01 Zeus Section 1 1 2011

Zeus Training Module
Section 01
Component Location and
Identification
Cummins MerCruiser Diesel Marine, LLC

Zeus Component Location and Identification 10/16/2011
Cummins MerCruiser Diesel Marine, LLC 1







Vessel operation all starts here with the key switch and stop/start panel.
Every helm must have a start/stop panel for each engine. The key switches
may not be located on the helm but in a remote position. In the event that
the key is located on the main helm, the key switch could be used for the
start/stop function.
Start/Stop Panel—The Start/Stop Panel allows the operator to start and/or

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. This is an optional component at the main station, if key
switches are installed within the operators reach. Otherwise, this is a
mandatory component on secondary stations where no key switches are
installed (i.e. second station).

The electronic throttles are used for shifting the transmission and controlling
engine speed. Each lever outputs three analog signals which are sent to the
port and starboard CCMs. The CCMs output the throttle shift signal using
CAN X and CAN P. CAN P is the backup CAN for to CAN X.
The vessel Digital Throttle and Shift (DTS) system controls transmission
operation through the engine's drive application harness and a dedicated
19-pin connector on the drive harness. Applications dedicated to DTS are
single lever control, throttle only, dock mode, engine synchronization, helm
transfer, and trolling mode. The DTS communicates on CAN P

Electronic Steering—The electronic steering wheel is made up of: a motor,

sensor, and actuator assembly to provide directional input to the control
system. This directional input is translated into commands and sent to the
TVM on the drives.
The steering wheel actually turns an electric motor which outputs an

electrical signal to be interpreted by the both the port and starboard CCMs.
In turn, the CCMs output a signal to each TVM for steering control .

The Joy Stick outputs an analog signals which are interpreted by the CCM’s
as a desired thrust angle. The CCM’s in turn outputs a digital signal on CAN
X to control steering.
Joystick—The joystick provides directional input to the control system,

which in turn commands the pods. This control is provided on three axes;
fore to aft, side to side, and yaw (twisting the joystick).

Trim tab switches out put a signal to the SMM module which interprets
these signal and outputs a signal to the TVM using Can H.
Trim Tab Smart Multiplex Module (SMM)—The Trim Tab Smart Multiplex
Module (SMM) reads the switch settings from the trim tab panel and
converts these inputs to data that can be read by the SmartCraft network.
Tab SMM Harness—The Tab SMM harness connects the Tab SMM to the
trim tab panel and to the standard junction box.

Precision Pilot Track Pad—Using the Precision Pilot track pad, the user is
able to enter waypoints along a desired path and the boat will navigate itself
along this path. Skyhook is another feature of the Precision Pilot track pad.
By enabling Skyhook, the control system uses a set of coordinates
(longitude and latitude) read from the GPS and holds the boat at this
approximate location. The Precision Pilot track pad is also used for heading
control.

1. Global Position Sensor (GPS)

2. Navigation System Extension Harness
3. Navigation System Y-harness
4. Standard Junction Box (J-box)
5. Precision Pilot Pad
6. System Tachometer
7. Starboard Link Gauges
8. Port Link Gauges
9. Vesselview
10. USB Extension Harness
11. Starboard Link Gauges
12. Vesselview Harness
13. Ambient Air Temperature Sensor
14. NMEA0183 Extension Harness
15. Starboard 2nd Station Link Gauge
16. Port 2nd Station Link Gauge
17. Audio Warning Alarm Horn
18. Systemtach Harness
19. Alarm Horn
20. Harness Carrying Starboard Engine Data
21. Zeus Twin Engine Helm Harness
22. CAN X Terminator
23. Starboard CCM (Command Control Module)
24. Switched Load Connector
25. Starboard Main Power Relay
26. Starboard ECU Main Power Disconnect
27. Starboard Clean-power Harness
28. Starboard Main Power Disconnect
29. Alarm Horn
30. 2nd Station Starboard Levers
31. 2nd Station Port Levers
32. Alarm Horn
33. Port ECU Main Power Disconnect
34. Starboard Main Power Disconnect
35. Port Main Power Relay
36. Switched Load Connector
37. Port CCM
38. CAN X Terminator
39. Zeus Twin Engine Extension Harness
40. Halon Breakout
41. Key Switch Extension Harness
42. Key Switch
43. Start/Stop Panel
44. E-stop Switch
45. Key Switch
46. Key Switch Extension Harness
47. Halon Breakout
48. Steering Tilt Actuator Wiring
49. Force-feedback Steering Column
50. Steering Motor Wiring
51. Harness Carrying Port Engine Data
52. Port ERC (Electronic Remote Control) Lever
53. Port ERC Lever 1 Wiring
54. Starboard ERC Lever 1 Wiring
55. Starboard ERC Lever
56. DTS Pad (Mounted In ERC Head [See Number 64])
57. Joystick
58. CAN V Terminator
59. Smart Junction Box
60. Alarm Horn
61. Port Link Gauges
62. System Tachometer
63. Trim Tab Panel
64. DTS Pad (Mounted In ERC Head [See Number 56])
65. Trim Tab Smart Multiplex Module (SMM)
66. Trim Tab SSM Harness
67. Navigation System Extension Harness
68. Inertial Measurement Unit (IMU)
69. CAN V Extension Harness
70. Port E-stop Wiring
71. Starboard E-stop Wiring




