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Nmea 2000 explained - a simple intro [2023].

Need a simple, practical intro to NMEA 2000?

In this guide we introduce the N2K protocol (IEC 61162-3) used in maritime vessels such as boats, yachts, tugs and other ships. In particular, we'll cover the NMEA 2000 standards, key concepts, links to other protocols (NMEA 0183, CAN/J1939), topology and connectors. We also cover NMEA 2000 PGNs and Fast Packets.

To ensure this stays practical, we also explain how to record and decode NMEA 2000 data - with practical use cases and examples.

Learn more below!

In this article

What is nmea 2000, nmea 2000 vs nmea 0183.

• Organization & history
• OSI model & standards

NMEA 2000 vs. J1939 vs. ISOBUS

• Topology & connectors

NMEA 2000 Fast Packet

• PGN messages and data fields
• How to log NMEA 2000 data
• Data logging use case examples

NMEA 2000 (IEC 61162-3) is a communication standard used in the maritime industry for connecting e.g. engines, instruments and sensors on boats. It is based on the Controller Area Network (CAN) and allows data to be sent/received between devices over a single network 'backbone' cable.

The higher layer functionality of NMEA 2000 (aka N2K) is based on SAE J1939 and ISOBUS (ISO 11783), commonly used in heavy-duty vehicles and agriculture/forestry machinery, respectively.

NMEA 2000 succeeds the older NMEA 0183 and is today used in most modern maritime vessels like boats, ships, yachts and related equipment/sensors.

Importantly, a maritime vessel may use multiple networks.

For example, a twin engine speed boat may comprise an NMEA 2000 network connecting both outboard engines to the helm accessories (control head, keys, displays). This network will typically be constructed by the boat OEM. The engines themselves may internally communicate via e.g. the J1939 protocol with a gateway/filter module feeding engine related data to the NMEA 2000 network.

In addition, various sensors measuring e.g. GPS position, wind, water depth etc. may be added to same NMEA 2000 network. However, cases also exist where such sensors are retrofitted by the boat operator onto a separate NMEA 2000 network.

NMEA 0183 (IEC 61162-1) is the predecessor to NMEA 2000 (IEC 61162-3). The NMEA organization published the NMEA 0183 protocol with the purpose of standardizing the communication between different electronic equipment in maritime vessels.

The protocol replaced NMEA 0180 and NMEA 0182. The NMEA 0183 protocol remains in active use today, although NMEA 2000 has become the industry standard.

The NMEA 0183 protocol uses the electrical standard RS232/RS422 for communication instead of CAN bus. In this setup, one 'talker' (e.g. a GPS module) can communicate with multiple 'listener' nodes (e.g. an autopilot and a chartplotter). However, it is not possible to have multiple 'talkers' on the same network (in contrast to CAN). As a result, a separate NMEA 0183 network is required for every 'talker' node - which quickly becomes complex when the networks are interconnected.

Data is communicated in an ASCII format as standardized 'sentences' defined in the application layer. The data is transmitted as printable ASCII characters in the range 0x20 to 0x7E and reflect 'physical values' (e.g. degrees), rather than 'raw data' as in NMEA 2000. For a detailed overview of the message/sentence structure, see this table .

Key benefits of NMEA 2000 vs. NMEA 0183

Overall, NMEA 2000 is a far more modern and flexible communication protocol compared to NMEA 0183, and is therefore today widely used in marine electronic systems. Below we outline the key advantages:

NMEA 2000 allows all nodes to communicate with each other (multiple talkers) and the power supply is directly integrated in the backbone, reducing wiring costs and simplifying the network vs. NMEA 0183. The standardized T-connectors also simplify integration

NMEA 2000 enables a higher data transmission rate than NMEA 0183 (250K vs. 4.8K), meaning it can transmit more data in a given amount of time. This is useful when real-time data is required, such as in navigation or engine monitoring applications

NMEA 2000 is designed to allow different devices from different manufacturers to be connected to the same network and to exchange data in a standardized way. This makes it easier to mix and match devices on the same network, and reduces the risk of compatibility issues

NMEA 2000 networks can be larger than NMEA 0183 networks, as they are designed to support more devices (up to 50 nodes) and transmit data over longer distances. This can be useful in larger vessels or systems where a greater number of devices need to be connected

NMEA 2000 uses the Controller Area Network (CAN) bus, which is a digital communication protocol that is less susceptible to noise and interference than the serial communication protocol used by NMEA 0183. This makes NMEA 2000 networks more reliable and resilient

NMEA 2000 enables integration of NMEA 0183 devices via low cost gateways, enabling the integration of existing electronics into new networks. The reverse is, however, not true - i.e. NMEA 2000 nodes cannot be added to NMEA 0183 networks

NMEA organization, history and certification

The National Marine Electronics Association (NMEA) is a non-profit organization founded in 1957. It represents manufacturers, distributors, and dealers in the maritime industry and helps ensure device compatibility across brands/manufacturers through the promotion of data communication standardization, education and certification.

To some extent, the role of NMEA can be compared to that of the Agricultural Industry Electronics Foundation (AEF) in the agriculture/forestry industry. Both NMEA 2000 and ISOBUS share the need for strict protocol conformance requirements in order to deliver on the promise of plug & play integration of products across manufacturers. Here, the organisations play a key role in facilitating a standardised process for product certification - as well as in providing a database for identifying conforming manufacturers/products.

