posted 10-06-2005 06:54 PM ET (US)            

This control system is very smooth and reassuring in it's "feel", however I also worry about fly by wire applications in a marine environment, just as I worry about the same applications (airbus) in airplanes. But it's the wave of the future.

posted 10-08-2005 07:23 AM ET (US)            

The integration of the controls with the SmartCraft instrument system is quite nice, too. For example, if you hit the trim switch on the DTS controls, the gauge display automatically switches to show the TRIM readings for a few seconds, and then it reverts back to the prior display.

Also, I believe that there are real advantages to the DTS controls with triple engine installations which can be controlled with just two throttle/shift levers. There is logic built into the system so that if the two throttle/shift levers are all in the same direction, the middle engine follows the outer two engines and runs at matching RPM. If the throttle/shift levers are in opposing directions, such as might occur when using differential engine thrust to maneuver around a dock at low speed, the middle engine goes into neutral and the shift levers only control the outer two engines. That is quite a nice system.

It you have not heard of the DTS system prior to this, you must not have been reading much literature or press on recreational boating. The introduction of the Verado engine and its DTS controls was one of the must publicized events in recreational boating in years!

I also had the chance this summer to spend about four hours underway and at the helm of a large motor yacht with twin diesel engines (1320-HP total) that were controlled by electronic throttle and shift. The system used there had a mode switch which allowed a single lever to control both engines. This was very handy once you left the dock. You could run the throttle on both engines with a single lever, and the engines' speed would be synchronized automatically.

I was also aboard a State of Michigan Department of Natural Resources vessel with twin diesels (880-HP total) that were electronically controlled using a Kobelt Controls system. The actual levers seemed somewhat petite for control of such large engines!

http://www.kobelt.com/electronics.html

posted 10-08-2005 08:34 AM ET (US)            

To the boater with twins, the controls do offer a nice auto-sync feature, but I suspect a significant reason for going to the fly-by-wire DTS system is really for the benefit of Brunswick in its boat manufacturing process as it should save rigging labor costs. Its much easier to run a flexible electrical or network cable than a semi-rigid mechanical cable. In theory, the electrical or network cable can be run anywhere such as under the gunnel or in a rigging tunnel. It should be less difficult to pull the network cable through a tunnel than a mechanical cable.

posted 10-10-2005 01:11 PM ET (US)            

There are a few drawbacks. First being feel. The throttle has very little resistance. I didn't see where you could adjust it, but I've got to think there's a way. The problem with this, is that it makes it difficult to make tiny adjustments to the speed. Some of the "feel" is lost. Realistically, the "feel" was largely a psychological thing anyway. The resistance has always been linear and related only to the cams on the carbeurator or fuel regualtor anyway. The other thing that gets most people with these throttles is the slight lag when you put it in gear. Those used to a conventional dual action - single lever system (common on outboards) will have trouble with these controls, since the shift seems to lag, but the trottle doesn't. This means that as you push the lever forward, you can throttle it up more than you meant to and then it will thrust into gear. I think this system needs a little work to feel natural. It's got to be a problem that can be solved with software. Regardless, it only takes a few minutes of driving the boat to get the hang of it.

People use to seperate single-action levers for throttle and shifting will have a slightly harder time getting the hang of these. You have to shift it into gear, wait, and then hit the throttle. Still, you figure it out quick.

The biggest hurdle that I'm going to have to deal with (that won't be much of a problem for most of you guys) is the way it works with dual stations. On traditional systems, when you were underway, and wanted to move from the pilothouse to the flybridge, you simply left it running and in gear and scrambled to next station before you could run into anything. From there, you could easily grab the controls and go. With this new system, you must bring the boat to idle, take it out of gear, and leave it there while you move positions. Then, at the new station, you can press a little button and activate the control. The major problem being that you can't simply take over control from any station. The nice thing about traditional controls is that anyone, from any station can instantly be in control of the boat. This is helpful if the captain is driving from below while guests are on the flybridge. If someone on the flybridge spots a log in your path that the captain does not, they can quickly cut the throttle and then alert the captain. With the electronic system, this is not possible. The tradoff, of course, is that it is easier to mount multiple steering stations. Our new boat, for example, has three stations with steering, throttle, and bow thruster controls. Routing wires instead of hydraulic lines and steel cables adds immense flexibility in this regard.

As for corrosion resistance, I am not as concerned with this as others might be. These systems are, assumedly, built with waterproofness in mind. One assumes that they are at least as good at resisting this as a system of metal cables. As a matter of fact, wires are easier to repair at sea than cables. If something fails while you're under way, you would simply deal with it the same way you would on a traditional system, open up the engine and control it manually. I can't speak for gas engines, but I know that a diesel engine isn't going to quit just because the electronics fail. It would take an active signal from the system to trigger the fuel pressure release valve. Perhaps this is part of why these electronic systems are common place on diesel, but still new on gas engines.

posted 10-13-2005 06:27 PM ET (US)            

Many automotive engines are using throttle controls which are not mechanically linked. I think GM has a truck engine that operates with an electronic throttle. (Perhaps someone has the details about which engine and how it works.)

I noted this recent competition for self-driven and self-sensing vehicles wherein the winning vehicle was a Volkswagen TOURAG which was developed by Volkswagen engineering to have all electronic controls for steering, braking, etc., in addition to engine controls. So perhaps fly-by-wire steering on vehicles will be coming, but it seems to be a long way away for application on a small boat.

The electronic throttles are nice for multiple engines and multiple helm positions, but for a single engine on a small boat like a Boston Whaler, I do not see electronic controls as being compelling. Electronic instrumentation is just coming along, and even this is not a sure-fire hit with everyone yet.

posted 10-13-2005 06:39 PM ET (US)            

Still, in the big picture, I think the reason for this is that the engine manufacturers prefer it.

posted 10-19-2005 08:53 PM ET (US)            

The power steering system is almost like the steering wheel in your car. You only hear a slight whine when you turn the wheel, indicating the power steering pump's activity. This makes it just really easy to steer while underway. At the dock, if the steering wheel is needed to assist me to dock, it is easy to use as well. It is nice for the captain to turn his back to the wheel and watch the spread as he drives with his back...it's very easy and helpful.