X H
1 17 17
8 11
5
7
16 16
P X H
5
6
17 5 17
2
P X H
11
20
7
19 14
18
5 13 17 17
P X H
6
14
3 16 18 16
11
13
P X H
7
10 17 17
14
5 18
16 16
13
P X H
9
4
15
12 17 18 17
13
P X H
59049

Wiring Diagrams
1- Port outer engine 11 - Modified 14‑pin helm data harness

2- Port inner engine 12 - 14‑pin helm data harness
3- Starboard inner engine 13 - 14‑pin Y‑harness
4- Starboard outer engine 14 - Modified 14‑pin extension harness for helm 2
5- Blue 2‑pin CAN terminator 15 - 14‑pin extension harness for helm 2
6- 10‑pin Y‑harness 16 - 2‑pin Y‑harness
7- 10‑pin CAN link harness 17 - 2‑pin CAN link harness
8- Red 10‑pin CAN terminator 18 - 2‑pin CAN weather caps at helm 1
9- 14‑pin engine data harness 19 - Helm 1
10 - Thrust vector module 20 - Helm 2

Wiring Diagrams
Notes:

Color Wiring Diagrams
Wiring Diagrams
Section 6B - Color Wiring Diagrams
Table of Contents
Dual‑Engine Helm Harness............................................... 6B-4 Thrust Vector Module (TVM) Harnesses......................... 6B-12
Dual‑Engine Helm Harness (Design 2)..............................6B-5 Thrust Vector Module (TVM) Harness ‑ Design I......6B-12
Triple‑Engine or Quad‑Engine Helm Harness................... 6B-6 Thrust Vector Module (TVM) Harness ‑ Design II.....6B-14
Wire Color Code Abbreviations..........................................6B-7 Triple or Quad‑Engine Trim Harness............................... 6B-16
Auxiliary Joystick Harness, Dual Engine............................6B-8 Engine Harness: CAN P, CAN X, CAN H, and TVM Power
Auxiliary Joystick Harness (Design 2), Dual Engine.......... 6B-9 ..................................................................................... 6B-17
Auxiliary Joystick Harness, Triple Engine........................ 6B-10
Auxiliary Joystick Harness (Design 2), Triple or
Quad‑Engine................................................................ 6B-11
6
B

Notes:

Notes:

Dual-Engine Helm Harness
1- Port command control module (CCM) connector C

2- Port command control module (CCM) connector B
3- Port command control module (CCM) connector A
4- Port horn (male connector)
5- Port CAN X
6- Port horn (female connector)
7- Port main power relay
8- Port trim
9- Port tach link
10 - Port lever 1
11 - Port CAN P
12 - Port CAN H
13 - Port 14 pin
14 - Port lever 3
15 - Port switched load
16 - Starboard main power relay
17 - Port J‑box
18 - Constant accessory power
19 - Port accessory power relay
20 - Switched accessory power
21 - Port key switch
22 - Port lanyard
23 - Port lanyard ground
24 - Port start/stop
25 - Steering motor
26 - Multiwake J‑box
27 - Starboard start/stop
28 - Starboard power disconnect
29 - Starboard lanyard ground
30 - Joystick
31 - Starboard switched load
32 - Starboard key switch
33 - Starboard J‑box
34 - Starboard lanyard
35 - Starboard tach link
36 - Starboard 14 pin
37 - Starboard lever 3
38 - Starboard horn (female connector)
39 - Starboard CAN H
40 - Starboard CAN P
41 - Starboard power disconnect
42 - Starboard CAN X
43 - Skyhook relay
44 - OEM Skyhook connector
45 - Starboard lever 1
46 - Starboard horn (male connector)
47 - Starboard command control module (CCM) connector C
48 - Starboard command control module (CCM) connector B
49 - Starboard command control module (CCM) connector A

Dual-Engine Helm Harness
14
8
9
H
10 15 16
5 7 11 12 13
4 6 RELAY KEY
H
G
C
D
F
A
B
4
3
3 87 87
2
85 87a 86
1
1
87a
E
D
F
A
B
H
86 85
30
30
A1 WHT Relay Connector

