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Engine Monitoring Unit
Version 2.44
LXNAV d.o.o. • Kidričeva 24, 3000 Celje, Slovenia • tel +386 592 33 400 fax +386 599 33 522
marine@lxnav.com • marine.lxnav.com
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1 Important Notices 3
1.1 Limited Warranty 3
1.2 Packing Lists 4
2 Technical Data 5
2.1 General specifications 5
2.2 NMEA2000 specifications 5
2.3 Inputs 6
2.3.1 Analog inputs 1-5 6
2.3.2 Tach inputs (marked Frequency input 1-2) 7
2.4 Outputs 7
2.5 Accuracy 8
3 Engine monitor connectors 9
3.1 NMEA2000 M12 connector pinout 9
3.2 Sensor connectors pinout 10
3.3 Connector kit 11
3.4 Crimping and inserting wires 12
3.5 Examples for sensor connections 15
3.5.1 Resistive type sensors 15
3.5.2 Voltage type sensors with reference 15
3.5.3 Voltage output type sensors 16
3.5.4 Voltage output type sensors with external power supply 17
3.5.5 Current type output sensors 17
3.5.6 Anchor rode counter 18
3.5.7 Digital inputs 18
3.5.8 RPM 19
3.5.8.1 Legacy Marine Engines 19
3.5.8.2 More Exotic RPM sensing 21
4 Configuring EMU 24
4.1.1 Configuration via WiFi 24
4.1.1.1 Home 24
4.1.1.2 Config 24
4.1.1.3 Info 29
4.1.2 Firmware update 29
4.1.2.1 Firmware update over NMEA2000 network 29
4.1.2.2 Firmware update using Wi-Fi 29
5 Supported data 31
6 Revision history 32
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1 Important Notices
Information in this document is subject to change without notice. LXNAV reserves the right
to change or improve their products and to make changes in the content of this material
without obligation to notify any person or organization of such changes or improvements.
A Yellow triangle is shown for parts of the manual which should be read very
carefully and are important when operating the E500/E700/E900.
Notes with a red triangle describe procedures which are critical and may result in
loss of data or any other critical situation.
A bulb icon is shown when a useful hint is provided to the reader.
1.1 Limited Warranty
This Engine Monitoring Unit product is warranted to be free from defects in materials or
workmanship for two years from the date of purchase. Within this period, LXNAV will, at its
sole option, repair or replace any components that fail in normal use. Such repairs or
replacement will be made at no charge to the customer for parts and labour, provided that
the customer pays for shipping costs. This warranty does not cover failures due to abuse,
misuse, accident, or unauthorized alterations or repairs.
THE WARRANTIES AND REMEDIES CONTAINED HEREIN ARE EXCLUSIVE AND IN LIEU OF
ALL OTHER WARRANTIES EXPRESSED OR IMPLIED OR STATUTORY, INCLUDING ANY
LIABILITY ARISING UNDER ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR A
PARTICULAR PURPOSE, STATUTORY OR OTHERWISE. THIS WARRANTY GIVES YOU
SPECIFIC LEGAL RIGHTS, WHICH MAY VARY FROM STATE TO STATE.
IN NO EVENT SHALL LXNAV BE LIABLE FOR ANY INCIDENTAL, SPECIAL, INDIRECT OR
CONSEQUENTIAL DAMAGES, WHETHER RESULTING FROM THE USE, MISUSE, OR
INABILITY TO USE THIS PRODUCT OR FROM DEFECTS IN THE PRODUCT.
Some states do not allow the exclusion of incidental or consequential damages, so the above
limitations may not apply to you. LXNAV retains the exclusive right to repair or replace the
unit or software, or to offer a full refund of the purchase price, at its sole discretion. SUCH
REMEDY SHALL BE YOUR SOLE AND EXCLUSIVE REMEDY FOR ANY BREACH OF WARRANTY.
To obtain warranty service, contacts your local LXNAV dealer or contact LXNAV directly.
April 2022 © 2022 LXNAV. All rights reserved.
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1.2 Packing Lists
• Engine monitoring unit
• Installation manual
• Female connector kit
• Male connector kit
• 33kΩ, 68kΩ, and 100kΩ resistors for adjusting RPM signal level.
