All the PGN’s (messages) from SRC (source) 13 on the screen above are coming from the EMU-1 and the right-hand window is a breakdown of the “Engine Parameters, Dynamic” PGN 127489. On Gizmo there are umteen ways to display N2K info, but for the real nitty-gritty there’s nothing like Actisense’s NMEA Reader (or Maretron’s N2KAnalyzer). I also had to fiddle with RPM ratio until it matched (what I’ve always considered) tachometer reality, and that was it… I look forward to getting the temp numbers right as the Config Tool evolves, but in truth, the number I’m getting is quite usable because it’s consistent. The exception is coolant temperature, which is reading about 15° high (I have a Maretron temp sensor on the block, which confirms the analog gauge). There’s not much custom calibration possible until Actisense adds it (planned) but in most cases the digital signals seem to match my analog gauge readings pretty well. The Tool is pretty straightforward drop-down menus let you specify which signal is attached to which terminal and then select possible gauge calibration profiles. (It’s necessary to have an Actisense NGT-1 Gateway between the boat’s N2K network and whatever PC you use, but there are numerous other good uses for the gateway, like feeding boat info to a compatible charting or instrument program.) Then came the exciting moment when I fired up both the Volvo Penta (whose ignition now also activates the EMU-1) and the EMU Config Tool software above. Removing the panel made the job easier, and I also used 3M Scotchlok IDC tap connectors that will eventually get their own Panbo entry. The most tedious part of the install was attaching all those skinny alarm, gauge, and tach signal wires seen on the EMU-1 terminals (top photo) to the appropriate wires on the back of the old gauge panel. This is a semi-redundancy I like! (The three trouble lights and their associated audio alarms are a different deal, which I’ll explain further down.) If the old coolant temperature gauge (upper left) fails, for instance, the EMU will still deliver the temp information if the sender is working, at least theoretically…and if the EMU or N2K network fail, the gauge will still work. Incidentally, one neat nuance of the EMU-1 is that each of its 6 gauge channels can automatically sense the presence of an analog sibling, adjusting its calibration curve to suit and also sending power to the sender if needed. I’m too conservative to totally remove Gizmo’s old gauges (like the set above at the lower helm), but I’m already confident enough of the EMU-1 data that I plan to move them to an obscure location when I do a “glass bridge” makeover this winter. I’m going to be better informed about my engine’s health, which is very important, while also gaining some scarce helm panel real estate for better uses than dumb analog gauges… That Actisense EMU-1 is now converting the analog gauge data from the boat’s 14-year-old Volvo Penta diesel into NMEA 2000 messages that can be displayed in multiple ways on most any MFD or instrument screen on board and can also be custom alarmed and logged. It’s great to test an unusual device that promises to do something new and desirable for the good vessel Gizmo and find out that it installs fairly easily and works quite well.
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