Panbo

Simrad NX, the only True Malfunction is the N2K

At least one Navico competitor is having fun e-mailing around this scan of a major ad blooper that ran in a New Zealand marine publication. Of course the intended headline was “True Multifunction” not “True Malfunction” and no doubt some one is very embarrassed about the mistake. In fact, “multifunction”—as in multifunction display, or MFD—is not a term that has slipped easily into boating vernacular. The forwarded email that carried this image was jokingly titled “Truth in Advertising” but therein lies an unintended truth. Aside from the blooper, this ad better represents the actual product than some of Simrad’s other marketing.

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Fuel management 5, Northstar & Smartcraft

Mad Mariner just polled 400 U.S. boat owners about how they’re handling goosed up fuel prices, and the results are depressing. Though not terribly surprising, which is why I’ve gotten so keen on fuel management (part four is here, and you can work back). Actually it was years ago that I first saw the benefits of combining a simple gasoline flow meter with a GPS and software able to do calculations like miles per gallon, using Navman gear with the 250hp Volvo I/O on Ralph (still for sale, make an offer!). I could see the most economical spots in the boat’s power curve, and I could see them change with weight, sea state and other factors. I’m not sure I ever got it perfectly calibrated, so the numbers shown above may be inaccurate, but in terms of relative nm/g—and sweet spots—that’s not critical. And of course the subtleties are at least twice as important wallet-wise as they were in 2002, when I took the picture above.

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N2K fuel transfer control, aka the "Russ Gauge"

Last week, Offshore Systems announced a new NMEA 2000 Fuel Transfer Control that goes with its existing tank sensors and displays. For those vessels that use a day tank, this control can automatically stop a pump moving fuel from a storage tank if the day tank becomes 95% full. It looks like a well done product, but is particularly cool because Panbo frequent poster Russ Irwin was the customer behind the idea. Russ explains New Morning’s whole fuel scheme here. And I can add some color on the event that inspired Russ to inspire Offshore Systems, which was a transfer-related spill at the same yard where Russ’s sloop is being built. New Morning, incidentally, was launched three weeks ago and, though not yet complete, is looking good. Needless to say, Russ has lots of other electronics on board, not of all which are functioning up to Russ’s expectations, yet. More on that soon. Meanwhile, do note that the Offshore Fuel Transfer system controls the pump directly rather than via NMEA 2000; that makes sense now, as N2K switches and messages are still in development, but one day a control like this will do all its work via the bus (I think).

Simrad AT10, handy but limited?

Simrad’s AT10, mentioned a while back, is a small and inexpensive utility device that translates certain NMEA 0183 messages into NMEA 2000, and vice versa. If you go to Simrad’s manual download site and use the keyword “AT10”, you’ll find a list of 0183 sentences it purportedly understands (but you may have to add a “pdf” extension to open the file). I was hoping to use an AT10 along with good old Nema Talker to simulate basic data on my test network. And as you can see in the N2K Analyzer screen above, bigger here, it works.

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Furuno FI-50s, another calibration road taken

Well, it’s one thing to contemplate testing a rack of N2K instruments (between slurping oysters and admiring sea birds), and quite another thing to do it. So many factors…oy! Today’s focus is Furuno’s unusual approach to calibration; it turns out that the FI-50s can do extensive calibration of almost any sensor because its done within the instruments instead of within the sensor. This could cause some confusion but overall seems like a terrific option, especially for folks who are going to use other manufacturer’s N2K sensors or bring existing 0183 smart sensors onto a network with a converter (like the Simrad AT10).

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Lowrance LCX 113c, good N2K citizen

Speaking of good NMEA 2000 citizenship, the Lowrance LCX-113C HD in the lab is stellar. Press “Enter” on any of the devices listed above and you’ll get its details including live data. Click on the diagnostics tab and you’ll get info on error messages, total bandwidth being used, and more.

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NMEA 2000 instruments, ready to rock

So I may be on semi vacation, and having a time, but I’m still looking forward to getting back to the lab where the network of NMEA instruments recently grew to include Furuno’s and Simrad’s latest. Check out the big picture here . I’ll be writing a comparative overview on these five brands soon after I get back, and I’m trying to sort out factors to check out. So far I’ve got:

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NMEA 2000, smart mixing

While the extreme N2K cable mixing and daisy chaining shown yesterday did seem to work OK in lab conditions, here’s a smarter approach for a serious boat system (bigger here). The main change is that every cable section possible is NMEA “approved,” which means it’s built to the ODVA DeviceNet standard (that NMEA borrowed). While every N2K cable and connector seems vastly superior to the fine-gauge 0183 wires, crimp connectors, terminal blocks etc. they replace, DeviceNet seems the best of the lot—particularly in terms of interference protection—and I don’t see that it’s significantly more expensive or harder to work with (especially given the growing number of install doodads, even breakout boxes).

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Panbo, NMEA 2000 outlaw!

The Panbo lab is a good place to push things in ways a smart installer never would; in other words, do not try this—bigger picture—on your boat! What I did here was to purposely break about every NMEA 2000 “recommendation” I could.

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More ST70, & the calibration conundrum

Thanks to a loan by the good John Gass of his test SeaTalk wind sensor, I’ve now got a Raymarine ST70 Wind Pod plugged into the lab’s ever expanding NMEA 2000 experiment. The Pod can supposedly gateway “any standard Raymarine wind transducer” onto SeaTalkNG and it was pleasing to see that it does indeed put out a standard NMEA 2000 Wind Data message (PGN 13036). All the displays read it fine. And, as suggested above, the ST70 has splendid graphic calibration and diagnostic facilities that work with the pod and sensor. You can correct the vane offset and apply a speed correction factor, either via an underway guided routine or manually. The ST70 can also query the components for model and serial numbers, software and hardware editions, even node voltage.

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ST70, STng, & N2K, an ironic tale

So I hope yesterday’s goofy contest made a point about Raymarine’s STng cabling system. I do think the design has merit, particularly for production boat building, and there’s more of interest, like heavier gauge power wires, that I’ll get into eventually. But today I’m going back to the larger point that NMEA 2000 cabling is not that big a deal. As noted earlier in these ST70/STng experiments, the data flows easier than one might think given the different connectors and network names. What really counts is that the desired data is sent and received. I learned that vividly when the first Garmins could hardly understand any N2K PGNs (messages), despite having a standard NMEA 2000 connector, and now I’ve stumbled on an ironic reminder.