NMEA history

• 1957: National Marine Electronics Association (NMEA) founded
• 1983: NMEA 0183 v1.00 published by NMEA
• 1985: NMEA 0183 standardized as IEC 61162-1
• 1992: NMEA 0183 v2.00 released
• 1994: N2K development begun by Standards Committee
• 2000: NMEA 0183 v3.00 released
• 2001: NMEA 2000 v1.000 released
• 2008: NMEA 2000 standardized as IEC 61162-3
• 2008: NMEA 0183 v4.00 released
• ~2009: NMEA 2000 becomes the industry standard
• 2022: NMEA 2000 v3.000 released

NMEA 2000 conformance certification

To ensure interoperability of N2K nodes, NMEA facilitates a certification process through which a product can become 'NMEA 2000 Certified' and add a certification logo to the product.

In practice, the certification is done via a self-certification process using mandated test equipment (the NMEA 2000 Certification Tool, i.e. a CAN interface/software) and validation by NMEA.

Certification does not imply that a specific product must produce certain data. Rather, it ensures that a product is compatible with other NMEA 2000 certified products - enabling them to coexist on the same network without causing interference.

The NMEA 2000 product certification can be granted as both a Class 1 and Class 2, with a Level A and B in each. Class 1 devices rely on a single NMEA 2000 interface for communication, while Class 2 devices provide two interfaces for the purpose of redundancy. For each class, Levels A and B allow for distinguishing between sophisticated devices (with full communication support incl. e.g. implementation of ISO TP communication) and more simplistic devices with a smaller scope of required communication functionality.

Some third-party products may use alternative classifications from the 'NMEA 2000 Certified':

• NMEA 2000 Approved: These products are able to implement NMEA 2000 and have passed the physical hardware tests of the N2K certification program
• NMEA 2000 Certified for use with [Approved Product Name]: These products may be used in combination with a specific NMEA 2000 Approved product, together creating a fully compatible product
• NMEA 2000 Certified for use with [Certified Gateway Product Name]: These products may be used in combination with an NMEA 2000 Certified gateway product.

Finally, another classification is 'NMEA 2000 Approved Diagnostic Tool - Not for permanent connection to a NMEA 2000 backplane' - intended for tools that may e.g. disrupt safety-critical functionality in the NMEA 2000 network if used incorrectly.

NMEA 2000 OSI model & standards

Below we briefly outline the link between each OSI model layer and the NMEA 2000 standard (as well as referenced standards).

• Application: This layer is fully defined by the NMEA 2000 standard and defines approved PGNs/signals incl. a provision for manufacturer-specific proprietary messages. NMEA Appendix A defines PGNs, while Appendix B provides a full list of the standardized NMEA 2000 PGNs and signals
• Transport: In NMEA 2000, the transport layer is responsible for establishing and maintaining connections between devices, as well as fragmenting and reassembling messages as needed. This can be done via the transport protocol used in ISOBUS/J1939 or via NMEA Fast Packets (see also the Data Link layer)
• Network: This layer is to be further defined in the future in the NMEA 2000 standard
• Data Link: This layer is responsible for transmitting data across the communication channel and ensuring that the data is delivered correctly. The NMEA 2000 standard uses the CAN protocol at the data link layer, which includes error detection and correction mechanisms to ensure reliable transmission. Note that this layer references ISO 11783-3 (ISOBUS), SAE J1939-21 and 11898-1 (CAN) The NMEA 2000 standard defines additional requirements/functionality, including the NMEA Fast Packet for multiframe communication
• Physical: This layer is fully defined by the NMEA 2000 standard, including signal voltages, cables and connectors. Note also the inclusion of 11898-2 (CAN) to reflect the role of CAN bus as the basis for NMEA 2000. This also specifies the standard baud rate of 250K for NMEA 2000 and details on cables and connectors

Further, the 'Network Management' is defined by ISO 11783-5 (ISOBUS). Note in particular that all NMEA 2000 compliant devices must support dynamic address claiming

As evident, NMEA 2000 is closely related to J1939 and ISOBUS. Here we briefly clarify the link between these protocols.

First, let's do a very quick history recap:

In 1994, the Society of Automotive Engineers (SAE) published the J1939 protocol for use in heavy-duty vehicles.

Next, ISOBUS was derived from J1939 for agriculture/forestry machinery, formally standardized in 2007 (ISO 11783).

NMEA 2000 was released in 2001 and references parts of SAE J1939 and ISO 11783 almost interchangeably. ISO 11783-3 is referenced for the data link layer, but in turn references J1939-21. Similarly, NMEA 2000 references ISO 11783-5 for the network management, which is virtually identical to J1939-81.

In other words, NMEA 2000 is based on ISO 11783 standards that are in turn based on J1939 standards.

In practical applications, NMEA 2000 is often seen in combination with J1939 or ISOBUS. For example, some boat engines use J1939 internally and deploy a gateway/filter to parse certain information onto standardized NMEA 2000 PGNs. In some cases, NMEA 2000 and J1939 messages even co-exist on the same CAN bus. This is possible as none of the NMEA 2000 PGNs overlap with J1939 PGNs. Similarly, NMEA 2000 messages are often broadcast onto an ISOBUS network since many GPS modules are used in both maritime and agricultural use cases. See our ISOBUS intro for details.

NMEA 2000 connectors & network topology

Below we describe the most common connectors encountered in maritime vessels:

#1 T connector (M12 5-pin)

The T-connector (aka T-piece) is used in constructing the NMEA 2000 CAN bus 'backbone' in a linear fashion and for connecting equipment. It is a three-way connector consisting of two female connectors and one male connector. The connectors are standardised DeviceNet 5-pin A-coded M12 connectors. The physical connector and pinout differ between mini type (for backbones) and micro type (for small backbones and for drop cables). The micro M12 connector is also used in industrial applications like CANopen and enable easy connection of CAN based equipment - e.g. CAN bus data loggers.