B1 GRN/ORN
C1 30 85 8687
G1
H1
D1
C1
E1
B1
F1
A1
G2
G3
H2
D4
C4
D2
C3
H4
H3
D3
YEL
A2
A4
E2
B2
E4
B4
B3
A3
G4
F2
F4
F3
C2
Relay Components
E3
D1
E1
AB 30 85 8687 ABCDE FGH ABCDE FGH J K ABCDE AB AB ABCDE FGH J K L M N P EDC BA A BC as Viewed Separated
F1
G1
PNK/WHT
H1 WHT/YEL
PPL/TAN
BRN
PPL/TAN
RED/GRN
LT BLU/GRN
ORN/GRN
GRN/ORN
ORN/GRN
BRN
TAN/LT BLU
TAN/LT BLU
GRN/BLU
PNK/BLU
BLU
BLU
GRN/ORN
GRN/BRN
BLK/RED
YEL/RED
BLU/RED
RED
RED
RED
BLU/RED
BLK/RED
PPL/RED
GRA/RED
BLK/RED
RED
BLK/RED
PPL/RED
BLK/RED
GRN/RED
GRA/RED
BLK/RED
GRN/PPL
YEL
RED/PPL
GRN/PPL
BLU/YEL
BLK/YEL
YEL
GRN/YEL
RED/YEL
RED/YEL
PPL/YEL
RED/PPL
GRA/WHT
PNK/WHT
WHT
WHT
GRA/WHT
PPL/WHT
J1
K1
L1
M1
2 A2 BLU
B2 ORN/GRN
C2 BRN
D2
K J HGF EDCB A
E2 BLU
F2 BLU/YEL WHT
G2
4 2 H2 WHT/RED
M M M
J2 GRN/ORN
L L K2
K K L2 PPL/RED 17
M2
J
H
J
H A3 ORN/GRN
G
F
G
F
B3 GRN
C3 ORN
E
D
E
D
D3 BLK/RED BLK/RED
C C
E3 PNK/BLU
B B F3 RED
A A A G3 GRN/RED
3 H3
1
J3 BLK/YEL
4 1 K3 RED 18
L3
M3
RED
30 86 8587
A4
B4 BLK/RED
C4
D4 PPL/WHT 19
E4 GRN/YEL PPL
F4
G4 GRN/BRN
H4
J4
PPL/RED PPL 20
A1 K4
B1 L4
RED
ABCDEF
C1 M4
D1 BLK/RED
1 E1
F1 PPL/WHT
G1 BLK/RED PPL/RED
H1
BLK/YEL
A2
B2 YEL/RED 21
C2
D2
E2
A 1
A
3
A
F2
G2 BLK/RED
BLK/YEL 22
B B H2
C C A3
D D B3
E
F
E
F
C3
D3
BLK/RED 23
G G
E3
H H F3
H 2 4 G3 RED/PPL
H3 RED/PPL YEL/RED
CBA
A4
1 4 B4
C4
BLK/RED 24
D4 GRA/RED PPL/RED
E4
F4
G4
RED
H4
A1 RED/WHT
S R P NM L K J H G F E D CB A
B1
C1 BLK/GRN
D1 WHT/BLU
49 E1
BLK/RED
H G F E D C B A
S R P N M L K J
F1
G1 WHT/YEL
H1
A2 LT BLU/GRN BLK/GRN
B2
C2
D2
E2
F2
BLK
H H
4 2
H G2 WHT/PPL
G
G H2 GRA/GRN
F F
A3 GRN/BLU WHT/RED
E E
B3
D D
C3 GRA/RED
C C D3 PPL/YEL WHT/ORN
B
A
B
A
E3
F3 TAN/LT BLU GRA/GRN 25
A 3 1
G3
RED/BLK
H3
4 1 A4 YEL/RED
B4
C4 BLK
D4
E4
ABCDE FGH J K
F4 RED/GRN
G4
H4 A1 WHT BLK
B1 GRN/ORN ORN
C1 YEL
D1 GRN
E1 ORN/GRN 26
F1 PNK/WHT PPL/BLK
G1 WHT/BLU
H1
J1
GRN/ORN
K1
L1 WHT
48 M1
A2 BLU BLU
B2 ORN/GRN
C2 BRN
D2
E2
F2 BLU/YEL
G2
4 2 H2 WHT/ORN
PPL/GRN
A BC
M M M
J2
L L K2
L2
BLK 27
K
J
K
J M2
YEL/RED
H H A3
G G B3
F F
C3
E E
D3 BLK/GRN
TAN/LT BLU
D D
E3
C C PNK/BLU
ORN/GRN
GRA/WHT
GRN/ORN
GRN/ORN
ORN/GRN
GRA/GRN
GRA/GRN
GRN/ORN
ORN/GRN
GRA/WHT
RED/GRN
GRN/BRN
GRN/RED
RED/GRN
RED/GRN
RED/GRN
GRA/GRN
GRA/GRN
RED/WHT
GRA/GRN
F3
RED/GRN
PNK/WHT
PPL/WHT
GRN/YEL
BLK/GRN
PPL/GRN
PPL/GRN
PPL/GRN
BLK/GRN
YEL/GRN
WHT/PPL
YEL/WHT
PPL/WHT
YEL/GRA
YEL/GRN
BLK/GRN
GRA/BLU
GRA/BLU
GRA/BLU
GRA/BLU
PPL/GRN
YEL/RED
YEL/GRA
B B
YEL/PNK
RED/PPL
RED/PPL
RED/BLK
PNK/BLU
RED/PPL
YEL/PNK
YEL/BLU
BLK/YEL
BLK/YEL
YEL/PPL
YEL/BLU
BLU/YEL
GRN/RED
YEL/PPL
YEL/BLK
YEL/BLK
G3
BLK/YEL
A A A
H3 BLK/YEL
B A
3 1
AB
J3 RED/YEL 28
WHT
WHT
GRN
ORN
WHT
BRN
BRN
BLU
BLU
BLK
YEL
BLK
BLK
BLK
BLU
BLK
BLK
BLK
YEL
BLK
BLK
4 1 K3
L3
M3 YEL/WHT
A4
B4
AB BA BA ABCDE ABCDE FGH J K ABCDEF A BC
G4
EDC BA AB 30 85 8687 AB ABCDE FGH J K L M N P K J HGF EDCB A