The HH pod was built using a low pressure return side hydraulic oil filter,
there was a midterm update to the HH pod which required a high pressure
oil filter be installed in the line from the pump outlet.
The low pressure filter was removed in exchange for the high pressure filter.
Other than adding a high pressure filter, the HH and IH pods look identical.

The most visible change to the HH pod to make it a IH pod was the
relocation of the hydraulic oil filter. The filter was changed from a low
pressure return filter to a high pressure filter located on the pump outlet.
There was need at this time for a software change.

IMPORTANT: The gear lube level in the gear lube monitor will rise and fall
during drive operation. Check the gear lube level when the drive is cool and
the engine is off. High Performance Gear Lube 92-858065Q01
Scheduled Maintenance:
IMPORTANT: The factory filling of the drive gear case and gear lube monitor
utilizes a specially formulated break-in gear lube. Break-in gear lube must be
changed after the first 25 hours, not to exceed 30 hours of operation, to
prevent premature gear wear. The color of break-in gear lube is brown. Drain
the drive and gear lube monitor of the break-in gear lube and fill with the
specified gear lubricant. Refer to Drive Gear Lube.

Theory of Operation: The Zeus pod drive system is an integrated engine

and drive package that provides steerable thrust vectoring through
electronically controlled gearcase orientation and propeller rotation. An
electronically controlled, hydraulically driven steering actuator is located in
the center section of the drive and attached to the drive gearcase. The
Thrust Vector Module (TVM) sends electronic signals to the steering
hydraulic manifold which controls the steering actuator. Primary hydraulic
power is provided by a shaft driven high pressure pump attached to the rear
of the transmission.
Trim Components: Theory of Operation, The Zeus drive includes integrated

hydraulically actuated electronically controlled trim tabs. The DTS command
module auto trim feature can automatically adjust the trim tab position. The
command module (CCM) communicates trim position demand information to
the Thrust Vector Module (TVM) which controls trim position by controlling
hydraulic oil flow to the trim cylinder. Auto trim position parameters are
programmed to meet specific vessel's operating characteristics. Trim tab
position can also be manually controlled from the helm.

Forward gear solenoid – engages the transmission's forward gear.
Reverse gear solenoid – engages the transmission's reverse gear.
The Zeus transmission uses two shift solenoids one for reverse and one for
forward travel direction. Each solenoid receives its shift signal from the SIM
module.
The transmission Forward Reverse function can also be controlled

(manually) using the Allen head screw.

Theory of Operation: The Zeus drive includes integrated hydraulically

actuated electronically controlled trim tabs. The DTS command module auto
trim feature can automatically adjust the trim tab position. The command
module communicates trim position demand information to the Thrust Vector
Module (TVM) which controls trim position by controlling hydraulic oil flow to
the trim cylinder. Auto trim position parameters are programmed to meet
specific vessel's operating characteristics. Trim tab position can also be
manually controlled from the helm.
a. Trim Cylinder
b. Trim Tab Position Sensor
c. Trim Control Manifold
d. Trim Tab A Pressure Sensor
e. Trim Tab A Coil
f. Trim Tab B Pressure Sensor
g. Hydraulic Fluid Inlet Fitting
h. Hydraulic Fluid Outlet Fitting
i. Trim Tab B Coil

