MASSON-MARINEMarine Gears

Type 8000 – 12000 – 18000 – 20000OPERATING INSTRUCTIONS

Description, commissioning guide, operation and maintenance manualEdition: M-GH /v.09/04-2006

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CONTENTS

- - - - - -

I – Responsibility ....................................................................................................................................................................4

II- Basic gearbox description: 8000 – 12000 – 16500 – 18000 and 20xxx ....................................................................7II-1 Gearbox identification ..................................................................................................................................................7II-2 General layout...............................................................................................................................................................7II-3 Power flow....................................................................................................................................................................9II-4 Gearbox description ....................................................................................................................................................10II-5 Operating data.............................................................................................................................................................13

III - Hydraulic control (standard).......................................................................................................................................14III-1 Hydraulic circuit ........................................................................................................................................................14III-2 Hydraulic control unit................................................................................................................................................15III-3 Hydraulic accumulator...............................................................................................................................................16III-4 Oil cooler ...................................................................................................................................................................16III-5 Lubrication ................................................................................................................................................................16III-6 Clutch engagement ....................................................................................................................................................17III-7 Option: Twin filter.....................................................................................................................................................18

IV - Gearbox installation......................................................................................................................................................19IV-1 Alignment..................................................................................................................................................................19IV-2 Gearbox fixation........................................................................................................................................................20IV-3 Gearbox connections .................................................................................................................................................22IV-4 Gearbox control equipment .......................................................................................................................................23IV-5 Gearbox monitoring ..................................................................................................................................................24

V - Start-up ...........................................................................................................................................................................25

VI - Operation.......................................................................................................................................................................26

VII - Come-home procedure................................................................................................................................................27A- Hydraulic system failure...............................................................................................................................................27B- Remote control failure ..................................................................................................................................................28

VIII - Regular maintenance.................................................................................................................................................29VIII-1 Oil change...............................................................................................................................................................30VIII-1.1 LUBRICATION SPECIFICATIONS..................................................................................................................30VIII-2 Oil filter ..................................................................................................................................................................34VIII-3 Oil cooler ................................................................................................................................................................34VIII-4 Gear teeth................................................................................................................................................................35VIII-5 Accumulator ...........................................................................................................................................................35

IX - Troubleshooting ............................................................................................................................................................36

X - Spare parts ......................................................................................................................................................................40

Index Date Update:00 12-2000 version initiale

01 02-2001 branchement réfrigérant; ajout télécommandes; ajout PI3; ajout informations diverses; double-filtre

02 05-2001 correction "cinématique"

03 06-2001 nouvelles préconisations de graissage

04 06-2001 mise à jour : come-home procedure

05 09-2001 tableau d'entretien/ fréquence de remise en état

06 06-2002 adresses Internet

07 09-2002 mise à jour : commande pneumatique

08 11-2003 mise à jour : lignage

09 04-2006 nouvelle édition Masson-Marine

You can always ask for the latest update in Acrobat Reader® "pdf" format for download. Please contact our service dept.!

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I – RESPONSIBILITY

The present manual applies to the standard version of theMasson-Marine gearbox type W 8000 – W 12000 – W16500 – W 18000 – W 20xxx.Variations are possible, depending on particular customerrequirements, operating conditions and technical evolution.Where data in this manual differ from those of the technicaland/or commercial specification of any particular gearbox,then the data which apply will be those of the latter specifi-cation(s).

Technical modifications reserved.

General Instructions

The instructions of the present manual are binding.Whoever operates or otherwise works on the gearbox (e.g.set-up, maintenance, etc.) has to be acquainted with and tocomply with the instructions. The manual should always beat hand. Masson-Marine rejects any liability for damagesresulting from any disregard of the instructions of themanual. Changes of the parameters or machine elements are

subject to Masson-Marine approval. Only trained personnel may operate or otherwise work on

the gearbox.

Gearbox warranty - Important note:

1. Warranty conditions agreed with Masson-Marine applyto these gearboxes. However, Masson-Marine can onlyhonour warranty claims on the following conditions:

the gearbox has been installed, monitored, operated andserviced in accordance with the instructions of the relevantoperating manual and specifications, Masson-Marine approved lubricants have been used, the operation of the gearbox has always been within the

limits allowed with respect to input power, input speed, andinput power-to-speed ratio – for the type of gearbox and itsapplication.

2. The gearbox manufacturer, as a supplier of one indi-vidual component of the entire drive system of a ship,cannot be held responsible for vibrations or vibrationalproblems arising from this system. It follows from this, that Masson-Marine cannot accept

liability for gearbox noise, or for damage to the gearbox,flexible coupling or other parts of the drive unit caused bysuch vibrations. We therefore recommend that a torsional vibration

calculation be performed, that takes into account all directlyimplied driveline components and a maximum of associatedelements.

3. For maximum warranty benefit, we recommend to have aMasson-Marine engineer assist to the start-up of thedriveline and/or gearbox. For full warranty, please fill inand return a copy of the attached warranty form to yourMasson-Marine dealer or to Masson-Marine factory asshown below.

