Zeus 8M0087613 Technician Guide Final

90-8M0087613 814
Zeus 3000 Series: Introduction and Service

MerCruiser Training Course
Zeus 3000 Series: Introduction and

Service
Technician's Guide
© 2014 Mercury Marine
Notice to Users of This Manual
Throughout this publication, dangers, warnings, cautions, and notices (accompanied by the
International HAZARD Symbol ! ) are used to alert the mechanic to special instructions concerning a
particular service or operation that may be hazardous if performed incorrectly or carelessly. Observe
them carefully!
These safety alerts alone cannot eliminate the hazards that they signal. Strict compliance to these
special instructions when performing the service, plus common sense operation, are major accident
prevention measures.
! DANGER
Indicates a hazardous situation which, if not avoided, will result in death or serious injury.
! WARNING
Indicates a hazardous situation which, if not avoided, could result in death or serious injury.
! CAUTION
Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury.
NOTICE
Indicates a situation which, if not avoided, could result in engine or major component failure.
IMPORTANT: Identifies information essential to the successful completion of the task.

NOTE: Indicates information that helps in the understanding of a particular step or action.
This manual has been written and published by the Service Department of Mercury Marine to aid our
dealers’ mechanics and company service personnel when servicing the products described herein. We
reserve the right to make changes to this manual without prior notification.
Alpha, Axius, Bravo One, Bravo Two, Bravo Three, Circle M with Waves Logo, K‑planes, Mariner,
MerCathode, MerCruiser, Mercury, Mercury with Waves Logo, Mercury Marine, Mercury Precision
Parts, Mercury Propellers, Mercury Racing, MotorGuide, OptiMax, Quicksilver, SeaCore, Skyhook,
SmartCraft, Sport‑Jet, Verado, VesselView, Zero Effort, Zeus, and #1 On the Water are registered
trademarks of Brunswick Corporation. Mercury Product Protection is a registered service mark of
Brunswick Corporation.
It is assumed that these personnel are familiar with marine product servicing procedures. Furthermore,
it is assumed that they have been trained in the recommended service procedures of Mercury Marine
Power Products, including the use of mechanics’ common hand tools and the special Mercury Marine
or recommended tools from other suppliers.
We could not possibly know of and advise the marine trade of all conceivable procedures and of the
possible hazards and/or results of each method. Therefore, anyone who uses a service procedure
and/or tool, which is not recommended by the manufacturer, first must completely satisfy himself that
neither his nor the products safety will be endangered.
All information, illustrations, and specifications contained in this manual are based on the latest
product information available at the time of publication. As required, revisions to this manual will be
sent to all dealers contracted by us to sell and/or service these products.
Refer to dealer service bulletins, operation maintenance and warranty manuals, and installation
manuals for other pertinent information concerning the products described in this manual.
Precautions
It should be kept in mind, while working on the product, that the electrical and ignition systems are
capable of violent and damaging short circuits or severe electrical shocks. When performing any work
where electrical terminals could possibly be grounded or touched by the mechanic, the battery cables
should be disconnected at the battery.
Any time the intake or exhaust openings are exposed during service they should be covered to protect
against accidental entrance of foreign material into the cylinders which could cause extensive internal
damage when the engine is started.
During any maintenance procedure, replacement fasteners must have the same measurements and
strength as those removed. Numbers on the heads of the metric bolts and on the surfaces of metric nuts
indicate their strength. American bolts use radial lines for this purpose, while most American nuts do not
have strength markings. Mismatched or incorrect fasteners can result in damage or malfunction, or
possibly personal injury. Therefore, fasteners removed should be saved for reuse in the same locations
whenever possible. Where the fasteners are not satisfactory for reuse, care should be taken to select a
replacement that matches the original.
Replacement Parts
Use of parts other than the recommended service replacement parts will void the warranty on those
parts that are damaged as a result.
! WARNING
Avoid fire or explosion hazard. Electrical, ignition, and fuel system components on Mercury Marine
products comply with federal and international standards to minimize risk of fire or explosion. Do not
use replacement electrical or fuel system components that do not comply with these standards. When
servicing the electrical and fuel systems, properly install and tighten all components.
Cleanliness and Care of Product

A Mercury Marine Power Product is a combination of many machined, honed, polished, and lapped
surfaces with tolerances measured in the ten thousands of an inch/mm. When any product component
is serviced, care and cleanliness are important. It should be understood that proper cleaning and
protection of machined surfaces and friction areas is a part of the repair procedure. This is considered
standard shop practice even if not specifically stated.
Whenever components are removed for service, they should be retained in order. At the time of
installation, they should be installed in the same locations and with the same mating surfaces as when
removed.
Personnel should not work on or under an engine that is suspended. Engines should be attached to
work stands, or lowered to ground as soon as possible.
Manual Outline
Section 1 - Program Overview
A - General Information
Section 2 - Introduction to Zeus
A - Introduction
B - Early Literature
Section 3 - Systems: Discussion, Removal and Inspections
A - Zeus Systems and Components: Pre‑System Removal
Discussion
B - Electrical System: Removal and Inspection
C - Hydraulic System: Removal and Inspection
D - Cooling System: Removal and Inspection
E - Section Questions
Section 4 - Main Components: Discussion, Removal and
Inspections
A - Zeus Systems and Components: Pre‑Component Disassembly
Discussion
B - Disassembly
C - Section Questions
Section 5 - Main Component Assembly
A - Assembly
Section 6 - System Installation: Hydraulic, Cooling and
Electrical
A - Hydraulic System Installation
B - Cooling System Installation
C - Electrical System Installation
Section 7 - Zeus Pod Updates and Service Tips
A - Service Tips and Product Updates
B - Section Questions
Section 8 - Electrical Discussions and Exercises
A - Diagnostic Codes and Using a Systematic Approach to
Diagnostics
B - Reflash Exercise
C - Service Bulletin Awareness Worksheet
D - Additional Electronic Exercises
Section 9 - Maintenance and Mechanical Exercises
A - Zeus Service Procedures
Section 10 - Zeus Test
A - Zeus Test
General Information
Program Overview 1
Section 1A - General Information A
Table of Contents
Course Description................................................ 2 Class Information / Hours...................................... 3
Safety.................................................................... 2 Daily and End of Class Check Lists.......................3
Participant Expectations........................................ 3 Course Benefits..................................................... 4
Instructor Expectations.......................................... 3
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General Information
Course Description
Welcome to the Mercury Marine initial Zeus training course. This course is designed to provide technicians with
an introduction to the Zeus product as well as an interactive learning experience in which they will completely
disassemble, inspect and reassemble a Zeus pod. Participants will gain an understanding of Zeus by learning its
history, how it functions and through a variety of hands on work activities and interactive discussions.
Participants will be required to perform inspections of their pods and document their findings. They will also be
responsible for completing homework questions and a final test on the Zeus product. Finally, technicians will also
be provided with helpful service tips as well as information pertaining to the most recent known field concerns
and service programs.
Prior to lab activities, discussions will prepare the participants for the work which they will be expected to
perform. Participants will also be responsible for answering questions in this Technician Guide prior to
disassembly in order to ensure they have an understanding of the procedures and to prevent injury to
themselves or damage to the classroom aids.
This course focuses primarily on the pod assembly ‑ not the engine or the majority of the SmartCraft DTS
system. Technicians wishing to be successful in all aspects of Zeus service and diagnostics must also have an
understanding of SmartCraft DTS and be proficient in electrical, cooling, engine and hydraulic theory and
troubleshooting. Technicians should stay current with Zeus product updates and stay current in their chosen field
of expertise.
This technician guide lists several specifications to be used in class. Additionally, you may be instructed to
tighten things to "half torque" in order to extend training aid life. In the field, always refer to the most current
technical literature in order to insure access to the most current specifications: adjustment, torque, etc.
Thank you for your participation in this program and for making the commitment to learning. You not only
represent the face of your dealership, but Mercury Marine as well. You alone have the single greatest influence
on the customer's ownership experience and we are committed to working with you toward exceeding their
expectations.
Safety
IMPORTANT: Your safety is your responsibility. The following safety recommendations could prevent a serious
injury.
Examples of minimum standard safety practices that should be followed are:
• Safety Glasses: Should be worn when working with mechanical components under pressure (spring,
hydraulic, etc.), or with fuels and other chemicals.
• Hearing protection: Should be worn when when noise levels will be abnormally loud such as running an
engine at higher rpms in an enclosed environment.
• Steel toed shoes: Should be worn when moving or lifting heavy objects.
• Removal of watches, rings and dangling jewelry such as necklaces and earrings: To prevent amputation or
injury due to catching the jewelry in a machine or exposure to electric shock.
• Hair longer than shoulder length should be tied back when working around machinery or moving parts: To
prevent injury or death by catching the hair in moving machinery
• Always follow warnings in service literature for removing cooling, hydraulic or fuel system pressure prior to
working on one of these systems.
IMPORTANT: High Pressure Injection Injuries: A pressure of 100 p.s.i. will inject liquid through the skin into the
human body. Injuries of this type always result in excruciating pain and surgery. Amputations result in about half
the injuries, and in the worst cases death occurs. Always follow proper safety precautions for working around
high pressure fluids. Never, under any circumstances, put any body part in the path of high pressure fluids.
Never check for leaks with your hands or put any body part near the tip of a fuel injector when it is possible for it
to dispense fuel. Always assume the fuel system is pressurized and take appropriate precautions. Always follow
the safety precautions in the service manual and on warning labels.
IMPORTANT: The instructor will ensure that all participants know the location of all emergency exits as well as
the meeting location in the event an evacuation is necessary.
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General Information
Participant Expectations
Participants should be proficient in the use of basic hand tools including torque wrenches and torque adapters. A
functional knowledge of G3 is also expected. The ability to properly utilize service literature and communicate in
a professional manner will also be a significant portion of a technicians success in this class.
In addition to technical skills, attendees are expected to participate fully in class discussions and help promote a
positive learning environment. As you will discover, supporting the Zeus product is new to all of us, and we are all
responsible for making it a success. We are all learning together and we all have the ability to make this course a
safe, fun learning experience.
The time spent in class as well as the time spent with your peers after hours provides excellent opportunities to
share knowledge, experiences and to answer the workbook and homework questions. Be sure to take advantage
of these opportunities and use your time wisely.
IMPORTANT: All work should be performed as if we were working on a customer's vessel. Work spaces should
be kept neat and clean. All parts should be neatly laid out and our area should be left in a condition that if a
customer were to see it, it would promote confidence in our work because of the professional appearance.
Remember, a customer's perception is their reality. It doesn't matter how good our work is if we present a poor
appearance; our work might be perfect but it will be perceived poorly by a customer.
"It could be the best meal in the world, but if it's served on a dirty plate who wants to eat it?" ‑ Unknown
Instructor Expectations
First and foremost, the instructor will promote a safe working and learning environment for the participants. The
instructor will place particular emphasis on performing work safely and correctly. The instructor will also enforce
the rules of conduct for the facility and for the class.
In addition to safety, the instructor will be here to positively support your learning experience, to assist you as
much as possible in understanding the Zeus product and to maximize your learning. He will also provide you with
feedback and an assessment of your performance.
Class Information / Hours

• Class hours are every day from 8:00 am until 4:00 pm.
• The lunch break will be one hour, lunch is not provided
Daily and End of Class Check Lists

The following checks should be performed every day to in order to promote a professional and safe work
environment. They should be applied as applicable for the class and the facility.
Daily:
All flammables stored in appropriate cabinet
All torque wrenches backed off to minimum setting
All trash disposed of
Any parts needing replacement retained at end of bench until instructor gives the ok for disposal
Work area neat and clean ‑ presentable for customers
Last day of class:

All flammables stored in appropriate cabinet
All torque wrenches backed off to minimum setting
All trash disposed of
Benches/work areas left neat and clean for next student
Training aids left neat and clean for next student
Chairs pushed in
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General Information
Course Benefits
In addition to gaining knowledge of Zeus, you will have the opportunity to be in an environment dedicated solely
to learning and development. Take this time to focus on your strengths and to identify areas in which you would
like to improve.
Upon your return to work, you will possess new skills that will help you to advance your career and bring value as
an employee. You will possess a sense of pride and accomplishment for taking the steps to learn new things and
improve your existing skills.
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Introduction
Introduction to Zeus
Section 2A - Introduction
Table of Contents
2
A
What is Zeus..........................................................2 Impact and Mechanical Safety.............................. 5
History................................................................... 2 How Does Zeus Work?..........................................6
Zeus Firsts in the Recreational Marine Industry Pod Movement and Identification.......................... 7
........................................................................... 4 Mounting and Sealing............................................9
Why Zeus?............................................................ 4 Zeus Owners....................................................... 10
Electronic Safety....................................................5
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Introduction
What is Zeus
50695
Zeus pod (shown without top cover)
Zeus is a complete propulsion system known as a "pod" system. The term "pod" is used to describe the entire
unit (both above and below the waterline), including electronics, hydraulics, cooling, transmission, steering and
drive components. Pods are not new to the marine industry, but they have historically been used on large
commercial vessels. At this time, two recreational pod systems exist; Mercury's Zeus and VolvoPenta's IPS
system.
The Zeus system was designed by Mercury Marine, and has always been built in Wisconsin at Mercury's Racing
division. Nearly every Zeus pod is powered by Cummins engines which range from 425 to 715 hp.
ZF (the supplier of the transmission for the pods) had the ability to sell pods to other manufacturers, and some
Caterpillar powered pods were produced. However, the number of Caterpillar powered pods is very low.
As mentioned above, our main competitor is VolvoPenta's IPS system. However, when the two systems are
compared, Zeus is the superior product. We'll examine this in detail as we explore the system.
History
Initially, Zeus was a product of a joint venture between Mercury Marine and Cummins Marine known as "CMD".
CMD stands for Cummins MerCruiser Diesel. During this time, Cummins was the primary contact for support and
Mercury Marine provided emergency pod support.
In 2012 the joint venture dissolved and the Zeus product and associated support became a responsibility of
Mercury Marine.
To date, there have been four releases of Zeus pods. Although there have been four releases, Zeus is only
considered to have two generations. The pods are quickly identified by a two letter designator. "HH" were the first
pods, followed by "IH", "JH" & "KH". HH & IH pods are considered first generation, and JH & KH pods are
considered second generation.
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Introduction
Release # 1 2 3 4
2006 2007 2008 ‑ Dec. 2012
Year Dec. 2012
(Pre‑release) (Limited release) (Full release)
Version Designator HH IH JH KH
Generation 1 1 2 2
Low pressure oil High pressure oil High pressure oil High pressure oil filtration.
filtration (should be filtration. filtration. Magnetic filter Magnetic filter cartridge in line.
updated to IH style cartridge in line. Unique Center pod for Triples
Oil Filtration
filtration). Also included physical (limited side to side
changes to the Base movement).
plate & hardware.
Oil filter pressure No No Yes No
switch
Pressure Transducers
3,000 p.s.i. 3,000 p.s.i. 3,000 p.s.i. 3,500 p.s.i.
(sensors)
Water in Gear Lube
Yes Yes Yes No
Sensor
Backup Pump Yes Yes No No
Equipped
Mercathode Controller Red (12V) Red (12V) Red (12V) Red Gen II (12 or 24V)
SmartCraft version 2.5
Cummins & Mercury Versions
Software &
2.2 2.2 2.2 exist.
Architecture
REFER TO BULLETIN
2013‑66
Freeze Frame Data
No No No Yes
available to CDS G3
SmartCraft 2.2 SmartCraft 2.5

Separate autopilot module required Separate autopilot module not required
Helm architecture includes smart junction box No smart junction box used in helm architecture
48 pin Command Control Modules (CCMs) 112 pin Command Control Modules (CCMs)
Not capable of triple or quad installations Can support triple and quad installations
Does not support auxiliary joystick Supports up to four auxiliary joysticks
NOTE: Should a POD ever need to be replaced, and a KH POD is installed, all modules on the boat must be
updated to Mercury's SmartCraft 2.5, and the 3,000 p.s.i. pressure transducers on the pod that is not being
replaced must be updated to 3,500 p.s.i. transducers.
The biggest physical differences in the pods are in the steering and trim hydraulic systems. HH pods had a low
pressure filtration system that did not function well. IH pods were released with a high pressure filtration that
performed much better. HH pods were eventually updated to the high pressure filtration system of the IH models.
JH pods received a magnet in the filter as well as a new hydraulic system and some hardware changes.
At this time, ALL HH pods should have been updated to IH style high pressure filtration. Should a vessel ever
come in with low pressure filtration, contact Mercury Marine Technical Service in order to make arrangements to
receive update parts.
KH pods were released in 2012 with a unique center pod for use in triple applications. The center pod has limited
side to side movement (15° port and 15° starboard). Cummins and Mercury both had software versions 2.5, so
it's very important when working on KH pods to determine whose software is in the controllers. It's important to
read and be familiar with service bulletin 2013‑66.
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Introduction
Pods can be quickly identified by the label on their baseplate and in their model code.
50721
Baseplate label from a Port JH pod
The Zeus project began in 1992, and the first Zeus pods were pre‑released to a very limited number of boat
manufacturers in 2006. In 2007, a limited release occurred followed by a full release of the product in 2008.
Zeus Firsts in the Recreational Marine Industry

The release of Zeus represented a significant leap forward in the recreational marine industry. While some of the
features listed below were not new to the marine industry, they were new to the recreational side in pod form.
Some of the firsts for recreational pod propulsion systems Zeus brought to market were:
1. Skyhook (station keeping): Zeus vessels are extremely maneuverable, and compliment the Skyhook system.
2. A tunnel mounted, steerable drive: Tunnel mounting provides protection to the drive while simultaneously
increasing economy and performance.
3. Rear facing counter‑rotating propellers with an inboard engine: The only other recreational pod system
available (VolvoPenta's IPS) uses forward facing propellers which are extremely susceptible to damage.
4. Integrated trim tabs: Trim tabs are mounted to the midsection of the pod.
5. Through hub exhaust on an inboard: Exhaust is plumbed through the pod where it exits below the waterline
and rearward of the boat to keep things quiet.
6. Integrated water intake system for accessories: An integrated water inlet provides both cooling and
accessory water.
Why Zeus?
Many safety features protect both the vessel and its' occupants while simultaneously providing superior
performance, economy and fun than other drive systems. These features provide up to 30% better fuel economy
& 15% higher vessel speed than conventional shaft drives. Additionally, Zeus equipped vessels are fun to
operate because they are extremely maneuverable.
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Introduction
Electronic Safety
50727
On large vessels, especially with multiple helms, long cable runs are difficult to install and troublesome to
maintain. By using SmartCraft Digital Throttle and Shift, these problems are eliminated on Zeus equipped
vessels. Additionally, all of the safety features of SmartCraft are incorporated. Redundant sensors on safety
critical items such as throttle, shift, steering and joystick insure that commands can be verified and should a
sensor fail, the vessel will still be operational.
Five Controller Area Network (CAN) lines are utilized to transfer the data and control the vessel. CAN lines are
highly resistant to Electro Magnetic Interference (EMI), and in the event that one of the lines becomes damaged,
safety critical messages will travel over alternate lines. Additionally, the complete loss of a pod, either
electronically or physically, will not disable the remaining pod.
Impact and Mechanical Safety

The tunnel mount design of the Zeus system results in the torpedo being even with the keel. This protects much
of the drive from underwater debris. In addition to protection, the tunnel system contributes greatly to the
efficiency and performance of the Zeus drive system. The skeg is designed to break away when a moderate
impact occurs; this protects the propellers. In contrast, VolvoPenta's IPS system utilizes forward facing propellers
which are the first components to be damaged when the drive encounters underwater debris.
50728
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Introduction
50730
The pins that secure the skeg to the drive should never be re‑used if the skeg has been removed for any reason.
When the retaining pins are installed, green Loctite™ (sleeve retainer) must always be used. Should a vessel
come in without a skeg, the technician should perform a thorough inspection of the hull, gearcase and propellers
for any signs of impact. If absolutely no signs of impact are present, and the skeg was never removed for service,
contact Mercury Marine technical service.
Should a pod experience a severe underwater collision, the drive is designed to literally break off of the vessel
while leaving the hull completely watertight. Studs designed to shear at a certain stress level are used to mount
the gearcase to the midsection. Because the mounting studs are designed to break under stress, installation
torque is absolutely critical when mounting a gearcase.
50731
When pod separation occurs, the mounting plate remains intact and no water intrusion occurs. To date, a Zeus
equipped vessel has never been lost due to water intrusion after a drive has broken free. This is not true of our
competitor's product. Remember, the studs are designed to shear at a certain level of stress, it is absolutely
critical to properly torque the studs upon installation. Every time the gearcase is removed, these studs must be
replaced. Earlier service literature instructs the technician to inspect the studs for stretch. Service bulletin
2013‑65 over‑rides this literature and requires replacement of the studs.
How Does Zeus Work?

