I am looking at a 2006 Mainship 34T, that seems in very good condition except for one potentially serious issue. The owners had disconnected the lower helm engine controls years ago and installed a different control at the upper helm. It is still a mechanical control. They have infered that this was due to a problem from Mainship but I haven't found any other postings. So any 34T owners out there experience this problem and if so how did you correct it so there is controls in both locations. Thanks
34T Control issue
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Unfortunately there is a well known problem with the ZF Mathers MicroCommander electronic throttle and shift system on the 34T. I owned a 34T years ago and it acted up a few times.
The previous owner of the vessel you are interested in undoubtably replaced the MC system on the upper helm with mechanical cables and disconnected the lower helm.
That is a good solution if you just want an upper helm. If you want both it is probably too cumbersome to do it with interconnected cables.
But Kobelt and maybe others make a good dual helm electronic system that you could install for a few big ones. Some 34T owners have done this with good results.
David
The previous owner of the vessel you are interested in undoubtably replaced the MC system on the upper helm with mechanical cables and disconnected the lower helm.
That is a good solution if you just want an upper helm. If you want both it is probably too cumbersome to do it with interconnected cables.
But Kobelt and maybe others make a good dual helm electronic system that you could install for a few big ones. Some 34T owners have done this with good results.
David
Mainship Pilot
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I have a good friend who lost power towards the end of the Newport Jetty, meaning he also lost control of the shifters, and ran up on the rocks in short order. For this reason, I'm always gonna be an old school Morse shifter kinda guy! Now back to the topic......... 
David M is correct in his assumption. Mainships of that era used ZF electronic controllers. I have a 2005 Mainship pilot which I am the original owner, it came with those controls.
There were two different issues with those systems that I'm aware of. First problem was how Mainship powered the main controller in the engine compartment. It was powered through a solenoid that was activated from the ignition switch. There was a recall on that solenoid that Mainship used. Mainship supplied a replacement solenoid at that time. A few years later they started using a manual switch on some models to power the unit eliminating the solenoid.
The other problem was with the shifter at the helm. There was an internal issue with the electrical contacts in some of the shifters which would cause erratic throttle and transmission response. I know this from personal experience. It's not fun when your boat starts shifting and accelerating on its own while docking. I learned this some years later from a ZF dealer I met at a boat show. They apparently had a bad batch of these units. Although not all of them as you still see them on boats of that era.
An earlier owner of your boat may have had a similar issue.
I replaced mine with old school Morse controls which have worked perfectly for years.
If you want both stations working, you will need to research your options. The electronic controls were expensive years ago, I don't know the current costs. Years ago, I had bridge boats with two stations and mechanical controls. I'm sure it's still possible but may not be much cheaper the electronic controls.
Bob
There were two different issues with those systems that I'm aware of. First problem was how Mainship powered the main controller in the engine compartment. It was powered through a solenoid that was activated from the ignition switch. There was a recall on that solenoid that Mainship used. Mainship supplied a replacement solenoid at that time. A few years later they started using a manual switch on some models to power the unit eliminating the solenoid.
The other problem was with the shifter at the helm. There was an internal issue with the electrical contacts in some of the shifters which would cause erratic throttle and transmission response. I know this from personal experience. It's not fun when your boat starts shifting and accelerating on its own while docking. I learned this some years later from a ZF dealer I met at a boat show. They apparently had a bad batch of these units. Although not all of them as you still see them on boats of that era.
An earlier owner of your boat may have had a similar issue.
I replaced mine with old school Morse controls which have worked perfectly for years.
If you want both stations working, you will need to research your options. The electronic controls were expensive years ago, I don't know the current costs. Years ago, I had bridge boats with two stations and mechanical controls. I'm sure it's still possible but may not be much cheaper the electronic controls.
Bob
Bob,
When you replaced your problematic ZF electronic controls with mechanical Morse cables, did you do both helms. I would have thought it would create too much friction. How did it work out?
Oh, I just noticed you have a Pilot 34 which just has one helm. So any thoughts how dual helms would work with Morse cables. I assume it must be ok, since lots of boats were done that way before electronics.
David
When you replaced your problematic ZF electronic controls with mechanical Morse cables, did you do both helms. I would have thought it would create too much friction. How did it work out?
Oh, I just noticed you have a Pilot 34 which just has one helm. So any thoughts how dual helms would work with Morse cables. I assume it must be ok, since lots of boats were done that way before electronics.
David
David
I assume it still could work if the cables can be run smoothly to the lower station without tight curves. However, that's the beauty of electronic controls, it's typically easier to run wires than cables.
I had a 30' Chris Craft and a 28' Luhrs both with Flybridges and lower stations. I don't recall any issues with the controls. Obviously, the cables need to be replaced when they start to stiffen up which will eventually happen. Also the shifter mechanism should be lubricated periodically. I suppose after a certain cable length the cable system can be a problem and anything more than two stations becomes complicated. It's probably best to consult Morse for recommendations.
Bob
I assume it still could work if the cables can be run smoothly to the lower station without tight curves. However, that's the beauty of electronic controls, it's typically easier to run wires than cables.
I had a 30' Chris Craft and a 28' Luhrs both with Flybridges and lower stations. I don't recall any issues with the controls. Obviously, the cables need to be replaced when they start to stiffen up which will eventually happen. Also the shifter mechanism should be lubricated periodically. I suppose after a certain cable length the cable system can be a problem and anything more than two stations becomes complicated. It's probably best to consult Morse for recommendations.
Bob
Keysdisease
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If routed and rigged correctly dual station mechanical controls work very well
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My 1999 350 Trawler has Morse mechanical cables at both helms and no issues.
Irish Rambler
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We have a Broom 42 with upper and lower helms through a change over switch using Morse cables ensuring the cables and change over levers are lubricated I never any trouble. I modified the Morse engine/gear controls and fitted a Morse 1700 with trim/tilt switch, I wired the trim/tilt with an upper and lower helm switch through a solonoid to operate the bow thruster. That gives me full control in one hand.
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