For any further information, please contact your Masson-Marine dealer orMasson-Marine factory, service department, at the following address:

Masson-Marine S.A.SService Department

5, rue Henri CavallierF-89100 SAINT-DENIS LES SENS (France)

+33+ (0) 386 95 62 00+33+ (0) 386 95 13 78

Web: http://www.masson-marine.come-mail: sav@masson-marine.comor: commercial@masson-marine.com

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MARINE GEARBOXESWARRANTY CERTIFICATE

Type of gearbox: ................... ................... ................... Internal order no.

Serial number: ................... ................... ................... ................... ................... ...................

Gear ratio: ................... ................... Forwarded on:

Power take-off yes* no* ................... ................... ...................

Driven machine: ................... ................... Power: ................... hp Oil pressure at clutches:

Put into service on: ................... ................... ................... bars

name: address:

Purchaser:

Shipyard:

Fitter:

Owner:

User:

Boat: Name: ................... ...................................... ................... Type: ................... ................... ...................

Port of registry: ................... ...................................... Utilization: ................... ................... ...................

Propeller: Number of blades: ................... Outside diameter: .................. mm

right-hand rotation* / left-hand rotation* Weight: .................. kg

Shaft length between reduction sleeve and propeller: .................. m

Average diameter of shaft: .................. mm

Engine: Brand: ................... ................... ................... Type: ................... ..................

Number of cylinders: .................. in line* or V-type* ................... hp at ................... rpm

with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise*

Coupling Type: .................. .................. .................. .................. ..................

Oil used: Brand: .................. .................. .................. Type: .................. .................. ..................

Cooling system: Sea water* Open circuit*

Soft water* Closed circuit* Water temperature: .................. °C.

Combined control Type: .................. .................. .................. ..................

Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED

Oil pressure gauge on machine: yes* no*

Oil temp. gauge on driving station: yes* no* RECOMMENDED

Pressure switch lamp: yes* no*

Temperature switch lamp: yes* no*

Oil level alarm: yes* no* OPTIONAL

Others: yes* no*

Is the final user in possession of the maintenance manual ? yes* no*

Customer signature : name: .................. .................. .................. ..................

title: .................. .................. .................. .................. date: .................. ..................

*) : Please strike off the inadequate options. BV/Q

Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox)

Warranty certificatePlease fill in and return to your Masson-Marine dealer or Masson-Marine factory

The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action.Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance.

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE)Tel. 00 33 386 956200 - Fax 00 33 386 951378

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MARINE GEARBOXESWARRANTY CERTIFICATE

Type of gearbox: ................... ................... ................... Internal order no.

Serial number: ................... ................... ................... ................... ................... ...................

Gear ratio: ................... ................... Forwarded on:

Power take-off yes* no* ................... ................... ...................

Driven machine: ................... ................... Power: ................... hp Oil pressure at clutches:

Put into service on: ................... ................... ................... bars

name: address:

Purchaser:

Shipyard:

Fitter:

Owner:

User:

Boat: Name: ................... ...................................... ................... Type: ................... ................... ...................

Port of registry: ................... ...................................... Utilization: ................... ................... ...................

Propeller: Number of blades: ................... Outside diameter: .................. mm

right-hand rotation* / left-hand rotation* Weight: .................. kg

Shaft length between reduction sleeve and propeller: .................. m

Average diameter of shaft: .................. mm

Engine: Brand: ................... ................... ................... Type: ................... ..................

Number of cylinders: .................. in line* or V-type* ................... hp at ................... rpm

with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise*

Coupling Type: .................. .................. .................. .................. ..................

Oil used: Brand: .................. .................. .................. Type: .................. .................. ..................

Cooling system: Sea water* Open circuit*

Soft water* Closed circuit* Water temperature: .................. °C.

Combined control Type: .................. .................. .................. ..................

Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED

Oil pressure gauge on machine: yes* no*

Oil temp. gauge on driving station: yes* no* RECOMMENDED

Pressure switch lamp: yes* no*

Temperature switch lamp: yes* no*

Oil level alarm: yes* no* OPTIONAL

Others: yes* no*

Is the final user in possession of the maintenance manual ? yes* no*

Customer signature : name: .................. .................. .................. ..................

title: .................. .................. .................. .................. date: .................. ..................

*) : Please strike off the inadequate options. BV/Q

Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox)

Warranty certificatePlease fill in and return to your Masson-Marine dealer or Masson-Marine factory

The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action.Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance.

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE)Tel. 00 33 386 956200 - Fax 00 33 386 951378

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II- BASIC GEARBOX DESCRIPTION: 8000 – 12000 – 16500 – 18000 AND 20XXX

The present manual applies to the standard version of a Masson gearbox. For additional equipment such as powertake-off gears, different controls, special monitoring equipment, standby oil pump, controllable pitch propeller (CPP)applications etc., additional or different instructions may apply.