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Raymarine STng, the pin mystery

I’m on deadline today, and may find no more time for posting, but here’s a puzzle to ponder. Those two male female connectors above are unique to Raymarine’s SeaTalkNG (or STng) version of NMEA 2000 cabling. The white version is on both ends of every “spur” cable that’s used to connect devices to the backbone—or to daisy chain one device to another—and the blue version is on both ends of every backbone segment. So why in tarnation does one have six pins and the other five?

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NMEA 2000 cabling, Airmar's in

Another sign that 2008 is the year of NMEA 2000?  Airmar tells me that orders for its various N2K Smart Sensors—depth/speed/temp info online now, high performance PB200 Weather Station plus GPS/compass and plain compass coming “soon”—are way ahead of projections. Plus the company is now offering “a full-line of affordable, NMEA 2000 certified cables and accessories.” I’ve got some samples in the lab, bigger picture here, and the cable is a wee bit thinner than the gray Micro size I’m familiar with—a little less individual wire insulation, I think—but otherwise seems very similar. The cabling source is LTW, and Airmar says it’s “been rigorously tested to comply with the NMEA 2000 standard.” 

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Actisense QNB-1, N2K breakout box

Ah, yet another doodad useful for installing a NMEA 2000 network, an economical one too. If used to the max, Actisense’s brand new QNB-1 “Quick Network Block” takes the place of 6 regular N2K tee connectors, 8 cable connectors, and a separate power supply (like most of this). Plus all the N2K cable ends run into it can be run through smaller holes and tighter spaces than even those skinny SimNet connectors, and they can be cut to fit perfectly. And I don’t see why it can’t be used with proprietary flavors of N2K cable too (the possible exception being SimNet because it lacks a distinct “shield” wire). The QNB-1 even includes 4 amp blade fuses for each side of the backbone, and LEDs that indicate power on/off/reversed and data activity, and it will retail for about about $146 (available in the U.S. from Gemeco).

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N2K, cable mixing not a big woop

My macro photography needs improvement, as does my cable stripping, but I think this shot makes a point. From the left, the cables above are standard (DeviceNet) NMEA 2000, SeaTalkNG (aka NMEA 2000), and SimNet (aka NMEA 2000). Notice the similarities. The internal wires all adhere pretty closely to the NMEA color standard, which goes as follows, “Net” nomenclature included:

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NMEA 2000, real world issues

Chris Witzgall from Apex, NC, recently wrote {slightly edited}:

Your site has been invaluable as I get back into boating after a long hiatus, and work out the electronics for our new-to-us Westerly Fulmar sailboat. I have settled on NMEA 2000. Our needs are relatively simple; here is what I have**, or will have*.

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Ben | Permalink | Comments (12)

More SimNet, plus the handy AT10

I thank Dan for yesterday’s NMEA 2000 homily (more guest blog entries welcome!), but I do want to play devil’s advocate. I’ve had my head in the Simrad Yachting 2008 catalog today (unfortunately not online yet), and I’m ever more impressed with how thoroughly the company has adopted its SimNet version of N2K. All those yellow lines in the diagram above, bigger here, represent SimNet data bearing cables (power too in many cases). I hadn’t fully realized that Simrad has N2K GPS, depth, and wind sensors as well as the rudder angle and compass that were mentioned with the new autopilots. Of course the AI50 Class B AIS would also plug and play nicely with this typical sail system, and give it a backup GPS, as long as it was powered up. And the SimNet cabling has a lot going for it, like a tiny plug that’s the same on both ends, and the ability to daisy chain, even the backbone in some cases like that RS86 VHF.

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"Sorry Breeze Pleeze", a yuletide N2K rant!

I like to think that one function of Panbo is to be a place where marine electronics enthusiasts can share their thoughts—rants included—with each other, and with the many industry folks who read the site. That usually happens via comments but guest blog entries are also welcome. Hence we have the following bitter sweet Christmas tale from Dan Corcoran (aka commenter “b393capt”). Thanks, Dan!

Sorry Breeze Pleeze, no marine electronics in your stocking this year …

My wife wants me to get something on the Christmas list for Breeze Pleeze. Cool, I would really like that. I already had a solid plan to spend the winter storage period wiring a new N2K backbone into my 39’ foot sailboat Breeze Pleeze and her two N2K capable chart-plotters. So for Christmas I would, err .. I mean, Breeze Pleeze would potentially get her first N2K component.

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Raymarine SPX autopilots, a big refresh, N2K included

So they’d run out of press kits, and there’s nothing on the Web about them (yet), but there they are—a half dozen or so new Raymarine autopilot models that will be known as the SPX range, and look like replacements for the current range. New features? “Every SPX system comes with rate gyro” included; “Quicker install—no rudder reference required”; “over 10 dedicated fishing patterns” (note some at bottom of photo); and “Access to SeaTalkNG (aka, NMEA 2000) information via the ST70 color autopilot head.” So, given this week’s Garmin announcements and the new Simrad systems, I think we just went from zero to three brands of N2K-talking autopilots!

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New Simrad Autopilots, 100% NMEA 2000, almost

So Simrad has introduced two new auto pilot control heads, the AP 24 above, and the larger AP 28. As best I can tell they both enable the same rich suite of AP features, which include steering patterns and steering to a contour (both appreciated by trolling fishermen), ROT control (which I think means turn rates adjusted for G force), virtual rudder feedback (i.e. rudder sensor not needed for outdrive installs), and “No Drift Course” (even if you just set a course, the pilot creates a virtual waypoint and corrects for current and leeway). But the really big change from previous Simrad models is that these heads use SimNet, a cable modification of NMEA 2000, to communicate with new AC12 and AC42 pilot computers as well as with SimNet rudder and compass sensors included in Simrad’s new IS20 instrument series (which also looks interesting). 

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NN3D & N2K, sweeeet!