Theory of Operation: The Zeus pod drive system is an integrated engine

and drive package that provides steerable thrust vectoring through
electronically controlled gearcase orientation and propeller rotation. An
electronically controlled, hydraulically driven steering actuator is located in
the center section of the drive and attached to the drive gearcase. The
Thrust Vector Module (TVM) sends electronic signals to the steering
hydraulic manifold which controls the steering actuator. Primary hydraulic
power is provided by a shaft driven high pressure pump attached to the rear
of the transmission. All steering commands are communicated from the helm
through the vessel controller Area Network (CAN) to the TVM mounted on
each drive. Each TVM has a starboard or port designation that allows each
drive to respond independently to steering commands. The backup steering
system includes a electrically operated backup steering pump, independently
hydraulic fluid lines, and an isolator valve integrated into the hydraulic
manifold.
a. Hydraulic Manifold
b. Secondary Drive Position Sensor
c. Steer B Pressure Sensor
d. Hydraulic Tank Pressure Sensor
e. Steer A Coil
f. Hydraulic Pump Pressure Sensor
g. Steer A Pressure Sensor
h. Steering
Cummins MerCruiser Select
Diesel CoilLLC
Marine,
i. Steer B Coil
Transmission Oil Coolers: The standard drive unit is provided with a

primary (tandem) oil cooler for cooling the hydraulic oil in the steering system
and the transmission oil (fluid). When the drive is equipped with a drop box a
secondary seawater cooler is attached to the transmission in front of the
primary cooler. On some models a remote mounted cooler (to assist in
cooling the transmission fluid) may be mounted on the engine. The seawater
pump on the engine pumps seawater through hoses to each of the coolers in
an in-line arrangement. After exiting the tandem cooler the heated cooling
water is dumped overboard through a seacock mounted on the center
section. The cooling of the steering system and transmission are greatly
dependent on the heat transfer through the tubes within the coolers (heat
exchangers). The seawater coolers and connections must be checked at the
interval shown in the maintenance schedule or whenever decreased cooling
efficiency is suspected.
a. Seawater Outlet Valve

b. Transmission Fluid Drain Plug
c. Hydraulic Oil Cooler
d. Exhaust Outlet Connection
e. Engine Seawater Outlet
f. Muffler Seawater Bypass Outlet
g. Seawater Inlet Seacock
h. Hydraulic Fluid Drain Plug
i. Gearcase
Cummins MerCruiser Diesel Drain Plug
Marine, LLC
Theory of Operation: The backup steering pump provides a backup

hydraulic system for the drive steering actuator. The pump is electrically
operated and powered through a dedicated clean power battery connection.
Two separate relays control pump operation. One relay supplies the backup
steering pump power for clockwise operation of the steering actuator and the
other provides for counter clockwise operation. The backup steering pump
harness receives steering demand commands from a connection to the drive
harness. The backup steering system includes a electrically operated
backup steering pump, independen hydraulic fluid lines, and an isolator valve
integrated into the hydraulic manifold.

Hydraulic pump – provides primary hydraulic oil pressure from a shaft

driven pump to both the steering and trim systems.
Pump pressure control coil – adjusts hydraulic pump output according to

instructions provided by the TVM.
Pressure transducer, 3000 psi (steering, tab, hydraulic pump)—The

pressure transducers for Steering Pressure Port A and B, Tab Pressure Port
A and B, and Steering Hydraulic Oil Pressure are all identical and can be
swapped by position and side to side.

A new low water temperature gear cooler system.
For the QSC, additional gear cooling capacity is required, so an on-pod cold
water cooler is used in addition to the vertical tandem cooler. This additional
cooler takes cold(er) water from a fitting on the tube between aftercooler and
heat exchanger (see Figures 9 and 10). The fittings at each end are 19 mm
(3/4 inch) hose barb, and the hose from engine to pod is not provided in the
kit. The customer should source ¾ inch water hose to the preferred length
for his installation. The associated options for QSC pod cooling are HX9140
(contains the correct water crossover tube) and OC9106 (no on-engine
gear cooler).

A new low water temperature gear cooler system.
For the QSC, additional gear cooling capacity is required, so an on-pod cold
water cooler is used in addition to the vertical tandem cooler. This additional
cooler takes cold(er) water from a fitting on the tube between aftercooler and
heat exchanger (see Figures 9 and 10). The fittings at each end are 19 mm
(3/4 inch) hose barb, and the hose from engine to pod is not provided in the
kit. The customer should source ¾ inch water hose to the preferred length
for his installation. The associated options for QSC pod cooling are HX9140
(contains the correct water crossover tube) and OC9106 (no on-engine
gear cooler).