#2 Engine connector (J1939 9-pin)

Many maritime engines (e.g. from Cummins) deploy the J1939 protocol for their internal communication. Some of this information may be broadcast onto the NMEA 2000 network directly or through a gateway that converts the PGN information to the corresponding NMEA 2000 encoding. Many engines come with separate diagnostic connectors that allow direct access to the raw J1939 data - and the most common connector for these would be the J1939 deutsch 9-pin connector.

#3 Engine connector (CAT 9-pin)

Some maritime engines (e.g. from Caterpillar) use a deutsch 9-pin CAT adapter. This looks almost identical to the J1939 9-pin connector, but uses a different pinout.

#4 Engine connector (Deutsch DT06-6P)

In some maritime engines (e.g. from Volvo Penta), alternative diagnostic connectors are used such as the DT06-6P (male 6-pin) and DT06-6S (female 6-pin). You'll often be able to convert from these connectors to other popular connectors (like OBD2) via off-the-shelf adapters.

NMEA 2000 physical layer requirements

The NMEA 2000 standard also specifies requirements in terms of the physical layer as shown below.

• The standard bit rate is 250 kb/s
• The CAN bus should be constructed as a linear 'backbone'
• The distance between two T-connectors must not exceed 100m
• The maximum length of the network is 200m
• The network supports up to 50 connected devices
• The max 'drop cable' length (between a T-connector and device) is 6m
• The max cumulative drop cable length is 78m
• Cables must adhere to DeviceNet (ODVA) standards
• The backbone must include a grounded power supply in the 9-16 V DC range (e.g. from the vessel 12 V DC power supply or from an isolated 15 V DC supply)
• Three cable types: Mini/thick (for backbones requiring 4-8 amps per leg), mid (for backbones) and micro/thin (for drop cables and small backbones)

A key part of the NMEA 2000 standard is the 'Fast Packet'.

As per SAE J1939-21 and ISO 11783-3, the NMEA 2000 standard supports multi-packet communication of up to 1785 bytes via the ISO 15765-2 (ISO TP) standard.

However, NMEA 2000 often requires frame payloads that exceed 8 bytes, but far less than 1785 bytes. Thus, the Fast Packet was introduced as a more efficient transport protocol for medium-size payloads up to 223 bytes without any transfer protocol delays. See the table overview for a comparison.

In the NMEA 2000 Fast Packet methodology, every frame retains the original PGN identifier. This means that the multi-frame message can be uniquely identified at the ID level, in contrast to the ISO TP implementation in J1939, ISOBUS and UDS , in which message identification requires extraction of information from the 1st CAN frame payload data.

Fast Packet trace example

Below we show an NMEA 2000 Fast Packet example. As evident, all the transmitted frames contain a 'sequence counter' in the 1st nibble and a 'frame counter' in the 2nd nibble of the 1st byte. Further, the first frame transmitted contains the total payload length in the 2nd byte. To enable decoding, the frame needs to be reassembled as shown.

The CANedge Python API enables automatic reassembly of Fast Packets into single with the full data payload (stripped of the sequence counters and payload length). This in turn enables easy DBC decoding of the data using the NMEA 2000 DBC file . See our api-examples repository for script examples.

NMEA 2000 PGN & data fields

NMEA 2000 uses the concept of Parameter Group Numbers (PGN) from the J1939 protocol. This means that messages are identified based on 18-bit PGNs, which can be extracted from the full 29-bit CAN identifiers.

Signals aka parameters will be 'packaged' in the data payload of each message. Note that in contrast to J1939, signals are not referred to as Suspect Parameter Numbers (SPN), but instead as Data Fields (DF) or simply parameters.

We do not cover the PGN structure here as it is already covered in our SAE J1939 intro . However, we will provide a few practical comments on NMEA 2000 PGNs and parameters.

NMEA 2000 PGN database

While NMEA 2000 was originally based on J1939, the standard J1939 PGNs (from J1939-71) do not sufficiently cover the maritime requirements of the NMEA standard.

To solve this, the NMEA 2000 application layer defines a number of PGNs unique to NMEA 2000, which are described in the NMEA 2000 standard, Appendix B. The appendix lists a number of PGNs and the data fields contained within each of them. Each data field is described through a 'Data Dictionary'. This can be compared to how J1939-71 describes each PGN and their underlying SPNs.

As evident from the PGN extract, the Appendix B PDF contains information for decoding parameters like Wind Speed. However, extracting this manually would be time-consuming as the PDF contains 170+ PGNs and 1500+ parameters.

Instead, we recommend using the NMEA 2000 DBC file , which includes the PGN and parameter information in a structured way, ready for use in decoding raw NMEA 2000 data.

The NMEA 2000 standard allows manufacturers to create their own proprietary PGNs, though with three conditions:

• The proprietary PGN contains device specific information (e.g. a unique calibration)
• The data is being used for test purposes
• A suitable PGN is not available in the current NMEA 2000 PGN database

In general, manufacturers are encouraged to leverage the standardized PGNs (or migrate to these when they become available). Further, if proprietary PGNs are used in a device, NMEA encourages manufacturers to publish the decoding information.

The NMEA 2000 appendix B contains 1500+ parameters aka Data Fields, encoded in NMEA 2000 specific PGNs. Below are some examples of the maritime-oriented signals included:

• GNSS position
• Vessel speed
• Rudder angle
• Rate of turn
• Yaw, pitch, roll
• Engine speed
• Temperatures
• Fuel pressure
• Engine load
• Transmission
• Battery status
• Water depth
• Air temperature
• ... and more

NMEA vs J1939 PGNs [+DBC files]

In maritime vessels, J1939 is often used 'within the engines' (e.g. outboard engines) to communicate various engine-related sensor data like engine speed, temperatures, etc.