C2
C4
A1
E3
G1
G3
G2
ABCDE FGH J K
D2
H4
D1
C1
D3
H3
H1
H2
C3
C4
D4
B1
B2
A2
E2
A3
B3
B4
E4
E1
A4
F3
F1
F2
F4
D4
E4 GRN/YEL
F4
G4
GRN/BRN
H4 PPL/GRN
J4
K4
BLK 29
G
H
C
D
A
B
E
F
4
4
L4 A B
M4
47
3
46
38
2
41
1
1
C
D
G
E
H
F
A
B
36
43 42 40 39 34
31
H
A
45 35 33
44 37 32 30
Page 6B-4.1
90-8M0110489 59327
Dual-Engine Helm Harness (Design 2)

1- Port command control module (CCM) connector A 29 - Helm sensor assembly (design 2) CAN H
2- Port horn (male connector) NOTE: Connected to CAN adapter harness, not
3- Port CAN X shown.
4- Port horn (female connector) 30 - Starboard start/stop
5- Port main power relay 31 - Joystick (design 1)
6- Port trim 32 - Starboard switched load
7- Port tach link 33 - Starboard key switch
8- Port lever 1 34 - Starboard J‑box
9- Port CAN P 35 - Starboard lanyard
10 - Port CAN H 36 - Starboard tach link
11 - Port 14 pin 37 - Starboard 14 pin
12 - Port lever 3 38 - Starboard lever 3
13 - Port switched load 39 - Starboard horn (female connector)
14 - Helm sensor assembly (design 2) CAN P 40 - Starboard CAN H
NOTE: Connected to CAN adapter harness, not 41 - Starboard CAN P
shown. 42 - Starboard power disconnect
15 - Starboard power disconnect 43 - Starboard CAN X
16 - Starboard lanyard ground 44 - Skyhook relay
17 - Starboard main power relay 45 - OEM Skyhook connector
18 - Port J‑box 46 - Starboard lever 1
19 - Constant accessory power 47 - Starboard horn (male connector)
20 - Accessory power relay 48 - Starboard command control module (CCM)
21 - Switched accessory power connector C
22 - Port key switch 49 - Starboard command control module (CCM)
23 - Port lanyard connector B
24 - Port lanyard ground 50 - Starboard command control module (CCM)
25 - Port start/stop connector A
26 - Steering motor (design 1) 51 - Port command control module (CCM) connector C
27 - Multiwake J‑box 52 - Port command control module (CCM) connector B
28 - Joystick (design 2) CAN H
NOTE: Connected to CAN adapter harness, not
shown.