a. Hydraulic Oil Reservoir

b. Primary Cooler
c. Hydraulic Pump
d. Filter Head
e. Hydraulic Oil Filter

a. Hydraulic Supply Hose, Steering Manifold to Trim Manifold

b. Hydraulic Hose, Oil Filter Outlet to Steering Manifold
c. Hydraulic Return Hose, Trim Manifold to Steering Manifold
d. Hydraulic Hose, T-fitting to Reservoir
e. Hydraulic Hose, Pump to Oil Filter Inlet
f. High-pressure Oil Filter

Anodes and MerCathode System: This Cummins MerCruiser Diesel drive

is equipped with trim tab mounted sacrificial anodes and a MerCathode
system to help control the effects of galvanic corrosion. Sacrificial anodes
help protect against corrosion by being more chemically active and more
readily corroded than other drive components. Additional sacrificial anodes
may be mounted on the vessel to provide additional corrosion protection for
vessel components. IMPORTANT: Replace sacrificial anodes if they are
eroded 50% or more. The MerCathode system uses an electrode controller
and anode assembly to protect against galvanic corrosion. The MerCathode
system should be tested annually to ensure adequate output. The test
should be performed where the boat is moored, using the Quicksilver
Reference Electrode and Test Meter.
See MerCathode System Testing.

After the first 25 hours and not to exceed 30 hours of operation ___
Change the transmission oil (fluid) and filter, including the transmission oil in
the drop box, if equipped.
Every 250 hours of operation or once a year (whichever occurs first)

Change the transmission oil (fluid) and filter, including the transmission oil in
the drop box, if equipped.

This Cummins MerCruiser Diesel drive is equipped with trim tab mounted
sacrificial anodes and a MerCathode system to help control the effects of
galvanic corrosion. Sacrificial anodes help protect against corrosion by being
more chemically active and more readily corroded than other drive
components. Additional sacrificial anodes may be mounted on the vessel to
provide additional corrosion protection for vessel components.
IMPORTANT: Replace sacrificial anodes if they are eroded 50% or more.
The MerCathode system uses an electrode controller and anode assembly

to protect against galvanic corrosion. The MerCathode system should be
tested annually to ensure adequate output. The test should be performed
where the boat is moored, using the Quicksilver Reference Electrode and
Test Meter.

Inertial Measurement Unit (IMU)—The Inertial Measurement Unit (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 indicate the vessel’s attitude and
rate of turn.

Global Positioning System (GPS)—Global Positioning System (GPS) is a

system specific device that provides the location, speed, and direction of the
vessel. This information comes from satellites that transmit radio signals to
the GPS unit
Precision Pilot Track Pad—Using the Precision Pilot track pad, the user is
able to enter waypoints along a desired path and the boat will navigate itself
along this path. Skyhook is another feature of the Precision Pilot track pad.
By enabling Skyhook, the control system uses a set of coordinates
(longitude and latitude) read from the GPS and holds the boat at this
approximate location. The Precision Pilot track pad is also used for heading
control.


The Gen 2 Zeus is the last scheduled up date to the Zeus module. Some of
the largest changes will be discussed over the next several slides. These
changes were driven by customer demand, safety, and cost reduction.
Because of some of the changes a different software package is used on the
Gen 2 than is used on the Gen 1 pods.

A check valve has been added to the trim circuit to prevent the tab from
settling. The anode change is to prevent premature anode brakage.

Eliminated backup hydraulic pump Added manual override buttons to steering/trim

valves. Combined steering and trim valves into one manifold.

Added pilot operated check valve to trim tab circuit, to prevent tab droop while shut
down.

Description:
Two-piece anodes are for corrosion protection, secondary to the Mercathode
protection
Design Changes:
Use two-piece design to improve retention. Anode material changed from
zinc to aluminum-gallium and have steel threaded hex inserts.

Description:
•Mid section modified to fit new inlet and outlet sea cocks.
•Inlet seacock can be installed in either port or starboard direction (port
direction shown).
•Pad for serial number was moved forward for better access.

Description:
Pod will ship with sealed cover plate - seacock ordering is optional Available
2” (QSB) or 2.5" (QSC) full flow ball valve with elbow Allows port or
starboard orientation

Description:
Replaced 1.5" Blakes sea cock with 1.5" full flow flanged ball valve, to
improve access to handle. Modified mid-plate mounting

Description:
New harness to support Gen 2 hardware - Elimination of unused connectors,
Improved harness robustness, New harness layout, Improved mounting and
retention as well as better harness sheathing for improved aesthetics.