In such cases, a 'gateway' will typically convert a subset of the J1939 PGN information into NMEA 2000 PGNs, thus allowing e.g. displays to visualize the engine information.

For example, the J1939 PGN 0xF004 (61444) contains Engine Speed - while it is encoded in the N2K PGN 0x1F200 (127488).

As such, if you're recording data only from the NMEA 2000 network, you'll typically get the 'pure' NMEA 2000 PGN information plus the 'filtered' J1939 PGN information (encoded as NMEA 2000 PGNs). In some cases, however, the 'original' J1939 PGNs will be directly output onto the NMEA 2000 network. This is possible because the protocols are 'harmonized', i.e. they use the same bit rate of 250K and none of the CAN IDs overlap.

In short, to maximize the vessel data you can decode, you should consider the following DBC files:

NMEA 2000 data (vessel, sensors)

If you connect to the NMEA 2000 network (e.g. via an M12 connector), you will generally record the broadcast NMEA 2000 data. To decode this, you can use the NMEA 2000 DBC, which will allow you to extract information on the standardized PGNs from the network. This may include 'filtered' engine information as well.

J1939 data (engines)

In some cases, the NMEA 2000 network may also contain the original J1939 PGNs from the engine. Alternatively, you may be able to access the original J1939 information by connecting directly to the engine via a separate diagnostic connector (typically a deutsch 9-pin J1939 connector). In either case, you can use the J1939 DBC file to decode the standardized J1939 PGNs.

OEM data (proprietary)

There will almost always be some NMEA 2000 PGNs that are proprietary. These are in principle only known to the OEM, but since the NMEA organization encourages OEMs to publish their encoding rules, it is likely that you will find the relevant information in technical manuals or on-request. If so, you can add them to your existing DBC file by modifying it via a DBC editor (see our DBC intro for details).

Example: Decoding data from a boat

To showcase the breakdown of PGNs you'll often see in maritime CAN data, consider a log file from a speed boat. In this case, a CANedge1 has been used to record data from the NMEA 2000 backbone, which also includes (at least some of) the original J1939 data from the outboard engine. The log file contains 161 unique CAN IDs , corresponding to 72 unique PGNs .

As evident, the majority of the PGNs are decoded by the NMEA 2000 DBC (as Single Frames or Fast Packets). Further, the J1939 DBC is able to decode some of the J1939 PGNs, while the rest are OEM specific. The proprietary PGNs may originate from the J1939 engine network or some of the NMEA 2000 network equipment.

Note here that the connection of the CANedge1 was made on the NMEA 2000 network - not directly onto the J1939 network (i.e. the engine's diagnostic connector). As a result, it is not known in this case whether more J1939 PGNs would be available via a direct connection to the engine. Further, in most NMEA 2000 networks, the engine J1939 PGNs are not directly broadcast onto the NMEA 2000 network, hence you'd normally need to record these separately. This is often done with the CANedge, connecting the 1st port to the NMEA 2000 network and the 2nd port to the J1939 engine diagnostic connector.

Logging NMEA 2000 maritime data

To log maritime CAN bus data from an NMEA 2000 network or J1939 engine, we recommend to check out our maritime telematics intro. Below we will briefly recap the most relevant steps to consider:

#1 How to choose a CAN logger

If you need to log N2K/J1939 data to an SD card we recommend the CANedge1 . The device can be left in the vessel to record data for weeks or months. To collect the data, simply extract the SD.

Alternatively, the CANedge2 (WiFi) or CANedge3 (3G/4G) lets you auto-upload data to your own server. The device logs data to the SD and uploads it when it has connectivity via WiFi or LTE.

#2 How to connect to the N2K network

Next, you'll need to identify how to connect to the CAN bus. The simplest way to connect to the NMEA 2000 network is to use a DB9-M12 adapter to connect via a T-connector. This gives you access to all the raw NMEA 2000 data from that network. Optionally, you can use the 2nd CAN channel of the CANedge to connect to another NMEA 2000 network (if one exists) or directly to the J1939 engine network. In the latter case, you can use one of the engine diagnostic connectors listed previously.

#3 How to process the CAN data

To process the raw NMEA 2000 and/or J1939 vessel data, you need a CAN software tool. In this, you'll load the log files and related DBC files to convert the raw data to physical values.

The CANedge software tools enable different forms of analysis. For example, you can use the MF4 converters to transform the raw log files to popular file formats (e.g. ASC, TRC, CSV), for use in tools like Vector CANalyzer, Warwick X-Analyser 3 or PEAK PCAN-Explorer. Or, you can use the asammdf GUI to DBC decode the data and create visual plots incl. GPS maps of your vessel routes.

Further, you can deploy automated data processing via the Python API if you need to perform statistical analysis, automated reporting or database integration. The API can also be used to integrate the data with Grafana dashboards .

Example: Boat dashboard with NMEA 2000 + J1939 data

To illustrate the role of NMEA 2000 and J1939 in maritime vessels, check out our Grafana dashboard playground. Here, each parameter is prefixed with the protocol from which it originates.

See also our telematics dashboard intro to learn more about Grafana dashboards.

The log files used in the dashboard playground were recorded from a small maritime vessel with outboard engines. The data was recorded by connecting a CANedge via an M12 adapter cable to the NMEA 2000 network. This enabled recording of the raw NMEA 2000 PGNs, as well as original J1939 PGNs from the engine network. Further, the CANedge Python API was used to process a number of NMEA 2000 Fast Packet PGNs.