33kΩ
68kΩ
100kΩ
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2 Technical Data
2.1 General specifications
Parameter
Condition
Min
Typ
Max
Unit
Operating supply voltage
(1)
8
12
32
V
Absolute maximum supply voltage
(2)
Non-operating
-50 36
V
Current consumption
(1)
Wi-Fi Enabled
170
mA
Load equivalent number
Wi-Fi Enabled
4
LEN
Isolation between NMEA 2000 and
engine network
1kV
V
rms
Supply protection
-50V
V
Operating temperature
-20
+65
°C
Storage temperature
-40
+85
°C
Recommended humidity
0 95
RH
Weight 115
g
Housing length
95
mm
Housing diameter
24
mm
Ingress Protection
TBD
Note1: Supplied via M12 NMEA2000 connector
Note2: Non-operational, voltages outside of this range may permanently damage the device
Table1: General specifications
2.2 NMEA2000 specifications
Parameter
description
Compatibility
NMEA2000 compatible
Bit rate
250kbps
Connection
A coded M12 connector
Note1: Supplied via M12 NMEA2000 connector
Table2: General specifications
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2.3 Inputs
2.3.1 Analog inputs 1-5
Engine monitoring unit features 5 fully configurable analogue inputs for:
- Voltage sensors: 0-5V
- Resistive: European, ABYC (US) and Asian standards
- Current output sensor 4-20mA (external resistor required)
- Digital input (Engine alarm input)
Reference connections for each of them are shown in chapter
3.5 Examples for sensor
connections
. All of the analogue inputs have an internal switchable pullup resistor to 5V,
thereby relieving the user of manual resistor installation.
Parameter
Condition
Min
Typ
Max
Unit
Input resistance
0V < Vin < 30V
Pullup disabled
0.9
1.0
1.1
MΩ
Input capacitance
0V < Vin < 30V
Pullup disabled
0.9
1.0
1.1
nF
Operating input range
0 18
V
Absolute maximum input voltage
(1)
-36 36
V
Alarm input, logical HI state
4.5 18
V
Alarm input, logical LO state
0 3.0
V
Internal pullup resistance
Pullup enabled
500
Ω
Internal pullup voltage
Pullup enabled
TBD
TBD
V
Note 1: Continuously applied voltage. Voltage outside of this range may permanently damage the
device
Table 3: Analog input electrical characteristics
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2.3.2 Tach inputs (marked Frequency input 1-2)
Engine monitoring unit features 2 configurable tachometer inputs for RPM or Fuel Flow
measurement. It can be configured as well as engine alarm input (Binary).
In case of Alarm input configuration, switch in this configuration needs external
pull up resistor to 5V or 12V. Reference wiring diagram is same as for regular
digital input.
Parameter
Condition
Min
Typ
Max
Unit
Input resistance
0V < Vin < 30V
20
50
52
KΩ
Input capacitance
1V < Vin < 30V
90
100
200
pF
Absolute maximum input
(1)
-75 40
V
Rising threshold
3.5
V Falling threshold
2
V
Frequency range
Vin = 5V
AC
50
kHz
Note 1: Continuously applied voltage. Voltage outside of this range may permanently damage the
device
Table 4: Tach inputs electrical characteristics
2.4 Outputs
Engine monitor unit also features one switchable 5V supply outputs for powering various
sensors. The output has automatic resettable fuse protection against overcurrent,
overvoltage and short-circuit faults.
Parameter
Condition
Min
Typ
Max
Unit
Power output voltage
0 < I
load
< 50mA
4.9
5
5.15
V
Power output current
V
out
> 4.9V
0 50
mA
Short circuit current limit
V
out
= 0V
50
85
130
mA
Maximum overload voltage
(1)
-25 40
V
Note 1: Voltage forced back into the 5V output pin. Voltage outside of this range may permanently
damage the device
Table 5: Power output electrical characteristics
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2.5 Accuracy
Shown accuracy limits represent the edges of the acceptable accuracy windows for the
above specified operating conditions, typical values may be lower.
