Airmar Noland RS11 Analog to NMEA 2000 Engine Data Converter

Modern chartplotters display engine data (RPM, temperature, oil pressure, fuel level, alarms) - but only if the data is on the NMEA 2000 network. Modern engines with built-in NMEA 2000 capability provide engine data directly. But many boats have older engines (older outboards, older inboards, stern drives from before the NMEA 2000 era) with analog senders feeding analog gauges - the chartplotter can't see this data without something converting analog to NMEA 2000. The RS11 is the converter that does this translation, letting older boats display engine data on modern chartplotters without replacing the engine instrument panel or upgrading the engine itself.

The RS11 has 2 RPM inputs plus 6 analog inputs - sized to support 1 or 2 engines per unit. For twin-engine boats, a single RS11 handles both engines completely (1 RPM input per engine, multiple analog inputs per engine for temp / pressure / fuel level / etc.). For single-engine boats, the RS11 has more inputs than needed - the extra inputs simply go unused. For boats with 3 or 4 engines (triple / quad outboard center consoles), multiple RS11 units are needed (one per pair of engines).

No - the RS11 can read engine sensor signals in two ways: (1) BEHIND EXISTING GAUGES - tap into the analog gauge wire connections at the back of the dashboard gauges. The gauges continue to work normally while the RS11 reads the same signals in parallel. This is the most common installation method - keep the analog dashboard, add NMEA 2000 display capability. (2) DIRECTLY AT ENGINE SENDERS - if no analog gauges exist (instrument panel removed, new engine without dash gauges, or you want to bypass failing gauges), connect directly to the engine sender terminals. The RS11 can provide drive current to resistive senders in this case. Either method works - choose based on your specific layout.

Configuration is done with a Windows PC via the supplied USB connection and software (no chartplotter configuration interface - PC-only). Procedure: (1) Connect the RS11 to your laptop via USB. (2) Launch the configuration software. (3) For each analog input, select what type of signal it is (engine temperature, oil pressure, fuel level, etc.) and which engine it belongs to. (4) Set calibration values for each input - critical step. The RS11 needs to know your specific sender curve (e.g., 240 ohms = empty / 33 ohms = full for typical GM senders, or different values for other sender types). The software has calibration presets for common sender types plus custom curve definition. (5) Save configuration to the RS11. Once configured, the RS11 operates standalone - no PC needed during normal use.

The software's calibration presets cover the most common marine sender types (GM 240/33 ohm fuel level, common temperature and pressure curves, standard tach signals). For unusual senders (commercial marine equipment, older European marine engines, specialty applications), you can define custom calibration curves in the software by entering known reference points (e.g., 'at 100 degrees F, the sender reads 200 ohms. at 200 degrees F, the sender reads 50 ohms'). The software interpolates between your reference points for accurate reading across the full sensor range. Documentation for your specific senders (engine service manual, sender data sheets) provides the reference points you need.

Traditional analog gauges include a current source internally - the gauge's needle position depends on the voltage drop across the sender's variable resistance under the gauge's drive current. When the RS11 is connected behind an existing analog gauge, the gauge provides the drive current and the RS11 just measures the resulting voltage. When the RS11 is connected directly to a sender WITHOUT a gauge in the circuit, the sender needs an external current source - the 'Sender Current' option in the RS11 software activates the RS11's internal current source for that input. Critical for installations without analog gauges in the circuit. Don't enable Sender Current on inputs where a gauge is already providing the current (would cause double-current and inaccurate readings).

Yes - the RS11 includes engine hours tracking based on RPM signal. Each time the engine runs (detected by RPM signal above idle threshold), the RS11 increments an internal hours counter for that engine. The hours are broadcast on NMEA 2000 and displayed on the chartplotter alongside other engine data. Critical for maintenance scheduling (oil changes at 100-hour intervals, gear oil changes annually, etc.), resale value documentation (low hours = higher resale value), and warranty service tracking. The configuration software has a reset option for engine hours (e.g., after engine replacement, to start the new engine's hour count from zero).

For specific analog inputs (typically engine temperature and oil pressure - the critical engine health indicators), you can configure alarm threshold values in the software. When the input exceeds the threshold, the RS11 broadcasts an alarm message on NMEA 2000. The chartplotter receives the alarm and displays it as a visual / audio warning. Critical for catching engine problems early - many older boats with analog gauges have minimal alarm capability (you have to watch the gauges constantly to notice problems), so adding RS11-based alarms to the modern chartplotter system meaningfully improves engine protection. Configure alarm thresholds based on your engine manufacturer's published warning levels.

Boats with older analog engine instrument panels that want to add engine data display to a modern chartplotter installation. Typical scenarios: (1) Boats from the 1990s and 2000s with traditional analog gauge panels and older outboard or stern drive engines that pre-date NMEA 2000. (2) Older inboard-engine boats (cruisers, sailboats with auxiliary engines) with mechanical instrument panels. (3) Restoration projects where the boat owner is keeping the original instrument panel for authenticity but adding modern chartplotter capability. For boats with NEWER engines that already have NMEA 2000 output (newer Mercury / Yamaha / Suzuki / Honda outboards with SmartCraft or similar), the RS11 isn't needed - the engine itself provides NMEA 2000 data directly.

10-30 VDC supply voltage - compatible with both 12V and 24V boat electrical systems. Power consumption is just 40 mA maximum (negligible draw - the RS11 doesn't strain any boat's electrical system). Wiring: typical 16-18 AWG cable from the boat's accessory bus through a small fuse (1A is plenty). The RS11 also draws minimal power from the NMEA 2000 network (LEN 1 - effectively zero network load). For installations where the RS11 mounts in the engine compartment, often the easiest wiring is to tap into existing engine ignition-switched 12V or 24V (so the RS11 powers up when the engine is on).

The compact 2.4 x 3.4 x 0.9 inch housing fits virtually anywhere convenient to the engine wiring. Common mounting locations: (1) Engine compartment - close to the engine senders for short analog wire runs, with the NMEA 2000 backbone routed in from the helm. (2) Under the helm dashboard - close to the analog gauges, with analog wire taps to the back of the gauges and the NMEA 2000 backbone right there at the helm. (3) Centralized electronics compartment - if your boat has a dedicated electronics location with both engine wiring and NMEA 2000 backbone access. Water-resistant housing handles typical engine compartment exposure - not waterproof for direct submersion, but tolerates the typical humidity and occasional spray.

3-year repair/replacement warranty from Airmar / Noland. Generous warranty term reflects the build quality - the RS11 is widely used by marine electricians and has a reputation for long-term reliability. Save the receipt and original packaging for warranty service. Warranty service runs through Airmar / Noland customer service.