Yes, it is possible to connect NMEA 0183 and NMEA 2000 devices on the same network. However, the NMEA 0183 devices will need to be connected to an interface that translates the data into a format that can be understood by the NMEA 2000 devices.

To add a new device to an existing NMEA 2000 network, you will need to connect the device to the network using a NMEA 2000 data cable and a T-connector. The device should then be recognized by the network and be able to communicate with other devices on the network.

A NMEA 2000 drop cable is a short data cable that is used to connect a device to the NMEA 2000 backbone. It typically has a male connector on one end and a female connector on the other end, and is used to "drop" the device onto the network.

A NMEA 2000 network power cable is a data cable that is used to supply power to a device on the NMEA 2000 network. It has a male connector on one end and a female connector on the other end, and is used to connect the device to a power source.

A NMEA 2000 micro-cable is a small, lightweight data cable that is used to connect devices on a NMEA 2000 network. It is designed to be flexible and easy to install, and is often used in situations where space is limited or where the cables need to be routed through tight spaces.

Yes, some devices like our CAN bus data loggers are able to store NMEA 2000 data for later analysis. This can be useful e.g. for recording GPS position data for use in voyage planning or analyzing engine performance data to diagnose problems.

To set up a NMEA 2000 network, you will need to connect a two-wire backbone to your devices using NMEA 2000 data cables and T-connectors. You will also need to connect a power source to the network using a network power cable. Once the cables are connected, you can turn on the devices and they should be recognized by the network and be able to communicate with each other.

When planning your NMEA 2000 network, you should consider the number and types of devices you want to connect, the location of the devices on your boat, and any special features or functions that you need. You should also consider the location and routing of the data cables to ensure that they are protected from damage and that they do not interfere with other systems on your boat. Generally, you should use NMEA 2000 certified equipment/sensors only, so as to avoid any issues with e.g. collisions or data incompatibility. If you use general purpose CAN bus data loggers or interfaces, we recommend to connect these in Silent Mode to the network to ensure no data is transmitted by the devices.

Yes, this can be done via additional data cables and T-connectors. This can be useful if you need to connect devices that are located far apart or if you want to add additional devices to the network. Make sure to consider the NMEA 2000 topology restrictions as well as the termination of each end of the network.

Yes, N2K can be used on boats of any size. The network is particularly useful on smaller boats where space is limited and where it may not be practical to install separate devices for each function. Larger boats will typically feature multiple parallel networks.

If you are having problems with your NMEA 2000 network, the first step is to check the connections to ensure that all cables are properly plugged in and that there are no loose or damaged cables. You should also check the power source to make sure that it is providing sufficient power to the network. In addition, it can be useful to log data from the NMEA 2000 or J1939 network(s) with e.g. a CANedge to have a data foundation for diagnosing issues - in particular for intermittent issues.

For more intros, see our guides section - or download the 'Ultimate Guide' PDF.

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First, visually check the following items on your NMEA 2000 network:

1)      All connections are properly seated and secured in the NMEA 2000 network.

2)      The NMEA 2000 network has a fused link connected to the Power Tap tee

3)      (If you’re using a Micro/Mid yellow power tap, verify that the +12VDC connection is the brown and white wires, and the blue, gray, and black wires are all connected to DC- or your DC Ground).

4)      Verify the NMEA 2000 network has two terminating 120Ω resistors connected on opposite ends of the entire network.

The next few steps will require the use of a Digital Volt/Ohm Multi-Meter (DVOM).

Turn off the NMEA 2000 network power, remove the two terminating resistors (120Ω)

1)       Proceed to measure each wire combinations (white/red, white/blue, blue/red, etc.) and verify that no shorted wires readings show on the DVOM.

-          When the two network termination resistors are removed, and the power tap is connected.  The DC negative and the bare shield wire will show a resistive value on the DVOM. If you see any resistive values or cable shorts the cabling requires further diagnosis. Do not proceed until the resistive short are removed from your cabling system. 

Note: Technicians generally use Maretron’s Field attachable connector (FA-CM-ST) to find wiring issues in NMEA 2000 systems, image shown in Figure 1.

2)      Attach the termination resistors and connect the unpowered power tap to the NMEA 2000 network.

3)      Turn on your systems DC power supply. Change the DVOM dial to VDC.  Connect DVOM probes to pins 2 (Red wire) and 3 (Black wire) to confirm 12VDC shows. Move to various locations of your NMEA 2000 network to test that network power is consistently 12-13.5 VDC.

4)      Turn off the NMEA 2000 network.  Remember to keep all devices disconnected. Now take a measurement for resistance turn your DVOM dial to Ω setting. Start to verify the following resistance measurements: 0Ω between pins 1 (Bare) and 3 (Black) of all NMEA 2000 drop connectors (This verifies that the shield is connected to ground). illustrated in Figure 2:

Note: The shield should be grounded at single location of the NMEA 2000 network.

5)      Disconnect the power tap connection therefore splitting the network into two halves. Measure the resistance between pins 1 (Bare) and 3 (Black) of a network connector. This measurement should be a very high resistance (OPEN). Reconnect the shield after this measurement is made.

6)      Reconnect the Power tap and next measure about 60Ω between pins 4 (White wire) and 5 (Blue wire) of all drop connectors (This action verifies that both terminators properly to the NMEA 2000 network. If your measurement is 120 ohms, then only one terminator is connected. If you measure a very high resistance, then no terminator is connected. The two terminators connected measurement is shown in Figure 3:

 NMEA 2000 Network Rules:

1)  The two terminators are installed at opposite ends of the “trunk line” of the network.