The pod is coupled to an engine by a drive shaft. The drive shaft enters the pod at the transmission and the
power from the engine is used to run hydraulic pumps and turn the propellers. A hydraulic pump inside the
transmission is used to apply pressure to either forward or reverse clutch plates. A second pump, mounted to the
transmission, is used in the steering and trim control circuits.
The steering, trim, throttle and direction controls for each pod are completely independent of one another. Pods
can be turned at different angles, operated at different amounts of throttle, and be thrusting in different directions
(one pod in forward gear, the other in reverse) at the same time. The system is exceptionally versatile.
The key to the extreme maneuverability of a Zeus equipped vessel is knowing the vessel's true Center of Gravity
(CG) and manipulating thrust around it. By doing this, the vessel can literally be maneuvered in any direction
such as perfectly port or starboard with no fore or aft motion, or even rotate in place as if it were mounted on a
turntable.
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Introduction
Pod Movement and Identification

Outer pods are able to turn a total of 60°. However, because they are mounted in tunnels, their movement is
limited to prevent turning too far toward the center of the boat.
When set up as doubles, they are able to turn inboard 15° and outboard 45°. This prevents the propellers from
turning too far inboard and hitting the side of the tunnel. Because of this requirement, outer pods are
manufactured specifically to be either port or starboard.
50738
Doubles can turn inward 15° and outward 45°
When set up as triples, the outer pods function as described above, but the center pod is limited to 30° of
movement: 15° to either side.
55443
The inner or center pod on triples is limited to 30° of travel: 15° to port and 15° to starboard.
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Introduction
There are several ways to identify the proper location for a pod. One way is the serial number. Pods receive a
serial number and labeling that identifies them as being either a port, inner or starboard unit. Additionally, the
midsection (mounting plate) may be stamped accordingly. In the photo below, we see a JH pod with a "PORT"
stamping on the midsection plate as well as a port marking on the Serial Number label.
50735
In addition to markings, there are physical differences between port and starboard pods. An indexing dowel pin is
installed into a component called the "kingpin adapter plate." This plate is the connection between the rotational
component of the pod and the gearcase. The rotational component is called the "steering actuator" and it has the
ability to turn 60°. Without the pin offsetting the mounting alignment, the gearcase would be able to turn 30° to
either port or starboard from center. By using the dowel pin to offset the gearcase 15°, the result is a 15° turn in
one direction and a 45° turn in the other for the gearcase from center.
NOTE: The unique center pod used for triples (KH) is limited to 15° movement to port and 15° to starboard
through software.
50736
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Introduction
Along with the markings and hard stop built into the kingpin adapter plate, the Thrust Vector Module (TVM) is
programmed specifically for the pod's installed location. The TVM is the electronic control module that controls
the steering and trim functions of the pod.
50737
Mounting and Sealing

A very robust mounting system is used to mount the pods in a vessel. Boat manufacturers can either design the
hull with a hole built in, or cut a mounting hole and use a special reinforcement plate to mount the pod. A large
rubber grommet with chemical resistant coatings fits to the cutout and gets compressed between the mounting
components to create a very strong, watertight seal.
50739
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Introduction
The grommet should be installed dry. However, if needed to aid in assembly, a solution of mild dish soap and
water or glass cleaner such as Windex™ can be used to aid in lubrication. These will not damage the seal and
will dry without leaving a harmful residue. Care should always be taken when working with or around the seal so
as not to damage it or spill harsh chemicals on it.
Zeus Owners
It's important to remember that Zeus drives are installed on very high end boats. In most instances, the owners of
these boats have money and influence or are close with someone who does. It is not uncommon for a call to be
placed to a board member or even the CEO of the Company when a Zeus vessel has experienced a failure.
To many Zeus owners, their time may be their most precious possession. Therefore, when they have made time
to use their boat and it's broken, they can become quite upset. It's important as technicians that we treat these
people and their vessels with the highest care. Keep in mind we may actually be working on their living quarters.
Using the proper language, dressing appropriately and being neat while we work are all important points to
remember. Things such as wearing protective booties shows respect to the owner's property. Presenting a
professional demeanor and appearance are a must when interacting with the owners of these vessels.
50741
Many times we are actually repairing more than a broken boat. We are repairing a relationship between the
customer and ourselves. We are regaining trust in our products and our service capabilities: we are there as
ambassadors of the brand. Zeus is a very high profile product, and we must always strive to exceed our
customers' expectations.
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Early Literature
Introduction to Zeus
Section 2B - Early Literature
Table of Contents
2
B
Early Zeus to IPS Comparison Literature.............. 2
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Early Literature
Early Zeus to IPS Comparison Literature

The following comparison highlighting the differences between Zeus and IPS propulsion systems was released in
2007. It is provided for your reference, as it should better help you understand the history of how the product was
presented to consumers when it was released.
Some specifications have changed since then, as can be seen with available engine packages. However, the
document highlights many of the differences between Zeus and VolvoPenta's IPS pods as well as many of the
benefits to Zeus' features.
The document is unaltered except for physical size, and is presented just as it was released in 2007. In addition
to the information provided here, several reviews, comparisons and customer experiences can be found online
using internet search engines.
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Early Literature
51063
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Early Literature
51064
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Early Literature
51065
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Early Literature
51066
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Zeus Systems and Components: Pre-System Removal Discussion
Systems: Discussion, Removal and Inspections

Section 3A - Zeus Systems and Components: Pre-
System Removal Discussion
Table of Contents
3
Three Main Components & Three Main
Systems............................................................. 2
High Pressure Pump..........................................5
High Pressure Filter........................................... 6 A
The Electrical System............................................2 Hoses.................................................................6
Wiring Harness.................................................. 2 Steering and Trim Manifolds..............................6
Thrust Vector Module (TVM)............................. 3 Backup Pump.................................................... 7
Sensors..............................................................3 Manual Control Valves (JH Pods Only)............. 7
Controller Area Network (CAN)......................... 3 Trim Actuator..................................................... 7
Steering & Trim Coils.........................................4 Cooling System..................................................... 7
MerCathode....................................................... 4 Open System..................................................... 8
Hydraulic System...................................................4 Cooler Terminology........................................... 8
History................................................................5 Cooler Theory & Construction........................... 8
Reservoirs..........................................................5
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Three Main Components & Three Main Systems

When seeing a Zeus pod for the first time, it can appear intimidating. However, as we examine the construction
of the pod, it’s really a very simple assembly. When examined closely, we see that the pod is actually three major
components joined together with electrical, hydraulic and cooling systems all attached to it. The systems bolted
to the pod are also known as "dress."
The transmission sits on the very top of the pod. The transmission is manufactured by ZF which is a worldwide
automotive supplier of driveline and chassis technology. The transmission and its internal components are not
serviceable; any failure requires replacement of the unit. However, the sensors and controls attached to the
transmission are replaceable. The bottom of the transmission is bolted to the top of the steering actuator, and a
shaft runs from bottom of the transmission through the steering actuator into the gear case.
The steering actuator is the center major component of the pod assembly. The top of the steering actuator
supports the transmission, and the bottom of the actuator is bolted to a mounting plate known as the intermediate
plate or midsection. The steering actuator has internal components that rotate. The rotating parts bolt to a plate
called a kingpin adapter plate, and in turn the kingpin adapter plate bolts to the gearcase using breakaway studs.
This order of assembly is what allows the gearcase to rotate and shear from the pod while keeping the vessel
water tight.
As with the transmission, there are no serviceable parts inside the steering actuator. Any damage to internal
components of the actuator requires replacement of the unit. However, the seals, sensors and other parts bolted
to the actuator can be serviced.
The bottommost main component is the gearcase. When the pod is mounted in the boat, the gearcase is partially
protected by the tunnel mounting system. The drive itself is very similar to a Bravo III, and is completely
serviceable. It can be completely disassembled and serviced or rebuilt as necessary.
Electrical/computer, hydraulic and cooling systems are mounted to the pod. These systems are responsible for
controlling, monitoring and regulating the three main components. Understanding these systems is essential to
being able to properly maintain, diagnose and repair Zeus pods.
The Electrical System

The pod’s electrical system is integrated into the SmartCraft system on the vessel. We will be examining the
components physically mounted on the pod; wiring harness, sensors, actuators, coils and the thrust vector
module (TVM).
Safety is a priority in the Zeus system, and safety critical sensors are redundant (duplicated). For example, on
the pod we have dual steering position sensors. In addition to the electrical system providing safety, the
MerCathode is protecting the pod from galvanic corrosion.
Section 4 of service manual #45 (90‑866944081) & #52 (90‑879172175) provides detailed information on the
electrical architecture and function of the electrical components of the Zeus pod.
Wiring Harness
When working on the electrical system, especially the wiring harness and connectors, following proper service
procedures is critical to insure the safety of the vessel and its occupants. Because corrosion is always a concern
in a marine environment, the integrity of the wiring and the connections must be maintained. Insulation should
never be pierced with a probe or a tap. Testing in this manner has the potential to break internal wire strands.
Worse yet, it leaves the wiring exposed to the atmosphere and corrosion which can result in failure of a part of a
circuit or a complete wiring harness.
Additionally, care must be taken when testing connectors and pins to neither spread nor damage them. Systems
should be powered down when disconnecting the battery (unless directed by a factory service manual), and care
must be taken to always hook up the battery cables in the correct polarity and order.
Page 3A-2 90-8M0087613 AUGUST 2014

Thrust Vector Module (TVM)

The electronic module mounted on the pod, the TVM, is responsible for carrying out the actions that create the
extreme maneuverability of the Zeus pod system. Steering and trim inputs to the helm controls (including the
joystick) result in signals being sent to the Command Control Module (CCM). The CCM interprets those signals
and sends messages on the CAN X line to the TVM instructing it what to do. The TVM responds to the CCM's
commands by dispatching outputs (voltages) to the actuators on the pod. The actuators receive the voltage
signal and respond accordingly. At the same time, the TVM receives input signals from the steering and trim
related sensors on the pod as feedback. These feedback signals verify that the outputs and actuators responded
as commanded in the time allotted for those activities to be carried out.
Messages related to the throttle and shift are sent from the CCM to the System Integration Module (SIM) which is
located in the Vessel Interface Panel (VIP)
An important thing to remember about the TVM on a Zeus pod is the fact that while it may appear similar to
electronic control modules you will see in other systems, it is unique to Zeus and cannot be interchanged with
non‑Zeus systems.
Sensors
Many people believe that sensors send commands – this is incorrect. Sensors are purely an input into an
electronic control module or computer. The module has pre‑programmed parameters that dictate what output
command (if any) it will send based on sensor input. On a Zeus pod, sensors are used to send information about
things such as hydraulic pressure, temperatures, degrees of rotation (steering), fluid levels, transmission clutch
slippage and water intrusion.
Because safety is of the utmost importance, safety critical sensors are duplicated. Known as "redundant
sensors", they include: throttle, shift, steering and joystick.
Electronic control modules use input voltages from sensors to compare to pre‑programmed parameters. The
modules then complete grounds or send voltages in order for actuators to do something based on the sensor
input.
Controller Area Network (CAN)

CAN lines are wire networks that are used to transmit digital signals. Different forms of digital communication fall
under various communication protocols. Protocols are the rules about how the digital network communicates.
Terms like CAN, SmartCraft and J1939 represent different types of communication protocols. When a protocol
becomes accepted and used by certain parties or an industry, it is considered to be a standard; J1939 and
SmartCraft are considered standards. J1939 is a standard accepted by the automotive and heavy truck
industries and SmartCraft is a standard used by Mercury Marine and numerous boatbuilders.
CAN communication is extremely fast, and CAN networks are able to self‑diagnose to a certain extent. When
messages are sent from module to module, a response is also sent back. The purpose of the response is to "tell"
the module sending the message (sender) that its message has been received and understood by the receiving
module (recipient). For example, if the Thrust VEctor Module (TVM) has failed and is no longer able to
communicate on the network, other modules may send a message saying they cannot "see" the TVM. The other
modules are simply programmed to report a code if they are not receiving responses to their messages. There
are five CAN lines built into the Zeus wiring harnesses (CAN P, CAN X (two lines), CAN H and CAN V), and a
J1939 CAN network used by the engine controller. Let's take a look at each one and what they are used for.
CAN P: Carries SmartCraft data. In the world of CAN lines, CAN P carries low and medium speed data. It's a
pretty busy communication line as there are a lot of messages being sent back and forth in the SmartCraft
system. CAN P is also the backup line for CAN X in the event of a CAN X line failure. Should CAN X fail, throttle,
shift, steering and trim commands will sent on CAN P.
CAN X: Is responsible for transmitting throttle, shift, steering and trim commands. CAN X is a high speed line
and is very busy with all of the messages being sent back and forth. Because the two pods have separate
throttle, shift, steering and trim functions, there are two CAN X lines (one for each pod). If it's determined that
CAN X communication has failed (remember senders are supposed to receive confirmation messages from
recipients) convenience features such as the joystick and auto‑pilot are disabled and the throttle, shift, steering
and trim commands are then sent over CAN P.
90-8M0087613 AUGUST 2014 Page 3A-3

CAN H:CAN H is actually a bridge between the two CAN X lines. CAN H keeps both pods in sync, and insures
that both pod systems know what is happening on the other. This is essential to accurate control of the vessel
and is also what makes the extreme maneuverability of Zeus vessels possible. CAN H also carries the data for
the auto pilot module (APM), Global Positioning System (GPS), Inertial Measurement Unit (IMU), and the helm
track pad (not the remote track pad ‑ throttle and shift levers). It's important to realize that CAN H is unique to
joystick equipped boats.
CAN V: On all Zeus with SmartCraft 2.2, CAN V is the fifth available CAN line. CAN V works with VesselView to
carry the information related to the house generator and the heating, ventilating & air conditioning (HVAC)
systems. SmartCraft 2.5 does not use CAN V.
J1939: J1939 is an automotive and heavy truck industry standard that is used for engine diagnostics. The
Cummins diesel engine controllers use the J1930 protocol to control the engine and report diagnostic codes. In
order for the SmartCraft network to interface with the engine's J1939 controller, a System Interface Module (SIM)
is used. This module is simply a gateway between the SmartCraft CAN network and the engine's J1939 network.
NOTE: Existing service manuals may list the maximum length of a CAN line as 130' .This specification has been
updated and the maximum allowable length of a CAN line in a Mercury SmartCraft network is now 230'.
Steering & Trim Coils
The steering and trim manifold(s) contain valves that are used to divert oil flow. The oil flow is used to turn the
internal gears of the steering actuator and also to raise or lower the trim tab. Because the valves are inside the
manifold(s) and there is no mechanical linkage to them, they must be activated externally. This is achieved by
using electro‑magnetic coils to generate magnetic fields that are used to move the valves. The TVM uses pulse
width modulation (it changes the amount of time the power is sent to them) to generate these fields. By using
pulse width modulation to change the strength of the magnetic fields, fine control over the valves can be
achieved.
Similar yet different coil and valve configurations are found on the transmission's shifting/trolling manifold. On the
transmission, a coil is energized in order to apply pressure to either the forward or reverse clutches and also to
the trolling valve. The voltage is varied rather than modulated.
IMPORTANT: When attempting to diagnose a transmission that will not shift into gear, it will be necessary to
determine if it is an electrical, hydraulic or internal transmission problem. The shafts that the transmission forward
and reverse coils slide over are equipped with small allen screws that sit flush with the end of the shaft. Turning
the screws in (only one screw at a time) will apply hydraulic pressure to the corresponding clutch pack.
Therefore, if a transmission will not shift into gear when using the vessel controls, but does when the appropriate
allen screw is turned in, the problem is in the electrical system, not the hydraulic system or transmission. If
turning the screw in fails to cause gear engagement, the problem is internal to the transmission.
MerCathode
The MerCathode system performs the same function as a sacrificial anode, just differently. The MerCathode
anode doesn’t physically erode; rather it uses electricity to prevent galvanic corrosion. The MerCathode controller
senses the electrical state of the water surrounding the drive components. It then generates a current that
negates the effects of galvanic corrosion. Think of it as generating a protective force field around the drive.
Galvanic corrosion occurs when two dissimilar metals are in electrical contact and immersed in an electrolyte. An
electrolyte is a substance containing free ions (charged atoms or molecules) that make the substance electrically
conductive. When the two dissimilar metals are immersed in an electrolyte, it's known as a "galvanic couple".
One metal is called the anode, and the other is the cathode. In the electrolytic solution, ions from the anode
dissolve into the electrolyte and eventually collect on the cathode. This is why sacrificial anodes disappear over
time.
The MerCathode anode does not wear out, but it should be checked yearly for proper operation. Special
procedures must be followed in order to accurately check the operation of the MerCathode system. Always refer
to the appropriate service manual when performing these checks.
Hydraulic System
The hydraulic system mounted to the pod is responsible for the steering and trim functions. The system has
several components such as a pump, hoses, filter, manifold(s) with internal valves, reservoirs and coolers.
Page 3A-4 90-8M0087613 AUGUST 2014

History
Pods have had three releases over the years. Each release has a letter designation. The three releases
represent two generations of pods. HH (1st release) & IH (2nd release) are first generation pods. JH (3rd
release) are second generation pods.
Over the years, some hardware has changed as well as water valves, but the most significant changes have
been to the hydraulic system. HH pods were released with a low pressure filtering system that did not perform
very well. It can easily be identified because the oil filter looks like a basic automotive spin‑on type filter.
IH pods were released with high pressure filtering; a high pressure filter element is contained in a housing
mounted to a bracket on the pod. Over the years all HH pods should have been updated to the IH style high
pressure filtering. Both HH and IH pods have a secondary hydraulic pump, called a "backup pump", which is
designed to straighten the drive directionally (fore to aft) in the event of a loss of hydraulic pressure.
JH pods were released with a re‑designed hydraulic system. They took the high pressure filter one step further
and added a magnetic element to the filter assembly. Additionally, the backup pump was eliminated. In order to
help center the drive and trim components should hydraulic pressure be lost, JH pods have buttons incorporated
into the steering and trim valves. If minimal pressure exists, these valves can be utilized. They cannot, however,
be used to steer the vessel under power.
In the event of a complete loss of pressure, one pod can be powered in drive while the other pod is "dragged"
through the water while manipulating the manual valve buttons. The drive will most likely center due to the
pressure of the water flowing around it. This process can then be used on the other pod if both hydraulic systems
have been lost.
Once the drives have been centered, the vessel will steer using the throttle controls just as a conventional shaft
drive vessel is controlled.
IMPORTANT: If a vessel ever comes in with a low pressure oil filtration system on it, you should contact
Technical Service at Mercury Marine in order to obtain the necessary components to update it to the high
pressure filtering system.
Reservoirs
In their most basic form, reservoirs can be simple holding tanks such as the drive gear lube bottle. However,
many reservoirs are a little more complex and contain features such as inlets, outlets, venting and baffling.
On a simple reservoir such as the drive gear lube bottle, the inlet and outlet are the same hose. The bottle is
filled from an opening at the top, and as gear lube expands in the gearcase with heat and pressure, it enters the
bottle through a hose. As the fluid cools, the same hose returns the oil to the drive. Venting on the cap is
designed to keep a very small pressure in the gearcase.
Other reservoirs actually help to cool the fluid they hold. Hot oil is returned to them, and a series of baffles diverts
the oil flow and holds it in the reservoir allowing it time to cool before being put back into the system. Many of
these types of reservoirs contain an internal vent line because the oil is being pumped back into them rather than
simply expanding into them.
HH & IH backup pumps have their own hydraulic fluid separate from the steering and trim oil. They hold all the oil
they need to operate within the backup pump.
High Pressure Pump

The pump is the heart of the high pressure hydraulic system which is used for steering and trim control. It is
mounted to the rear of the transmission and is turned by a shaft coming out of the transmission. Oil is filtered
immediately after leaving the pump and before entering the steering and trim components.
System pressure is monitored by a sensor, and low pressure faults will be reported through VesselView. In the
event that the sensors report insufficient hydraulic pressure, the backup pump on HH & IH pods is electronically
activated. Although some literature implies that the backup pump will provide steering, it’s real function is to
center the drives in order to allow conventional steering control via the throttles.
An important service note regarding the hydraulic pump applies to replacing a failed transmission. Some
replacement transmissions have been shipped without the mounting studs for the pump. Always insure the
mounting studs are present on the replacement transmission before returning the failed transmission as the
studs may need to be transferred from the old to the new unit.
90-8M0087613 AUGUST 2014 Page 3A-5