12 14
1 6
A H
7 15 RELAY KEY
Dual-Engine Helm Harness (Design 2) 8 13
3 5 9 10 17 87 87
11 B A 85 87a 86
H
G
C
D
F
A
B
E
2 4 16 87a
4
86 85
30
3
30
2
Relay Connector
1
1
E
D
F
A
WHT
G
A1
H
B1 GRN/ORN Relay Components
C1 YEL
D1 as Viewed Separated
E1
F1 PNK/WHT
G1
H1
D1
C1
E1
B1
F1
WHT/YEL
A1
G2
G3
H2
D4
C4
D2
C3
H4
H3
D3
G1
A2
A4
E2
B2
E4
B4
B3
A3
G4
F2
F4
F3
C2
E3
H1 AB 30 85 8687 ABCDE FGH ABCDE FGH J K ABCDE AB AB ABCDE FGH J K L M N P EDC BA A BC AB CD AB 30 85 8687
J1
K1
L1
GRN/PPL
BLU/YEL
BLK/YEL
YEL
GRN/YEL
GRA/WHT
PNK/WHT
WHT
WHT
GRA/WHT
YEL
RED/PPL
BLK/RED
PPL/RED
GRA/RED
PNK/BLU
BLK/RED
BLU
ORN/GRN
GRN/ORN
RED
BLK/RED
PPL/RED
ORN/GRN
BLU
BRN
GRN/ORN
BLK/RED
GRN/RED
GRN/BRN
GRA/RED
BRN
RED
PPL/TAN
RED
RED
RED/GRN
BLU/RED
LT BLU/GRN
GRN/BLU
M1
GRN/PPL
PPL/YEL
BLK/RED
YEL/RED
TAN/LT BLU
PPL/TAN
BLU/RED
TAN/LT BLU
RED/YEL
RED/YEL
RED/PPL
PPL/BLK
RED/YEL
PPL/WHT
WHT
BLK/RED
BLK
BLU
BLK
BLK
A2 BLU
B2 ORN/GRN
C2 BRN
52 D2
E2
F2 BLU/YEL
G2 WHT/RED
H2
K J HGF EDCB A
BLU
J2
K2 WHT
4 2
L2
M M M
M2
A3 GRN/ORN
L
L B3 PPL/RED
K
J
K
J
C3
D3 BLK/RED ORN/GRN 18
G
H H
G
E3 PNK/BLU GRN
F F
F3
E E G3 GRN/RED ORN
D D H3 BLK/YEL BLK/RED
C C J3
B B K3 RED
A A
3 1
A
L3
M3
4 1
A4
B4
RED 19
C4
D4
30 86 8587
RED
E4 GRN/YEL
F4 GRN/BRN BLK/RED
G4
H4
PPL/RED PPL/WHT 20
J4 PPL
K4
L4
M4 PPL 21
A1
B1
ABCDEF
C1 RED
D1 BLK/RED
51 E1 PPL/WHT
F1
G1 BLK/RED PPL/RED 22
H1 BLK/YEL
A2
B2 YEL/RED
C2
D2
E2
A 1
A
3
A
F2
G2 BLK/RED
BLK/YEL 23
B B H2
C C A3
D D B3
E
F
E
F
C3
D3
BLK/RED 24
G G
E3
H H F3
H 2 4 G3 RED/PPL
H3 RED/PPL
CBA
A4 YEL/RED
1 4 B4
C4
BLK/RED 25
D4 GRA/RED PPL/RED
E4
F4 RED
G4
H4
A1 RED/WHT
S R P NM L K J H G F E D CB A
B1
C1 BLK/GRN
D1 WHT/BLU
50 E1
H G F E D C B A
BLK/RED
S R P N M L K J
F1
G1 WHT/YEL
H1
A2 BLK/GRN
LT BLU/GRN
B2
C2
D2
E2 BLK 26
F2
H H
4 2
H G2 WHT/PPL
G
G H2 GRA/GRN
A3 GRN/BLU
F F
B3 WHT/RED
E E
D D
C3 GRA/RED
C C D3 PPL/YEL WHT/ORN
B B E3 TAN/LT BLU
A A F3 GRA/GRN
A 3 1
G3 RED/BLK
H3
4 1 A4 YEL/RED
B4
C4 BLK
D4
E4
ABCDE FGH J K
F4 RED/GRN
G4
H4 BLK
ORN
GRN
A1 WHT
B1
C1
GRN/ORN
YEL
ORN/GRN
PPL/BLK
27
D1 GRN/ORN
E1
F1 PNK/WHT
G1 WHT/BLU WHT
H1
49 J1 BLU
K1
L1
M1
A2 BLU
B2 ORN/GRN
C2 BRN
4 2 D2
M M M E2
F2 BLU/YEL
L
L
G2 WHT/ORN
K K
H2
J J
H H
J2
G G K2
F F L2
E E M2
D D A3
C C B3
TAN/LT BLU
GRN/ORN
ORN/GRN
ORN/GRN
GRA/WHT
GRN/ORN
GRA/WHT
GRN/ORN
ORN/GRN
ORN/GRN
GRN/ORN
ORN/GRN
GRN/ORN
B B
C3
GRA/GRN
GRA/GRN
RED/WHT
GRA/GRN
GRA/GRN
GRA/GRN
RED/GRN
PNK/WHT
RED/GRN
RED/GRN
GRN/BRN
GRN/RED
RED/GRN
RED/GRN
RED/GRN
WHT/PPL
YEL/GRN
PPL/WHT
PPL/WHT
YEL/WHT
BLK/GRN
GRA/BLU
GRA/BLU
GRA/BLU
GRA/BLU
GRN/YEL
BLK/GRN
PPL/GRN
PPL/GRN
PPL/GRN
PPL/GRN
BLK/GRN
PPL/GRN
PPL/GRN
YEL/GRN
YEL/PNK
YEL/GRA
YEL/GRA
RED/PPL
RED/PPL
RED/BLK
PNK/BLU
RED/PPL
YEL/RED
YEL/RED
YEL/BLU
YEL/PNK
A
BLU/YEL
YEL/BLU
BLK/YEL
BLK/YEL
BLK/YEL
PPL/BLK
YEL/PPL
YEL/BLK
YEL/PPL
YEL/BLK
A A
3 1
D3 BLK/GRN
E3 PNK/BLU
WHT
WHT
WHT
GRN
ORN
BRN
BRN
F3
BLU
BLU
BLU
BLK
BLK
BLK
BLK
BLK
BLK
BLK
BLK
BLK
BLK
BLK
YEL
YEL
4 1 G3 GRN/RED
H3 BLK/YEL
J3
K3
L3
AB BA BA ABCDE ABCDE FGH J K K J HGF EDCB A A BC CBA ABCD ABCD
G4
EDC BA AB 30 85 8687 BA ABCDE FGH J K L M N P