Parameter
Condition
Value
Voltage Input Accuracy
0V < Vin < 18V
1% of reading + 10mV TBD
Resistive Input Accuracy
0Ω < Rin < 1KΩ
1% of reading + 3Ω TBD
1KΩ < Rin < 5KΩ
10% of reading + 100Ω TBD
Frequency Input Accuracy
1Hz < fin < 1KHz
1% of reading + 2 Hz TBD
Voltage Input ADC Resolution
4.5 mV
Resistive Input Resolution
TBD
Frequency Input Resolution
0.05Hz
Table 6: Accuracy specifications
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3 Engine monitor connectors
3.1 NMEA2000 M12 connector pinout
CAN_L
CAN_H
12V
Ground
NMEA2000 pinout
Male connector (pins)
12V
CAN_L
Ground
Shield
CAN_H
NMEA2000 pinout
Female connector (sockets)
2 1
4
3
5
1 2
3
4
5
Figure 1: NMEA2000 M12 Male connector pinout (view from unit side)
M12 NMEA2000
Rubber EMU case
Cable to the engine
Male connector
Female connector
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3.2 Sensor connectors pinout
As shown on the picture below, the pinout is shown from the unit side (not from the included
connector kit side). Each input/output has a corresponding ground connection for the sensor
itself.
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3.3 Connector kit
This chapter guides you through crimping the correct wires into the EMU connectors
provided. Tools needed:
- Crimping pliers (recommended Engineer PA-01)
- Wire stripper
Figure 2: Sensor connection kit
Figure 2 shows the contents of the sensor connection kit. It contains:
- Male and female connector housing
- 8 crimp contacts for each connector (blade and socket)
- Watertight grommets
- Endcap for both of the connectors
Male connector kit
Female connector kit
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3.4 Crimping and inserting wires
Step 1: Pull water grommet on wire and strip insulation off the copper. Stripped length
should be somewhere around 5mm.
Step 2: Insert the crimp contact into the crimping pliers (die head 0.5mm) and gently grip
the contact so that it stays put. Note that the pliers must only “grab” the grip shell on the
crimp contact.
Step 3: Insert the wire into the crimp contact until you only see the insulation. Now apply
pressure to the pliers all the way down.
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Step 5: The result from step 4 should look like the picture below. Now pull the watertight
grommet between last two opened crimp pads – see green box in picture bellow.
Step 6: Crimp the insulating shell with grommet together. Insert the crimped wire into the
INS portion (or >2.5mm die size of a crimping plier) and apply pressure to the crimping tool.
The result should look something like the picture below
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Step 7: Insert the crimped contact with the watertight grommet into the appropriate
connector housing.
Make sure that you hear a click sound and the grommet slides inside (see picture below).
Repeat Step 1 through Step 7 until all of the connections are wired.
Final step: Insert the end cap into the connector so that it lines up with the outer shell.
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3.5 Examples for sensor connections
3.5.1 Resistive type sensors
Analog input 4
Analog input 3
Analog input 2
Analog input 1
Ground for Analog input 1
Ground for Analog input 2
Ground for Analog input 3
Ground for Analog input 4
Male connector
Resistive
type
sensor
Figure 3: Resistive type sensor connection (view from unit side)
Note: Use adjacent ground connections for sensor pairs. There are pins for exactly 4 sensor
(8 wires).
3.5.2 Voltage type sensors with reference
In case that we want to keep old gauges for indication engine parameters, the EMU can be
connected following way. The generic voltage input must be selected. Because the external
power supply is not stable. Due to alternator, the power supply voltage may vary. The
measurement on the sensor will also drift with like power supply. We can compensate that, if
we use additional analogue input as voltage reference. At the end is necessary to enter at
least two calibration points.
Figure 4: Resistive type sensor with external supply (view from unit side)
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3.5.3 Voltage output type sensors
Ground for 5V Power
Ground for Analog input 5
Ground for Frequency input 1
Ground for Frequency input 2
Frequency input 2
Frequency input 1
Analog input 5 (as Reference)
5V Power
Analog input 4
Female connector
Analog input 3
Analog input 2
Analog input 1
Ground for Analog input 1
Ground for Analog input 2
Ground for Analog input 3
Ground for Analog input 4
Male connector
Signal line
Voltage
output
type
sensor
Figure 5: Voltage output type sensor connection (view from unit side)
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3.5.4 Voltage output type sensors with external power supply
If we want to measure a value (eg. Fuel) from 3rd party system, an external voltage
reference is necessary to be measured. For that purpose, we will configure one of analogue
inputs as voltage reference. This pin will be connected to the power supply, where sensor is
already supplied (black on the figure). Another input will be configured as “Generic voltage
with reference”. Then we can calibrate fuel tank.