NOTE: First generation pods (HH & IH) are equipped with an electrical solenoid used to control pressure in the
steering and trim hydraulic pump. Pumps on these pods will not produce pressure until the vessel is shifted into
gear. Once the vessel is shifted into gear, the solenoid will begin to regulate the pump pressure. The pump will
then continue to produce pressure until the vessel is turned off.
Second generation pods (JH & KH) steering and trim hydraulic pumps will produce pressure from the time the
vessel is started.
High Pressure Filter
The high pressure filter is very robust. As mentioned earlier, JH pods took the high pressure filtering one step
further and incorporated a magnetic element in the filter assembly.
The filter has a pressure sensor mounted in the housing. The sensor measures a pressure differential between
the inlet side of the filter (from the pump) and the outlet of the filter (to the steering and trim manifold). The
pressure differential indicates the amount of filter restriction. Should the differential reach a pre‑defined limit, the
system is designed to report a warning code. Due to water intrusion of the connector causing false codes, this
sensor will be ignored in the latest module reflash being performed under Service Bulletin # 2012‑65. Disabling
this sensor is not a concern because the filters capability is so great that the amount of debris in the system
needed to clog it could only be caused by a major component failure; a clogged filter would be the least of the
concerns. The filter has a regular maintenance interval listed in service manual #45. However, it was determined
that the filter's capacity is so great that in service manual #52 it is now called a lifetime filter (unless there has
been a failure causing it to become clogged with debris).
Due to the critical internal tolerances of the steering and trim components, the filter should never be pre‑filled.
Pre‑filling the filter introduces unfiltered oil into the system. This oil has the potential to have contaminants
suspended in it that could harm the system.
Hoses
Cleanliness is critical in the system and prior to disconnecting any hoses, the connection should be thoroughly
cleaned. ZeroTri and a lint free cloth are the factory approved cleaning methods. Upon initial loosening of the
fitting, the connection should again be cleaned to insure that any debris that had collected at the joint and broke
free when the fitting was loosened is removed.
NOTE: It has been brought to our attention that Zero‑Tri is unavailable for sale in some states. If this is the case,
non‑chlorinated brake cleaner from an aerosol can (not bulk fluid poured into hand pump dispensers) is the only
other cleaner that should be used at this time. Brake cleaner comes in chlorinated and non‑chlorinated formulas.
The chlorinated formulas are much harsher on plastics and other materials than the non‑chlorinated formulas.
Several of the hoses are very similar in appearance and length, therefore it's very important to make note of
location and routing.
Immediately upon disconnecting a hose connection, two things must be done. First, if the hose connection
utilizes an o‑ring face seal, a visual inspection must be made to insure the o‑ring has remained in its groove. It is
very common with o‑ring face seals for the o‑ring to stick to the mating component and become lost.
Second, the exposed connections should be capped and plugged. By obtaining two of Service Kit # 879172A19,
you will have the appropriate caps and plugs for the #6 and #8 lines and fittings. If you prefer to purchase the #6
caps and plugs separately, the plugs are P/N 22‑892523, and caps are P/N 22‑892525 ‑ these can be found in
the Verado section of the Parts and Accessory catalog. For the #12 main pump inlet, the o‑ring face caps and
plugs must be obtained from a hydraulic parts supplier.
The latest hoses have more robust ends and longer crimp sections than earlier hoses. Additionally, they have
their part number stamped into the metal crimp section.
IMPORTANT: Improperly routing the hoses can cause lost time, improper or no pod functionality and damage.
Steering and Trim Manifolds

Early pods had separate steering and trim manifolds. On later pods, the valving for both steering and trim was
moved to the manifold that is mounted to the steering actuator. The steering and trim manifold(s) are responsible
for physically diverting the oil used to turn the drive and raise or lower the trim tab. They contain valves with
extremely tight tolerances which are internally sealed in the manifold(s). They are moved by magnetic fields
generated by coils mounted to the manifold(s).
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Highly machined banjo bolts are used to mount the manifold(s). When removing them, they should alternately be
loosened one turn at a time. Failure to do this can result in damage to the manifold(s), bolt(s) and threads of
either the steering actuator or trim tab actuator. The procedure applies in reverse when installing the manifold(s)
– alternately tighten each bolt one turn at a time.
NOTE: Pressing the manifold toward the steering or trim actuator while either installing or removing it reduces
the tendency of the bolts to bind.
Backup Pump
HH and IH pods are equipped with an electric/hydraulic pump assembly that is intended to center the drive in the
event of a hydraulic system failure. Although some literature implies that the vessel can be steered using the
backup pump, its true function is only to center the drive. The backup pump has neither the oil capacity nor the
pump pressure required to steer the vessel while it is under power.
Once the gearcase is centered, the backup pump will be automatically deactivated and the vessel is then
controlled by the throttles.
Manual Control Valves (JH Pods Only)

HH and IH pods are equipped with a backup pump, JH pods are not. If there is a hydraulic system failure on a JH
pod, there are buttons that manually activate the steering and trim valves inside the manifold. Even if there is
minimal hydraulic pressure, the pods will most likely center. A label attached to the valve cover plate clearly
identifies the buttons and their function.
If there is no hydraulic pressure, the following method can be used to attempt to center the pods. The
undamaged pod can be powered while the damaged pod is "dragged" through the water while the steering and
trim buttons are manipulated. Water flowing around the drive will help to center it. If both pods have suffered
hydraulic system failure, the process can then be repeated for the remaining pod. Drive position is monitored on
VesselView at the helm.
Trim Actuator
The trim actuator incorporates the hydraulic ram that raises and lowers the trim tab. Early trim actuator manifolds
housed the valves and coils that control the oil flow to raise and lower the ram. On later actuators, the valves and
coils were moved to the steering manifold and that component became the "steering and trim manifold". On
these later actuators, there is still a manifold attached, but it contains only the pressure sensors and check valves
designed to prevent tab droop.
When a collision occurs and the trim tab is severely impacted, the hydraulic hose connected to the trim actuator
is designed to burst in an attempt to prevent the pressure spike from damaging other hydraulic components.
However, if the hose has burst, it is almost certain that the internal components of the trim actuator have been
damaged.
If the four large trim actuator screws (mounting bolts) have lost clamp load after a severe trim tab impact and the
trim hose has burst, it is nearly certain that the trim actuator has suffered internal damage requiring replacement.
This is because when the pressure spike occurred, the trim actuator's internal seals became damaged and the
unit itself expanded to the point that the mounting bolts actually stretched.
Cooling System
Heat is constantly building in the pod from several sources. A major source of heat is the energy applied to the
hydraulic fluid to perform work. Friction and high pressures exist in the hydraulic system as the oil is used to
perform work. Remember, energy applied to fluids cannot be destroyed; if it is not used to perform work, it is
shed as heat.
The hydraulic fluid also absorbs heat from components. Some of them are moving and performing work, some
are experiencing friction and some of them are being heated from the exhaust passing through the pod.
Additionally, the pod is also located in a hot engine room.
If no steps are taken to cool the pod, the heat would eventually damage both the hydraulic fluid and the physical
components of the pod. In order to control this heat, fluid to fluid coolers are installed. Seawater is used as the
cooling medium.
IMPORTANT: It's very easy to close one or both of the water valves when working on the pod. If the inlet or
outlet valves are not open fully, the pod may experience an over‑heating condition.
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Open System
The term "open system" means that the coolant simply passes through the system. Unlike a closed system that
utilizes a thermostat, closed cooler or radiator, a reservoir bottle and recycles the coolant, an open system simply
sucks in seawater, runs it through coolers, then dumps it back into the sea. Temperature control is dependant on
the temperature of the intake water, the flow rates at which the water and oil are pumped through the system,
and the size, quantity & design of the coolers.
Vessels operated in cold Arctic waters will have different cooler requirements than vessels operated in warm
tropical waters. The heat load generated by drop box transmissions (found behind larger engines) requires an
additional cooler to be incorporated into drop box equipped vessels.
IMPORTANT: The water used to cool the pod is plumbed to the pod from the engine's open water cooling
system after it has cooled the engine. This means that the pod is being cooled with water that has already
removed heat from the engine. If the engine has a problem and is running hot, abnormally warm water will be
entering the pod. As a result, the pod may report over‑heat warnings but problem is not in the pod. It's important
to understand this relationship in order to properly diagnose heat related concerns.
Cooler Terminology
When describing a cooler, the medium being cooled is listed first, and the cooling medium is listed second. For
example, Zeus fluid to fluid coolers are cooling hydraulic fluid by transferring its heat to seawater ‑ oil to
seawater. This applies to after‑coolers and intercoolers as well. In marine applications, they are typically air to
fluid.
Cooler Theory & Construction

Cooler theory is very simple. Hot oil is plumbed around numerous tubes inside the cooler. Seawater flows inside
these tubes. The heat is transferred from the hot oil to the tubes, then from the tubes to the seawater.
Many factors affect the rate at which the heat transfer occurs. The materials the cooler is constructed of, the
number of tubes in the cooler, the volume of oil surrounding the tubes and the rates of flow of both the hot oil and
the seawater all have an effect of how the heat transfer occurs.
Page 3A-8 90-8M0087613 AUGUST 2014

Electrical System: Removal and Inspection

Section 3B - Electrical System: Removal and
Inspection
Table of Contents
3
Overview and Instructions..................................... 2
Wiring Harness Removal and Inspection.............. 2
Electrical System Questions..................................3
B
90-8M0087613 AUGUST 2014 Page 3B-1

Overview and Instructions

The electrical system on the Zeus pod is responsible for controlling and monitoring the Pod. It is also integrated
with the SmartCraft system. It is critical that you gain an understanding of the components mounted on the pod
and the functions they perform. Take the time to examine the components and have discussions with your
partner as well as the instructor as you remove and inspect them.
The hydraulic steering and trim system as well as the transmission are controlled and monitored by numerous
electronic components; sensors, actuators, coils and an electronic control module – all of which are all found on
the pod. In addition to these items, the MerCathode system is in place helping to prevent galvanic corrosion.
Descriptions of many of the components both on the pod and in the main system can be found starting on page
4A‑7 of service manual #45 (90‑866944081) & 4A‑2 of service manual #52 (90‑879172175).
As you work, document your findings as you inspect and remove the wiring harness, MerCathode and thrust
vector module (TVM) from your Zeus Pod.
A step‑by step guide to removal of the harness and electrical components begins on page 4B‑6 of service
manual #45 and 4B‑16 of service manual #52 depending on what particular pod you are working on. In order to
promote class discussions and perform certain inspections, please remove the harness as directed in the "Wiring
Harness Removal and Inspection" portion of this guide. Should you have any questions, please refer first to this
guide & the service manual, then to the instructor.
Keep all of the sensors installed in the pod at this time. You may loosen them slightly while they are on the
assembled pod in order to make their removal easier later. As you remove the electrical system from your pod,
take the time to note the location of any connectors or harness routing that may be unfamiliar to you. You can
use the camera feature of your phone to keep a visual record of the position of the components before
disassembly.
Be sure to note the location of any zip ties that must be removed, as well as the integrity of the connections as
you remove connectors. Inspect the pins and sockets for any signs of corrosion or physical damage. Pay
particular attention to the routing of the harness and make note of anything that appears to be incorrect.
Attempt to answer any questions you may have by first referencing the service literature. If you cannot locate an
answer there, the instructor will be able to assist you.
NOTE: While performing the disassembly sequence, leave the MerCathode control unit attached to its bracket.
You will need to disconnect the wiring leads that go to the control unit. Also, leave the TVM attached to its
bracket. You can leave the connectors attached to the TVM.
Wiring Harness Removal and Inspection

Prior to removing any electrical components, take a few minutes to examine the wiring harness on your pod. You
will find that the harness is designed to fit very closely to the pod, and wire lengths are generally a good
indication of the location of a connector. Look at the connectors for the transmission forward, reverse and the
trolling valves. You will see that the forward and reverse connectors are physically identical and could be
interchanged. However, with the trolling valve connector installed, the wire lengths clearly indicate the forward
and reverse connector locations.
Note that the harness has many labels on it, but it appears that the pod does not. Examine the steering & trim
manifold and the hydraulic block attached to the trim tab actuator. You will see that the manifold and block are
stamped to indicate the locations steering and trim connectors and sensors.
As you remove the connectors, inspect both the connector's sockets and the sensor's pins/spades. Look for any
signs of corrosion, oil leaks from the sensor into the connector, water intrusion and indications of damaged or
missing pins and sockets.
Leave the TVM and MerCathode attached to their brackets. Make note of the wiring connections to the
MerCathode controller when you detatch the wires.
Leave the harness zip tied to the large bracket found below the TVM and above the steering and trim manifold.
Remove the bracket as part of the harness assembly. It will be necessary to cut two zip ties that attach the
mercathode wiring to this bracket and remove three 19mm nuts used to mount the transmission.
IMPORTANT: It is absolutely essential that you keep track of where the electrical connectors are removed from,
and that they are re‑installed to the correct sensor or actuator. Many field issues have been caused by
improperly installed wiring harness connectors.
Page 3B-2 90-8M0087613 AUGUST 2014

IMPORTANT: NEVER probe a socket with meter test leads; it should only be probed with a pin or spade test
adapter designed for that purpose. Forcing the test lead of your meter into a socket may result in a good
connection for the test but physically spread or damage the socket. Without the proper care while testing, you
can physically damage otherwise good components.
Electrical Harness Inspection
Condition of harness (binding, rubbing,

any abnormal conditions)
Condition of connectors (pins/spades,

sockets, housings)
Zip ties/hardware ‑ intact/missing? If

missing, where?
Other Observations
Electrical System Questions

1. Before disconnecting electronic control module/computer components on a live system, what must we
disconnect first?
2. What is the function of the Thrust Vector Module? What are it’s inputs & where does it send commands to?
Manual #45,4A‑8; manual #52, 4A‑13
3. Earlier service literature lists the maximum length of a SmartCraft CAN line at 130'. This specification has
been revised by Mercury and the new specification is: (Found in this Technician Guide under description of
CAN networks)
4. What is the difference between a Mercathode and a standard sacrificial anode that is attached to a drive?
5. Before removing or installing a Zeus pod, the water valve must be removed for clearance. What electrical
components MUST be disconnected to prevent damage as the pod passes through the hull?
Instructor Signature
90-8M0087613 AUGUST 2014 Page 3B-3

Notes:
Page 3B-4 90-8M0087613 AUGUST 2014

Hydraulic System: Removal and Inspection

Section 3C - Hydraulic System: Removal and
Inspection
Table of Contents
3
Overview and Instructions..................................... 2
Hydraulic System Questions................................. 2
Hydraulic System Inspections............................... 4
Hydraulic System Tips and Tricks......................... 6 C
Hydraulic System Removal ‑ General Serviceable and Non‑Serviceable Components
Overview............................................................ 3 ........................................................................... 6
90-8M0087613 AUGUST 2014 Page 3C-1


Careful inspection and disassembly of the hydraulic system is critical to insuring proper operation and long life of
the system. In the following section, you will document your findings as you inspect and remove the majority of
hydraulic system from your pod.
When performing work on a Zeus pod, cleanliness is critical for multiple reasons. Mechanically it is a priority
because there are extremely tight tolerances inside the steering and trim system. Clearances in the valves of this
system are so small that even the tiniest amount of debris can cause severe damage. Dirt can enter the system
in many ways.
Contamination of the system can occur when a technician fails to clean a hydraulic connection prior to
disassembly. When this happens, it's possible for dirt that has accumulated on the connection over time to fall
into the system. Another way contamination can enter the system is when components have been stored
unsealed on a bench or in a toolbox and dirt or grit has fallen into them. System tolerances are so tight that
pre‑filling an oil filter and introducing unfiltered oil into the system has the potential to cause harm.
Cleanliness is also critical because of the nature of the vessel we are working on. It’s important to remember that
we may be on a person’s living quarters. We have to remove components that are being replaced, and by
sealing and wrapping them we can prevent spills. In addition to keeping the vessel clean, capping and plugging
components assures that the fluids and debris inside them will remain there until the failed components can be
inspected at the factory if requested.
As you remove the hoses from your pod, you will notice that several of them may appear identical; however,
slight differences exist. The steel ends may have slightly different angles and overall lengths may be slightly
different. Several very minor differences exist in order to make the hoses fit properly in their intended locations.
Take the time to inspect the hoses, their routing and their orientation. Masking tape is available to make labels
for hose location and orientation. You will find that a little time spent documenting hose routing and locations
prior to disassembly will make reassembly much easier.
NOTE: It will be necessary to remove the outside steering coil closest to the hydraulic pump in order to
disconnect the pressure line from the steering & trim manifold.
IMPORTANT: NEVER remove the plastic mesh style sleeve from a hydraulic hose. It performs two functions, one
of which is to provide protection from abrasion to the hose. It also helps prevent an explosion in the event that a
pinhole leak develops in a hose. When a pinhole leak occurs, the oil can spray out as a fine mist which is
explosive. When the mist hits the plastic mesh covering, the mist collects on the mesh and returns to a liquid
state which is not explosive.
Hydraulic System Questions

The following questions are intended to increase your knowledge and to prevent damage to components. They
should be answered while you are working on your pod.
IMPORTANT: If you do not know the answer to a question that pertains to a procedure you are about to perform,
be sure to answer the question before proceeding.
1. When disconnecting hydraulic lines, we will use caps and plugs to keep oil from dripping from the system as
well as keep dirt out of the system. Zeus hydraulic connections utilize many o‑ring face seal hydraulic fittings.
When removing and installing connectors of this type, what critical inspection must be performed?
2. Page 5C‑9 of manual #45 and page 5D‑12 of manual #52 instruct you to leave the hollow bolts that retain the
trim manifold to the trim cylinder in the manifold when it is removed. With what you have learned about the
importance of cleanliness in this hydraulic system, why do you think these instructions are given?
3. ZeroTri is specifically called out for cleaning the internals of the steering and trim systems. Why is this?
Manual # 45, 5C‑10, 5D‑15
Page 3C-2 90-8M0087613 AUGUST 2014

4. The service manuals repeatedly warn the technician to use a lint free cloth when cleaning around the cap of
the steering actuator and trim fluid reservoir and when servicing the oil filter. Why do you think this is?
5. Why should you never check for leaks in the hydraulic system (or any pressurized system) with your hands?
Manual #45, 1B‑33
6. The service manual instructs us to remove and install the hollow bolts that attach the steering hydraulic
manifold to the steering actuator in an even pattern but doesn't tell us why. It specifically tells us that when
re‑installing the bolts to alternately tighten them only one turn at a time. What did you learn in the class
discussion that explains why this is? Manual #45, 5C‑9, 5C‑11; manual #52, 5C‑10
7. When removing the hydraulic pump, what must we do as we loosen the nuts to make clearance to remove
one of them? Manual #45, 5B‑8
8. Service manual #52 describes hollow bolt magnets on pages 5C‑7 through 5C‑9. When do you think it would
be appropriate to check/clean them?
Hydraulic System Removal ‑ General Overview

The following is a high level outline for removing the hydraulic system components in class. Due to the
differences in some pods, not all hoses will be the same and slight differences in disassembly sequences may
exist. Because we will be disassembling our entire pod, we will be removing all of the lines and parts of the
system. Should you have any questions on the procedures, please ask the instructor.
Prior to removing the hydraulic hoses and reservoir, be sure to drain the system of any fluid. Whenever possible,
leave brackets and hoses attached to at least one of the components as this will make reassembly easier.
Following the removal of the hydraulic system, we will be removing the cooling system. Should you find it
necessary to remove any cooling hoses to make removal of the hydraulic system easier, be certain to note their
location and orientation as well as perform a visual inspection of the components.
IMPORTANT: It is absolutely essential that you keep track of the proper hose routing and connection locations
as you remove the hydraulic system. Many field issues have been caused by technicians improperly routing and
connecting hydraulic hoses.
Prior to removing any of the hydraulic hoses, drain the hydraulic fluid from the system. If working on a "live"
pod in the field, be certain to note the condition and level of the fluid.
Disconnect the return hose at the steering and trim manifold (routed from the steering and trim manifold to
reservoir tank) and leave it attached to the return tank.
Remove oil tank ‑ keep return hose and large hose to pump inlet attached. A mid‑length 19mm socket will be
necessary to remove the upper bracket.
NOTE: It may be necessary to slightly loosen the return hose fitting on the tank to allow it to swivel.
Remove the hose between the high pressure filter and the steering & trim manifold.
NOTE: This is a long hose and routing location should be noted.
Remove the two hoses from the steering and trim manifold to the trim actuator.
90-8M0087613 AUGUST 2014 Page 3C-3

NOTE: Lengths are slightly different. The outboard hose goes to the upper connection and the inboard hose
goes to the lower connection.
NOTE: It will be necessary to remove the outside steering coil closest to the hydraulic pump in order to
disconnect the pressure line from the steering & trim manifold. Be sure not to lose the o‑ring under the large
plastic coil retaining nut.
Remove the hose from the hydraulic pump outlet to the high pressure filter inlet.
Remove the case drain hose. The hydraulic pump has three hoses attached to it; an inlet (suction) from the
reservoir, and outlet to the high pressure filter and the case drain. The case drain plumbs oil that is not
needed for system operation through a cooler and back to the reservoir. On first generation pods (HH & IH),
the drain is attached to the side of the pump. On second generation pods (JH), it exits from the top of the
pump.
Remove the hose from the cooler to the oil tank.
Leave cooling hoses and coolers on at this time ‑ they can be removed as an assembly later.
Remove the high pressure filter and upper (MerCathode) bracket assembly. Leave the MerCathode
controller attached to the bracket/filter. Leave the lower filter bracket attached to the pod.
NOTE: Document wiring colors and locations on MerCathode controller.
Remove the steering and trim high pressure hydraulic pump. Leave brackets attached to pump as possible.
NOTE: The nuts that hold the hydraulic pump to the transmission are "captive". It will be necessary to
partially loosen the nuts, then move the pump off of the transmission , then continue loosening the nuts. If
this is not done, the hardware will bind.
IMPORTANT: When replacing the transmission, there are some items that may need to be transferred from
the old unit to the new one. It's important to check these items prior to returning the failed unit, or you will
experience additional down time while waiting for the necessary parts to arrive. The parts that are most likely
necessary to pull from the old unit are the:
• Temperature sensor
• Two vertical hydraulic fittings that screw into the top of the shift/trolling manifold (located just
forward of where the high pressure pump bolts on)
• Two studs that are used to mount the steering and trim hydraulic pump are installed in the new
transmission.
• Any small miscellaneous hardware
IMPORTANT: Place a rag under the hydraulic pump as oil will leak when the pump is removed.
Remove the hydraulic block from the trim tab actuator assembly.
IMPORTANT: Extreme care must be taken when loosening the banjo bolts used to mount the block. The
bolts are highly machined, and very tight tolerances exist between the bolts, the block and the trim tab
actuator. Loosen each bolt a turn at a time until the block comes free. Loosening only one bolt at a time will
result in a binding condition and possible damage to the trim tab actuator. If thread damage occurs, the
assembly must be replaced. Pressing the block toward the actuator will make it easier to remove the bolts.
Insure the o‑rings are not lost when removing the banjo bolts.
Remove the steering and trim manifold. Early pods will have separate steering and trim manifolds. On later
pods they are combined into one unit.
IMPORTANT: Extreme care must be taken when loosening the banjo bolts used to mount the steering and
trim manifold. The bolts are highly machined, and very tight tolerances exist between the bolts and the
manifold. Loosen each bolt a turn at a time until the manifold comes free. Loosening only one bolt at a time
will result in a binding condition and possible thread damage to the steering actuator. If thread damage
occurs, the assembly must be replaced. Pressing the manifold toward the steering actuator will make it
easier to remove the bolts. Insure the o‑rings are not lost when removing the banjo bolts.
Hydraulic System Inspections

As you remove the hydraulic system from your pod, record your findings in the table below. Additionally, should
you notice something noteworthy that does not appear in the table, please document it and make the instructor
aware of your findings.
Page 3C-4 90-8M0087613 AUGUST 2014

Pod Identification
Model Designator of Pod HH IH JH
YES
Low pressure oil filtration
NO
If low pressure equipped,
what action should be
taken?
YES
Backup pump equipped
NO
1st
Generation of pod
2nd
Fluids: Levels & Condition (level, clean, milky, dirty/gritty etc.)