Seacock: Option of orienting the seacock to port, starboard, or don’t pickup water
from pod at all. Seacock is shipped loose and installed after pod is installed (rather
than removing then reinstalling as is currently done)
Backup Pump Power: Backup pump power harnesses no longer needed. Two
fewer harnesses, breakers, and connections at the battery bus.
Steering Sensor Cover: Steering sensor cover eliminates need to remove

connectors during installation.


What is a CAN net work and what does it do?
A device that performs multiplexing; it selects one of many analog or digital

input signals and forwards the selected input into a single line. An electronic
multiplexer (controller) makes it possible for several signals to share one
device or resource, for example a analog to digital converter
(sensor/controller) instead of having one device per input signal. What CAN
allows is the ability to have more than one input devise on a single network.
You would not need to have separate wires for every sensor or input/output.
There are 5 CAN networks used on Zeus the Zeus product (SmartCraft)
CAN P, X, H,V, J (J1939).


CAN P, X, H,V, J (J1939).


CAN P, X, H,V, J (J1939).

In this model we see the SMM communicating with the Smart Junction box,
the Smart Junction box communicates with the CCMs. The CCMs each
communicate with their SIM which communicates with its ECM and TVM

•The Tab Smart Multiplex Module, or SMM, receives switch inputs from the Trim
Tab panel and broadcasts them using SmartCraft protocol to the CCMs.
•If the switch inputs indicate that the operator is using the trim manually, it will
simply convert the analog signals into digital signals and send them to the starboard
CCM, which in turn, will command the TVMs to adjust the trim tabs to meet operator
demand
•However, if the Auto Trim switch is active, the SMM will convert the signal to a
message and send it to the starboard CCM, which in turn, will use preprogrammed
strategies to automatically adjust the trim tabs to optimize vessel performance.

The Tab switches signal the SMM, the SMM communicates with the junction
box on CAN H. The Junction box communicates with the Smart Junction
Box, the Smart Junction Box communicates with starboard and port CCM
and the CCM’s communicates with their respective TVM on CAN P.

•The Smart Junction Box, or SJB, serves as an intelligent connector for

numerous network devices. It serves as the connection point for the helm
harness, SmartCraft display devices, and other vessel accessories. The SJB
houses the CAN termination resistors for CAN P, H. When installed in a
multiple helm configuration the SJB must be located at the furthest helm on
the CAN bus.
•The SJB also contains LEDs that indicate network activity and other devices
such as CAN repeaters and termination resistors.

•Each CCM contains the majority of the programming for the control system
The CCM takes operator input signals from the controls, and translates it into
messages for the rest of the Zeus control system. It also contains Precision
Pilot and Auto Trim programming, and interacts with the navigation system
as well The CCM uses the CAN-P, CAN-H and CAN-X networks transmitting
with SmartCraft protocol. It sends throttle input commands to the Engine
Control Module, via the System Integration Module. Some of the more
important inputs to the CCM include -Joystick signals - Engine Start and
Stop signals - Electronic Steering Column signals
•DTS and ERC Lever signals

•Both the port and starboard engines have their own VIP, and each houses
circuit breakers, an engine diagnostic port, engine START and E-STOP
buttons and the System Integration Module
•The System Integration Module, or SIM, communicates with the ECM via
J1939 for engine control, and controls and monitors transmission related
functions with analog circuits. Additionally, it is used by the SmartStart
system for engine starting and stopping

•The purpose of the ECM is to control engine operation. It uses the SAE
J1939 standard protocol for CAN communication
•The Zeus ECM is unique in that it looks for a digital throttle message rather
than an analog input signal for control of engine RPM.

Engine ECM: the software in the engine ECM controls the engine RPM,
timing, fault codes, fueling, and all engine related functions. INSITE is used
to communicate with the engine ECM.

Cont’d
Engine ECM: the software in the engine ECM controls the engine RPM,
timing, fault codes, fueling, and all engine related functions. INSITE is used
to communicate with the engine ECM.

• The TVM, controls Zeus pod related components such as the steering and
trim tab actuators. It also monitors numerous input pressure, temperature
and position sensors
• Each Zeus pod has its own TVM, and communicates over the networks
using SmartCraft protocol on CANP and CANX.

The 5 CAN networks used in SmartCraft protocol. CAN V is used to

communicate with a boats power generator.

Termination resistors are required on all CAN networks. These 120 ohm
resistors, one at each end of the bus, are used to put a small load on the
CAN bus to help silence shadow frequencies caused by induction created by
the communication frequencies during normal communications. These
unwanted frequencies if not absorbed would interfere with the normal
communications.