Ground for 5V Power
Ground for Analog input 5
Ground for Frequency input 1
Ground for Frequency input 2
Frequency input 2
Frequency input 1
Analog input 5 (as Reference)
5V Power
Analog input 4
Female connector
Analog input 3
Analog input 2
Analog input 1
Ground for Analog input 1
Ground for Analog input 2
Ground for Analog input 3
Ground for Analog input 4
Male connector
Signal line
3rd party
system
Voltage
output
type
sensor
Figure 6: Voltage output type sensor with reference connection (view from unit side)
3.5.5 Current type output sensors
Analog input 4
Analog input 3
Analog input 2
Analog input 1
Ground for Analog input 1
Ground for Analog input 2
Ground for Analog input 3
Ground for Analog input 4
Male connector
Pull down
resistor
220 Ω
Current
Output
sensor
12V
Signal line from sensor
Figure 7: Current output type sensor (view from unit side)
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3.5.6 Anchor rode counter
Figure 8: Anchor rode counter sensor (view from unit side)
3.5.7 Digital inputs
Analog input 4
Analog input 3
Analog input 2
Analog input 1
Ground for Analog input 1
Ground for Analog input 2
Ground for Analog input 3
Ground for Analog input 4
Male connector
Pull up
resistor
10 kΩ
12V
Signal line
Switch
Figure 9: Digital input used with external switch (view from unit side)
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3.5.8 RPM
The EMU provides for the digitization of engine speed data for a wide range of engines that
were designed or built before the wide spread implementation of N2K data networks. These
legacy engines fall into two main groups. Compression Ignition engines and Spark Ignition
engines. Further these can be grouped mechanical control, Electronic control or Electronic
control with IC (Micro computer / Logic)
EMU has two inputs for RPM sensors. They have an internal resistance of 51kΩ. They are
designed for passive P-lead sensing, but with some external components, they can be used
in other situations also.
In general legacy engines fall into the following groups.
• Outboard Motors
• Diesel Engines, Purpose built Marine and Marine adapted Automotive
• Petrol Engines, Marine adapted Automotive
3.5.8.1 Legacy Marine Engines
Outboard Motors
• Direct P-lead sensing from Lighting / Charge Coils
• Active P-lead sensing from ECU pin (Alternator equipped OB Motors)
Direct P-lead sensing from Lighting / Charge Coils is desirable because of low
voltages and frequencies involved. This has long been the preferred method of major
Outboard Motor producers. The line voltage is controlled indirectly by the state of
charge of the start battery. For single or three phase systems you need only tap into
one of the phase wires at the rectifier connection point. Often the engine manufacturer
will provide a double header plug on one of the phase wires for this purpose.
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Common flywheels have, 4,6 or 12 poles. You will need to know the number of poles to
complete the calibration described in chapter 4.1.1.2.1.1
Figure 9: Typical OB Motor Wiring #10 Rectifier #2 Charge Coils. At interconnection Extra
socket can be found for Tacho Sensing
Active P-lead sensing from ECU pin. At the close of the twentieth century there was a
general race between outboard manufacturers to increase the output of their battery
charging systems. Some builders choose fit alternators. In such cases it is likely that the ECU
will have been adapted or newly developed to provide a synthetic "charge coil" pulse. This
was a general practice driven by the will to have standard Tachometers for all models.
Diesel Engines
- Passive P-lead sensing from Injector Pump (Inductive Pickup)
- Passive P-lead sensing from Alternator (Bosch W Terminal)
- Active P-lead sensing from ECU pin
Passive P-lead sensing from injector pump pickup. On Diesel engines with mechanical
injector pumps, take time to inspect the pump for any electrical connection. Commonly you
may find a fuel cut (stop) solenoid. In addition, many injector pumps are fitted with a
Inductive Pickup specifically to measure engine RPM
Passive P-lead sensing from the alternator. This is very similar to the charge coil
connection on and Outboard Motor. In this case the a connection is made inside the
alternator. The pulse is taped to one of the phase connections before the rectifier assembly.
The most commonly used marine alternators are 12 pole, however you must consider also
the overdrive ratio of the alternator drive. Typically, the alternator speed is three or more
times greater than the engine speed.