NOTE: All pod fluids listed below.
Steering & trim

hydraulic fluid
Transmission fluid
Backup pump fluid
Gearcase lubricant
Other Observations
Hoses: Physical Condition / Observations
Cracks
Leaks
Incorrect Routing / interference
Updated hoses installed?
Protective mesh sleeve installed
Other observations
90-8M0087613 AUGUST 2014 Page 3C-5

Hydraulic System Tips and Tricks

Fastener sizes: All fasteners on the Zeus pod are metric.
Hose Fitting sizes: All hose fittings on the Zeus pod are SAE. The hydraulic fittings are numbered in 1/16"
increments. For example, a #6 fitting is actually denoting 6/16" (3/8") and #8 denotes 8/16" (½").
Steering Coil Removal: It will be necessary to remove the outer steering coil to gain access to one of the
hydraulic line connectors. Be sure not to lose the o‑ring under the plastic nut. The nut should be tightened with a
12 point socket to 50 lb.‑in.
Parts Orientation: Use masking tape and a marker to identify components and their orientation. Also, use the
camera feature of your phone or make simple sketches to make a visual record of the pod.
Sealing Components: Immediately upon disassembly install caps and plugs on the hoses and components.
ALWAYS be sure to inspect the sealing o‑ring on the sealing face fittings to insure it is properly in place. By
immediately sealing components, you will protect the system from contamination and the vessel from oil splash.
Check tightness of all hydraulic lines. Be sure that the return line from the steering & trim manifold is tight as it
may have been loosened to allow the hose to swivel during disassembly.
Serviceable and Non‑Serviceable Components

The following are the hydraulic components that can either be replaced or serviced. Some such as sensors may
be part of the electrical system but are listed here because they are integrated into the hydraulic system.
• Fluid coolers
• Hydraulic hoses
• Hard hydraulic lines
• Fittings
• Filter
• Sensors: pressure sensors (transducers), temperature, level, etc.
• Oil reservoir (tank) and cap
The following are the hydraulic components that cannot be serviced, only replaced.
• Steering and trim hydraulic manifold(s)
• Steering actuator
• Trim cylinder
• Hydraulic pump
• Steering backup pump
Page 3C-6 90-8M0087613 AUGUST 2014

Cooling System: Removal and Inspection

Section 3D - Cooling System: Removal and
Inspection
Table of Contents
3
Overview and Instructions..................................... 2 Cooling System Questions.................................... 2
D
90-8M0087613 AUGUST 2014 Page 3D-1


While it appears simple in appearance, the cooling system requires a tremendous amount of science to design it.
The system must keep the components it cools at a safe operating temperature (neither too hot nor too cold),
under all operating conditions in various environments. The system is very robust, yet delicate at the same time.
IMPORTANT: Pods receive their cooling water from the engine. This means that any problem with the cooling
system on the engine has the ability to affect the pod. When diagnosing over‑temperature conditions in pods, it's
important to determine if the engine is running at the proper temperature. Because we run dual engines and
pods, it's easy to compare the engine and pod temperatures of the port and starboard units in order to determine
what component(s) are running hotter than the others.
Failure to properly maintain the cooling system can result in failure of major components as well as damage to
the marine environment. For example, coolers that have been neglected and have begun to corrode run the risk
of leaking. When this happens, seawater and hydraulic fluid can mix inside the steering and trim system or the
transmission and cause severe mechanical damage. In a worst case scenario, the cooler could release hydraulic
fluid into the environment.
As you remove the coolers and hoses, document part location and orientation. Masking tape is available to make
labels.
Additionally, leave brackets attached to the main components whenever necessary. This will aid in lessening the
reassembly time and also determining component location.
If the pod is equipped with a drop box, leave the cooler bracket attached to the drop box ‑ do not loosen the
drop box mounting bolts to remove the bracket.
Remove coolers, hoses and outlet seacock. It is possible to remove a majority of the cooling system as one
piece with the seacock attached. Make note of locations and orientation.
Inspect coolers and hoses for signs of leakage. Inspect coolers for signs of excessive corrosion and
obstructions to flow. Make note of any concerns.
Cooling System Questions

1. If the vessel is in the water, what two steps must be done prior to removing any cooler hoses? Manual #45,
6B‑2
2. When removing coolant hoses from engine components, in many instances the area that the hose clamps to
is uncoated/unpainted. Why is this?
3. Is it possible to clean the hydraulic portion of a cooler after a failure and re‑use the cooler? Manual #45, 6B‑6
Page 3D-2 90-8M0087613 AUGUST 2014

4. Why should we replace the coolers and hoses/lines when a main component such as a transmission is being
replaced after a serious failure? Manual #45, 6B‑6
5. The term "cold water cooling" is used in many of the Zeus applications. Look at the diagram below of a
cooling system (ref. 50754). Toward the center of the picture is a cold water cooler. Using the information in
the diagram, explain how "cold water cooling" functions in this system.
50754
90-8M0087613 AUGUST 2014 Page 3D-3

Notes:
Page 3D-4 90-8M0087613 AUGUST 2014

Section Questions

Section 3E - Section Questions
Table of Contents
3
Section 3 Questions.............................................. 2
90-8M0087613 AUGUST 2014 Page 3E-1

Section Questions
Section 3 Questions
1. A Zeus Pod equipped with a backup pump has experienced a hydraulic system failure. The backup pump
has been automatically activated. What will the backup pump attempt to do?
2. The two oil seals on the inner diameter of the Steering Actuator bottom flange must be replaced every time
the Kingpin Adapter Plate is removed. What is important to know about the appearance of these seals & the
removal of early seals? Manual #45, 8A‑9
3. What should you do if a Zeus pod comes in for service and is fitted with a low‑pressure (spin‑on) oil filter
system?
4. When testing a MerCathode system, the vessel must not be operated for a minimum of
hours prior to the test. Why is this? Manual #45, 1B‑51; manual #52, 1B‑47. *The information in the Zeus
manual is different that information distributed for other products. For this answer, please use the instructions
in the Zeus manual.
5. Corrosion‑inhibiting paint can be applied to the underwater portion of the drive. What will happen if the
MerCathode or conventional anodes are painted? Manual #45,1B‑56
6. Why should you never test a female connector by inserting the meter’s probe into it? What could happen
even if the connector tests good? What is the proper way to test connectors when physically inserting a
probe into them?
NOTE: For the remaining questions, please refer to the cutaway diagram of a cooler graphic #50988 at the
end of this section.
7. Explain how the heat transfer occurs in the cooler.
8. If this cooler is first in a series of coolers and a restriction occurs at point (a):
a. What will happen to the flow at point (b)?
b. What will happen to the flow at point (c)?
c. What will happen to the flow at point (d)?
d. What will happen to the temperature of the oil at point (d)?
Page 3E-2 90-8M0087613 AUGUST 2014

Section Questions
e. What will be the effect on the cooling ability of coolers down the line?
9. If this cooler is first in a series of coolers and a restriction occurs at point (c):
a. What will happen to the flow at point (a)?
b. What will happen to the flow at point (b)?
c. What will happen to the flow at point (d)?
d. What will happen to the temperature of the oil at point (d)?
e. What will be the effect on the cooling ability of coolers down the line?
10. If the vertical tubes that run from end (a) to end (b) erode and get holes in them:
a. What will exit the cooler at point (d) and where will it go?
b. What will exit the cooler at point (b) and where will it go?
11. The flow rates of the coolant and the item being cooled are important considerations when designing a
cooler. What will happen to the oil temperature at point (d) if:
a. The flow of the oil is increased beyond specification?
b. The flow of the oil is decreased below specification?
c. The flow rate of the coolant is decreased below specification?
90-8M0087613 AUGUST 2014 Page 3E-3

Section Questions
d
c
b
50988
• a = Water inlet
• b= Water outlet
• c= Oil inlet
• d = Oil outlet
Page 3E-4 90-8M0087613 AUGUST 2014

Zeus Systems and Components: Pre-Component Disassembly Discussion
Main Components: Discussion, Removal and

Inspections
Section 4A - Zeus Systems and Components: Pre-
Component Disassembly Discussion
Table of Contents
4
Three Main Components....................................... 2 Steering Actuator...................................................3
The Transmission.................................................. 2 Construction and Operation...............................3
A
Power Transfer / TISS and TOSS / Control.......2 Gearcase............................................................... 4
Straight vs. Drop Box Transmissions.................2 Mounting............................................................ 4
Serviceability......................................................3 Skeg...................................................................4
90-8M0087613 AUGUST 2014 Page 4A-1

Three Main Components

With the majority of the electrical, hydraulic and cooling systems removed, it's easy to see that the pod is made
of three main components joined together with a midsection plate between the steering actuator and the
gearcase. As with the systems, it's important to have a thorough understanding of the components in order to
perform proper maintenance and also to accurate problems that may occur accurately and quickly.
The Transmission
The transmission is manufactured by ZF Hurth which is a worldwide supplier of driveline and chassis technology
to automotive companies. While the sensors and controls mounted to the transmission are either serviceable or
replaceable, the transmission is not.
While gearing can be different depending on the application, transmissions are manufactured in one of two
configurations; straight or drop box. These two configurations provide the boat builder with several benefits which
we will examine later in the discussion.
Power Transfer / TISS and TOSS / Control

A drive shaft connects the engine to the transmission. The power from the engine is used to do several things.
Input power is used to drive a hydraulic pump inside the transmission. This hydraulic pump is responsible for
creating the pressure used to engage the forward and reverse clutches. This pressure is also utilized by the
trolling circuit which is simply a controlled hydraulic leak that allows the clutches to be partially engaged; it
creates controlled clutch slippage.
An external hydraulic pump is mounted to the rear of the transmission. This pump is driven by the transmission
main shaft and is used to build the pressure needed for the steering and trim functions. The pump drive off the
transmission is very similar to the concept of a power take off in a tractor.
The power coming in from the engine is also used to power the propellers. A large shaft running from the bottom
of the transmission through the steering actuator and into the top of the gearcase is how the power is transferred
from the output side of the transmission clutches to the gearcase.
It's important to understand how the drive is powered. When the engine is running and power is entering the
transmission through the drive shaft, the transmission is always turning on the input side of the clutches. This
input rpm is monitored by the Transmission Input Speed Sensor (TISS). When commanded, coils control valves
to apply pressure to engage either the forward or reverse clutches. Engine power is then connected to the drive
shaft which transfers it into the gearcase where it is used to power the propellers. The output RPM of the
transmission (drive shaft) is monitored by the Transmission Output Speed Sensor (TOSS).
The trolling valve simply creates an internal hydraulic leak that results in a partial loss of pressure to the clutch
pack. This partial loss of pressure creates a controlled slippage. Therefore, trolling is achieved by slipping the
drive clutches. Trolling is only done at low power output / low RPM in order to avoid overheating the clutches.
The transmission is controlled and monitored by the System Interface Module (SIM). Drive, reverse and trolling
functions are a direct result of an electronic control module using voltage to control a coil mounted to the
transmission. These coils perform the same functions as the steering and trim coils; they create magnetic fields
in order to control valves that divert oil flow. The oil is used to apply pressure to clutches. Simultaneously,
temperatures, pressures and speeds are all being monitored to insure the pod is operating properly.
Straight vs. Drop Box Transmissions

Zeus pods are coupled to a variety of engines. When a drive shaft connects the engine directly to the
transmission input shaft (at the top of the transmission), it is known as a straight transmission. In this instance,
the power from the engine enters the transmission directly.
A drop box transmission utilizes a special gear case (called the "drop box") bolted to the front of the
transmission. When a drop box is installed, the drive shaft from the engine connects to the input shaft of the drop
box. The drop box input shaft connects to an idler gear and the idler gear connects to the output gear. The output
gear of the drop box turns the input gear of the transmission. Gear ratios inside the drop box reduce the input
torque of the engine before it enters the transmission. This allows very powerful engines to be coupled to Zeus
pods in order to turn higher prop speeds without causing transmission damage. Additionally, because the input
shaft of the drop box is located lower than the transmission's input shaft, engine packages can be installed at
different heights. The drop box allows boat builders the versatility to use numerous engines depending on their
preference and the requirements of the vessel.
Page 4A-2 90-8M0087613 AUGUST 2014

Drop box equipped transmissions require an additional cooler. It's important to always refer to the installation and
service literature to insure that adequate coolers have been used when a drop box transmission is installed.
Failure to properly cool the transmission and drop box will result in serious damage.
Serviceability
The transmission is not serviceable in the field. Any transmission failure requires replacement of the entire
assembly; this includes clutch packs and drop boxes. However, the sensors and coils mounted to the
transmission can all be replaced.
IMPORTANT: When replacing the transmission, there are some items that may need to be transferred from the
old unit to the new one. It's important to check these items prior to returning the failed unit, or you will experience
additional down time while waiting for the necessary parts to arrive. The parts that are most likely necessary to
pull from the old unit are:
• The temperature sensor
• The two vertical hydraulic fittings that screw into the top of the shift/trolling manifold (located just
forward of where the high pressure pump bolts on)
• The two studs that are used to mount the steering and trim hydraulic pump are installed in the new
transmission.
• Any small miscellaneous hardware
Steering Actuator
The steering actuator is responsible for physically rotating the gearcase. It supports the transmission, and is
bolted to the large bronze midsection plate. The steering manifold (early pods) or steering and trim manifold
(later pods) is bolted to it, and it is controlled by hydraulic fluid pressure entering it from the steering portion of the
manifold.
Construction and Operation

The steering actuator is a one piece housing with internal helical gears and a core assembly that operates
similarly to a hydraulic piston. The hydraulic fluid diverted from the steering manifold applies pressure to one side
of the internal core section causing it to move vertically. Applying pressure to the top side of the section causes it
to move down and applying it to the bottom side causes it to move up. When this vertical movement occurs, the
helical gear construction converts the vertical motion to rotary motion. Your instructor will show you a
disassembled steering actuator as well as a video showing how the internal components move.
The banjo bolts fastening the manifold to the actuator are a VERY tight fit, and care must be taken when either
removing or installing them. They must alternately be rotated one turn at a time until the manifold is either
removed or installed. Pressing the manifold toward the steering actuator will make removal and installation of the
bolts easier as it reduces the tendency of the bolts to bind. Since steering is a safety critical function, redundant
(dual) steering position sensors are mounted inside the steering actuator.
One of the Zeus' firsts in the recreational marine industry is through hub exhaust on inboard engines. This is
achieved by plumbing the exhaust through the pod. Exhaust is plumbed into the side of the steering actuator,
down through the midsection, through the drive and out the propeller hub. While it passes through the steering
actuator. the exhaust is contained in it's own chamber separate from any of the hydraulic fluid or internal
components of the steering actuator. Routing the exhaust in this manner results in the exhaust exiting into the
water far below and behind the vessel when it is under power; it's very quiet and vibration free. To prevent
exhaust gasses from bubbling up under the hull and creating noise or vibration while idling, a water lift muffler is
also used.
The bottom of the steering actuator is bolted to the midsection and the midsection is bolted into the hull with a
watertight seal. The midsection has a cutout below the steering actuator to allow the rotational component of the
steering actuator to be accessible below the waterline. This cutout allows the kingpin adapter plate to be bolted
to the steering actuator. When they are joined, the kingpin adapter plate and steering actuator also form a
watertight seal. The gearcase is then bolted to the kingpin adapter plate using special breakaway studs. This
order of assembly builds incredible safety into Zeus equipped vessels because the vessel remains water tight
even after a catastrophic collision that has caused a gearcase to shear from the vessel. As mentioned in the
introduction, a Zeus equipped vessel has never been lost due to water intrusion through the hull after a drive has
been lost. This is not true of our competitor's product.
90-8M0087613 AUGUST 2014 Page 4A-3

The kingpin adapter plate has an indexing pin installed in it which allows the drive to be turned 15° inboard and
45° outboard. This prevents any of the drive components from contacting tunnel.
IMPORTANT: Detailed inspections must be performed after an impact to a gearcase. The service manuals lists
specific checks that must be performed in order to insure component integrity and passenger safety.
Gearcase
The Zeus gearcase is very similar to a Bravo III. However, how and where it is mounted contribute greatly to it's
safety, performance and reliability. It's 100% serviceable, and can be rebuilt as necessary. The gearcase is
initially filled with a gear oil used for break in. It's very important that after 25 and before 30 hours of operation the
gearcase oil be drained and replaced with High Performance Gear Lube. The drive oil can be changed with the
vessel in the water, and the service manual clearly details the proper method of draining and re‑filling the
gearcase. It's important that the steps in the manual be followed or it's possible to improperly fill the gearcase.
In addition to the instructions in the manual, a tag is attached to all new units detailing the procedure.
Mounting
Zeus equipped vessels incorporate tunnels in the hull in which the pods are mounted. This results in a portion of
the gearcase being "tucked" up into the hull and protected from underwater objects. With the gearcase mounted
in the tunnel, the torpedo is even with the keel. The propellers are protected from impact by the torpedo and the
skeg.
Skeg
The skeg protects the propellers from underwater impacts. It is mounted to the bottom of the gearcase by special
shear pins. This allows the skeg to break free from the drive in the event of an impact before the gearcase is
damaged. The pins that mount the skeg should always be installed using green Loctite™ (sleeve retainer) and
they should never be reused if the skeg has been removed for any reason.
Page 4A-4 90-8M0087613 AUGUST 2014

Disassembly

Inspections
Section 4B - Disassembly
Table of Contents
Introduction............................................................2 Zeus Pod Disassembly..........................................2
4
B
90-8M0087613 AUGUST 2014 Page 4B-1

Disassembly
Introduction
The following is a high level guide to disassembling the Zeus pod in class once the electrical harness, hydraulic
and cooling systems have been removed. The components pictured have been in service and are representative
of components you might see in the field.
Always refer to the service manual for specific details and specifications. If you have a question, first consult the
service literature. If you have difficulty locating the information in the service literature, ask the instructor for
guidance before proceeding.
For class purposes we will reuse all gaskets, seals and o‑rings. You will be expected to examine and document
the condition of these components. Should your inspection reveal a damaged or missing component, please
notify the instructor and obtain a new one.
When disassembling your pod, you may notice that Loctite™ is missing from the fasteners. Omission of locking
agents was done in order to maximize training aid life. When performing service in the field, always use the
locking agents called for by the service manual. In actual service, blue and red and green Loctite™ are utilized.
IMPORTANT: Parts are heavy. Work with a partner.
IMPORTANT: The edges of the bronze midsection can be very sharp. They are not de‑burred from the factory.
Take great care when handling the midsection.
Zeus Pod Disassembly

1. Remove the 19mm nuts used to mount the transmission to the steering actuator. Remove only the brackets
(a) retained by the 19mm mounting nuts. Any others, such as the cooler bracket, do not need to be removed.
Make note of the location of nuts, washers & brackets.
a - Bracket; reservoir lower mount

b b - Cooler bracket
50631
NOTE: Brackets take the place of washers.
Page 4B-2 90-8M0087613 AUGUST 2014

Disassembly
2. Lift transmission off of steering actuator.
50589
NOTE: A crane must be used for this procedure.

IMPORTANT: Insure that transmission rises evenly off of studs. Should binding occur, do not force the
components.
IMPORTANT: It is possible for the drive shaft to "stick" to the output gear of the transmission. The drive shaft
is a slip fit into the transmission. If you notice that the drive shaft is lifting out with the transmission, be sure to
hold it with your hand so as to prevent it from dropping out and causing personal injury or damage to itself or
other components such as the steering sensors or steering sensor reference magnets. Additionally, due to
the angles of the crane and stand, slight adjustment may be necessary to prevent the shaft from binding.
3. Inspect o‑ring on bottom of transmission housing for rolls, tears or any abnormal condition.
a
a - Transmission o‑ring
50590
IMPORTANT: In field service, the o‑ring will be replaced.
90-8M0087613 AUGUST 2014 Page 4B-3

Disassembly
4. Remove drive shaft. Inspect steering sensor shafts & magnets.
50619
NOTE: Drive shaft has fine splines on one side and course on the other. Make note of orientation.
5. Upon removal of drive shaft, rotate assembly 180° so that the top of the steering actuator is facing the floor. It
is necessary to remove the gearcase and kingpin adapter plate before the steering actuator can be removed
from the midsection.
6. Remove all nuts & washers retaining gearcase to kingpin adapter plate.
50593
Late model gear housing on early model kingpin adapter plate may not utilize this mounting hole (one on each
side)
NOTE: If an early gear housing was replaced with a later design and the kingpin adapter plate utilizes M12
bolts (early style), there may only be eight breakaway studs on the kingpin adapter plate and ten holes in the
gear housing; this is a normal condition. Pages 10A‑2 and 10A‑3 of service manual #45 (90‑866944081)
explain the difference between early and late design gear housings.
Page 4B-4 90-8M0087613 AUGUST 2014

Disassembly
NOTE: Service bulletin 2010‑67 explains the M12 to M14 conversion.
7. Remove gearcase from the kingpin adapter plate. Upon removal of the gearcase, you should see the drive
shaft coupler laying on the kingpin adapter plate.
NOTE: A crane is required for this step.
a a - Drive shaft coupler (shown with gearcase)
50626
8. Inspect gearcase o‑rings.
a - O‑rings
50595
90-8M0087613 AUGUST 2014 Page 4B-5

Disassembly
IMPORTANT: Three o‑rings must be in place on top of the gearcase. Inspect them for any damage or
abnormal conditions.
9. Remove trim cylinder pin screw.