C2
ABCDEF
A1
E3
G1
G3
G2
ABCDE FGH J K
D2
H4
D1
H3
C1
H1
H2
D3
C3
C4
D4
B1
B2
A2
E2
A3
B3
B4
E4
E1
A4
F3
F1
F2
F4
M3 YEL/WHT
A4
B4
C4
D4
E4 GRN/YEL
F4 GRN/BRN
G
H
C
D
A
B
E
F
G4 PPL/GRN
4
H4
A B
J4
3
K4
L4 47 D C B A D C B A
39
2
M4
1
1
42
C
D
G
E
H
F
A
B
Page 6B-5.1 37
44 43 41 40 35 30 29 28 61184
90-8M0110489 32
H
A
46 36 34
48 45 38 33 31
Triple-Engine or Quad-Engine Helm Harness
1- Command control module (CCM) connector C

2- Command control module (CCM) connector B
3- Command control module (CCM) connector A
4- Horn (male connector)
5- Horn (female connector)
6- Main power relay
7- Trim
8- Tach link
9- Lever 1
10 - CAN X
11 - CAN P
12 - CAN H
13 - 14 pin
14 - Lever 4
15 - Switched load
16 - J‑box
17 - Key switch
18 - Start/stop
19 - Lanyard
20 - Lanyard ground

Triple-Engine or Quad-Engine Helm Harness
7 8 9
H
6 10 11 12 13 RELAY KEY
4 5
H
G
C
D
F
A
B
E
87 87
4
85 87a 86
3
3 87a
2
86 85
30
30
1
1
E
D
F
A
B
H
Relay Connector
Relay Components
G1
H1
D1
C1
E1
B1
F1
A1
G2
G3
H2
D4
C4
D2
C3
H4
H3
D3
A2
A4
E2
B2
E4
B4
B3
A3
G4
F2
F4
F3
C2
E3
30 85 8687 ABCDE FGH ABCDE FGH J K ABCDE AB AB AB ABCDE FGH J K L M N P as Viewed Separated
GRN/PPL
RED/PPL
PPL
GRN/PPL
PPL
YEL
PPL
BLK/YEL
YEL
GRA/WHT
PNK/WHT
WHT
WHT
GRA/WHT
BLK/RED
YEL/RED
TAN/LT BLU
PPL/TAN
BLU/RED
PPL/TAN
RED
RED
RED/GRN
BLU/RED
BLK/RED
GRA/RED
PNK/BLU
BLK/RED
BRN
BLU
ORN/GRN
GRN/ORN
RED
BLK/RED
ORN/GRN
BLU
BLU
BRN
GRN/ORN
BLU/YEL
TAN/LT BLU
RED
A1 WHT
B1 GRN/ORN
C1 YEL
D1
E1
F1 PNK/WHT
G1
H1
J1
K1
L1
M1
A2 BLU
B2 ORN/GRN
2 C2 BRN
D2
E2 14
F2 BLU/YEL
G2 BLK/RED
EDC BA
H2 GRN/RED
M M
4 2
M
J2 GRN/BRN
L L
K2 GRN/YEL
K K
L2 GRA/RED
J J M2
H
G
H
G
A3
F F B3
E E C3
D D
D3 BLK/RED PPL/WHT
A BC
C C
A
B
A
B
A
E3
F3
PNK/BLU BLK/RED 15
3 1
G3 GRN/RED
4 1 H3 BLK/YEL
J3
K3 BLU
K J HGF EDCB A
L3 WHT
M3
A4 GRN/ORN
B4 PPL
C4 ORN/GRN 16
D4
E4 GRN/YEL
F4 GRN/BRN BLK/RED
G4 PPL RED
H4
J4
K4
L4 RED
ABCDEF
M4 BLK/RED
A1 PPL/WHT
B1 PPL 17
C1 BLK/YEL
D1 YEL/RED
E1
F1
G1 BLK/RED
1 H1
A2
CBA
YEL/RED
B2 BLK/RED 18
C2 PPL
D2
E2
F2
A A
1 3
A
G2 BLK/RED
B B H2 BLK/YEL 19
C
D
C
D
A3
E E B3
F F C3 BLK/RED 20
G G
D3
H H
E3
H 2 4
F3
G3 RED/PPL
1 4 H3 RED/PPL
A4
B4
C4
D4 GRA/RED
E4
F4 RED
Page 6B-6.1 G4
H4
90-8M0110489 61239

