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Mechanical Engine Controls
CH Series Dual Engine Controls
Offered in Top-Mount Twin configuration,
CH 7800 Series controls are specifically
engineered for installation without control
modifications. Gear mechanism is enclosed
and permanently lubricated. Adapts for
push or pull mode without tools. "Easy-On"
cable design means no shift or throttle
adjustments. Optional trim switch in handle grip
for one-hand operation.
functions; Each lever controls throttle and shift
Push button for neutral;
33 or 3300 type (SAE 10-32 thread), sold separately
TELEF # ShWt
Top-Mount Twin Standard
Top-Mount Twin Deluxe with Trim
Top-Mount Twin Deluxe with Trim & Tilt
CH Series Single Engine Controls
Designed with a contoured grip for ergonomic hand-fitting comfort, these
controls also provide a universal fit to many current 3300-OEM type control
cables and adapt to many current inboard, outboard and I/O engines. Both the
CH1700 side-mount and the CH7500 top-mount with right hand lever feature
pushbutton warm-up and single lever shift and throttle operation with trim in the
handle. Neutral interlock prevents starts in gear. Controls include a cable nest
kit that mates to the engine's shift and throttle cable. The CH1700 side-mount
control only fits starboard-side gunwales from 1/4" to 3/4" thick.
Throttle and shift
One lever controls both throttle and shift
1700 Series: Side; 7500 Series: Top
Any current 3300-/OEM type control cable sold separately
TELEF # ShWt
Chrome Handle w/Chrome & Black Inserts
Standard w/Safety Shutoff
Trim & Tilt
Top-Mount (Handles on right side of dome)
Chrome Dome w/Chrome & Black Inserts
Trim & Tilt
These handsome gold knobs not only look great,
they're practical too! Offered in smooth and ridged
styles, the difference in feel can help you avoid
confusion while controlling the boat.
Selecting Mechanical Controls
Most popular type of
control in use today because they make boat
handling easy. Both shift and throttle are oper-
ated by a single lever in a very instinctive action.
Shifting is quick and can only be done at low rpm,
which protects the engine's shift mechanism. Two
cables are used: one for shift and one for throttle.
One lever performs one
function, either shift or throttle. The controls them-
selves may have one lever to control either shift or
throttle, or two levers (one for the shift and one for the
throttle). Twin engine applications commonly use
two two-lever single-function controls. Both levers
of one control operate the throttles, and the levers
of the other control operate the shift mechanisms.
Multiple Station Installations:
Dual- or multiple-
station applications almost always use single-
function two-lever controls. There are two basic sys-
tems recommended for multiple station installations.
The choice is dictated by the sum of the degrees of
bend in the cables. The fewer the bends, the more
efficient the cable action. The control system that
gives the fewest degrees of bend should be chosen.
The parallel control system is used when cable runs are relatively short and
direct. It consists of cables from each control station running all the way
to the clutch and throttle at the engine. An option with this system, for use
when cable runs are long, difficult or would be too costly, is to run cables
from the both controls to a transfer unit. Then single cables can be run from
the transfer unit to the engine. The recommended method, the series control
system, runs cables from the upper station to the lower station controls. Then
a second set of controls runs from the lower station controls to the engine.
Understanding Mechanical Advantage
Because you are using a lever to create motion at the other end of the control
system (the throttle or shift mechanism on the engine), it requires less effort
than if you were pushing directly on the engine's throttle or shift mechanism.
Understanding the control's mechanical advantage and the amount of force
needed at the engine is very important when specifying the correct control.
For example, if an engine required 15lb. of force to move the shift lever, and
you are using a control with a mechanical advantage of 2.5, you divide the
force by the mechanical advantage to determine how much force must be
exerted at the control lever to create the needed 15lb. of force.
15lb. / 2.5 mech. adv. = 6lb. of force at the lever
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-2015-2016 Master Catalog
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