Yes, a first look at Furuno’s NavNet 3D had me burbling “incredibly sexy”—and I will explain that!—but today let’s talk about how thoroughly the 3D system embraces NMEA 2000. For starters there’s a standard N2K connector on each of the three NN3D displays, and the Product Guide lists lots of specific standard PGNs they can input and output (so there should be no Garmin-type data surprises). Now check out a bigger version of the NN3D “building blocks” diagram above to see how many N2K sensors Furuno itself is offering. Besides the FI-50 instruments already discussed, there’s an interesting N2K SC-30 GPS Heading Sensor (said to be reasonably priced and very accurate), an N2K Weather Station, an N2K Smart Transducer, and an N2K GPS.
   Now at least a couple of those are obviously rebranded Airmar products, but note too the odd “Ethernet…dotted line…NMEA 2000” label on the UHD Radar Sensors (mentioned yesterday). You see each of those scanners has an N2K connector on it, able to both power any of the Furuno N2K sensors and take their data, packetize it onto NavNet, and deliver it around the boat (and beyond, if and when Furuno decides to extend NavNet like, say, N2KView). The sensor data coming through the radar scanner is available to any manufacturer’s N2K device via the NN3D display’s port, and I’m told that any N2K data, even proprietary PGNs, going into that port is put onto NavNet. The installation possibilities are pretty amazing. Like radar, weather, and GPS from an antenna mast with only one power cable and one Ethernet cable. At any rate, Furuno may be one of the last of the big marine electronics manufacturers to adopt NMEA 2000, but, man, didn’t they!

FloScan, doing N2K right

FloScan has been measuring fuel flow for over 30 years, so I’d guess they have a darn good idea how to do it. It’s refreshing that their new NMEA 2000 Diesel Monitoring System focuses on what they know well and let’s the resulting data go wherever you want. The flow sensors and those “hubs” seen above, bigger here, are all you need. Yes, you can buy FloScan’s round gauge upper right, but you don’t need to. All data is sent in standard N2K messages, and the little calibration needed is done right in those boxes. The rest of this NMEA Conference booth had Simrad, Lowrance, and Raymarine displays all showing the gallons per hour, remaining fuel, etc. Note that FloScan’s site says that, “Furuno is currently developing NMEA 2000 products which will interface with our system.” But we knew that, right, and will know more when NavNet #d debuts (hey, I might live blog it, if there’s WiFi there). Note, too, how the port engine is “Instance 0” in the N2K system and the starboard engine is set as “Instance 1”. You can set that with a switch in the hub. But who the heck decided to start instances at zero instead of one. Wouldn’t it be better if, say, GPS #1 was instance 1, GPS #2 instance 2, etc.? 

Furuno FI-50 instruments, & more N2K

It’s a crappy picture, but this scene, bigger here, does give some sense of what Raymarine’s new ST70 instruments look like next to the brand new Furuno FI-50 series mentioned yesterday. The ST70’s look almost as good as the PR photography, but you can see that the screen is a little smaller than Furuno’s, which will also cost less (“about the price of ST 60s”, said the Furuno guys). The FI-50s aren’t at all graphic, but I thought the wind gauge with its “Formula 1 style” white face was very readable from a distance. There are three more FI-50 displays in that same style—close hauled wind, heading, and rudder angle. There’s also another digital display with one large data field, and the backlighting on all is automated and they draw little power as those are OLED screens. I fooled with the button controls and found the instruments easy to work, and that there are lots of data types supported.
   The picture, by the way, was taken at the Airmar booth and the NMEA 2000 wind data is coming from a new Weather Station model that outputs both N2K and 0183, has improved sensors, and will ship “this winter”. And the network could have included a new series of Simrad N2K instruments that look quite interesting. There’s much to learn about all these new instruments, but there’s little doubt that Furuno has done well on the N2K cabling front. Each of the FI-50 instruments has both male and female metal Device Net style connectors on the back, so they can be either tee’d from a backbone or daisy chained. Each also includes a switchable terminator so it can be set as the end of a backbone. Finally, seen below, Furuno has come up with an N2K cable box that can act as a backbone junction and 6 tees. This will be useful to an installer with tricky wire runs, a tight budget, or a burning need to strip wire. Oh, and the two wind instruments have a third connector for a new Furuno analog wind sensor whose data goes out as standard N2K PGNs, and the FI-50 brochure suggests that that Furuno will also be offering an N2K Weather Station and Depth/Speed/Temp triducer (no doubt Airmar’s). All good news, but possibly minor compared to NavNet 3D, debuting next Wed. night. By the way, Furuno is showing a bit more 3D leg here, and I like it.

N2K "Intelligent Gateway", (updated 10/20)

NMEA 2000—able to bring tons of essential sensor data to a computer in an easy, standardized way—should be a huge opportunity for marine software developers. But there have been two major impediments. One is the lack of enough N2K networks to make its use worthwhile. That is going to change as more major manufacturers get seriously on board. For instance, tonight, when the NMEA Conference exhibition hall opens, I will get to see Furuno’s new range of N2K instruments (above) and also Airmar’s new high spec N2K/0183 GPS compass (yeehaa…and more on those soon). The other, particularly for small developers, is the substantial cost of getting a NMEA 2000 product certified. But I’m hearing about an impending NMEA initiative called “Intelligent Gateway” that sounds like it will largely take care of this problem. The concept is that a N2K gateway like Maretron´s USB100 can act as a firewall insuring that any software on the other side of it can not cause problems on the network, therefore minimizing certification cost. In fact, the plan is to offer a new NMEA 2000 PC “Approval” status for a measly $100. Any company could make and certify such a gateway and Maretron tells me that it might eventually make a second model that would be less expensive because it would not also offer NMEA 0183 translations. I’m hoping that all this means that small operations could, say, develop performance sailing software or conning screens using the same data that’s flowing to those new Furuno instruments…or who knows what!
  There’d still be an issue for small developers, though, which is the high cost of the documentation that details the NMEA 2000 standard messages. I get why NMEA charges a lot for certification—it finances the certification tool itself as well as the maintenance and ongoing development of the Standard. But I know I’m not the only person who thinks the whole excellent concept would move along faster if the documentation was freely available. I’m going to try and make that case to some of the folks who make these decisions, but could use your help. Please, if you have an interest, write a comment on this subject. Thanks!