CAN H is used as the Helm communication network

All controls except throttle and shift. CAN P is also the backup network for
CAN X

CAN X Throttle and Shift

The throttle levers output three analog signals, these signal are converted to
a digital signal (SmartCraft) by the CCM and communicated to SIM module.
The SIM module takes the SmartCraft signal and converts it to J1939 and
communicates that information to the engine ECM. The engine ECM
communicates on 1939 witch Cummins engine uses on all of their engine
networks.


CAN P
Responsible for feeding messages and information to the Vessel View. It is the back
up network for Can X. CAN P exists from the stern to the helm on starboard and
port side of the vessel.
CAN J
Responsible for feeding the ECM messages, status and codes to the SIM. CAN J
exists between the ECM and the SIM in the VIP box
CAN X
Responsible primarily for Throttle and Shifting. CAN P is its backup
CAN H
Responsible for Helm component communication as well as CCM communication.
CAN H only exists on Axius and Zeus systems.
CAN V
Responsible for the generator on the vessel. This is the generators link to the
SmartCraft system. It exists from the generator and the SJB

Note: SmartCraft 2.2 is not platform dependent, that is, 2.2 will replace 1.0, 2.0, and
2.1 and is used for inboard, stern drive, Zeus and Axius applications. SmartCraft 2.2
will be used for DTS as well as Non DTS.
SC 2.2 can be used for dual engine dual helm applications as well. Vessel View will
also be a requirment.








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Zeus Training Module

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC 1

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC 3

Cummins MerCruiser Diesel Marine, LLC 4

Cummins MerCruiser Diesel Marine, LLC 5

Cummins MerCruiser Diesel Marine, LLC 6

Cummins MerCruiser Diesel Marine, LLC 7

Start/Stop Panel—The Start/Stop Panel allows the operator to start and/or

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC

Electronic Steering—The electronic steering wheel is made up of: a motor,

The steering wheel actually turns an electric motor which outputs an

Cummins MerCruiser Diesel Marine, LLC

Joystick—The joystick provides directional input to the control system,

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC

1. Global Position Sensor (GPS)

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC 15

Cummins MerCruiser Diesel Marine, LLC 16

Cummins MerCruiser Diesel Marine, LLC 17

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC

Cummins MerCruiser Diesel Marine, LLC

Theory of Operation: The Zeus pod drive system is an integrated engine

Trim Components: Theory of Operation, The Zeus drive includes integrated

Cummins MerCruiser Diesel Marine, LLC

Forward gear solenoid – engages the transmission's forward gear.

Reverse gear solenoid – engages the transmission's reverse gear.

The transmission Forward Reverse function can also be controlled

Cummins MerCruiser Diesel Marine, LLC

Theory of Operation: The Zeus drive includes integrated hydraulically

Cummins MerCruiser Diesel Marine, LLC

Theory of Operation: The Zeus pod drive system is an integrated engine

Transmission Oil Coolers: The standard drive unit is provided with a

a. Seawater Outlet Valve

Theory of Operation: The backup steering pump provides a backup

Cummins MerCruiser Diesel Marine, LLC

Hydraulic pump – provides primary hydraulic oil pressure from a shaft

Pump pressure control coil – adjusts hydraulic pump output according to

Pressure transducer, 3000 psi (steering, tab, hydraulic pump)—The

Cummins MerCruiser Diesel Marine, LLC

A new low water temperature gear cooler system.

Cummins MerCruiser Diesel Marine, LLC 28

A new low water temperature gear cooler system.

Cummins MerCruiser Diesel Marine, LLC 29

a. Hydraulic Oil Reservoir

Cummins MerCruiser Diesel Marine, LLC

a. Hydraulic Supply Hose, Steering Manifold to Trim Manifold

Cummins MerCruiser Diesel Marine, LLC

Anodes and MerCathode System: This Cummins MerCruiser Diesel drive

See MerCathode System Testing.

Cummins MerCruiser Diesel Marine, LLC 32

Every 250 hours of operation or once a year (whichever occurs first)

Cummins MerCruiser Diesel Marine, LLC 33

IMPORTANT: Replace sacrificial anodes if they are eroded 50% or more.

The MerCathode system uses an electrode controller and anode assembly

Cummins MerCruiser Diesel Marine, LLC

Inertial Measurement Unit (IMU)—The Inertial Measurement Unit (IMU) is

Cummins MerCruiser Diesel Marine, LLC