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Active P-lead sensing from ECU pin. More advanced Diesel engines included electronic
control of the injector pump and later direct control of injectors on common rail engines. On
such engines it is very common to find a pin on the ECU which outputs a synthetic pickup
coil pulse.
Most high-speed marine diesel engines will tolerate running at high idle without danger of
internal damage. Check with your engine builder! In such cases the injection system controls
the engine speed in very tight control at max speed with no load (Idle). Typical margin may
be just +/- 30 RPM. This speed <High Idle> will be publish on the engine spec sheet and is
ideal for checking / adjusting calibration of Tachometer.
Petrol Inboard Engine
- Direct P-lead sensing from Ignition Coil (Primary Coil)
- Passive P-lead sensing from Alternator (Bosch W Terminal)
- Active P-lead sensing from ECU pin
Direct P-lead sensing from the ignition coil is an acceptable solution but has some risk of
high voltage exposure back EMF and so on. Please review Magneto comments below as
some of these ideas could be relevant to this method. Typically the ignition coil it sensed at
the (-) of the primary coil. There is a direct connection to the secondary winding inside the
coil, which under certain condition deliver high voltage spikes. Assuring a perfect grounding
of the coil enhance proper ignition and greatly reduces risk of unwanted spikes/ interference.
Passive P-lead sensing from the alternator. See details in Diesel section above. However,
in this case more effort is required. You will need to measure / calculate the overdrive ratio.
Then research pole count for the alternator used. Given this data the RPM vs. Pulse rate
factor can be calculated.
Active P-lead sensing from ECU pin. Modern petrol engines with electronic ignition, EFI,
MPI normally have ECU adapted or developed to drive legacy marine tachometers. On such
engines it is very common to find a pin on the ECU which outputs a synthetic pickup coil
pulse.
Petrol engines are not tolerant of running at high speed with no load. Such
practice should be strictly avoided.
3.5.8.2 More Exotic RPM sensing
- Direct P-lead sensing from magnetos - Figure 10: Direct P-lead sensing
- Active P-lead sensing from magnetos (JPI 420815) - Figure 11: Active P-lead sensing
from magnetos
- Passive P-lead sensing from magnetos (inductive pickup) - Figure 13: Passive P-lead
sensing from magnetos
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Direct P-lead sensing from magnetos is the least preferable way of measuring RPM.
Because of high voltage spikes on magnetos, user must include a series resistor that has a
value of 33kΩ. If the readings are unstable, the user must increase the value of the resistor
(100kΩ or more) until the issue is resolved. Be sure to mount the resistors near the ignition
switch, since magnetos are high voltage spikes that cause a lot of EM interference. This is
the least preferable way of measuring RPM, because it does not isolate EMU from the
damaging high voltage spikes generated on the magnetos.
Figure 10: Direct P-lead sensing (view from unit side)
Active P-lead sensing from magnetos is a preferred method of measuring RPM. Sensors like
the JPI 420815 have an open-collector digital output (no high voltage spikes) and isolates
the EMU from the magnetos. Error! Reference source not found.7 shows connection for
such a sensor. Since RPM inputs on the eBox have no internal pullup, user must include a
pullup 2.2kΩ to +12V.
Ground for 5V Power
Ground for Analog input 5
Ground for Frequency input 1
Ground for Frequency input 2
Frequency input 2
Frequency input 1
Analog input 5
5V Power
Female connector
Optional pull
up resistor
2.2kΩ
JPI420815
Power supply 5V
RPM signal
GND
12V
Figure 11: Active P-lead sensing from magnetos (view from unit side)
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Passive P-lead sensing is also an option for measuring RPM with eBox. A good example is the
Rotax 912 which has a passive inductive pickup. Figure 12 shows the connections for this
kind of sensing.
Figure 13: Passive P-lead sensing from magnetos (view from unit side)
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4 Configuring EMU
To operate properly EMU must be configured properly for each sensor connected to
particular port. Configuration can be performed via WiFi connection or via CAN bus with one
of LXNAV compatible devices.
4.1.1 Configuration via WiFi
EMU has integrated Wi-Fi hot spot, to which you can connect with your smartphone.