PS, 10/20: Well, I didn’t really look at the documentation prices when I linked to that NMEA page above. They’ve been debundled, and NMEA makes a pretty good case that getting into N2K is feasible for even a small developer, especially now that some testing houses are able to do the certification. NMEA officials also told me that the Intelligent Gateway is for real, and Maretron just submitted the first gateway for final certification. The “Approval” cost will be more than $100 but hasn’t been set quite yet. At any rate a small software developer wanting to explore N2K might only need a Gateway, a $325 NMEA Trade membership, and the $495 electronic Database of PGN details to get started. More on this as I learn more.

N2KView, PGNs get packetized

Check out the full size screen shot. I took it here at my desk while designing a custom screen for Maretron’s N2KView monitoring and control application. I was picturing myself the master of a high-end cruiser putting together the screen I’d like to have accessible anywhere on the boat—and off it—when anchored. Which is completely possible, given the concept at work here. In fact, the data you see is real stuff coming out the lab’s NMEA 2000 network, through a Maretron USB Gateway into the lab laptop where it’s being packetized and served into my home network, in this case via WiFi. Zounds!

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SeaTalkNG, an N2K parallel universe?

I’m not sure what Raymarine’s rational is for creating its own proprietary NMEA 2000 cabling system, though I’ve been studying the brochures and manuals available (on Ray’s nicely updated site). Aside from the small diameter (11mm) of the connectors, the features touted in the ST70 brochure—“rugged and waterproof”, “quick and easy” install, etc.—are similar to the DeviceNet cabling NMEA tried to impose as a standard physical layer.

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New N2K doodads, easier cabling

In addition to the tank/rudder adapters I tried, Maretron sent over  some new cabling parts of interest. Let’s check out the big picture, starting with the four way tee at lower right. It’s quite like the Double T that Lowrance recently introduced—though obviously better made (metal threads!), and probably more expensive—and it’s obviously useful in tight areas where you want to tee off numerous sensors and/or displays. To its left is a possibly more valuable inline terminator.

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Maretron N2K tank level calibration, nice!

I recently added tank level and rudder angle info to the lab’s NMEA 2000 network. In both cases this involved wiring a Maretron Adapter to a standard analog sensor. N2K skeptics will no doubt gleefully point out that the two sensors—a VDO for the rudder, and a Teleflex for the tank—together cost about half the $195 list price for either the Rudder and Tank Adapter! But consider what I got in terms of a bigger boat system.

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Maretron's N2K Analyzer, a shy beauty

Maretron is a little shy about its N2K Analyzer software tool—it’s still in “beta” and there’s still no help file—but I think it’s nifty. If you have an interest in NMEA 2000, take a look at the screen shot full size. It shows the N2K test system in the lab connected via Maretron’s USB100 gateway to my laptop. The software lets me see details of each device in the network, including which PGNs it’s sending. PGN, by the way, stands for “Parameter Group Numbers” but is probably better understood as families of data fields.

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Krill SS BB PC, N2K too

Krill Systems just announced its solid state (SS), black box (BB), marine PC, which means I get to drag out this shot of Casey Cox mugging with it at my kitchen table in June. The box uses a flash disk drive and embedded Windows XP for 24/7 reliability with a current draw of only 55 watts. It’s meant to run Krill’s monitoring software exclusively (though it’s powerful enough to run other applications, and Cox said that he’s willing to talk with developers who might have an appropriate, and rock solid, co-use for it).

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Yamaha Command Link, NMEA 2000 or not?

Yesterday commenter JC asked how to connect his new Yamaha F250 to a Garmin 5212. The answer is a little less definite than I thought. I certainly remember Yamaha talking about how their coming CANbus engine system, Command Link, would be NMEA 2000 compatible—can even find a company reference as recent as last year—but check out the official Command Link Web pages, and see if you can find a single mention of NMEA 2000! Strange.

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Garmin NMEA 2000, good news!

I had a long phone interview with Garmin this morning and was mucho pleased to learn that the limited NMEA 2000 support in the 4 and 5000 series is only temporary. Garmin’s Marine Sales Manager Greg DeVries explained that the reason they took the approach they did—i.e. N2K engines only, as seen in the (simulated) screen above and its alternate—is that they’d “still be in development” if they hadn’t. He promised that “Going forward, we're absolutely going to embrace full NMEA 2000. It will just be a software upgrade for existing customers.” That makes what I first heard sit a whole lot better!

PAS-Thru Box, a NMEA 0183 necessity?

I first heard about it at NavaGear, immediately contacted developer Paul Shirley about a sample, and now am an extremely pleased PAS-Thru Box user. You may already have read my whining about NMEA 0183 wiring difficulties. Many boats these days are spider-webbed with fine gauge wires carrying important data; they’re painful to install and often end up way too vulnerable to damage, not to mention poorly documented and hard to modify. Well, I don’t know how the Box could do more to remedy these problems. Those orange spring tabs above (bigger photo here) are powerful and purportedly gas tight.

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Lowrance NMEA 2000, going red

Cool. Not only has Lowrance switched to standard style N2K screw connectors, but they’ve also added the nifty Double T fitting seen above, and they seem to be emphasizing NMEA 2000’s name and multi-manufacturer compatibility over “LowranceNet” in their new marketing (and, if interested, don’t miss their new PDF on the general N2K subject). To clarify, all new Lowrance connectors/cabling with red accents can plug directly to any standard NMEA 2000 device, which includes all of Maretron’s offerings, a few larger Garmins, and now all sorts of Lowrance displays and sensors. A simple patch cable will be needed to network with older blue-accented LowranceNet devices and/or cabling, or to Raymarine’s SeaTalk2, SimNet, etc. Apparently Lowrance’s cabling is not yet NMEA certified, but apparently that’s not stopping folks from using it beyond Lowrance gear. It sounds here like “yachtjim” used it to interface a Suzuki 250 outboard to a Garmin 5212 (guess they’re shipping now). He’s quite happy with the engine screens on the Garmin, but warns that since the Garmin doesn’t output any NMEA 2000 data, it won’t help do fuel calculations on his Lowrance LMF instruments. I’m just about to get back to my Garmin testing, by the way. And, finally, a Thanks! to Salvador Castellá for the head’s up about Lowrance updates. He works for the Spanish company Albatross Control Systems, which handles just about everyone’s NMEA 2000 gear under the Alba brand plus makes its own analog-to-N2K converters plus a system for collecting it on a computer and even sending it ashore.