BLK Black BLU Blue
BRN Brown GRA Gray
GRN Green ORN Orange
PNK Pink PPL Purple
RED Red TAN Tan
LT Light DK Dark

Auxiliary Joystick Harness, Dual Engine
1- Auxiliary joystick CCM connector A

2- Alarm horn
3- Alarm horn power
4- Trackpad termination
5- Trackpad
6- Joystick
7- CCM ID (resistor pack)
8- 14‑pin extension harness
9- Port E‑stop switch ground
10 - Port E‑stop switch
11 - Starboard E‑stop switch ground
12 - Starboard E‑stop switch
13 - Loopback
14 - Auxiliary joystick CCM connector B

Auxiliary Joystick Harness (Design 2), Dual Engine
1- Auxiliary joystick 60 ohm CAN termination

2- CAN adapter harness DeviceNet™ connector (to joystick)
3- CAN adapter harness male 4‑pin connector (connects to item 4)
4- Joystick (connects to item 3)
5- Joystick command module (CM) ID (resistor pack)
7- Starboard E‑stop signal
8- Starboard E‑stop ground
9- Horn signal
10 - Horn power
11 - Port E‑stop ground
12 - Port E‑stop signal
13 - 14‑pin loopback connector
14 - Joystick CM connector B
15 - Joystick CM connector A

Auxiliary Joystick Harness (Design 2) 3 4 6
Dual Engine 2 5
P
N E
1 M
D
F
C A
L B G
K H
D C B A J 7 8 9 10
B A
A B 1 2 3 4 5 A B C D D C B A A B C D E A B C D E F G H J K L M N P
PPL
PPL/YEL
BLU/YEL
PPL
BLK/YEL
BLK/YEL
BLK/YEL
BLU/WHT
BLU/WHT
PNK/WHT
WHT/BLU
WHT/BLU
BLK
PNK/BLU
RED
BLK
ORN
ORN
GRN
BLK
GRN
BLK
TAN/GRN
RED
BLK/ORN
WHT
WHT
RED
BLK
BLU
RED
BLK
BLU
1
17
1
9
2 TAN/GRN
3
9
1 17 4
10
2 18 5
11 6
3 19
17
12 7
1
9
15 4
5
13
20
21
8
14 9
6 22 10
15
7 23 11
16
8 24 12 PNK/BLU
13
14
24
16
8
15
16 BLK
17
18
19
20 RED
21 RED
24
16
22
8
23
24 BLK
BLK 11
17
1
9
1 BLK/ORN
9
2
1
2
10
17
18
3 BLK/YEL 12
11 4
3 19
17
12 5
1
9
14 4
5
13
20
21
6
7
14
6 22 8 PPL RED
15
7 23 9 PNK/WHT BLK
16
8 24 10 PPL
11 BLK/YEL
12 BLU/YEL
24
ORN
16
8
M
L
13 BLU/WHT ORN
N
K
C
14 WHT/BLU GRN
13
P
D
J
15 BLK/YEL
A
H
E
16 BLK
G
F
17 BLK
18
19
24
20 ORN
16
8
21 GRN GRN
22 RED
23 BLK/YEL
24 PPL/YEL
Page 6B-9.1
90-8M0110489 61153
Auxiliary Joystick Harness, Triple Engine
1- Auxiliary joystick CCM connector A

2- Alarm horn
3- Alarm horn power
4- Trackpad termination
5- Trackpad
6- Joystick
7- CCM ID (resistor pack)
9- Port outer E‑stop switch ground
10 - Port outer E‑stop switch
11 - Starboard inner E‑stop switch ground
12 - Starboard inner E‑stop switch
13 - Port inner E‑stop switch ground
14 - Port inner E‑stop switch
15 - Starboard outer E‑stop switch ground
16 - Starboard outer E‑stop switch
17 - Loopback
18 - Auxiliary joystick CCM connector B