2)  Each node has a drop from the trunk of no more than 6 meters

3)  The sum of the length of all drops is less than 78 meters.

4) The maximum cumulative network length from device to device is as follows: 100m Micro/Mid, 250m Mini cable.

If you have gone through each of these steps free from issue, try adding components one by one to the NMEA 2000 network to bring communications on the network up slowly.

(NOTE: there must always be at least two components in a NMEA 2000 network (or any CAN network) for data communication to take place.

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Serial-usb for nmea 2000 connections.

NMEA 2000 is a new communications standard developed by the National Marine Electronics Association (NMEA) that supercedes the previous NMEA 0183 standard. NMEA 2000 is based on the Controller Area Network (CAN) bus and transmits data at 250 kBps. The CAN bus is a mature technology and is widely used in automobiles, transport machinery and agricultural equipment.

NMEA 2000 uses a single “bus”, terminated at each end with a resistor and with devices connected to the bus using T-pieces and drop cables. The bus design simplifies the cabling requirements on board a vessel and the high transmission rate provides sufficient bandwidth to accommodate all of the devices found on modern vessels. It can also be used for controlling autopilots, engine and tank level monitoring, controlling media devices and even switching circuits on and off!

Data is transmitted in a binary format using messages known as Parameter Group Numbers (PGN). Different PGN's are used to encode different types of data, for example PGN 129025 encodes the vessel's position (latitude & longitude), 129026 encodes the vessel's course and speed over ground (COG, SOG), 129039 encodes an AIS Class A Position Report etc.

Schematic illustrating a NMEA 2000 network

OpenCPN is capable of integrating directly with NMEA 2000 Networks, using a number of adapters. Those that have been tested and are officially supported are listed below.

To configure a connection, go to Options→Connections→Add a New Connection .

For Serial/USB devices select a Serial device and ensure the correct COM/TTY port and baud rate are selected.

Similarly for network devices, ensure the correct IP address, protocol and port are selected. Refer to the section about connecting OpenCPN to networks for more detail.

On Linux, for SocketCAN adapters, go to Options→Connections→Add New Connection . Then select SocketCAN. The list of available adapters will be displayed in the drop down list.

Once you have successfully connected to the NMEA 2000 network, you can observe the received PGN's in the NMEA Debug Window.

USB-Serial for Nmea 2000 Connections are used to connect to various Nmea 2000 <–> USB/Serial Gateways:

• Actisense NGT-1 NMEA 2000 to USB Interface: The Actisense NGT-1 is a versatile USB interface that allows bidirectional communication between your PC and the NMEA 2000 network.
• Yacht Devices NMEA 2000 USB Gateway connects to your PC via a USB cable (a gateway connects different networks and protocols).
• Windows - Kvaser Leaflight HS v2: A, Canable Contact, Axiomtek AX92903, Rusoku Twocan Marine
• Linux Software- SocketCAN interface:, PCAP packet capture format, Generic Log File reader

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NMEA 2000 Network

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We've had a couple of threads talking about NMEA 2000 networks and I finally bit the bullet and decided to install one. I put a lot of research into this, spoke to some Suzuki dealers, posted a few comments on 2Cool and spoke to Humminbird. I am going to document the project, get some feedback from any 2Coolers that have done it and hopefully help anyone that is thinking about doing it. The scope of the project includes displaying the engine data on my 898c at the helm and putting a 858c on the bow that shares the transom transducer. I will have side imaging at the helm and down imaging on the bow. To do this, I purchased a new Humminbird 858c, Lowrance Network Starter Kit (this is the NMEA network including T's, power supply, termination resistors, etc, they are universal), Humminbird 5 port Ethernet Hub, Ethernet cables, engine interface cable and the Humminbird NMEA2K Converter to allow the engine data to be displayed on the 898. Tonight I pulled the power cable and network cable from the console to the bow. Tomorrow I will take some pictures of the components and the progress.  

cool... .  

Yes! nice to see how it works using other manufactures.  

Here is the sketch I made to help guide my installation  

Attachments

Decided to attach the components to a piece of plexi-glass, then screw the entire thing in at once. Here is the beginning of the layout.  

Phase 1 Complete If you have followed my other thread, I have been fighting a power issue at the helm. I took a break from that to get back on the NMEA 2000 network on my boat. I am happy to say that the Humminbirds are networked and working fine. Once I sort out the helm power issue, I will hook the motor to the network. I included pictures of the install, first the holes behind the console backrest to hold the plexiglass plate in, then the rubber bushings to give is some flex and finally the install. I included a picture of the spare switch on the console that controls the power to the network. Next are some screen shots. The units are sharing waypoints and both are running off the same transducer and GPS.  

Engine interface cable arrived I bought the engine interface cable (990C0-88146) to interface the engine to the network. The instructions aren't great and it took some time going back and forth between the instructions and the Suzuki Manual to half way figure it out but it still didn't work. I got on the phone with Neverenough and he confirmed my suspicion that you should connect to the SDS connection and not the connection that is called out in the instructions. One problem, they are both female connections. I am getting the male plugs from a friend of his this week to make an adapter. I will keep everyone updated.  

Suzuki makes the sds adapters, one for the 2008 and up ones and one for the older ones. The part number for the pre 2008 is 990C0-88141.  

Thanks, this motor is a 2008 and Brownspoint has the adapter for $50. Since this guy is local and can give me a little more insight on the network, I decided to get them from him.  