NOTE: A very helpful tip to make the job of removing the trim tab much safer & easier is to tap out the screw
using a socket drive extension so that the extension will end up replacing the screw. Because the socket
extension is much smaller in diameter than the screw, it will allow you to move and pivot the trim tab as you
remove the trim tab mounting block bolts. When performing this in class, be sure to have your partner
support the tab.
50600
IMPORTANT: Support trim tab
10. Loosen trim tab hinge block assemblies & locate bonding wire.
50602
NOTE: It may be necessary to hold the bonding (ground) wire in place while initially loosening the trim tab
hinge block bolts. This will prevent the wire from twisting with the bolt and damaging either the wire or the
connector.
IMPORTANT: The edges of the bronze midsection can be very sharp. They are not de‑burred from the
factory. Take great care when handling the midsection.
IMPORTANT: Support trim tab
Page 4B-6 90-8M0087613 AUGUST 2014

Disassembly
11. Remove hinge block mounting bolts.
50603
IMPORTANT: Support Trim Tab
12. Inspect bonding wire.
50604
NOTE: The bonding wire must be connected or the effectiveness of the sacrificial anodes will be
compromised. Inspect sacrificial anodes. Replace bonding wire if necessary.
90-8M0087613 AUGUST 2014 Page 4B-7

Disassembly
13. Remove the kingpin adapter plate bolts and kingpin adapter plate. The kingpin adapter plate is heavy and
may be held in place by the tension of the oil seals.
a b a - Kingpin adapter plate bolts

b - Breakaway studs
50605
NOTE: The kingpin adapter plate (KPAP) has threaded holes in it that accept three of the trim tab hinge
block bolts. When the trim block bolts are inserted into the KPAP and turned in, they act as pullers to lift the
KPAP out of the steering actuator. Sometimes seal tension is quite high and even with the bolts turned in all
the way the KPAP may need to be tapped or lightly pried out of the steering actuator. To avoid having to tap
or pry the KPAP, it would be advisable to obtain longer bolts from the hardware store which will have longer
threaded sections to use for this purpose.
NOTE: Some early pods used a two piece kingpin adapter plate. When you encounter one of these, it will
look like two thinner sections of the plate laid on top of each other. This was a feature that was limited in it's
production and the plate eventually became a one‑piece part.
IMPORTANT: Per Service Bulletin 2013‑65, the breakaway studs must be replaced every time the gearcase
is removed. These instructions over‑ride earlier service literature that instructed the technician to inspect the
studs and put them back into service.
14. Inspect kingpin adapter plate o‑ring. Insure the o‑ring is intact and that it is not rolled, torn or damaged in any
way. Check the kingpin adapter plate for burrs, nicks or sharp edges.
a
a - O‑ring
50606
Page 4B-8 90-8M0087613 AUGUST 2014

Disassembly
15. Remove the filler block.
50607
NOTE: The filler block protects the trim tab hinge area in the event of a severe underwater collision resulting
in a gearcase shearing off. It acts as a ramp to deflect the gearcase down and away from the trim tab hinge
area.
16. Remove all T‑30 seawater inlet cover & exhaust plate (gasket) fasteners. Remove the exhaust plate. Leave
the MerCathode puck mounting fasteners intact. Leave the two T‑25 fasteners attached to the seawater inlet
cover alone ‑ they retain the MerCathode wiring on the back side of the cover.
b a - T‑30 seawater inlet cover & exhaust plate

fasteners. Three called out ‑ remove all.
b - MerCathode fasteners
50608
a
90-8M0087613 AUGUST 2014 Page 4B-9

Disassembly
17. Remove the MerCathode wiring and seawater inlet cover assembly. It will be necessary to remove two
fasteners on the opposite side of the midsection that retain the MerCathode wiring harness. Upon removal of
the cover & MerCathode, rotate the pod 180° so that the top of the steering actuator is facing the ceiling.
50610
18. Remove the trim tab actuator. The trim tab actuator is shipped with two thin bolts holding it together. These
bolts are not strong enough to handle the hydraulic pressures required to move the trim tab in service and
are only used for initial assembly of the unit. The four mounting bolts also serve to hold the actuator together
in service. When removing the trim tab actuator, be sure to leave the two thinner bolts intact.
a - Component assembly bolts; leave intact
50611
NOTE: If a vessel has had a severe underwater collision and a trim hose has burst, the trim tab actuator &
mounting bolts will most likely need to be replaced do to the excessive pressure spike created during the
collision. A definite sign of internal damage to the trim tab actuator is loss of mounting bolt clamp load after a
collision. The bolts will actually stretch from the excessive hydraulic pressure spike caused by the collision.
Pressure high enough to stretch the bolts destroys the internals of the trim tab actuator.
19. Remove the steering actuator mounting nuts and hardware. Remove the nyloc nuts & washers that retain the
steering actuator to the midsection.
Page 4B-10 90-8M0087613 AUGUST 2014

Disassembly
50612
Port View
50613
Starboard View
20. Remove the steering actuator.

NOTE: Because we will be leaving the transmission mounting studs intact, we will not be using a plate style
mount to lift the steering actuator. Rather, we will be using an adapter that utilizes the studs as a lifting point.
IMPORTANT: Take care while lifting steering actuator off of the midsection. Parts should not bind. A crane
will be necessary for this step.
NOTE: With the pod components disassembled, you may now remove the steering sensors.
Take the time to examine the components and to gain an understanding of where and why the parts are
located as they are. For example, examining the location of the steering coil connectors reveals the internal
orientation of the valving of the manifold.
Disassembly Inspections & Observations

Pod labeling & midsection
stamping. What identifiers
are present?
KPAP to actuator
hardware: 12 or 14mm,
condition
Other hardware: condition,

correctness, observations
90-8M0087613 AUGUST 2014 Page 4B-11

Disassembly
MerCathode: wiring,
mounting hardware,
observations
Bonding wire: integrity,

observations
Breakaway studs:
measured length vs.
specification. Fractures,
other observations.
Referring to pages 5C‑7
through 5C‑10 of Service
Manual #52, perform
service on the Hollow Bolt
Magnets
Any concerns,
observations in addition to
those listed above.
Parts condition: Burrs,
nicks, concerns/
observations
Page 4B-12 90-8M0087613 AUGUST 2014

Section Questions

Inspections
Section 4C - Section Questions
Table of Contents
Section Questions................................................. 2
4
C
90-8M0087613 AUGUST 2014 Page 4C-1

Section Questions
Section Questions
1. Refer to page 7A‑15 of service manual #45. If the transmission had suffered a severe internal failure, what
components (a,b,c,d,e,f) should be replaced and why? Does it make sense to you to try to clean the oil side
of a cooler after a failure? Why?
2. What is the purpose of a transmission drop box? Manual #45, 2A‑10
3. What main component must be replaced if the clutch pack in the transmission fails? What needs to be done
to the hoses and coolers?
Page 4C-2 90-8M0087613 AUGUST 2014

Assembly
Main Component Assembly

Section 5A - Assembly
Table of Contents
Introduction............................................................2 Zeus Pod Assembly...............................................2
5
A
90-8M0087613 AUGUST 2014 Page 5A-1

Assembly
Introduction
The following is a high level guide for assembling the three main components of a Zeus pod after they have been
disassembled in class. The components pictured have been in service and are representative of components you
might see in the field.
Always refer to the service manual for specific details and specifications. If you have a question, first consult the
service literature. If you have difficulty locating the information in the service literature, ask the instructor for
guidance before proceeding.
To maximize training aid life, for class purposes we will use 2‑4‑C for lubricating o‑rings that seal components to
the mid section such as the steering actuator and trim tab actuator. In the field, always use the lubricant or
adhesive agent specified in the manual. Additionally, we will NOT use Loctite™ on fasteners requiring a locking
agent. In actual service, blue, red and green Loctite™ are used. In the field, always use the locking agent
specified in the service manual.
NOTE: The o‑rings in the hydraulic system will be lubricated with their respective fluid NOT 2‑4‑C. This will insure
that only the appropriate fluid is introduced into the system.
IMPORTANT: Parts are heavy. Be sure to work with a partner.
Zeus Pod Assembly

1. Attach the steering actuator to the midsection. Install the 19mm nuts, washers and brackets. Tighten nuts to
65Nm (48 lb‑ft).
50613
Port Side
50612
Starboard Side
IMPORTANT: Stainless steel hardware can easily gall without proper precautions. Air wrenches & impact
guns have potential to gall threads before you are aware of it. Hand tools will be used in class and are
recommended in the field.
Page 5A-2 90-8M0087613 AUGUST 2014

Assembly
2. Lubricate the o‑ring that seals the trim tab actuator to the midsection with 2‑4‑C and mount the actuator in
the midsection. Tighten the four trim actuator screws (mounting bolts) to 40 Nm (30 lb‑ft).
3. Mount the hydraulic block to the trim tab actuator. Be sure to tighten each banjo bolt one turn at a time to
prevent thread damage.
a - Trim actuator assembly bolts
50611
IMPORTANT: The two trim actuator assembly bolts should never be removed in the field.
4. Rotate the assembly so that the top of the steering actuator is facing the floor.
5. Install MerCathode wiring, seawater inlet cover and exhaust plate (gasket) to midsection. Tighten all
fasteners to 2.5 Nm (20 lb‑in). Install the two fasteners used to retain the MerCathode harness to the
midsection at this time.
b a - Seawater cover & exhaust plate fasteners

b - MerCathode fasteners
50608
a
90-8M0087613 AUGUST 2014 Page 5A-3

Assembly
6. Install the filler block. Tighten filler block screws to 9.5 Nm (84 lb‑in).
50607
NOTE: The filler block protects the trim tab hinge area in the event of a severe underwater collision resulting
in a gearcase shearing off. It acts as a ramp to deflect the gearcase down and away from the trim tab hinge
area.
7. Prepare the kingpin adapter plate for installation. Insure the o‑ring is intact. Check the plate for any burrs,
nicks or sharp edges. Clean and thoroughly lubricate both the inner and outer portions of the lip that will be
inserted into the steering actuator with 2‑4‑C. Lubricate the o‑rings in the steering actuator (not shown) that
will seal against the kingpin adapter plate with 2‑4‑C.
a
a - o‑ring
50606
8. Install the kingpin adapter plate. The plate is a moderate press fit into the steering actuator due to seal
tension. If necessary, the mounting bolts can be used to EVENLY draw the plate down.
NOTE: If using bolts to draw the kingpin adapter plate into position in the field, do not apply Loctite™ to the
bolts while drawing the plate down. Once the plate is seated, remove the bolts, apply Loctite™ and then
properly tighten them.
Page 5A-4 90-8M0087613 AUGUST 2014

Assembly
IMPORTANT: Take care not to damage or roll any of the seals.
a b a - Kingpin adapter plate bolts (M12 or M14)

b - Breakaway studs
50605
IMPORTANT: Torque: M12 bolts: 88.5 Nm (65 lb‑ft), M14 Bolts: 115 Nm (85 lb‑ft)
9. Prepare the trim tab for installation & verify condition of the bonding wire. The bonding wire must be properly
connected or the ability of the sacrificial anode(s) to protect the drive will be compromised.
50604
NOTE: We will first fasten the trim tab hinge block assemblies, then install the trim cylinder pin screw. A long
socket drive extension should be inserted in place of the trim cylinder pin screw as an added safety measure
for retaining the tab. It will also allow you to pivot the tab as necessary to get the trim block screws started.
IMPORTANT: The trim tab is heavy, work with a partner.
90-8M0087613 AUGUST 2014 Page 5A-5

Assembly
10. Loosely install the hinge block assembly mounting bolts.
50603
IMPORTANT: Support trim tab.
11. Tighten the hinge block assembly mounting bolts & position the bonding wire. Tighten hinge block bolts to 54
Nm (40 lb‑ft).
50602
NOTE: It will be necessary to hold the bonding wire in place while tightening the trim tab bolts. This will
prevent the wire from twisting with the bolt and damaging either the wire or the connector.
Page 5A-6 90-8M0087613 AUGUST 2014

Assembly
12. Install the trim cylinder pin screw. Tighten the bolt to 27 Nm (20 lb‑ft). Upon completion of this step, rotate the
assembly on the stand 180°
50600
13. Inspect the transmission o‑ring. Lubricate o‑ring and adjacent surface with 2‑4‑C. Lubricate the
corresponding portion of steering actuator with 2‑4‑C.
a
a - Transmission to steering actuator sealing o‑ring
50590
90-8M0087613 AUGUST 2014 Page 5A-7

Assembly
14. Lower the transmission onto the steering actuator.
50589
IMPORTANT: Insure that transmission lowers evenly onto the studs. Should binding occur, raise the
transmission and repeat the lowering process. Care must be taken to insure integrity of o‑ring.
NOTE: A crane must be used for this step.
15. Install the transmission mounting nuts, washers and brackets. Nuts are tightened in a crisscross pattern to
65Nm (48 lb‑ft). Upon completion of this step, rotate assembly 180°
a - Bracket: reservoir lower mount
50630

Upper mount for oil reservoir (a) needs to be installed with reservoir. Tightening the nuts retaining the
bracket at this time will make installation of reservoir difficult.
If all of the nuts are tightened except the two retaining the bracket, all of the nuts should be re‑checked for
proper torque when these two are tightened to insure proper clamp load.
Page 5A-8 90-8M0087613 AUGUST 2014

Assembly
16. Prepare gearcase for installation.
50595
a
IMPORTANT: Three o‑rings (a) must be in place on top of the gearcase. Because we will be installing this
part upside down, use bellows adhesive to insure they are retained if they have been removed.
17. Install drive shaft and coupler. Lower gearcase onto the kingpin adapter plate. It may be necessary to turn
the prop shafts and slightly tilt either the gearcase or the pod in order to mesh the gearcase splines with the
coupler.
NOTE: Prior to lowering the gearcase onto the kingpin adapter plate, lubricate the threads of the mounting
studs with 2‑4‑C or 15W‑40 4‑cycle diesel engine oil.
NOTE: A crane must be used for this step.
90-8M0087613 AUGUST 2014 Page 5A-9

Assembly
18. Install gearcase mounting hardware. Tighten nuts to 34 Nm (25 lb‑ft).
50593
If an early gear housing was replaced with a later design and mounted on a kingpin adapter plate that utilizes
M12 hardware, there may only be eight breakaway studs on the kingpin adapter plate and ten holes in the
gear housing.
NOTE: Service bulletin 2010‑67 explains the M12 to M14 conversion.

Pages 10A‑2 and 10A‑3 of service manual #45 explain the difference between early and late design gear
housings.
JH pods coupled to larger engines used regular studs instead of breakaway studs in the two rearmost holes.
This is because the thrust created from the larger engines had the potential to break the rear studs. Service
manual #52 references the two regular studs on page 8B‑7.
IMPORTANT: Installation torque is extremely critical. Over‑tightening the breakaway studs can cause them
to either break during installation or fail prematurely.
19. Rotate assembly 180° so that the gearcase is facing downward as it would be in the vessel.
Page 5A-10 90-8M0087613 AUGUST 2014

Hydraulic System Installation
System Installation: Hydraulic, Cooling and Electrical

Section 6A - Hydraulic System Installation
Table of Contents
Installing Hoses..................................................... 2 Purging Air from Steering and Trim System.......... 2
6
A
90-8M0087613 AUGUST 2014 Page 6A-1

Hydraulic System Installation
Installing Hoses
It is absolutely critical to install the hoses on the pod in their correct locations. Hoses attached to the wrong
component will divert fluid incorrectly and this will result in improper operation of the pod as well as damage to
very costly components. Hoses that are routed incorrectly also have the potential to rub on other parts of the pod
which will eventually damage either the hose or another part.
In addition to improper operation and damage, miss‑routed hoses can make electrical diagnostics very difficult.
Technicians who do not realize that something in the hydraulic system has been reversed may spend
unnecessary time diagnosing codes that cannot be resolved until the system is plumbed correctly. Paying
attention to what was commanded of the system and what the system attempted to do or what fault code was
generated can often give an indication that a hydraulic component is installed incorrectly. Hose routing should be
verified if the pod is not operating correctly or fault codes are being generated immediately following a hose
replacement.
The hoses are designed to fit properly. Some indications that a hose is being installed incorrectly are that the
hose: seems to take a lot of effort to find the correct fit, needs to be twisted abnormally, seems like it does not
naturally fit but will if we tighten it enough.
Because proper installation of the hoses is critical, we will verify proper installation by utilizing the service
manual. In order to extend training aid life, we will be snugging the hoses rather than tightening them to full
torque.
Hose diagrams for HH & IH pods can be found in sections 5 & 7 of service manual #45.
Hose diagrams for JH pods can be found in sections 5 & & of service manual #52.
Because we have completely disassembled the pod, and because the pods in the class may have component
differences, installation of the hoses for class does not follow a specific order.
At this time you should install:
• The high pressure hydraulic pump
• The high pressure filter
• The steering and trim manifold using caution and tightening the banjo bolts one turn at a time
• The hoses (unless a cooler is needed to complete proper installation)
Purging Air from Steering and Trim System

Although it is not clearly stated in the manual, priming the high pressure pump should be done prior to
installation. This is accomplished by filling the case drain outlet with the steering and trim fluid. Keeping the pump
capped will prevent a mess and also keep the oil in the pump.
Once the pump is pre‑filled through the case drain and installed, follow the instructions in the service manual
regarding purging air from the high pressure hydraulic system. The system should be checked for proper fill
anytime it has been opened for service and there has been any loss of fluid. This information can be found in
section 5 of both service manuals. It is listed under the "High‑Pressure Oil Filter" section and is titled "Purging Air
from the High‑Pressure Filter System."
We will be leaving the system dry for class purposes.
Page 6A-2 90-8M0087613 AUGUST 2014

Cooling System Installation

Section 6B - Cooling System Installation
Table of Contents
Cooler Part Numbers and Identification
Exercise............................................................. 2
6
B
90-8M0087613 AUGUST 2014 Page 6B-1

Cooling System Installation
Cooler Part Numbers and Identification Exercise

Should a cooler be required, it can be somewhat confusing to place an order for the correct one. The following
information is intended to help you in the event you need to place an order for a cooler. Please read the
descriptions carefully in order to match the cooler to the system you are working on. If you are unsure about what
cooler to order, please contact Mercury Marine Technical Service for assistance.
Straight transmission with vertical cooler only: P/N 8M0046594
HH/IH drop box transmission with vertical & horizontal coolers ‑ no cold water cooling: vertical = 8M0046594,
horizontal = 879148T42
JH drop box transmission with vertical and horizontal coolers ‑ no cold water cooling: vertical = 8M0046594,
vertical = 897345T95
NOTE: A drop box transmission behind a QSM engine may not have a horizontal cooler because it will use a
cooler on the engine. In this case, the vertical cooler will still be p/n 8M0046594.
Drop box transmission with cold water cooling (typical with QSC engines): vertical = 879150A79, horizontal =
879150A80
The information above is summarized in the two tables below.
Vertical Coolers Without Cold Water Cooling With Cold Water Cooling
All Pods 8M0046594 879150A79
Horizontal
Without Cold Water Cooling With Cold Water Cooling
Coolers
HH/IH 879148T42
879150A80
JH/KH 897345T95
Using the information above, fill in the table below with the part numbers of the coolers for your pod.
Cold Water Cooling Yes No

Vertical Cooler Part Number
Horizontal Cooler Part
Number
Page 6B-2 90-8M0087613 AUGUST 2014

Electrical System Installation

Section 6C - Electrical System Installation
Table of Contents
Harness Installation............................................... 2 Electrical System Tips & Tricks............................. 2
6
C
90-8M0087613 AUGUST 2014 Page 6C-1

Harness Installation
Because we have completely disassembled the pod and are working in pairs, we will not be using a specific
order for connecting the harness connectors. However, there are some basic actions we must take when
installing the harness.
• As you attach each connector, perform a visual check on the sockets and pins of each connection.
• Feel the wire at each connector for a break inside the insulation. when a wire breaks inside the insulation, it
will feel soft, mushy or stretchy.
• Replace any wire ties that were removed during disassembly.
• Insure that the harness is routed correctly. It should not have wires that are pulled tight, or wires that do not
appear to have a natural fit to the pod.
Electrical System Tips & Tricks