Data bridging, a good thing

It may seem nuts that the Raymarine E-Series can input/output data via good old NMEA 0183, SeaTalk (Ray’s proprietary improvement on 0183), SeaTalk2 (actually NMEA 2000), and SeaTalk HS (actually Ethernet)…but it’s a darn good data architecture. For one thing, there are situations where every one one of those protocols will be used to usefully shuffle info around a boat. Plus the E’s (and C’s) do something called data bridging.

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0183 or 2000, you tell me (& G.)

This is Garmin’s first reaction to my NMEA 2000 complaint:

We chose to focus on engine data since it’s primarily the only thing that you can get over NMEA 2000 that can’t be provided from another source (either our Marine Network system or NMEA 0183).  Our engineers found a dearth of N2K devices on the market that provided data that couldn’t be obtained in another way.

That’s an odd criteria, I think. 0183 isn’t going away soon, but isn’t 2000 better defined, more reliable, and more networkable? Yes! Above is an illustration of why you might want to get as much data as possible over N2K instead of over 0183. The screen shows some of the 4212’s fine 0183 support—four inputs and two outputs, each with a high or standard speed setting. To use all of them you only have to strip those12 wimpy wires and…

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Garmin NMEA 2000, not really!

The damn devil is in the damn details. Imagine my disappointment when I hooked a whole network of Maretron sensors into the Garmin 4212---no patch cable needed, much plug'n'play goodness expected---and got NOTHING! I can still scarcely believe it, but when I checked the installation manual, I learned that Garmin is hardly supporting NMEA 2000 at all. The page above says, "The GPSMAP 4000/5000 series unit...can receive data from a NMEA 2000 network...to show engine specific information...Also, the unit can receive heading data..." That seems to be it; no other standard data understood, and no data going out. Garmin even screwed up plug'n'play, for some reason needing "Device Instance" and "System Instance" specified, which I've never seen before.

In short---aside from using the right connector, and the right name---Garmin is not even close to supporting NMEA 2000 in the way we've come to expect from Simrad, Raymarine, Lowrance, and others. I am so disappointed.

Murphy HelmView, the many faces of

My April PMY column about Charles Industries, and isolation transformers specifically, is now online. Also up are some new product write-ups meant, in part, to illustrate how companies that traditionally supplied engine and boat manufacturers are now making plays for helm space and consumer attention. One is instrument maker F.W. Murphy, whose HelmView is seen above as part of Volvo Penta’s EVC system but is also capable of chart plotting using its SD slot for Navionics cards (below). This puppy can handled three simultaneous CANbus connections, including NMEA 2000, as explained here, and at the Murphy site (and  also as used aboard a Cruisers Yachts 447). HelmView’s retail price is not trivial, but it might make a super geek gauge.
  I also covered Charles’ new IMcharger series, which has optional helm display and/or N2K output, electronically controlled fuel tank selectors from Parker Fluid Control, and a nifty BilgeWatch8 monitoring system that I still have in the test lab, and will expand on here one day.

CruzPro Max110, geek gauge

Though CruzPro deserves more attention than it gets, as Panbo has noted before, I managed to let this neat new MaxVu110 multifunction display slip ever since METS. Too many electronics subjects, too little time! The Max110 is a monster, able to display up to five pages of data (from 16 stored configurations) in the three numeric fields and two bar graphs seen above. It has numerous possible inputs, knows just about every NMEA 0183 sentence written, and “contains built-in calibration curves for all popular engine temperature, oil pressure, fuel and tank level senders manufactured by VDO, Teleflex, Faria and Stuart-Warner”, including both American and European resistance ranges. And any field can be high/low alarmed. Finally, it comes with a Windows program that seems to make setting up all this instrumentation power easy. I can’t find the Max110 on CruzPro’s Web site, but it’s well presented in the online PDF catalog. I’ve got to think that this display could be useful to a geekish boater or imaginative installer, and hope we’ll get some reports about how it’s used.

SeaKey v2, seems a lot better

I had a hard time getting enthused about the original SeaKey (explained here, with humor, by good ole Bill Pike), because its communications link seemed pretty flaky. SeaKey v2 is a major upgrade from v1, adding an LCD interface and two-way satellite communications, but the goal remains the same…an OnStar-like service for boaters. There’s a call center able to both handle emergencies and deliver concierge service. Plus you get geo-fence security and simple monitoring—bilge, battery, and main power switch—when you're ashore. You can even send e-mails (though short, and hard to key in), and subscribers get a personal Web site where friends and family can they follow their cruises. Stolen boats have been recovered using SeaKey, as documented in this PDF, which contains the wonderful:

Miami-Dade Police officer Neubauer stated while talking to the SeaKey Response Center Coordinator, "[Darn], this thing works good!"

But I’m not sure that SeaKey has really caught on, or even if it has any direct competitors. Opinions, or references, anyone?

Krill, flushing over IP

Well, I’ve updated the Ideal Marine Electronics pages with new entries, even pictures and diagrams. One professional installer has weighed in so far, and I thought it interesting that at the end of his high-end-gear-that-doesn’t-break list—mostly brands of IBM stature—is relative newbie Krill Systems. Which reminded me of this snapshot taken at the Ft. Lauderdale Show. Krill was demonstrating live how easily their software can monitor a boat via IP and Krill’s secure server. In fact, the volunteer yacht was in a marina somewhere in the Pacific Northwest and not a lot was going on, but apparently if you were a little bored in a show booth, you could keep track of when someone flushed a head, causing a noticeable rise in the black water tank (bigger image here)!