Several years ago installed the system using the Lowrance LMF 400 head to read the data. Had paddle wheel for speed, fuel level sensor, fuel flow meter. My Humminbird 788 was not designed for this. It has worked well. Found the unit LMF in the Ft Worth Cabelas bargain cave and several of the sensors for about 1/4 the cost because it is the blue connections. However, the blue to red adapter has served well as half of the sensors are red.  

Update on Engine interface Thanks to a couple of 2coolers for helping with this project! I now have engine data on my 898. I purchased the Engine Interface cable and of course, the instructions were not adequate for what I was trying to do. After some help from some 2coolers, I found that the interface cable needs to plug into the SDS connector on top for the engine fuse enclosure. I had to cut the female plug off of the cable and install a male connector to make it work. Here are the pin assignments: SDS connector (Engine)<------------> Interface Cable Yellow<-----------------------------> Blue Wire & Red Wire Grey with red or green band <-------->Single Red Orange with yellow stripe<-----------> White Black<------------------------------> Black I can read RPM's, engine temp and fuel rate on the 898. For some reason, I am not able to see trim data. I plan to look through the Zuke manual this afternoon to see where the problem may be.  

There should be a loose 2 prong plug on your interface cable. You have to plug that into the trim sensor on your motor. The trim plug in in the bottom of the black fuse box or right under it, under the cowling. There will be something already plugged in but it dosent mean anything unless you had seperate trim gauge already. There were two 2 prong plugs near mine but only one fits. The suzuki's don't get their trim data in the sds connector so you have to connect this one.  

I plugged one connector into the trim connector plug and the other to the SDS connector. The connections are right but nothing is showing on the depth finder. I didn't have time to look into it further before I had to head back to Houston but will start with the signal from the trim sensor next time I am there.  

You may have to calibrate the trim gauge. I hAd to do that a few times to get it right but I was going to a Suzuki ( lowrance) gage. The trim sensor should have been a 2 prong plug down by the trim switch on the motor. It may have been plugged into the rigging for a dash mount trim gage. Glad the rest worked out and you saved a few bucks by not having to get the adaptor.  

Neverenough said: You may have to calibrate the trim gauge. I hAd to do that a few times to get it right but I was going to a Suzuki ( lowrance) gage. The trim sensor should have been a 2 prong plug down by the trim switch on the motor. It may have been plugged into the rigging for a dash mount trim gage. Glad the rest worked out and you saved a few bucks by not having to get the adaptor. Click to expand...

Very good information on the network. Im wanting to do the same thing with Lowrance linked to the evinrude engine. I have 2 hds units a 5 & 7. Wanting to link it to the evinrude E-tec  

From what I have seen, networking with the Lowrance will be a lot easier and cheaper. The backbone will cost you roughly $75 and you won't need to spend the $300 for the interfaces that are required by Humminbird. I have no clue on the ETEC connection, but if it is like Suzuki, that is another $100.  

Latest Update Saturday I was able to play with the network a little more and still can't display the trim data. It looks like I have two problems. The first, after some research, I found that the Suzuki trim sensor should read 80 ohms trimmed up and 2.5 ohms trimmed down. When I hooked my meter to the trim sensor leads, I saw a constant 60 ohms regardless of the engine position. It looks like my trim sensor is not working. The second issue is on the Humminbird unit. Humminbird isn't the most NMEA 2K friendly device; other than change the information to display, I don't think you can even calibrate any of the signals. Knowing that the trim down reading should be 2.5 ohms, I shorted the trim plug on the interface. This should have given me a full trim reading on the HB. Nothing changed so it is not picking up the trim portion of the interface. I will continue researching the issue and give updates as I have them.  

Not sure if yours is the same. On my 130 ETEC, the engine trim sensor has to powered. This is normally done thru the trim gauge. The engine control center has a lead with a plug to go to the trim gauge. The power and return signal is carried in this plug. Since, there is no gauge to complete the circuit, a resistor (that matches the impedence of the gauge) is used to shunt the leads in this command center plug. The NMEA 2000 gets the signal from the engine interface and sends it to the head. The dealer had to calibrate using the computer interface  

I read the same thing and now I am trying to see if this is true for Suzuki. I bet it is.  

I read that sometimes you have to either have the battery on a charger or the motor running when you calculate the trim sensor on some suzukis. Something about having o have enogh volts to read it right, and when calibrating it off the battery it was inconsistent.  

I can't find anything in the Humminbird that allows you to calibrate. Since I last posted, I did find an ETEC article that says you actually need a voltage signal from the trim gauge and not just resistance. For the ETEC, you have to supply voltage through a 47-ohm, 5 watt resister and it can be read. I am researching to see if the Suzuki is the same (or close to) the ETEC. If the HB won't let me calibrate, I may be able to externally calibrate by changing the resistor in the circuit.  

I saw a brochure on Raymarine that says they don't have a calibrate function and I now bet HB is the same. Raymarine suggested buying one of the cheaper Lowrance gauges to calibrate anything on the NMEA network. I now think I will need: Power to the trim sensor circuit, Lowrance gauge to calibrate trim. The research goes on.....  

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Belgorod Oblast, Russia

The capital city of Belgorod oblast: Belgorod .

Belgorod Oblast - Overview

Belgorod Oblast ( Belgorodskaya ) is a federal subject of Russia, part of the Central Federal District. It is located in the south-west of the country on the border with Ukraine, about 500-700 km south of Moscow. Belgorod is the capital city of the region.

The population of Belgorod Oblast is about 1,532,000 (2022), the area - 27,134 sq. km.

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Belgorod oblast coat of arms.

Belgorod oblast map, Russia

Belgorod oblast latest news and posts from our blog:.