IMPORTANT: As previously noted, the integrity of the connections is of utmost importance to maintaining the
safety and reliability of the system. Sockets should only be probed with appropriate test connectors.
Transmission Input Speed Sensor (TISS) & Transmission Output Speed Sensor (TOSS) connections: The
TISS & TOSS are labeled on the wiring harness, but not identified on the manifold. The TISS is closest to the
clutch pack & the TOSS is closest to the rear of the transmission.
Steering & Trim Manifold identification stampings: The harness connections to the steering and trim manifold
are labeled A‑B‑P & Trim. The manifold is stamped with corresponding identifying marks. Look for stampings on
all manifolds when reconnecting a harness if in doubt.
Steering and Trim Coil locations (models with both on same manifold): When reconnecting steering and
trim connectors, the steering coils are outermost (farthest from the steering actuator) and the trim coils are
closest to the steering actuator.
1st Generation (HH & IH) steering manifold pressure sensors (transducers):HH & IH pods have a steering
pressure sensor with a blue band on it (the others are orange). This sensor is for the tank pressure and screws
into the manifold where a "T" is stamped for "Tank". This sensor is rated at 500 p.s.i. and the others are rated at
3000 p.s.i.
The transmission also uses the lower pressure sensors as the pressure required to engage the clutch pack is
significantly less than what is required to turn the pod or activate the trim tab.
IMPORTANT: There have been several instances of technicians improperly re‑connecting the coil connectors.
When this occurs, the system will initialize, but steering will be affected. In some cases the pod will only turn in
one direction. This is easily preventable because the harness is labeled, and the steering and trim manifold is
stamped with connector locations.
Page 6C-2 90-8M0087613 AUGUST 2014

MerCathode controller wiring colors: Anode = orange, battery + = red w/ purple tracer, battery ‑ = black,
Return = brown
50657
Improperly attached connectors (either not fully engaged or hooked to the wrong part) can make electrical
diagnostics very difficult. Technicians who do not realize that something in the electrical system has been
reversed may spend unnecessary time diagnosing codes that cannot be resolved until the system is wired
correctly. Paying attention to what was commanded of the system and what the system attempted to do or what
fault code was generated can often give an indication that an electrical component is improperly connected.
Connections should be verified if the pod is not operating correctly or fault codes are being generated
immediately following electrical work involving installing electrical connectors.
90-8M0087613 AUGUST 2014 Page 6C-3

Notes:
Page 6C-4 90-8M0087613 AUGUST 2014

Service Tips and Product Updates
Zeus Pod Updates and Service Tips

Section 7A - Service Tips and Product Updates
Table of Contents
Service Tips and Information.................................2 Kingpin Adapter Plate Hardware (Service
Pod Installation and Removal............................ 2 Bulletins 2010‑67 & 2013‑63)........................ 5
Typical Propellers.............................................. 2 Gearcase Mounting Studs (shear studs)
Seawater Outlet / Dump valve........................... 2 Service Bulletin 2013‑65................................ 5
Mercathode........................................................2 Pod Mounting Hardware ‑ Service Bulletin
Hydraulic Hoses.................................................3 #2009‑75........................................................ 6
Gearcase Lubricant........................................... 3 JH Program #2012‑65 ‑ May, 2012....................... 6
Skeg Shear Pins................................................ 4 Module Reflash..................................................6
Drop Box Idler Gear...........................................4 Inspection and Possible Replacement of
Transmission Cup Plugs....................................4 High Pressure Steering and Trim Tab
Trim Tab Hydraulic Actuator Seals.................... 4 Hoses............................................................. 6
Coolers.............................................................. 4 New Steering and Trim Pressure Sensors
Steering Actuator Seals..................................... 5 (Transducers).................................................7
Steering Position Sensors................................. 5 Technician Induced Failures..............................7
7
A
90-8M0087613 AUGUST 2014 Page 7A-1

Service Tips and Information

The Zeus product has undergone several improvements over the years all of which contribute to increased
customer satisfaction with the product, serviceability and reliability. In this section, we will examine some of these
updates. We will also discuss some important service notes intended to assist technicians when working on a
Zeus pod.
Pod Installation and Removal

The shipping crate that the Zeus pod arrives in is intended to be used with a fork lift to either install or remove the
pod. The crate partially breaks down and becomes a cradle for the pod. This is the easiest device to use for
removing and installing pods.
When either installing or removing a pod assembly, the steering position sensor connectors must be
disconnected from the sensor or they will hit the large sealing grommet and break. In addition to the connector
being damaged, the steering sensors themselves and the grommet will most likely be damaged. A warning tag is
attached to new pods, but there is no guarantee the tag is in place on older pods that have been in service.
In addition to disconnecting the steering position sensors, the seawater inlet valve must also be removed. If it is
left attached to the midsection, it will contact the large rubber grommet and cause damage to either the grommet,
the valve, or both.
In the event that only the gearcase is being removed from a pod that is still mounted in the vessel, a sturdy
wooden pallet used with a forklift works very well as a cradle. Since the gearcase is heavy, a pallet in good
condition must be used.
The large sealing grommet is designed to be installed dry. It has two protective coatings on it which protect it
from environmental and chemical attack. It's important when working with the grommet to use care not to
damage it or spill harsh chemicals on it. Should anything be spilled on it, it should be cleaned up immediately. If
an acidic chemical has been spilled on it, it should be neutralized immediately. A mixture of baking soda and
water will neutralize battery acid.
If a little lubrication is needed to get the grommet and components fitted properly, the only safe lubricants to use
are either a mixture of gentle liquid dish soap and water or a glass cleaner such as Windex™. Both of these will
provide a slippery surface when wet, then dry without leaving any harmful residue that could damage the
grommet.
Typical Propellers
Zeus drives utilize dual counter‑rotating propellers. A one pitch variance is acceptable, but the higher pitched
prop must be installed in the rear.
Larger, heavier boats will typically use "M" series props and run a five blade front, four blade rear configuration.
Lighter, faster boats will typically use "Z" series props with a four blade front, three blade rear configuration.
Seawater Outlet / Dump valve

HH & IH pods had a complex water outlet valve that was prone to vibrating closed. In 2007 the valve was
redesigned, and a standard ball valve was installed. It's very easy to tell the two valves apart as their mounting
plates (and corresponding midsection area) are quite different. The IH valve uses a round mounting section with
four bolts. The newer, more reliable JH valve uses a triangular shaped mounting base with three bolts (one at
each corner of the triangle).
If you encounter an HH/IH valve that is vibrating closed, you can tighten the two screws that compress the top of
the valve. This has been found to eliminate the condition in many instances.
IMPORTANT: If diagnosing an over‑heating condition in a pod equipped with the IH valve prone to vibrating
closed, you should verify that the valve is open. Tightening the screws that hold the top of the valve together has
proven to be effective in reducing the tendency of the valve to vibrate closed.
Mercathode
The MerCathode has proven to be a very effective method of preventing galvanic corrosion. The MerCathode
utilizes a controller that monitors the electrical state of the water surrounding the drive unit. It then generates a
blocking current that protects the drive components from damage.
Unlike a sacrificial anode, the MerCathode does not dissolve into the water. However, it does need periodic
maintenance. Specific instructions are given in the service manual regarding how to check the MerCathode
system. It's very important to follow the directions, or inaccurate readings will be obtained.
Page 7A-2 90-8M0087613 AUGUST 2014

Inspections of MerCathode systems working in environments where the potential for galvanic corrosion is high
revealed that some of their mounting hardware had become loose or was missing. MerCathode anode pucks can
get very hot when they are operating at full output, and it was determined that the heat was affecting the
retention capabilities of the mount and the hardware. Service Bulletin 2010‑72 contains information on replacing
the MerCathode anode mounting screws with titanium hardware as well as replacing the mount with an upgraded
assembly.
In some stagnant salt water environments with a lot of algae and plant life, the gasses created when the anode is
active can cause corrosion to the midsection plate. Service Bulletin 2013‑64 describes the installation of a
deflector shield and protective ceramic coating.
Hydraulic Hoses
Cleanliness is absolutely critical when working with the Zeus hydraulic systems. Prior to disconnecting any
connections, they should be cleaned with ZeroTri and a lint free cloth. Once the fittings are broken free, they
should again be cleaned; this insures that any dirt that accumulated under the edges of the fitting and has broken
free is removed prior to fully exposing the hydraulic system. Additionally, once removed, immediately inspect
o‑ring face fittings to insure the o‑ring is intact. This inspection should always be performed upon assembly as
well.
Zeus uses many o‑ring face seal hoses. All of the hoses on the Zeus pod are measured in SAE (all the hardware
is metric but the hoses are SAE) The inside diameter of SAE hydraulic hoses is measured in 1/16" increments.
For example, a hydraulic hose with an inside diameter of 3/16" would be known as a #3 or a ‑3 hose (dash not
minus sign). The parts and accessory catalog sells #6 o‑ring face cap and plug assemblies (p/n's 22‑892525 &
22‑892523) in the Verado section. These should be purchased and kept on hand. The o‑ring face #8 (cooler
lines) and #12 (main pump inlet) caps and plugs need to be obtained from a hydraulic supplier.
It's highly recommended that only Mercury Marine supplied hoses be used on Zeus units for several reasons.
First, the hoses are designed to fit properly. Many subtle differences exist in the hoses; bend angles on the steel
ends, hose length, orientation of the steel end in the hose when crimped all create hoses that fit naturally when
they are properly in place. When a hose doesn't "feel right", the installation should always be double checked to
insure it's being installed correctly. Many instances of frustration and even severe damage have occurred in the
field when hoses have been improperly routed hoses on Zeus pods.
In addition to proper fit, Mercury marine supplied hoses meet a stringent cleanliness standard in order to insure
that no dirt is introduced into the system. Replacement components should always be kept in their wrapper until
the time they are installed in order to insure that no foreign material enters the hydraulic system because it fell
into an open hose.
Many hoses are covered in a plastic mesh. This is a very important safety feature of a hose. First, it protects the
hose from abrasion. Second, it helps prevent an explosion in the event that a hose develops a pinhole leak.
When hydraulic fluid leaks from a tiny hole under pressure, a fine oil mist is created. This fine mist is explosive,
and should enough of it build up and be exposed to a spark or flame, severe damage, injury or even death could
occur. When the protective mesh is installed on a hose, the fine mist will hit the protective mesh and collect/
condense back into a liquid form which is not explosive.
Gearcase Lubricant
Zeus pods are shipped with a break‑in fluid installed in the gearcase. However, after 25 hours of operation and
before 30 hours of operation, the drive oil must be changed. When it is refilled, the only lubricant that has been
factory tested and approved is Mercury's "High Performance Gear Lube".
The gearcase oil can be changed in the water quite easily. First, the drain/fill plug is removed from the base of
the steering actuator and a suction hose/pump is attached. The plug covers a passage that leads from the
steering actuator through the kingpin adapter plate and into the bottom of the gearcase. (The smallest of the
three o‑rings on top of the gearcase seals this passage between the gearcase and the kingpin adapter plate.)
Then the cap must be removed from the gear lube bottle; this will allow the system to vent while the procedure is
being performed. A vacuum is used to suck the gear oil out of the drive, then High Performance Gear Lube is
pumped back in through the drain/fill hole until the gear lube bottle is filled to specification. The gear lube bottle
filler cap is then installed followed by the drain/fill plug. Typically filling the bottle halfway between cold and hot
full marks will result in a proper fill. It is critical that the oil be pumped in through the drain hole rather than poured
in through the gear lube bottle or air pockets will be created. These air pockets will result in under‑fill condition
and possible component damage. The gear lube bottle provides the same venting that the upper vent plug does
when filling a standard outboard lower unit. However, the final top off is performed by filling the bottle.
90-8M0087613 AUGUST 2014 Page 7A-3

Skeg Shear Pins

The breakaway skeg design works very well to protect the drive as well as minimize repair expense. However,
some instances of the mounting pins "walking out" have been reported. Should a vessel be found to be missing a
skeg and the owner appears sincere in stating that nothing was hit, a thorough examination of the hull, drive and
propellers should be performed. If absolutely no signs of an impact are present, contact Mercury Marine
Technical Service for possible warranty consideration.
When installing a skeg, only new pins should be used and green Loctite™ (sleeve retainer) must be used. Skeg
mounting pins should never be reused, even if they were installed and removed prior to launching the vessel.
Drop Box Idler Gear

Some isolated incidents of abnormal noise coming from drop boxes have been reported and failed idler gears
were the cause. If the idler gear fails, power transfer into the transmission will be affected. In addition to noise,
this could result in the hydraulic pumps (one inside the transmission and the high pressure pump bolted to the
transmission) and the drive receiving improper or no power. Should a vessel come in with this complaint, contact
Technical Service and inspect the drop box as directed. In the event of a drop box idler gear failure, the entire
transmission must be replaced.
The failures have been traced to gears that were improperly heat treated. This failure will typically occur relatively
quickly in the life of the transmission ‑ as soon as it's exposed to full engine power.
It's very important when diagnosing a noise in the drop box area to be certain it is not coming from the drive shaft
coupler or u‑joint.
Transmission Cup Plugs

The output gear of the transmission has a sealing plug pressed into it known as a "cup plug". Some of these
plugs have shifted over time and allowed transmission oil and gear oil to mix. When this occurs, the entire
transmission must be replaced. In 2007, ZF started installing snap rings to retain these plugs. However, the snap
rings were only installed in drop box transmissions. In 2009, snap rings were installed in straight transmissions
as well. If you encounter on of these failures, contact Mercury Marine Technical Service as tests on the second
transmission may need to be performed.
When this occurs, the gearcase lubricant will continually drop and the transmission will continually overfill as the
fluids mix. The transmission will actually overfill to the point that it comes out of the vent. The transmission fluid
will also smell very bad – it will not smell like a normal oil/lubricant. The fluid mix will form gel like clumps that will
float in the transmission fluid.
Trim Tab Hydraulic Actuator Seals

The hydraulic trim tab actuator has been updated. It was observed that marine growth attaching itself to the
exposed portion of the ram was causing damage to the seal when the trim tab was raised. To combat this, a
scraper assembly was incorporated into the actuator that removes growth from the ram before it can contact the
seal. To date, this has proven very effective.
When the trim tab is either raised or lowered, the movement of the tab in the hinges and the actuator create an
audible sound ‑ this is a normal condition.
Coolers
Coolers are a critical to both the engine and the pod. To date several coolers have been diagnosed as being bad,
but inspection by factory engineers has determined that only one had actually failed. Proper operation of the
cooling system depends on many things ‑ several of them are very basic. Making sure the inlet valve is open and
that the inlet is not clogged, that the outlet valve is open, that hoses are routed properly and the engine is not
running hot are all basic things that if unchecked could result in warnings and even activate Guardian.
Many technicians believe that if there is oil in the water behind the boat that it is transferring through a cooler.
This belief most likely comes from older diesel powered shaft drive boats where cooler failures would cause oil in
the water. On a Zeus equipped vessel, oil in the water could be from the trim actuator seal, the propeller shaft
seals, the steering actuator seals, an internal engine problem causing oil to go out the exhaust, or a cooler.
Simply seeing oil on the water behind the boat is not justification for cooler replacement; a proper diagnosis must
be performed.
Page 7A-4 90-8M0087613 AUGUST 2014

Pod's receive their cooling water after it has passed through the engine and they rely on the engine's water pump
for coolant circulation. A hot running pod could be the result of a hot running engine. If you have experienced a
heat related failure, the cooling system must be verified for proper operation while replacing the failed
component(s).
All maintenance checks must be performed on coolers as indicated in the manual. Coolers can become clogged
with marine growth or damaged by corrosion; both of which will affect it's (and any downstream cooler's) ability to
transfer heat as designed.
All of the coolers are self draining except the horizontal cooler. This cooler must be drained if the vessel will be
allowed to sit in freezing temperatures long enough for the water in the cooler to freeze.
Steering Actuator Seals

Service Bulletin 2010‑71 pertains to replacing steering actuator seals. Symptoms of continued gear lube loss or
gear lube turning milky indicate that the seals could be leaking. The steering actuator seals were initially a two
piece design, but have been updated to a one piece seal. When replacing the seals it's important to completely
remove both of the old seals. Additionally, the kingpin adapter plate o‑ring should be replaced when reinstalling
it. Checking the components for nicks or burrs and lubricating the parts before assembly are all steps that insure
a successful repair.
NOTE: These same symptoms can also be cause by failed propeller shaft seals.
Steering Position Sensors
The most current steering position sensors have rubber caps glued to the end of the shaft. These rubber tips are
intended to lightly contact the inside bore of the steering actuator when the sensor is installed. This feature was
introduced because in certain conditions vibration could cause the shaft of the steering position sensor to vibrate
which would result in incorrect or poor readings from the sensor. This vibration is eliminated when the shaft
comes in contact with the actuator body.
Kingpin Adapter Plate Hardware (Service Bulletins 2010‑67 & 2013‑63)

The kingpin adapter plate hardware is critical to the safety and reliability of the Zeus system and it's important to
thoroughly understand the function of the hardware and how to service it.
First and foremost are the breakaway studs used to mount the gearcase to the kingpin adapter plate. These
studs are designed to break at a certain stress level; installation torque is critical. Loose hardware may not break
away as designed, and over‑tightened hardware may fail prematurely ‑ possibly with little or no physical impact.
Although earlier service manuals say these studs should be inspected any time the gear case is removed,
Mercury now instructs technicians to replace them every time the gearcase is removed. Be sure to follow the
service manual instructions for installing and inspecting hardware and components as well as post‑impact
inspections.
Service Bulletin 2010‑67 describes a change to the hardware that mounts the kingpin adapter plate to the
steering actuator. Initially, the mounting bolts were 12mm but were updated to 14mm. Service bulletin 2010‑67
explains the conversion and how it affects replacement parts. In summary, it's not necessary to replace 12mm
components that are undamaged and functioning properly. Bulletin 2010‑67 informed technicians that when a
12mm steering actuator or a 12mm kingpin adapter plate needed to be replaced, the replacement utilized 14mm
hardware and both components needed to be replaced.
Service Bulletin 2013‑63 announced that the 12mm hardware and components were made available again. This
means that the corresponding undamaged component could be re‑used. It's important to be aware of both of
these bulletins to insure the proper repairs are performed and unnecessary parts replacement is avoided.
One additional difference between 12mm and 14mm kingpin adapter plates is that the 12mm plates utilized 8
breakaway studs to mount the gearcase to the plate, and the 14mm plates utilize 10 breakaway studs. This
means that if an early gearcase that had eight mounting holes was replaced with a later version with ten
mounting holes, there will be two unused holes in the gearcase mounting area. Pages 10A‑2 & 10A‑3 of service
manual #45 explain this change in detail.
Gearcase Mounting Studs (shear studs) Service Bulletin 2013‑65

Service bulletin 2013‑65 instructs technicians to replace the breakaway (shear) studs that mount the gearcase to
the Kingpin Adapter Plate any time the gearcase is removed. Although older service manuals instruct technicians
to inspect the studs ‑ the studs should be replaced per the bulletin.
90-8M0087613 AUGUST 2014 Page 7A-5

Pod Mounting Hardware ‑ Service Bulletin #2009‑75

The bolts that pass through the two‑piece mounting ring used to compress the rubber grommet and mount the
pod assembly in the vessel have been updated. Periodic inspections found that some bolts on some pods had
failed due to corrosion, so service bulletin #2009‑75 was issued. The service bulletin instructs technicians to
replace all of the bolts. It is very easy to visually determine if a pod has had the update performed because the
original bolts had 6 point heads and the replacement bolts have 12 point heads. NO 6 point bolts should still be in
service. If you ever encounter a Zeus pod still equipped with 6 point mounting hardware, refer to this bulletin and
perform the hardware update.
IMPORTANT: In print, depending on the manual you are referencing, we are instructed to tighten these bolts in
either a circular or a crisscross pattern. the correct pattern is circular. It takes a lot of force to compress the
rubber grommet, and the circular pattern is less stressful on the components.
Always repeat the pattern for a final torque check after all bolts are tight and do not move.
JH Program #2012‑65 ‑ May, 2012

In may of 2012, service bulletin 2012‑65 was released which was intended to improve customer satisfaction with
JH pods by implementing several improvements. The bulletin is serial number specific and not all JH pods will
receive all of the updates. Be certain to read the bulletin thoroughly as well as watch the associated video on
MercNet.
Module Reflash
A reflash of the Zeus modules will be performed in this service program. The reflash will provide improvements in
fault reporting and warnings which in turn will increase customer satisfaction with the product. The reflash will
install SmartCraft 2.2 Release Level 2. In order to perform the reflash, the CDS G3 must be a version 1.3.8 or
higher.
One of the improvements the reflash will install is error reporting with the steering and trim reservoir bottle. JH
pods have a different bottle than earlier pods. Due to internal venting differences, the JH bottles are filled to 2"
below the cap (HH and IH pods that are fillet to 1" below the cap). It was determined that when the oil would
slosh in the bottle, the sensor in the JH pods would report a low oil level and the operator would receive warnings
or Guardian would activate. The reflash builds in a delay before this happens that allows for slosh (intermittent
low signal) versus a truly low bottle (constantly low signal).
The reflash will also deactivate the high pressure filter sensor. The sensor measures a pressure differential
between the inlet side of the filter (from the pump) and the outlet of the filter (to the steering and trim manifold).
The pressure differential indicates the amount of filter restriction. Should the differential reach a pre‑defined limit,
the system is designed to report a warning code. Due to water intrusion of the connector causing false codes it
has been decided to deactivate the sensor. Disabling this sensor is not a concern because the filters capability is
so great that the amount of debris in the system needed to clog it could only be caused by a major component
failure; a clogged filter would be the least of the concerns. The filter has a regular maintenance interval listed in
service manual #45, but it has since been deemed a "lifetime filter" and service manual #52 has eliminated filter
replacement interval.
Inspection and Possible Replacement of High Pressure Steering and Trim Tab Hoses
Bulletin #2012‑65 instructs technicians to inspect the high pressure steering and trim hoses on both pods for any
signs of weeping or leaking. Should any sign of either condition be found, technicians are instructed to replace all
of the steering and trim hoses on both pods. The new hoses have several design improvements.
First, they have a longer ferrule which results in a longer crimp section where the rubber hose meets the steel
line. The longer crimping area increases the sealing capability of the joint.
Second, the steel ends are more robust, and have more material on the face side of the o‑ring face seal area.
This new end resists deforming as well as providing more surface area on the o‑ring side of the connection.
Finally, the part number is pin stamped into the ferrule. This will help technicians quickly identify and correctly
install the hoses.
Page 7A-6 90-8M0087613 AUGUST 2014