Auxiliary Joystick Harness (Design 2), Triple or Quad-Engine
1- Alarm horn
2- Alarm horn power
3- Auxiliary joystick 60 ohm CAN termination
4- CAN adapter harness DeviceNet™ connector (to joystick)
5- CAN adapter harness male 4‑pin connector (connects to item 4)
6- Joystick (connects to item 3)
7- Joystick command module (CM) ID (resistor pack)
9- Port inner E‑stop switch ground
10 - Port inner E‑stop switch
11 - Starboard inner E‑stop switch ground
12 - Starboard inner E‑stop switch
13 - Port outer E‑stop switch ground
14 - Port outer E‑stop switch
15 - Starboard outer E‑stop switch ground
16 - Starboard outer E‑stop switch
17 - 14‑pin loopback connector
18 - Joystick CM connector B
19 - Joystick CM connector A

Thrust Vector Module (TVM) Harnesses

Thrust Vector Module (TVM) Harness ‑ Design I
24 16 8
17 9 1
3
YEL/GRN
WHT/BLU
RED/GRN
PPL/RED
RED/PPL
RED/PPL
GRN/YEL
PPL/WHT
BLK
BLK
2 WHT/BLK
S110
4
BLK/PNK BLK/PNK
WHT/YEL WHT/YEL
BRN/YEL GRA
YEL/GRN
RED/GRN
BRN BRN/YEL
1 YEL
RED/PPL
24 16 8
WHT/BLK 5
S109
BLK A
PPL/WHT B
17 9 1 WHT/BLU C
BLK
WHT 6
LT BLU PPL/RED 85
PNK/PPL RED/PPL 87
RED/PPL 30
GRA S111 RED/PPL 86
S108
PNK/PPL RED/PPL
BLK BLK
S113
RED/PPL RED/PPL
8 GRN/YEL
S112
GRN/YEL
7
ORN/BLU ORN/BLU
WHT WHT
S106 S107
LT BLU LT BLU
RED/PPL
BLK
S105
YEL YEL
BRN BRN
S104
GRA/WHT GRA/WHT
GRN/ORN GRN/ORN 59324

1- Thrust vector module (TVM) connector B
2- Steering pressure sensor
3- TVM connector A
4- Steering actuator
5- Power steering pump signal driver
6- Main power relay
7- 14‑pin engine data
8- 14‑pin helm data

Thrust Vector Module (TVM) Harness ‑ Design II
24 16 8
17 9 1
3
BLK/GRN
YEL/GRN
BLK/GRN
WHT/BLU
RED/GRN
PPL/RED
RED/PPL
RED/PPL
PPL/WHT
2
A PPL/YEL
B WHT/ORN
S110
C WHT/BLK
D BLK/ORN
S114
BLK/ORN BLK/ORN 4
WHT/YEL WHT/YEL
S117
BRN/YEL PPL/YEL
YEL/GRN
WHT/ORN RED/GRN
BRN BRN/YEL
1 YEL
PPL/WHT
24 16 8
WHT/BLK 5
S109 BLK/GRN A
PPL/WHT B
17 9 1 WHT/BLU C
BLK/GRN
WHT 6
BLU PPL/RED 85
RED/BLK RED/PPL 87
RED/PPL 30
PPL/YEL RED/PPL 86
S111
S108
RED/BLK RED/BLK
BLK BLK
S113
PPL/WHT PPL/WHT
8 BLK/YEL BLK/YEL
7
ORN/GRN ORN/GRN
S107
WHT WHT
S106
BLU BLU
RED/PPL
BLK/GRN
S105
YEL YEL
BRN BRN
S104
GRA GRA
GRN/ORN GRN/ORN 59325

1- Thrust vector module (TVM) connector B
2- Steering pressure sensor (and current sensor ‑ future use)
3- TVM connector A
4- Steering actuator
5- Power steering pump signal driver
6- Main power relay
7- 14‑pin engine data
8- 14‑pin helm data

Triple or Quad-Engine Trim Harness

3
H
G GRN P
F GRN/RED N
E GRN/RED GRN/YEL M
D BLU/RED GRN/WHT L 4
C K
B J
A PPL PPL/BLK H
LT BLU G
2 BLU/RED F
H BLU/YEL E
G LT BLU/WHT D
F C
E GRN/YEL BLK B
D BLU/YEL RED/PPL A
C
B
A PPL
PPL/BLK A
1 RED/PPL B 5
H C
G BLK LT BLU D
F GRN GRN E
E GRN/WHT F
D LT BLU/WHT BLK G
C LT BLU H
B RED/PPL
A PPL/BLK
6
GRN
GRN C
7 LT BLU LT BLU
RED/PPL
B
A
RED/PPL
61368
1- Starboard and port trim connectors