27 March, 2010 / Riding the streets of Belgorod .

History of Belgorod Oblast

From the 8th century, the territory of the present Belgorod region was part of the Khazar khanate. In 965, after the Kievan Prince Svyatoslav Igorevich attacked the khanate, the Slavic tribe union of northern people residing also in the upper Seversky Donets River became part of the ancient Russian state.

From the 12th century, this land was part of the principality of Chernigov. The invasion of the Mongols led to the complete devastation of the region. In the 15th century, Grand Duchy of Lithuania captured the Chernigov-Severskaya region including land along the Donets and Oskol rivers.

In 1500, Vasily Ivanovich Shemyachich, the owner of the land, went into the service of Ivan III Vasilyevich, Grand Prince of Moscow. Since that time, the Donets-Oskol forest-steppe (the territory of the present Belgorod region) played an important role in protecting Russia against the raids of the Crimean Tatars.

More Historical Facts…

At the end of the 16th century, the first three walled towns were built in the region: Belgorod, Stary Oskol and Valuyki. In 1650, Belgorod was moved to the right bank of the Severny Donets, where the center of the city is located today. In 1727, Belgorod guberniya (province) was formed.

With the weakening of the Crimean Khanate, the region transformed into an agrarian province of the Russian Empire. In 1869, the Kursk-Kharkov-Azov railroad passed through the territory of the region.

During the First World War, after the signing of the Peace of Brest (a separate peace treaty between Soviet Russia and the Central Powers), from April 1918 to January 1919, most of the region was occupied by the Kaiser troops and became part of the Ukrainian State of Hetman P. Skoropadsky (part of the Kharkov province).

In 1919, during the Civil War in Russia, the Red Army fought against the troops of the armed forces of the Russian south in the southern part of the region. In 1928, the territory of the present Belgorod region became part of a newly formed Central-Chernozyomnaya oblast.

In 1934, it was divided into separate Voronezh and Kursk regions. In the 1930s-1940s, the development of the Kursk Magnetic Anomaly (a huge iron ore deposit) started.

In 1941-1943, during the Second World War, the region was under German occupation. It was liberated as a result of the famous Battle of Kursk. During the battle, the village of Prokhorovka became the site of the largest tank battle in history.

January 6, 1954, a separate Belgorod Oblast was formed. 23 districts of the Kursk region and 8 districts of the Voronezh region became parts of it.

Nature of Belgorod Oblast

Belgorod Oblast landscape

Author: Loskutov Pavel

Belgorod Oblast scenery

Author: A.Korzeev

Sunset in the Belgorod region

Author: Stanislav Sedov

Belgorod Oblast - Features

The length of Belgorod Oblast from north to south - about 190 km, from west to east - 270 km. The total length of the border with Ukraine is 540 km. The climate is temperate continental. Winters are mild with snowfalls and thaws, summers are long and hot.

Belgorod Oblast is a highly developed industrial and agricultural region, which economy is based on the vast reserves of natural resources (about 40% of all known Russian deposits of iron ore, bauxites, apatites, mineral waters) and fertile black soil.

The total area of agricultural lands is about 2,700 thousand hectares. Belgorod oblast is one of the leaders in pork and poultry production, grain yields in Russia. In 2010, Russia’s first solar power plant was opened here. The region traditionally has strong economic ties with neighboring Ukraine.

The largest cities and towns are Belgorod (391,800), Stary Oskol (222,600), Gubkin (85,600), Shebekino (39,700), Alekseevka (37,000), Valuyki (34,200). Belgorod Oblast is an important transport hub - the federal highway M2 “Crimea” and the railway “Moscow-Kharkov-Sevastopol” pass through the territory of the region.

Attractions of Belgorod Oblast

• The belfry on Prokhorovka Field,
• Pansky oak - a 550-year-old oak tree in Shebekinsky district,
• Belogorie Nature Reserve,
• Kholkovsky underground monastery in Chernyansky district,
• The village of Vatutino (the birthplace of Soviet military commander N.F. Vatutin),
• The village of Khvorostyanka (the family estate of N.N. Raevsky, Russian military commander and hero of the Patriotic War of 1812),
• Krapivinskoye settlement - a monument of archeology, the remains of one of the largest towns of Kievan Rus,
• Dmitrievsky settlement - a settlement of Alans of the 8th-9th centuries,
• Shopping arcade in the town of Biryuch,
• Belgorod Museum of Folk Culture in Belgorod,
• Shebekinsky History and Art Museum with a collection of paintings made by famous artists of the 19th-20th centuries,
• Barkov’s mill - a six-storey wooden mill in the village of Novoivanovka in Volokonovsky district,
• Transfiguration Cathedral in the town of Gubkin.

Belgorod oblast of Russia photos

Belgorod oblast views.

Monument to Prince Svyatoslav victory over Khazar Khanate in Belgorod Oblast

Author: Carlos Alberto

Tank T-55 - the monument to the liberators of Valuyki in Belgorod Oblast

Author: Lantsov Dmitriy

Rural road in the Belgorod region

Author: Dokukina Kseniya

Pictures of Belgorod Oblast

Railway bridge in Belgorod Oblast

Church in Belgorod Oblast

Author: O.Frolov

Memorial Church in the name of Peter and Paul in Prokhorovka, Belgorod Oblast

Author: Oleg Goncharenko

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English names of cities in Belgorod Oblast, a federal subject ( oblast ) of Russia .

NOTE : This is a name category. It should contain names of specific cities in Belgorod Oblast, not merely terms related to cities in Belgorod Oblast, and should also not contain general terms for types of cities in Belgorod Oblast.

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