Password can be copied from label on EMU unit or QR code. You may get a message from
the system, that there may not be available internet connection. You must run a web
browser on your smartphone and enter IP address http://192.168.4.1.
Configuration consist of three pages. Home, Config and Info
4.1.1.1 Home
On home page user can view all configured sensor data.
4.1.1.2 Config
On this page user configure function of each port of the SmartEMU.
SmartEMU has:
• 2 digital available inputs
• 5 analogue available inputs.
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Digital inputs have following functions:
• Engine RPM
• Fuel flow
• Engine & Transmission & Bilge Status
• Anchor direction down
Analog inputs can be configured for following functionality:
• Fluid level
• Engine oil pressure
• Engine oil temperature
• Coolant temperature
• Rudder angle
• Engine & Transmission & Bilge status
• External voltage reference
• Engine boost pressure
• Engine tilt/trim
• Engine fuel pressure
• Engine coolant pressure
• Alternator voltage potential
• Engine load
• Engine torque
• Transmission oil pressure
• Transmission oil temperature
• Exhaust temperature
• Anchor length
• Anchor direction down
• Trim tabs
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4.1.1.2.1 Digital input functions
4.1.1.2.1.1 Engine RPM
In RPM configuration menu, we can set multiplying factor, to
match number of pulses with number of revolutions per
minute of the engine.
In this page we can set also the engine hours.
All changes must be saved if we want to keep them.
The basic formula to calculate factor is:
Multiplication Factor = Number of pulses per revolution.
4.1.1.2.1.2 Fuel flow
If we select fuel flow sensor for digital input, we must select
the type of the connected fuel flow sensor. On the market is
plenty of different fuel flow sensors. Each sensor gives
defined number of pulses per volume (litre or gallon)
4.1.1.2.1.3 Engine & Transmission & Bilge status
Digital inputs can be configured for the following
functionality:
• Check engine
• Engine Over temperature
• Engine over temperature
• Engine low oil pressure
• Engine low oil level
• Engine low fuel pressure
• Engine low system voltage
• Engine low coolant level
• Water flow
• Water in fuel
• Charge indicator
• Preheat indicator
• High boost pressure
• Rev limit exceeded
• EGR system
• Throttle position sensor
• Engine emergency stop
• Engine warning level 1
• Engine warning level 2
• Power reduction
• Engine maintenance needed
• Engine communication error
• Sub or secondary throttle
• Neutral start protect
• Engine shutting down
• Transmission check temperature
• Transmission over temperature
• Transmission low oil pressure
• Transmission low oil level
• Transmission sail drive warning
• Bilge pump running
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4.1.1.2.1.4 Anchor direction down
This feature is employed within an anchor winch or windlass system to set the indication of
the direction during the process of raising or lowering the
anchor.
4.1.1.2.2 Analog inputs functions
4.1.1.2.2.1 Fluid level
If input type is configured as fluid level, next setting is
sensor type. Supported sensor types are resistive and voltage
sensors. Next setting, which must be selected is the type of the
fluid and last the tank volume.
EMU has capability to calibrate fluid tank in 12 points.
Calibration is stored in the EMU unit. All changes must be
confirmed with save button.
4.1.1.2.2.2 Oil pressure
If input type is selected oil pressure, we need select just a
sensor type connected to that input.
4.1.1.2.2.3 Oil temperature
If input type is selected oil temperature, we need select just a
type of temperature sensor connected to that input.
4.1.1.2.2.4 Engine temperature
If input type is selected engine temperature, we need select
just a type of temperature sensor connected to that input.
4.1.1.2.2.5 Rudder angle
If input type is selected rudder sensor, we need select just a type of rudder sensor
connected to that input.
4.1.1.2.2.6 Engine & Transmission & Bilge status
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4.1.1.2.2.7 External voltage reference
Voltage reference input is used, when we want to connect parallel to existing
measurement system. For example, we want to measure fuel level and we want to connect
to existing analogue gauge. In this case the voltage reference pin will be connected to power
supply of the gauge/sensor that is used for measurement of the fuel level. Another input
must be assigned as fluid level and sensor type must be selected as generic voltage
with reference. In this case the minimum reading of the sensor is at 0V, maximum
reading of the sensor is at voltage that is measured on voltage reference input pin. In the
case of the fuel level sensor, it can be still calibrated in 12 custom points.
with reference. In this case the minimum reading of the sensor is at 0V, maximum
reading of the sensor is at voltage that is measured on voltage reference input pin. In the
case of the fuel level sensor, it can be still calibrated in 12 custom points.