2- Center/starboard inner trim connector
3- Port inner trim connector (weather capped for triple‑engine applications)
4- ERC trim pad input connector
5- ERC handle trim all connector (weather capped for typical applications)
6- Trim pad output connector (weather capped for typical applications)
7- Trim switch bullet connectors (weather capped for typical applications)

Engine Harness: CAN P, CAN X, CAN H, and TVM Power

IMPORTANT: This diagram is a subset of the 200–400 HP Verado engine harness diagram. Not all wires to the connectors are
shown. For the complete diagram, see the 200–400 HP Verado Service Manual.
5
6
3 4
A B P NM L K J HG F E D C B A K J HGF EDCB A
BLK
YEL
YEL
BLK
GRN/ORN
BLU
BLU
BRN
BRN
ORN/GRN
WHT
GRN/ORN
ORN/GRN
WHT
RED/PPL
RED
2
S101B S101A S111B
RED
ABCDEF
RED/PPL
S117
S116
S114
S115
1
1 2
3
4
5
32 21 11 6
7
8
9
10
11 WHT
12
13
14
15
16
17
18
19
20
21 BLU
22
23
24
25
26
22 12 1 27
28
29
30
31 YEL
32 BRN 59326
1- Propulsion control module (PCM) connector A

2- Fuse block C2, 20‑amp fuse
3- Engine hot stud (+12 VDC)
4- Engine ground
5- CAN X terminator
6- 14‑pin engine data harness connector
7- 10‑pin CAN P/H connector

Notes:

Joystick
Joystick Piloting for Outboards

Piloting
for Outboards
DI AGNO S T I C MAN UAL

DI AGNO S T I C MANUAL
www.mercurymarine.com.au www.mercurymarine.com www.brunswick-marine.com

41-71 Bessemer Drive P.O. Box 1939 Parc Industriel de Petit-Rechain
Dandenong South, Victoria 3175 Australia Fond du Lac, WI 54936-1939 USA B-4800 Verviers, Belgium
90-8M0110489
JUNE 2016
© Mercury Marine. All rights reserved. 90-8M0110489 JUNE 2016

Printed in U.S.A.

8M0110489 - JPO Starfish Manual de Serviço

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

8M0110489 - JPO Starfish Manual de Serviço

Hochgeladen von

Copyright:

Verfügbare Formate

Joystick

Joystick Piloting for Outboards

DI AGNO S T I C MAN UAL

www.mercurymarine.com.au www.mercurymarine.com www.brunswick-marine.com

© Mercury Marine. All rights reserved. 90-8M0110489 JUNE 2016

Additional alerts provide information that requires special attention:

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

Page i © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Cleanliness and Care of Product

Copyright and Trademark Information

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page ii

Page iii © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1A-1

Steering System Safety

Additional Service Information

Type of fault Method to clear

CDS G3 Service Tool

Connecting and Starting G3

Page 1A-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Connection to the Junction Box or Diagnostic Port

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1A-3

CAN traffic indicators

If G3 Does Not Communicate with the Engine

CDS G3 and Joystick Piloting Systems

Page 1A-4 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

G3 Service Tool Home Screen Overview

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1A-5

Controller Area Network (CAN)

Yellow or red 10-pin CAN terminator Blue 2-pin CAN terminator

Page 1A-6 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1B-1

Lubricant, Sealant, Adhesives

Joystick Piloting for Outboard System Maintenance

Power Steering Cylinder and Actuator Assembly

Power Steering Pump

Checking Power Steering Fluid

b a - Power steering cover

Tube Ref No. Description Where Used Part No.

Anti‑Collision Link Cables and Springs

Page 1B-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 1B-3

Page 1B-4 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Theory and Troubleshooting

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2A-1

Joystick Piloting Theory of Operation

Page 2A-2 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Helm Controller (CCM)

Engine Controller (PCM)

Steering Controller (TVM)

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2A-3

Gauges and Displays

Joystick Trim Assist Theory of Operation

Enabling the Joystick Trim Assist Features

Joystick Trim Up Feature

Joystick Trim Down Feature

Troubleshooting Joystick Trim Assist

Page 2A-4 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016

Uneven Engine Trimming

Dynamic Toe Angle

Steering Actuator and Cylinder Operation

90-8M0110489 eng JUNE 2016 © 2016 Mercury Marine Page 2A-5

Hydraulic flow while steering straight

Steering forces and hydraulic flow during a turn to starboard

Page 2A-6 © 2016 Mercury Marine 90-8M0110489 eng JUNE 2016