MacENC meets Furuno NavNet BB, a grin

There were several reasons for that grin on John Gass, Electronics Manager at Wayfarer Marine, the most obvious being that he was beating a particularly nasty February Maine day by testing a possible upgrade system in his shop. Second would be how unusual the system was, closeup here, a Mac Mini running MacENC (review link here) and talking to both a Furuno RD-30 and a NavNet vx2, black box model. John was stressing the whole kit by inputing GPS either from the laptop running Nema Talker or a Garmin 192, plus he had an AIS simulator running on a PC in the next room and connected to the Mini via Bluetooth, and a radar simulator that Furuno apparently supplies to dealers. There was also a Keyspan serial-to-USB converter plus lots of wires and alligator clips involved, which made me feel better about some of my test setups, and may account for the embarrassed portion of that smile.
    Regardless, John got all the data—routes and waypoints included—running around quite well except for one little MacENC-waypoint-to-NavNet glitch. Despite good support from both companies, he didn’t get that one solved before the potential owner of this system—who already has a very nice one, but wants MARPA and AIS—decided to put the R&D on hold. At any rate good geek fun was had, and I also became acquainted with Firma Mats Kagstron’s AIS Simulator (source of many other NMEA software products) and Effective Solutions’ combined AIS and NMEA Simulation, both of which I’d like to investigate further. Thanks, John!

Raymarine & Remote Knowledge, very interesting!

It’s just been announced that Raymarine and Remote Knowledge have inked a deal to develop a Ray branded communications product. Remote has been fairly quiet since I wrote up their initial RK3000 product back in my January, 2005, PMY column (this part below not online for reasons unknown), but—man-o-man—it’s not too hard to imagine how their CANbus/N2K and sat/cell comms technology could be married beautifully to Raymarine systems.

More N2K happiness, and a little more nonsense

I believe the hip hop expression is “baby’s got back!” I like this rear view, bigger here, of the new Garmin 4xxx for both its industrial design sleekness and the implied power of all those connections. The three MarineNet (Ethernet) ports, for instance, are a new feature which means that simpler systems—say sounder box, radar, and XM weather/audio—won’t need a hub (though note that one is still possible, and advantageous in multi display setups). But what’s truly lovely is this standard  plug—NMEA 2000 straight up, no patch cables, no “GarBus” or “GarNet” nonsense to confuse everyone. I also learned today that the rumor I repeated in that same “nonsense” entry was wrong: Lowrance is soon going to put standard N2K connectors on its LowranceNet displays and cables. Yo!

Unfortunately, a worse rumor is surfacing. Twice in the last week someone has asked me something like, “Is it true that the U.S. Coast Guard has some objection to NMEA 2000.” Well, I have more research to do but I very strongly doubt that the USCG has a problem (in fact, it was actually one of the earliest and strongest proponents of the standard , because it’s more reliable and hence safer). While there may be a little bureaucratic nonsense going on behind the regulatory scenes, I’m confident that it will not become a true problem. Especially so as today I attended the first ever European Connect Fest, where some 17 manufacturers with 42 different physical devices all shared data on the same backbone, and a lot of trade folks got down with it. Yo!

Garmin 2007, feast of features, including NMEA 2000

Well, Garmin (having quite a week) didn’t mess around, releasing marine 2007 preview dope before METS opens its doors. Even an elaborate Flash presentation. Key features at the new 4000 series high end: 12” XGA screen, NMEA 2000 compliance (big news for the protocol!), support for new g2 Vision charts with worldwide satellite imagery and under/over-water 3D, and a brand new interface, including simplified “navigation with Auto Guidance.” A hands on look later, hopefully.

Maretron & Carling, more N2K happiness, mostly

The screens above, bigger here , show Maretron’s prototype for N2KView, an engine (and more) monitoring program. Of course it handles most any raw NMEA 2000 data in a boat’s backbone, including J1939 engines via Maretron’s gateway. But an extra neat feature is that N2KView is actually a server, able to deliver the goods to all sorts of Flash clients, including that WiFi enabled phone.
  Perhaps even happier N2K–wise is the news that Carling Technologies—the substantial old line manufacturer of switches, breakers, etc (and owner of Moritz Aerospace, i.e. Octoplex)—has just invested in Maretron. And soon I’ll be able to tell you about another big brand that is adopting NMEA 2000. Could we be reaching a tipping point? Heck, even some of the habitues of Google Groups are having an intelligent conversation about its costs (for a change).
  But I also just finished up an N2K feature for Sail, and this morning took this plug picture below. Left to right they are NMEA 2000 standard Micro size, SeaTalk2, LowranceNet, and SimNet. They all do the same thing with those 5 pins, and all could have the same name! (I also heard that Lowrance may not change plugs to the standard as promised {a rumor later shot down, thankfully}). Patch cables work but this confusing nonsense has really set a good multi-manufacturer data standard back. If you too want to see the tipping sooner than later, complain!

Stealth 540, psyched over a blank helm

I hadn’t noticed this in my first pass through photos of the Cape Town trip, but now it’s got extra meaning. That big sculpted helm belongs to a Stealth 540, in fact hull #1. While most South African boatbuilders seemed just a tad behind the curve electronics-wise, Stealth plans to fill in that white space with fairly cutting edge systems—MAN electronic diesel monitoring,  an OctoPlex power distribution system, and Raymarine E-120s (given the size of this salon helm, maybe they should consider an E on the fly bridge and the new G monitor here?). If I understood the project manager correctly, all three can be interfaced via NMEA 2000, but the plan is to run them separately at first.
  The electronics, though, are minor compared to the 540’s hull design and hydrofoil assist, which Stealth claims will result in a 55 mph top end, a soft ride, and good fuel efficiency. Plus it seems pretty good looking for a power cat (much more info and art at StealthYachts.com). Of course all this is conjecture until the 540 is actually in the water, and that’s what tickles me about the picture, just confirmed: Hull #1 will be at the Miami show in February, where a PMY team, myself included, is scheduled to test it.