New Steering and Trim Pressure Sensors (Transducers)

A limited number of steering and trim sensors were found to be having problems due to moisture intrusion which
caused inconsistent operation of the sensor. Their production run was identified by the supplier and the affected
pods were then identified by Mercury Marine. Bulletin #2012‑65 instructs technicians to replace all five of the
sensors on pods in a specific serial number range that corresponds to the affected manufacturing run.
Visually, the sensors are easily identified. The old sensors were manufactured by Kalvico, and had a 3/4" hex
used to install them. The new sensors are manufactured by Gems, and have a 7/8" hex.
IMPORTANT: It's very likely that after the fault has been experienced, the vessel may pass all diagnostic checks
when it is in for service which will cause a great deal of frustration for the technician. This is because once the
vessel has been powered down, the sensor may behave normally. If this is the case, and it is determined that the
sensors are supposed to be replaced under the service program, the technician should replace the sensors then
sea trial the vessel. Should the fault return, further diagnostics will be necessary.
IMPORTANT: If the trim tab is in the up position and a transducer or hose is removed, a significant quantity of oil
will squirt from the opening causing a mess and possible personal injury. In order to prevent this from occurring,
the trim tab must be put in the down position prior to opening the trim system. Follow the following procedure to
manually put the trim tab in the down position.
1. Start engine(s)
2. Momentarily put vessel into forward gear then back to neutral. Just a brief second in gear tells the computer
you are at the helm and activates the manual trim tab controls.
3. Manually lower the trim tabs all the way. The tab position can be verified on VesselView.
4. Turn off engine(s)
5. Trim tab(s) are now in the down position and will not cause large squirt of oil when opening the trim circuit.
Technician Induced Failures

Several instances of technician induced failures have occurred on Zeus pods. Things such as hooking hoses and
electrical connectors to the wrong components have resulted in lost time, failed components, added expense and
customer dissatisfaction.
These things are preventable by simply replacing one hose at a time or by documenting part locations and
orientations prior to removal. Additionally, the service manual should always be consulted when in doubt of any
procedure or specification. Taking the few extra minutes to perform professional repairs will result in greater
customer satisfaction, less frustration and reduced cost.
IMPORTANT: Some technicians have improperly installed the high pressure steering hoses while performing the
JH Program Update. This results in high pressure oil entering the steering and trim manifold on the incorrect side
of the valve. When this occurs, the coils cannot generate enough of a magnetic field to open the valve, and have
overheated and failed. Because the coils are not available separately, the entire steering and trim manifold must
then be replaced.
90-8M0087613 AUGUST 2014 Page 7A-7

Notes:
Page 7A-8 90-8M0087613 AUGUST 2014

Section Questions
Zeus Pod Updates and Service Tips

Section 7B - Section Questions
Table of Contents
Section Questions................................................. 2
7
B
90-8M0087613 AUGUST 2014 Page 7B-1

Section Questions
Section Questions
1. Do you think it is a good idea to pre‑fill the high pressure oil filter prior to installation? Explain your reasoning.
2. The first scheduled maintenance to the gearcase and the Gear Lube Monitor is significant and special
instructions are given? What is important to know about the:
a. Fluid type – both before and after change?
b. Hours of operation in relation to the service? Manual #45, 1B‑4
3. Page 8A‑13 of service manual #45 instructs the technician to inspect the gearcase mounting studs (shear/
breakaway studs) for length. Page 8B‑7 of service manual #52 explains that the two rearmost breakaway
studs have been replaced with standard studs that do not shear. Service bulletin 2013‑65 instructs us to
replace the breakaway studs any time the gearcase is removed.
a. Why is properly tightening the studs important?
b. Knowing what you know about engine packages and power increases over the years, why do you think
the two rearmost studs are no longer designed to shear?
c. If the drive was not struck by an object, the studs were manufactured properly and one or more of the
breakaway studs is stretched, what could be a possible cause?
d. A gearcase has been removed. Should we inspect and re‑use the studs as the service manual says or
should we replace them per the service bulletin?
4. A monitor alarm has gone off indicating low gearcase lubricant. A visual check of the gear lube monitor
reveals the monitor is empty.
a. What is the correct method of refilling the system?
b. Why must it be done this way? Manual #45, 1B‑16
5. Is it normal for the oil level in the gearcase lube monitor to rise and fall during operation? Manual #45,1B‑17;
Manual #52, 1B‑11
a. Yes
b. No
6. An oil level that repeatedly drops below the "COLD FILL LINE" and continually requires the addition of oil is
an indication of: Manual #45,1B‑17; Manual #52, 1B‑11
7. When changing the gearcase lubricant on a Zeus drive with the boat in the water, why should the drive be at
operating temperature? 1B‑18
Page 7B-2 90-8M0087613 AUGUST 2014

Section Questions
8. What should be done prior to checking the transmission fluid level to insure a more accurate measurement?
Manual #45,1B‑34
9. A skeg is found to be missing off of the drive. A thorough inspection reveals no damage to the torpedo,
props, drive body, trim tab or bottom of boat. What should you do?
10. Page 3B‑4 of manuals 45 & 52 lists a very specific tightening procedure when installing the bolt‑on interface
ring to the hull. It instructs us to tighten all fasteners in small increments using a special pattern. Why is this?
11. What is the special orientation that the interface ring seal (grommet) must be installed in? Manuals 45 & 52,
3B‑6
12. Why is it important to properly align the drive shaft between the engine and the transmission? Manual #45,
3B‑18; Manual #52, 3B‑16
90-8M0087613 AUGUST 2014 Page 7B-3

Section Questions
Notes:
Page 7B-4 90-8M0087613 AUGUST 2014

Diagnostic Codes and Using a Systematic Approach to Diagnostics
Electrical Discussions and Exercises

Section 8A - Diagnostic Codes and Using a
Systematic Approach to Diagnostics
Table of Contents
Understanding Fault Codes...................................2 4: Select an eBOM.............................................2
Seven Steps Toward Success...............................2 5: View, Document and Clear Fault Codes....... 3
1: Verify Your G3 is Running the Most 6: Verify that the Vessel is Running the Most
Current Version.............................................. 2 Current Software............................................ 3
2: Perform a CAN Bus Health Check.................2 7: Perform Diagnostics...................................... 3
3: Let the Modules Auto Populate without Exercise: How Modules See Each Other and
selecting an Electronic Bill of Materials Report Codes.....................................................4
(eBOM)...........................................................2
8
A
90-8M0087613 AUGUST 2014 Page 8A-1

Understanding Fault Codes

Fault codes are key to performing diagnostics; however, if we do not understand what they are telling us, we may
waste time and money performing unnecessary diagnostics.
When a vessel comes in with fault codes, we need to do several things. First we need to capture them. Then we
need to determine which ones are false or nuisance codes and which ones truly indicate a concern. We should
get a clear description of the operation and behavior of the vessel before, during and after the event. Then we
need to perform diagnostics. This includes erasing the codes and attempting to get them to return. If they do not
return, we may have an intermittent or one time concern. Another reason we need to clear them is to insure that
no codes are present from someone before us unhooking a sensor or module while the vessel was powered up,
or failing to clear the codes after a previous repair attempt. Before we get to the point of retrieving codes, we
need to follow some basic steps intended to get us to the solution quickly and accurately.
Seven Steps Toward Success

When diagnosing anything, it's important to use a systematic approach. This is particularly true when diagnosing
electrical concerns. Any time you are using G3, the following steps should be taken.
1: Verify Your G3 is Running the Most Current Version

Insuring your G3 is up to date will ensure that you have the most recent software updates, electronic Bill of
Materials (eBOMs) and other important information. In order to verify the G3 is running the most recent update,
do the following:
Connect to the internet and verify connectivity. This is as simple as bringing up a search engine and verifying
you are connected to the internet.
Start the G3 software. If an update is available, it will automatically begin to download.
2: Perform a CAN Bus Health Check

Prior to selecting any eBOMs or navigating through G3, power up the vessel (it's only necessary to power it up
not start it) and look to see that the CAN lines have connectivity. We are looking at the CAN indicator toward the
lower left corner of the screen (the circle with a "P" over an "H"). The possible colors we will see are:
1. Green: This is what we want to see. Green means that the CAN lines are seen by and communicating with
G3.
2. Yellow: This means that G3 sees a CAN line but cannot communicate properly ‑ it can't find valid modules.
3. Red: This means that there is no power and G3 cannot see any CAN lines.
3: Let the Modules Auto Populate without selecting an Electronic Bill of Materials (eBOM)
Sometimes it can be very confusing to select an eBOM. By allowing the modules to auto populate and look at
them, we can instantly determine if the appropriate electronic control modules are communicating on the CAN
bus.
NOTE: Its important to be able to read the full name of the module. If you cannot see the entire name of the
module, you can click and drag the viewing window to display more information. If you are unfamiliar with this
display feature of Windows, please ask your instructor to demonstrate it to you.
4: Select an eBOM
We need to select an eBOM to gain access to the full diagnostic and reflash abilities of G3. An eBOM is the
electronic file loaded into G3 that contains information for a specific combination/bill of electronic components.
When selecting an eBOM, we need to look for the description of the electronic architecture that matches what we
are working with. However, because we know what modules we have, and if they are "talking", selecting an
eBOM becomes much easier.
When selecting the eBOM, the header of the screen will have columns labeled "Total", "Match", Mis‑Match" and
"Not Found". These headers mean:
• Total: is the number of modules on the vessel that eBom in G3 expects to find.
• Match: is the number of modules G3 has found on the vessel that "match" the modules contained in the
eBOM.
• Mis‑Match: is the total number of modules G3 sees on the vessel, but aren't included in or don't match in the
eBOM
Page 8A-2 90-8M0087613 AUGUST 2014

• Not Found: is the number of modules the eBOM is expecting to see on the vessel that it cannot find.
We want the number in the "Total" column to be the same as the number in the "Match" column, and we want to
have zeros in the "Mis‑Match" and "Not Found" columns.
We will have problems finding the correct eBOM if our G3 is not up to date. Luckily for us this will not be a
concern if we always follow step #1 of our Steps to Success!
5: View, Document and Clear Fault Codes

When capturing the codes, the easiest thing to do is use the print screen feature in the G3. In order to do this, we
simply select a module that is reporting codes and display them. The codes will come up and take up the entire
viewable screen. By either minimizing or resizing the screen (basic windows features) we can then see the Print
Screen icon. When we print a screen, the computer saves it to a tab called "My Screen Shots" in order for us to
retrieve them if needed. We repeat this for all modules displaying codes.
We usually have several inactive codes when we key up a vessel with numerous modules. This is because there
are multiple CAN lines with multiple modules trying to communicate. CAN modules report errors when they don't
see other modules on the communication bus line. When we key on the vessel, it takes a few moments for all of
the modules to "wake up" and begin "talking". Think of it as starting numerous little computers ‑ they aren't all
ready at the same time. When this happens, some modules report errors because they didn't receive responses
to the messages they sent out in the time they expected to. These types of codes will read as inactive, and will
not return once we clear the codes.
If a code is non‑active. such as the codes described above, it should go away when we clear it. Also, historic
codes (happened in the past but not active at the time we are hooked up with G3) will be erased when we clear
them. Current codes (happening while we are hooked up with G3) will instantly re‑appear after we clear them
because they are unresolved and continuing to occur.
We have the ability to clear codes in G3 using a button labeled "Clear Codes". Sometimes we have to hit this
button twice in order to clear them ‑ occasionally a code will remain in one of the modules that should have been
erased. Also, some codes are called "sticky codes." This means that even if we clear them with G3 or using
VesselView's clear code feature, the code may still appear even though we may have resolved the concern. This
has confused some technicians and they have continued to perform diagnostics because the code still appeared
even though they had resolved the issue. Therefore, in order to ensure that all the codes have been cleared, the
following procedure should be followed.
Code Clearing Procedure on DTS Vessel:
1. Clear codes using G3. If some still remain, hit clear codes button once more. If they still remain, go onto step
2
2. Key the vessel off using the keys and within 15 minutes move the throttle(s) to reverse wide open throttle
(reverse WOT). This step powers down the module(s) completely and allows the system to reset. If we do
not move the throttles to reverse WOT, after 15 minutes, the module(s) will shut down and reset
automatically.
6: Verify that the Vessel is Running the Most Current Software

Many times software releases are released to introduced to address customer complaints or improve operation
of the vessel. Staying current on Service Bulletins and Service information by accessing MercNET on a regular
basis will help you stay familiar with any new releases of vessel software.
If you suspect the software may need to be updated, contact Technical Service to verify the correct software
version.
7: Perform Diagnostics
Start the vessel again. The only codes we should see are the key up codes discussed previously (they will list as
inactive), and any remaining active codes. Clear the key up codes.
NOTE: If the vessel is equipped with a chart plotter and it is not turned on, codes will display for that as well. To
avoid this, power up the chart plotter.
At this point we can begin our diagnostic tests. Keep in mind, often times we need to operate the vessel to
re‑create the code concern. This is why getting an accurate description from the customer about how the vessel
was being operated when the problem occurred is so important. We may need to recreate a certain amount of
running time or maneuvers in order to duplicate the concern.
90-8M0087613 AUGUST 2014 Page 8A-3

Exercise: How Modules See Each Other and Report Codes

We learned earlier that CAN systems have the ability to self diagnose themselves to a certain extent, and that
some modules can report that they cannot "see" others. Modules also have the ability to report that they have
been told that another module is seeing a problem.
An exercise that will help demonstrate this is as simple as unhooking a steering sensor while the vessel is
running. When we do this, we will actually have multiple modules report that a code has been set. However, only
one of the modules will have the specific information. the other module(s) will set what is known as a "Flag Fault"
or a "Peer Fault".
A flag fault will typically come from a module on the same side that the failed sensor is on. For example, a
starboard sensor fails and the actual and flag faults get reported by starboard modules.
The port and starboard pods and engines are considered peers (think friends); they are in equal standing with
one another. So, in this example, a peer fault would most likely be set by a module on the port side attempting to
warn us that something has failed on the starboard pod.
With your partner, perform the following steps:
1. Hook G3 to the Pod and follow the Seven Steps Toward Success
2. With the engines running (and key up codes cleared), unhook a steering sensor.
3. Record what modules report codes in the table below. Record if the code is a flag fault or the actual fault.
4. Look at each module in G3 and see what the module is reporting and record it in the table below.
5. Explain in your own words what each of the modules was reporting.
Module Name Fault Code and Type
What is each module telling you about the code?

Is this the module that is experiencing the code
first‑hand?
Explain in your own words what flag and peer

faults are.
Instructor Signature:
Page 8A-4 90-8M0087613 AUGUST 2014

Reflash Exercise

Section 8B - Reflash Exercise
Table of Contents
Zeus Reflash Exercise ‑ Bulletin 2012‑65............. 2
8
B
90-8M0087613 AUGUST 2014 Page 8B-1

Reflash Exercise
Zeus Reflash Exercise ‑ Bulletin 2012‑65

In July of 2012, Service Bulletin #2012‑65 was released. This bulletin affects only JH pods, and is intended to
update JH pods to reflect changes made in current production that will increase the customer' satisfaction and
ownership experience of JH pods.
In order to support the bulletin, Mercury University produced a video which highlights the information contained in
the bulletin and walks the technician through performing the work. The video is designed to assist the technician
by placing particular emphasis on what pods are affected, what parts need to be inspected and replaced, and by
visually identifying the parts and proper routing and locations of hydraulic and electrical connections.
Your instructor will provide you with electronic control modules that need to be updated. Utilizing the service
bulletin, you and your partner are to perform the electronic control module reflash portion of the bulletin.
Version of G3
CAN BUS Health
OK NOT OK
Check
Modules that auto

populate
eBom Selected
YES NO
100% Match?
Active Fault Codes YES NO
Diagnostics
YES NO
Necessary
PERFORM REFLASH AND OBTAIN INSTRUCTOR SIGNATURE
INSTRUCTOR
SIGNATURE:
Page 8B-2 90-8M0087613 AUGUST 2014

Service Bulletin Awareness Worksheet

Section 8C - Service Bulletin Awareness Worksheet
Table of Contents
Service Bulletin Lookup Exercise.......................... 2
8
C
90-8M0087613 AUGUST 2014 Page 8C-1

Service Bulletin Lookup Exercise

Successful technicians stay current on the products which they maintain. It's important for technicians to be
aware of how to locate bulletins and programs and also to reference them. By staying current on service
literature, technicians can reduce the time needed to diagnose a concern, increase customer satisfaction by
fixing it right the first time and portray a professional, knowledgeable appearance to the customer.
Due to our workload or logistics with computer and printer access in the dealership, it's sometimes difficult for us
as technicians to always access online literature. If you're working in a situation such as this, a good shop
strategy is to have the service manager or service writer to check for new bulletins once a week and print them
for technician reference. The bulletins can then be kept in a binder for all of the technicians in the shop to access
at their convenience.
The following is a list of bulletins pertaining to Zeus. Your instructor will show you how to access them online
using a computer in the classroom. You are responsible for accessing and explaining two of these to the
instructor. One of them must be #2012‑65 and the other is your choice. Feel free to take the time to look up
several of them if you like.
• SMC‑09‑61: ZEUS HH TO IH MODEL CHANGES
• SMC‑09‑64: ZEUS 3000 SERIES POD DRIVE MODEL CHANGES
• SMC‑09‑70: INSTALLING A ZEUS 3000 SERIES POD (JH) IN A VESSEL WITH EXISTING HH OR IH POD
• SMC‑09‑73: SERVICE REPLACEMENT FOR ONE‑PIECE ANODES ON ZEUS TRIM TABS
• SMC‑09‑74: TOOL FOR REMOVING THE INNER PROPELLER SHAFT SEAL ON BRAVO THREE
• SMC‑09‑75: FIELD CAMPAIGN FOR QSB MODELS WITH ZEUS DRIVES
• SMC‑10‑66: FILING WARRANTY CLAIMS FOR ZEUS POD DRIVES
• SMC‑10‑69: LEAK AT DISCHARGE SEACOCK ON ZEUS POD
• SMC‑10‑69: NEW DIPSTICK AND SEAL FOR ZEUS STEERING ACTUATOR AND TRIM OIL RESERVOIR
• SMC‑10‑72: IMPROVED FASTENERS FOR MERCATHODE ANODE ON ZEUS POD DRIVES
• SMC‑11‑64: SPECIFICATIONS CHANGE FOR BEARING CARRIER SCREWS ON ZEUS POD DRIVES
• 2012‑08: 3000 SERIES ZEUS SKEG KIT
• 2013‑11: ZEUS PROPELLER SHAFT REPAIR KIT, 8M0075212
• 2012‑65: JH POD PRODUCT IMPROVEMENTS
• 2012‑66: ZEUS POD TVM SOFTWARE CHANGE
• 2012‑70: ZEUS MIDSECTION PLATE CORROSION REPAIR
• 2013‑61: ZEUS POD DO NOT PRESSURE WASH DECAL
• 2013‑64: 3000 SERIES ZEUS PODS PRODUCT IMPROVEMENT ‑ CORROSION PREVENTION
• 2013‑65: 3000 SERIES ZEUS POD ‑ GEARCASE STUD REPLACEMENT INTERVAL
• 2013‑66: ZEUS SMARTCRAFT SC2.5 V0 REFLASH TO SMARTCRAFT SC2.5 V1
• 2013‑68: 3000 SERIES ZEUS POD ‑ GEARCASE OIL DRAIN TUBE SEAL IMPROVEMENT
• 2013‑70: ZEUS POD INTERFACE RING INSPECTION CRITERIA
• 2013‑71: 3000 SERIES ZEUS POD ‑ FLUID LEAK TROUBLESHOOTING GUIDE
• 2013‑72: 3000 SERIES ZEUS POD ‑ RED MERCATHODE CONTROLLER (WITH LED LIGHT)
OPERATION
• 2013‑73: 3000 SERIES ZEUS POD ‑ RED MERCATHODE CONTROLLER (WITH LED LIGHT)
TROUBLESHOOTING GUIDE
Page 8C-2 90-8M0087613 AUGUST 2014

Summary:
Bulletin
#2012‑65
Summary:
Bulletin #
90-8M0087613 AUGUST 2014 Page 8C-3

Notes:
Page 8C-4 90-8M0087613 AUGUST 2014

Additional Electronic Exercises

Section 8D - Additional Electronic Exercises
Table of Contents
Additional Electrical and Diagnostic Exercises......2
8
D
90-8M0087613 AUGUST 2014 Page 8D-1