4.1.1.2.2.8 Engine boost pressure
4.1.1.2.2.9 Engine tilt/trim
4.1.1.2.2.10 Engine fuel pressure
4.1.1.2.2.11 Engine fuel pressure
4.1.1.2.2.12 Engine coolant pressure
4.1.1.2.2.13 Alternator voltage potential
4.1.1.2.2.14 Engine load
4.1.1.2.2.15 Engine torque
4.1.1.2.2.16 Transmission oil pressure
4.1.1.2.2.17 Transmission oil temperature
4.1.1.2.2.18 Exhaust temperature
4.1.1.2.2.19 Anchor length
Define the type of anchor being used.
Adjust the Centimeters per pulse (revolution) according
to the circumference of the windlass.
Line correction (experimental) is unnecessary if the
anchor employs only a chain.
Enabling Line Correction (experimental) allows the
algorithm to identify the transition from rope to chain, and
automatically adjust the counter value (which can be
incorrect due to the rope stretchiness).
Calibration Procedure: Ensure the anchor is fully retracted
before calibration. Press the calibrate button and wait until
the anchor is completely released, then press save to
initiate calibration.
4.1.1.2.2.20 Anchor direction down
4.1.1.2.2.21 Trim tabs
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4.1.1.3 Info
On info page is information about EMU unit serial number, firmware version, …
4.1.2 Firmware update
Firmware update can be performed via NMEA2000 network or via Wi-Fi.
4.1.2.1 Firmware update over NMEA2000 network
To perform firmware update via NMEA2000 network, you need one of LXNAV NMEA2000
displays connected to network (E350, E500, E700, E900).
4.1.2.2 Firmware update using Wi-Fi
• Please download with smart phone the latest firmware from the LXNAV web site.
• Connect to the Wi-Fi of the SmartEMU
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• Go under device info menu
• Scroll down and press BROWSE
• Select the downloaded firmware
file (normally it is downloaded
into downloads folder) and press
UPLOAD
• When upload is COMPLETED,
press UPDATE
• Wait a minute and device will be updated with new firmware.
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5 Supported data
NMEA 2000 compliant PGN
List NMEA 2000 PGN (transmit)
59392
ISO ack
59904
ISO request
60160
ISO transport protocol - data transfer
60416
ISO transport protocol - command
60928
ISO address claim
61184
ISO proprietary a
65280
ISO proprietary b
126208
Group function
126720
ISO proprietary a2
126993
Heartbeat
126996
Product information
127245
Rudder
127488
Engine parameters, rapid update
127489
Engine parameters, dynamic
127493
Engine transmission parameters
127505
Fluid level
128777
Anchor Windlass Operating Status
130316
Temperature, Extended range
130576
Trim Tas Status
130825
Proprietary LXNAV message fast broadcast
130884
Proprietary LXNAV raw fast broadcast
NMEA 2000 PGN (Receive)
59392
ISO ack
59904
ISO request
60160
ISO transport protocol - data transfer
60416
ISO transport protocol - commands
60928
ISO address claim
61184
ISO proprietary A
65280
ISO proprietary B
126208
Group function
126720
ISO proprietary A2
130816
Proprietary multipart broadcast
130825
Proprietary LXNAV message fast broadcast
130884
Proprietary LXNAV raw fast broadcast
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6 Revision history
Date
Revision
Description
June 2019
1
Initial release of this manual
July 2019
2
Added image descriptions for connector pinout clarity
Corrected connector polarity
January 2020
3
New pinouts, sensor wirings.
January 2020
4
Technical data rewritten
April 2020
5
Modified chapter 3.4
April 2020
6
Added supported pgn list 5
July 2020
7
Updated chapters 2.3, 3.5
May 2021
8
Added Chapter 4.1.2
April 2022
9
Updated chapter 2.3.2, added chapter 3.5.2
October 2023
10
Updated chapter 3.5.2
March 2024
11
Updated chapter 3.5.6, 4.1.1.2, image description updated
September 2024
12
Updated values for current consumption and load equivalent
number
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