NK2 at NMEA, happy stuff

Look how NMEA 2000 can make a guy grin. That’s Kevin Binnie, Systems Product Manager at Xantrex Technology, showing how his MS2000 Inverter/Charger can gateway to NK2 and hence display its operating status to other displays (here Teleflex and Maretron). The hair dryer let him apply a load so us gawkers could see some action, which was instantaneous. Behind Kevin is Bill Remster of Blue Water Data, who showed me his neat PC program that can read and log raw 2000 data. One thing he does with it is engine warranty “start ups” in which he goes aboard a new boat, hooks into 2000 power plants like Yanmar's, and records all sorts of engine data at various RPMs, including speed and pitch using 2000 sensors he brings along. Neato.

Also shown at the NMEA Conference was the first generator whose ECM outputs NMEA 2000, which means that installing control panels anywhere is simply a matter of T-ing into the boat’s backbone. The generator also provides power to the backbone, eliminating another cable, and generator status can be viewed on other NK2 displays as all the messages are standard (remember, a certain number of proprietary messages are allowed). Westerbeke (no information on its site yet, but some here) will eventually offer this option on all its generators. Yes!

Weather Caster 2.0, an Airmar WS update

This software (bigger screen here) is still in beta but it seems quite stable and adds a lot to the Airmar Weather Station, including a new name for itself, Weather Caster. Note the new pitch and roll  dial; heck, I didn’t even realize that there was also an inclinometer in that casing, along with wind, GPS, heading, temp, pressure, and humidity sensors. The other big update is in the “Advanced Setup”, where you can now flash the weather station firmware (worked fine), and also control the sensor to some degree. Below is the NMEA 0183 output screen, bigger here, which is impressive, giving an ‘advanced’ user or installer complete control over the limited bandwidth, even pop-up definitions of 0183 sentence types. It’s interesting that while this and the Maretron weather station are largely meant to sit in the background feeding data to your main displays, you need a PC connection to keep them up to date and either dedicated PC software like this or a dedicated display (Maretron) to see every bit of the information they generate. At least until the display guys catch up with the available data.

Raymarine E- and C-Series, the NMEA 0183 limitation

I think the input/output architecture of Raymarine’s C- and particularly E-Series is really quite good. In fact, I’m amazed that the E is still the only system out there offering both NMEA 2000 and Ethernet networking, though the two work together beautifully. But a problem is cropping up. C’s and E’s have only one NMEA 0183 port, but Raymarine keeps adding things you can do with it, mostly recently AIS and Navtex. As the E manual says, “You can connect either AIS or Navtex or other instruments to one display” (emphasis added).

Now, if you have more than one display in your E-Series setup, each can handle a different 0183 input, and the data will be shared across both the Ethernet and NMEA 2000 networks (nice!). But if you only have one E, or a C, well then you may need to investigate the sometimes complex world of multiplexors (referenced at the bottom of this AIS entry). But don’t expect them to multiplex Navtex because apparently that’s not really 0183 protocol anyway. Raymarine tells me that they really wanted to put more 0183/whatever ports in these machines but just couldn’t fit them along with all the other I/O. The limitation might come in to play when, say, choosing between a 2000 or 0183 ultrasonic weather station.

Ultrasonic Weather Wars, w/ Raymarine as Switzerland

This example will be less funky once I get this whole test rig on the water, but still that’s an impressive screen shot. All that data is coming from, or calculated using, the NMEA 2000 output of Maretron’s weather station, compass, GPS, and water speed/depth sensor. The simulated ‘boat’ is underway but almost standing still (SOG = 0.1 kt) though there’s 0.8 kt of water going by the hull (me flicking the paddle wheel). True Wind then—sometimes called True Relative to Boat—is Apparent adjusted for Speed Through Water and Heading, and Ground Wind (sometimes called True!) is Apparent adjusted for COG/SOG. (A more thorough discussion of True Wind might be in order).

And—yes, contrary to yesterday’s post—there’s Barometric Pressure and Air Temp from the WSO100. It turned out that the E Series doesn’t recognize the standard NMEA 2000 “Environmental” PGN, but will display an alternate PGN that can be turned on in the WSO. This sounds like the screwy stuff that happens with NMEA 0183, and sure enough the E also has an issue with the 0183 “Environmental” sentence, which apparently is marked “do not use” in the NMEA handbook. But Airmar says it’s the only message available for pressure, temp, and relative humidity.

At any rate, the data on the screen below is all coming from Airmar’s all-in-one ultrasonic weather station (and will be joined by pressure, etc. when Raymarine does another code release). True Wind and Set/Drift aren’t calculated because there is no source of Boat Speed, though that would be easy by wiring a speed/depth Smart Sensor into the Weather Station’s Combiner box (multiplexer). Some other day I’ll discuss comparative accuracy, value, etc., but for now I think it’s impressive that the E Series (and C) can interface with both these super sensor systems. The screen shots also illustrate the vastly improved data window control that’s come to the C and E. You can customize the five preset panels pretty extensively (blame me for the asymmetrical graph cells), and use the panels full, half, or quarter screen on any given page. Well done Raymarine, Maretron, and Airmar!

Maretron Weather Station, first impressions

As you may have noticed from the antenna farm, I’m trying the Maretron Weather Station announced last fall. It’s hard to imagine an easier physical install…unscrew a T in the NMEA 2000 backbone, add new T and the WSO100 sensor, power and data done. The Raymarine E, plus RayTech 6.0 on the SeaTalk HS bus, immediately got the ultrasonic wind speed and direction data. Coastal Explorer got it too, as no doubt other PC programs would, via the Maretron USB Gateway (in other words converted into NMEA 0183 messages). Air temperature, barometric pressure, and relative humidity are a different story. There are NMEA 2000 and 0183 sentences for this data but so far nothing I have reads them all except Maretron’s own display. Obviously that’s also true for derived values like wind chill and dew point. At any rate, the display did need updating to understand the WSO100 and put up new screens like the one above, and Maretron has developed a nice program called NK2 Network Analyzer (below, and bigger here) that can update any device on the backbone. (PS: Just noticed that Maretron has put up a demonstration program).