Additional Electronic Exercises
Additional Electrical and Diagnostic Exercises
Your instructor will be leading you through a discussion on the architecture of the CAN lines on a Zeus as well as
how messages travel back and forth. Following this discussion, you will have additional lab exercises to perform
that are designed to improve your knowledge of the behavior of a Zeus pod when certain fault codes are being
reported.
IMPORTANT: This is your opportunity to learn. If there is a problem you would like to attempt to simulate, we
would like to provide the opportunity. However, please discuss any ideas with the instructor prior to attempting to
induce a concern in order prevent possible damage to the training aids.
Page 8D-2 90-8M0087613 AUGUST 2014

Zeus Service Procedures
Maintenance and Mechanical Exercises

Section 9A - Zeus Service Procedures
Table of Contents
Placeholder............................................................2
9
A
90-8M0087613 AUGUST 2014 Page 9A-1

Zeus Service Procedures
Placeholder
Page 9A-2 90-8M0087613 AUGUST 2014

Zeus Test
Zeus Test
Section 10A - Zeus Test
Table of Contents
Zeus Test...............................................................2 Test Questions...................................................2
Strategy for Success..........................................2
10
A
90-8M0087613 AUGUST 2014 Page 10A-1

Zeus Test
Zeus Test
Strategy for Success
On the last day of class, the following test will be given. The strategy below will insure that you do well on the
exam and the questions will be more of a review rather than a test.
1. DO NOT become pre‑occupied with these questions and let them be your primary focus throughout the
class. Becoming obsessed with the answers will prevent you from fully participating in class.
2. DO participate in class. The questions will be easily answered if you simply participate actively in class.
Participating actively means contributing to discussions, assisting your peers if necessary and answering the
questions related to each activity and doing your homework.
3. Know that many of the questions follow what happens in class each day.
4. Make good use of your time this week. This week is YOUR week to learn. Your instructor is here for YOU.
Take advantage of this time to gain new knowledge. Discuss these questions with your peers during any
down time you have in class between projects or over dinner.
5. Trust that this advice is solid and have fun in class. When you're participating and enjoying your day, the
learning will occur naturally.
Test Questions
1. How many releases of 3000 series Zeus pods have there been?
a. One
b. Two
c. Three
d. Four
2. What are the letter designations for the pods in order from first released to most recent?
a. A, B
b. KH, IH, JH, HH
c. A1, B1
d. HH, IH, JH, KH
3. How many generations of 3000 Series pods are there?
a. One
b. Two
c. Three
d. Four
4. KH Pods use Mercury's SmartCraft version 2.5 and 3,500 p.s.i pressure transducers. If an HH, IH or JH pod
needs to be replaced with a KH pod, the remaining pod must have all it's modules reflashed to Mercury's
SmartCraft 2.5 and also have it's 3,000 p.s.i. pressure transducers replaced with 3,500 p.s.i. transducers.
a. True
b. False
5. What must be applied to the skeg dowel pins when they are installed?
a. Blue LocTite™
b. Red LocTite™
c. Green Loctite™
d. Nothing, using locking agents reduces the electrical connectivity through the skeg and promotes galvanic
corrosion.
6. What are the three main physical components on the pod starting with the uppermost component and
working downward?
a. Transmission, steering actuator, gearcase
b. Steering actuator, transmission, gearcase
c. Steering actuator, gearcase, drop box
d. Drop box, transmission, gearcase
7. Zeus was initially a product of a Joint venture between:
a. Mercury Marine and VolvoPenta
b. Cummins Marine and Mercury Marine
c. It was released by Mercury Marine ‑ there was no joint venture.
d. Mercury Marine and ZF Hurth
Page 10A-2 90-8M0087613 AUGUST 2014

Zeus Test
8. What is the purpose of the Zeus pod backup pump?

a. To provide electrical power in the event of a generator failure.
b. To provide full hydraulic pressure in the event of a main hydraulic pump failure.
c. To center the drive.
d. To empty the bilge in the event the bilge pump fails.
9. Name some of the firsts Zeus brought to the recreational marine industry in pod drives:
a. Skyhook, tunnel mounted drives, rearward facing counter‑rotating propellers, integrated trim tabs,
through hub exhaust on an inboard, integrated water intake system for accessories
b. Digital throttle and shift, SmartCraft, Skyhook, joy stick control
c. Jointed through hull drive shaft, dual counter‑rotating propellers, Skyhook
d. All of these items existed, nothing was new to the recreational marine industry.
10. Zeus uses ____________ for steering and _____________ for throttle control:
a. SmartCraft / DTS
b. Digital throttle / combined with shift cables
c. SmartCraft DTS on vessels larger than 34'1" / A combination of SmartCraft and shift cables on vessels
34' and shorter
d. None of the above
11. If a Zeus transmission experiences a clutch pack failure, what must be replaced?
a. The forward clutch pack
b. The reverse clutch pack
c. Both clutch packs and the trolling clutch actuator
d. The entire transmission
e. None of the above
12. Except for the unique center KH pod which rotates 15° to each side of center, outside Zeus pods can rotate:
a. 45° inward and 45° outward
b. 15° inward and 45° outward
c. 45° inward and 15° outward
d. They rotate but the degrees of rotation listed above are incorrect
e. They do not rotate
13. Port and starboard pods have different:
a. identifiers in their serial numbers and tagging, TVMs, kingpin adapter plates
b. steering software, mounting brackets, mounting grommet designs
c. mounting grommet designs & mounting grommets
d. they are physically identical with only different labeling for certification purposes
14. The redundant sensors on a Zeus pod are:
a. steering, throttle, joystick and shift.
b. throttle, joystick and engine compartment temperature.
c. engine compartment temperature, fuel pressure and fuel temperature.
d. There are no redundant sensors.
15. Sensors have the ability to send emergency commands:
a. to the pod in the event that immediate shutdown is necessary.
b. to the helm in case there is a swimmer in the water while the vessel is in Skyhook mode.
c. to the CCM in the event of a TVM failure.
d. all of the above
e. none of the above ‑ sensors do not send commands
16. Zeus pods use magnetism to control their steering and trim valves.
a. True
b. False
c. Only on 2nd generation pods
d. Only on 4th generation pods
17. The Zeus pod is protected by sacrificial anodes and a MerCathode.
a. True
b. False
c. Only in saltwater environments
90-8M0087613 AUGUST 2014 Page 10A-3

Zeus Test
18. MerCathodes have special testing procedures that require the vessel to be stationary for a certain amount of
time before performing the test.
a. True
b. False
c. The MerCathode requires no periodic inspection or maintenance.
19. The high pressure filter performed poorly, so pods were updated to low pressure filtering.
a. True
b. False
20. If a pod comes in and is equipped with low pressure filtration, what should you do?
a. Nothing, it is supposed to have low pressure filtering.
b. Call Mercury Marine Technical Service in order to obtain the parts to update it to high pressure filtration ‑
no matter how old it is.
c. Inspect the filter element for metal particles, and if any are found, replace the filter.
d. Replace the filter as called for in the maintenance schedule.
21. Many of the hydraulic hoses on the Zeus pod utilize an o‑ring face. This means that:
a. an o‑ring sits in a groove of the fitting or component that the hydraulic hose connects to and seals against
the flat face of the hose end.
b. an o‑ring sits in a groove on the end of the hose and seals against the flat face of the mating part.
c. an o‑ring is installed at the base of the threads on the hose fitting and forms the final seal when the hose
is properly tightened.
d. a directional o‑ring in installed.
22. Manual steering and trim buttons appear only on:
a. A1 pods
b. B1 pods
c. HH pods
d. IH pods
e. JH & KH pods
23. Loss of clamp load on the four mounting bolts of the trim actuator after an impact to the trim tab indicates
that:
a. the locking agent failed.
b. the trim actuator is destroyed internally.
c. the mounting hardware has yielded and needs to be replaced.
d. b & c
e. nothing, heat and vibration regularly loosen them up and tightening them is part of the 30 hour service
interval.
24. Zeus pods use an __________ cooling system _________ thermostat.
a. open, without a
b. open, with a
c. closed, without a
d. closed, with a
25. Heat transfer in a Zeus cooler follows the path of:
a. oil ‑‑‑> cooler tubing ‑‑‑> seawater
b. seawater ‑‑‑> cooler tubing ‑‑‑> oil
c. oil ‑‑‑> radiator coolant ‑‑‑> air
d. seawater ‑‑‑> radiator coolant ‑‑‑> air
26. The Zeus steering and trim hydraulic system has very tight tolerances. They are so tight that:
a. the oil filter should never be pre‑filled.
b. there is only one factory approved cleaner to be used on them (per the service manual).
c. hoses and parts must be capped immediately to prevent contamination of the system when a hose is
disconnected.
d. connections should be cleaned prior to loosening them, then cleaned again once they are broken loose.
e. all of the above
Page 10A-4 90-8M0087613 AUGUST 2014

Zeus Test
27. Many high pressure hydraulic hoses have a plastic mesh sheath on them to protect from abrasion. This
covering also helps prevent explosions.
a. True
b. False
28. Prior to removing a Zeus pod, the connectors for the steering position sensors must be disconnected. This is
because:
a. they connect to a wiring harness inside the boat and if they were not disconnected the harness would
stretch and break.
b. they would hit the rubber grommet/cutout in the hull and break ‑ and also damage the grommet.
c. they don't need to be disconnected, the statement is untrue.
d. they need to be disconnected to be inspected.
29. Prior to removing or installing a Zeus Pod, the water inlet seacock must be removed. This is because:
a. it's connected to plumbing inside the boat and it's easier to remove it from the pod than disconnect the
hoses to it.
b. it will hit the grommet/cutout in the hull and break ‑ and also damage the grommet.
c. it needs to be inspected.
d. it doesn't need to be removed.
30. The most notable changes to the pods over the years have been to the:
a. cooling system.
b. hydraulic system.
c. electrical system.
d. gearcase.
31. The only approved cleaner for the hydraulic system per the service manual is:
a. ZeroTri.
b. chlorinated brake cleaner.
c. non‑chlorinated brake cleaner.
d. carburetor/throttle body cleaner.
32. When removing the steering and trim manifold, what steps must be taken to insure that no damage occurs?
a. Alternately loosen the bolts one turn at a time.
b. Thoroughly spray the hardware with penetrating oil.
c. Remove first the upper bolt, then the lower bolt ‑ installation is opposite of removal.
d. Remove first the lower bolt, then the upper bolt ‑installation is opposite of removal.
33. Checking for hydraulic leaks by hand could result in death.
a. True
b. False
34. When removing a Zeus high pressure hydraulic pump, care must be taken not to bottom one of the nuts on
the pump body.
a. True
b. False
c. Only on B1 pods
35. The manufacturer of the transmission is:
a. ZF Hurth
b. Mercury Marine
c. Cummins
36. When a Zeus pod is installed in a vessel, the torpedo is:
a. even with the keel.
b. 12"‑18" above the keel.
c. 12"‑18" below the keel.
d. none of the above
37. Port and starboard pods are identical except for the software that controls them
a. True
b. False
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Zeus Test
38. The fasteners used to mount the pod in the vessel (the ones that compress the large rubber grommet)
should be:
a. 6 point head
b. 12 point head
c. black anodized with special markings that mean they were made for Zeus.
d. none of the above
39. Although in print we are instructed to tighten the two piece clamp ring (the one that compresses the rubber
grommet) in either a circular or crisscross pattern, the proper pattern is:
a. crisscross pattern then a final torque check after all bolts appear tight.
b. circular pattern then a final torque check after all bolts appear tight.
c. random pattern to prevent walking the grommet and a final torque check after all bolts appear tight.
40. Zeus pods receive their cooling water from the engine after it has cooled the engine.
a. True
b. False
41. When diagnosing an overheating pod, which of the following is true?
a. You should check to see if the engine is running hot.
b. You can compare the port and starboard engine/pod packages and compare temperatures.
c. It's possible that an HH/IH water outlet valve vibrated closed and is restricting coolant flow.
d. It's possible that an inlet valve was inadvertently left partially or completely closed.
e. All of the above
42. What is the difference between a MerCathode and a sacrificial anode?
a. The MerCathode puck takes about 5 years to erode.
b. The MerCathode requires no inspections or maintenance at all.
c. A sacrificial anode will not provide protection against galvanic corrosion if it is painted, but a MerCathode
puck will.
43. The transmission can be rebuilt in the field.
a. True
b. False
44. The steering actuator can be rebuilt in the field.
a. True
b. False
45. The gearcase can be rebuilt in the field.
a. True
b. False
46. What will happen if either the water inlet or outlet valve is partially closed?
a. The pod can overheat.
b. The pod will be fine ‑ the automatic bypasses will open.
c. Water flow through the pod will be reduced.
d. a & c
47. Because the coolers are expensive, they should be cleaned after a serious component failure and reused.
a. True
b. False
c. The service manual states in one section that they should be replaced and in another that they can be
cleaned. Due to the high cost of the components protected by the coolers, and the fact that it's nearly
impossible to get all of the debris out of the oil side of a cooler, they should be replaced after a failure that
has contaminated the oil side of the cooler with debris. It may be possible to clean a cooler that had fluid
contamination (such as the incorrect oil in it) and reuse it.
48. TISS stands for:
a. Transmission Input Speed Sensor
b. Trim Indicator Selector Switch
c. Trim Input Selector Switch
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Zeus Test
49. The drop box lowers the steering actuator approximately:

a. 12"
b. 9"
c. 15"
d. a, b or c depending on the engine package
50. When removing or installing a steering actuator, brackets replace stainless steel washers in some locations.
a. True
b. False
51. The drive shaft that connects the transmission to the gearcase has fine splines on one side and course on
the other.
a. True
b. False
52. If a current production gearcase is mounted to an early pod that used 12mm hardware, how many empty
holes will there be in the gearcase mounting area?
a. 1
b. 2
c. 3
d. 4
53. Incorrectly connecting the hydraulic hoses to the steering and trim manifold can result in a failure of the
steering and trim coils. This requires replacement of the entire steering and trim manifold assembly.
a. True
b. False
54. The shipping crate the Zeus pod arrives in is designed to be used with a forklift to install the pod into the
vessel.
a. True
b. False
55. The only approved lubricants for the gearcase are:
a. the break‑in fluid it is shipped with and then High Performance Gear Lube.
b. the break‑in fluid it is shipped with then any synthetic lubricant meeting a GL‑5 rating.
c. the break‑in fluid it is shipped with then any lower unit oil for 200hp and above drives.
d. none of the above.
56. If a pod that uses 12mm hardware needs a kingpin adapter plate, the steering actuator will also need to be
replaced.
a. True
b. False: this used to be true until Mercury made the 12mm components available again
57. The JH Pod Improvement service bulletin # 2012‑65 instructs the technician to perform a reflash of the
modules, inspect and replace hoses (if necessary) and replace the steering and trim pressure transducers.
All of these things must be done on all JH pods.
a. True ‑ it's a JH bulletin.
b. False, the different items listed in the bulletin affect different serial number ranges of pods.
58. Service bulletin 2010‑71 discusses replacing the seals between the steering actuator and the kingpin adapter
plate that seal out water from getting into the gearcase. It describes the level of the oil in the bottle changing
and gearcase lubricant that becomes milky. Water in the gearcase can also be caused by bad propeller shaft
seals.
a. True
b. False
59. A technician has used an impact gun to install the breakaway studs in the kingpin adapter plate. This may
cause:
a. the gearcase to shear from the vessel in a minimal collision.
b. the studs to break with no impact whatsoever.
c. the studs not to perform as designed.
d. unnecessary loss of a gearcase.
e. all of the above
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Zeus Test
60. What are the five Mercury SmartCraft CAN lines on a Zeus vessel with SmartCraft 2.2? (Smartcraft 2.5 no
longer uses one of them.
a. P, X (two of them), H & V
b. J1939, P, X, H, V
c. P, X, H (two of them) and J1930
61. Sensors make decisions.
a. True
b. False
62. Sensors have the ability to cross check each other.
a. True
b. False
63. Electronic control modules make decisions based on pre‑programmed parameters.
a. True
b. False
64. It's ok to disconnect or connect an electronic control module on a live circuit.
a. True
b. False
65. Why is it a bad idea to probe sockets with a meter lead?
a. It's not a bad idea ‑ it's perfectly acceptable.
b. The potential to spread the connector exists ‑ you can damage an otherwise good socket.
c. The meter lead can be damaged by the socket ‑ you can bend it.
d. None of the above.
66. A port side Pod is needed. You have a starboard side Pod. Although the labeling says it's a starboard pod, if
you install a port TVM, will it be ok?
a. Yes, just attach a tag telling the next technician what happened and get the customer back on the water!
b. No, differences exist in the kingpin adapter plate, labeling and TVM. Even if you ignore the labeling and
use a port TVM, the kingpin adapter plate will not allow the pod to rotate correctly.
c. Maybe ‑ you need to check the gear ratio.
d. Only if the drop box is geared the same as the straight transmission it's replacing.
67. On a single helm Zeus vessel, how many electronic control modules should we see with G3?
a. 2
b. 5
c. 7
d. 9
68. On a dual helm Zeus vessel, how many electronic control modules should we see with G3?
a. 2
b. 5
c. 7
d. 9
69. Regarding our high speed communication lines, "CAN" stands for:
a. Controlled Access Network
b. Controller Area Network
c. Controls And Networks
d. None of the Above
70. An eBOM is:
a. a file that has a specific list of electronic components.
b. needed to be selected in G3 in order to access full diagnostic and reflash abilities.
c. the electronic Bill of Materials.
d. all of the above.
e. none of the above.
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Zeus Test
71. A key on fault code:

a. occurs because all of the modules don't "wake up" and start communicating at the same time.
b. occurs because some modules don't "see" the others immediately at key on.
c. stays away once the vessel is powered up and the codes are cleared.
72. A flag fault:
a. is a fault from a module telling G3 that another module has a fault or a problem.
b. will not give you the specifics of the concern, rather it's just telling you there is a problem elsewhere.
c. means nothing.
d. a & b only.
73. The five steps toward success:
a. should be performed every time we wish to perform diagnostics with G3.
b. can help prevent a lot of frustration and wasted time when performing diagnostics.
c. are based on a systematic approach to diagnostics.
e. none of the above
74. Why must we erase fault codes and attempt to get them to return?
a. We don't know if they were set when another technician was attempting a repair or unhooked something.
b. We must determine which ones we can re‑create while we are performing diagnostics.
c. We never clear codes, they clear themselves
d. a & b only
e. none of the above
75. When the vessel is powered up and is displaying active fault codes in G3, the active fault codes will
immediately return if we attempt to clear them.
a. True
b. False
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Zeus 8M0087613 Technician Guide Final

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90-8M0087613 814

Zeus 3000 Series: Introduction and Service

Zeus 3000 Series: Introduction and

IMPORTANT: Identifies information essential to the successful completion of the task.

Cleanliness and Care of Product

90-8M0087613 AUGUST 2014 Page 1A-1

Page 1A-2 90-8M0087613 AUGUST 2014

Class Information / Hours

Daily and End of Class Check Lists

Last day of class:

90-8M0087613 AUGUST 2014 Page 1A-3

Page 1A-4 90-8M0087613 AUGUST 2014

90-8M0087613 AUGUST 2014 Page 2A-1

Zeus pod (shown without top cover)

Page 2A-2 90-8M0087613 AUGUST 2014

SmartCraft 2.2 SmartCraft 2.5

90-8M0087613 AUGUST 2014 Page 2A-3

Baseplate label from a Port JH pod

Zeus Firsts in the Recreational Marine Industry

Page 2A-4 90-8M0087613 AUGUST 2014

Impact and Mechanical Safety

90-8M0087613 AUGUST 2014 Page 2A-5

How Does Zeus Work?

Page 2A-6 90-8M0087613 AUGUST 2014

Pod Movement and Identification

Doubles can turn inward 15° and outward 45°

90-8M0087613 AUGUST 2014 Page 2A-7

Page 2A-8 90-8M0087613 AUGUST 2014

Mounting and Sealing

90-8M0087613 AUGUST 2014 Page 2A-9

Page 2A-10 90-8M0087613 AUGUST 2014

90-8M0087613 AUGUST 2014 Page 2B-1

Early Zeus to IPS Comparison Literature

Page 2B-2 90-8M0087613 AUGUST 2014

90-8M0087613 AUGUST 2014 Page 2B-3

Page 2B-4 90-8M0087613 AUGUST 2014

90-8M0087613 AUGUST 2014 Page 2B-5

Page 2B-6 90-8M0087613 AUGUST 2014

Systems: Discussion, Removal and Inspections

90-8M0087613 AUGUST 2014 Page 3A-1

Three Main Components & Three Main Systems

The Electrical System

Page 3A-2 90-8M0087613 AUGUST 2014

Thrust Vector Module (TVM)

Controller Area Network (CAN)

90-8M0087613 AUGUST 2014 Page 3A-3

Page 3A-4 90-8M0087613 AUGUST 2014

High Pressure Pump

90-8M0087613 AUGUST 2014 Page 3A-5

Steering and Trim Manifolds

Page 3A-6 90-8M0087613 AUGUST 2014

Manual Control Valves (JH Pods Only)

90-8M0087613 AUGUST 2014 Page 3A-7

Cooler Theory & Construction

Page 3A-8 90-8M0087613 AUGUST 2014

Systems: Discussion, Removal and Inspections

90-8M0087613 AUGUST 2014 Page 3B-1

Overview and Instructions

Wiring Harness Removal and Inspection