NMEA 0183 wiring, why it bugs me

OK, I admit that at least half of the hideous mess above is the fault of yours truly, being sloppy with a temporary install, in this case interfacing a DSC VHF, a GPS, and an AIS receiver all to a Garmin 3210 (possible because it has two 0183 ports, plus a special Garmin GPS port). But I also blame the standard itself, or non standard really, since there is no common plug, let alone standard wire colors (so you’re delighted to come across nice labelling like Northstar’s at right), or even a uniform nomenclature. Plus the typical bare wires are fine gauge, making them hard to handle and hard to secure strongly. Finally, the variable way the negative side of an 0183 data IN or OUT wire pair works—sometimes wired to its negative OUT/IN opposite, sometimes wired to ground, sometimes not wired to anything—further confuses things, and often  means that there’s a partial crossover between the power connection strip (upper left) and the data strip. The photo below, and bigger here, shows how this can all be neatly done, in this case by pros, but it’s still a bit fragile, I think, and it’s going cost you time or money. The chaos and complications of NMEA 0183 wiring make the rugged NMEA 2000 combined data/power cable scheme look very, very good.

Simrad engine display, better than dials?

I wear a watch with hands, but I’m not crazy about traditional engine gauges, especially when there are rows and rows of them, and most especially when they’re digitally rendered. Yes, a screen like this SmartCraft/Northstar combo looks ‘wow’, but isn’t Simrad’s version above, bigger here, much more screen efficient and informative? By my count, the bar gauges on this half display represent nine data points, or eighteen dials with dual engines. I haven’t seen this monitoring in actual use, but I’d hope that there could be ticks for ‘normal’ values, and maybe changing or flashing colors for critical values. Electronic engines combined with the smarts and displays of navigation electronics offer such wonderful possibilities (which, of course, is why the break up of Brunswick New Technologies seems especially mysterious).

Note that Simrad can display data from engines that use the NMEA 2000 protocol, or can speak it through an electronic bridge. Note too that this screen also shows Simrad’s unique radar overlay “sandwich”. See how the yellow targetry lays over the charted land but then the nav aids lay over everything (like the lighthouse at about 2 o’clock and 2 range rings from the boat). This is a little nuance that everyone else should copy! 

The power of Zeus, part 3

So what do I mean that the new Zeus propulsion system has nerves as well as brains? Well, hooked into the drive controller is an ultra high precision GPS and inertial navigation sensor which feeds it fast updates on the boat’s location along with which way she’s heading, sliding, twisting, rolling etc. Thus the drive gets instant feedback about how well it’s doing what you asked it to do. In other words, if you’re coming alongside a dock and you push the joystick a little bit to starboard, Zeus will take you a little bit to starboard no matter if the current or wind are pushing you hard toward the dock, away from it, or in some other direction. Zeus can do what the very best boat driver does, i.e. observe what the yacht is actually doing in real time, figure out all the forces involved, and compensate for them to get her to go where he wants her to go. Of course the ultimate expression of a totally integrated drive/navigation system like this is its ability to hold station, which seemed rock solid during the demo. It works so well, in fact, that the Cummins guys say they have put Ingenuity next to dock and stepped ashore—no dock lines (though that will never be an advertised feature). That well!

Now it must be noted that the specific navigation sensor hardware being used on the demo is apparently a very expensive Oxford Technologies RT3000 working with private Omnistar differential GPS corrections, which adds a serious subscription expense. But it’s clear that Brunswick’s electronics division is hard at work trying to provide the needed level of precision by the time Zeus becomes a real shipping system. In fact, Zeus may explain why Brunswick picked up MX Marine, which I couldn’t figure out last Spring. The image above shows a Navman/Northstar auto pilot that’s been souped up to work with Zeus’s amazing capabilities (note how the pilot is neatly showing you what the drives are up to as you cast a line, or take a picture, or whatever). It seems obvious that many Zeus boats will be Brunswick hulls with Brunswick drives and Brunswick electronics—all one—which is worth one more Zeus entry, tomorrow. 

Zeus 1, the most innovative electronics at Miami was a propulsion system!?!

Above is a 42’ Maxum that Brunswick, specifically the Cummins MerCruiser division, was using as a special demo boat at the Miami Boat Show. Obviously (bigger here ) it’s loaded with Northstar’s new 8000i multifunction displays (and, yes, that lower one seemed a bit odd as you could kick it if you were being ‘casual’ like this model). Now I’d love to test the 8000i on the water (especially once the finished system ships in June), but this demo was much more about that fat joystick, and the engines, drives, and electronics it’s attached to, all called Project Zeus. I got to experience it myself and, by golly, it’s a very big deal indeed. The drives are similar to the IPS system that Volvo introduced last year, except that the props face aft (which I, from the bays of rocks and lobster traps, strongly favor). I won’t go into Zeus’s claims of efficiency, low noise, etc., though you might want to check out the press release. What I want to tell you about is how I watched a guy joystick this boat’s bow within a few feet of a day marker and then do a 360 around the mark with the bow always within those few feet. I also saw how you could push the “hold station” button on the Navman pilot and boat would sit exactly in place despite wind and current, and without thrusters. This is really revolutionary stuff, and important, I think, to the future of boating and marine electronics. More tomorrow.

Simrad Remote, a NMEA 2000 surprise

It made sense to me that Simrad’s WR20 RemoteCommander shared an innovation award with the Northstar 8000i at the Miami boat show. It uses Bluetooth to wirelessly connect (“up to” 300’, as they say) with a boat's SimNet (aka NMEA 2000) network, and Simrad has equipped it with custom messages able to duplicate nearly every button push on all its SimNet-equipped devices. (These are the proprietary messages I was talking about here, and a good example of how they can be used innovatively). Potentially you can use this remote to power steer with your autopilot, zoom your chart plotter, change channels on your VHF, just about anything. Plus, if you do have the Simrad RS80 Series VHF that's SimNet enabled, the remote can also be a wireless handset (the Bluetooth audio going directly to the radio, not through SimNet). The remote can also display one to four lines of data from many sources on the network, including non-Simrad sensors. And finally, it is supposedly ready to work with Simrad equipment that hasn’t even been developed yet, though I don’t understand how.

By the way, Simrad’s purchase of Lowrance seems to be a done deal. It’s interesting that both companies have done a lot with NMEA 2000, though in different ways. I wonder how their produ