II-1 Gearbox identificationAll Masson-Marine gearboxes carry a name-plateshowing the type of gearbox, serial number, ratio, andsome other information. Ship and gearbox configurationsmay vary, the gearbox itself may evolve in terms ofdesign, material, and so on. Therefore, whenever youneed technical information, help, or order spare parts,

ALWAYS mention the gearbox type and serialnumber.The name plate is located on the casing top, on the portside of the gearbox. In case the name-plate has been lost,the gearbox serial number is also stamped into the maincasing, along the edge of the casing top.

II-2 General layoutMASSON-MARINE type W 8000 – W 12000

– W 16500 – W 18000 – W 20xxx gearboxes includeone input shaft, idler shafts and one output shaft. Thereare basically two types of design: • a reverse reduction gearbox (fixed pitch propeller =one ahead and one reverse gear) and • a non-reversing reduction gearbox (controllable pitchpropeller = only one clutch shaft).

For both of them, the engine and the propellerline shaft may be either in-line1 or vertically offset. Apower take-off may be connected for permanent orselective drive through the input shaft.

1) Except for W 20500 / W 20500 NR (RSA/ ESA/ECA 2035), where the shafts are slighthly verticallyoffset.

W xxxvertically offset input shaft

W xxx Cin-line (coaxial) shafts

Basic layoutReverse reduction gearbox

(fixed pitch propeller)Non-reversing reduction gearbox

(controllable pitch propeller)W xxx C W xxx W xxx NRC W xxx NR

Crankshaft-to-line shaft: Crankshaft-to-line shaft: crankshaft-to-line shaft: Crankshaft-to-line shaft:in-line offset in-line offset

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The principles of the present manual apply to Masson-Marine gearboxes of the "GH" range, including thosecarrying the older Masson names. The following reference table should help matching old and new type names for betterunderstanding.

Comparison: MASSON-MARINE naming system vs. Old Masson naming systemReverse reduction gearboxes Non-reversing reduction gearboxes

MASSON-MARINEdesignation

Old Masson designation MASSON-MARINEdesignation

Old Masson designation

W 8000 C RSL 800 W 8000 NRC ESL / ECL 800W 8000 RCD 800 W 8000 NR ECD / EID 800

W 8200 NR ESD 800W 12000 C RSL 1250 W 12000 NRC ESL / ECL 1250W 12000 RCD 1250 W 12000 NR ECD / EID 1250

W 12200 NR ESD 1250W 16500 C RSL 1650W 16500 RCD 1650 W 16500 NR ECD / EID 1650

W 18000 C RSL 1850 W 18000 NRC ESL / ECL 1850W 18000 RCD 1850 W 18000 NR ECD / EID 1850

W 18200 NR ESD 1850W 20000 C RSA 2035 W 20500 NR ESA / ECA 2035W 20000 RCD 2035 W 20000 NR ECD / EID 2035

W 20200 NR ESD2035

Direction of rotationWhen talking about gearboxes, input and output (i.e. pro-

peller-) shafts are said to turn left-hand ("counter-clockwise") or right-hand ("clockwise"). This refers to an observer looking at the drivelinefrom the propeller end, i.e. facing the engine flywheel, and is opposedto the notion of engine rotation seen from the governor end of thecrankshaft. Thus, when a standard engine has right-hand crankshaftrotation, seen from the governor end, then its direction of rotation willbe left-hand, or counter-clockwise, seen from the flywheel end.

Unless otherwise specified, all components attached to thegearbox use the same definition of left-hand and right-hand rotation(counter-clockwise and clockwise rotation), always looking at thedriveline from the propeller end (engine flywheel end).

FLYWHEEL &ELASTIC COUPL.

COUNTER-CLOCKWISE

CLOCKWISE

ROTATION

ROTATION

ENGINE

GEARBOX

PROPELLER

Definition:clockwise / counter-clockwiserotationAn example

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II-3 Power flowThe standard drive mode is called direct drive.

In direct drive (usually the "ahead" gear), the clutch ofthe central shaft is engaged, and its corresponding drivepinion drives the output gearwheel. The shafts thereforerotate in opposite directions. In the indirect drive(usually the "reverse gear"), the lay shaft clutch islocked, providing one additional inversion of thedirection of rotation.

The engine crankshaft is connected either to aseparate input shaft (coaxial with the line shaft: W xxxC; W xxx NRC) or directly to the direct-drive clutchdrum (Wxxx; W xxx NR).

In a reverse reduction gear, the input gear isconnected to one of two transfer gearwheels that are inconstant 1:1 mesh, so that they rotate in opposite

directions.The transfer gearwheels each include theclutch drum of a hydraulically operated multiple discclutch which, when it is engaged, links to a respectivereduction or output drive pinion. The output pinions arein permanent mesh with the output gearwheel ("bullgear") mechanically linked to the line shaft (propellershaft).

As a result, in a reverse reduction gearbox,depending on which one of the two clutches is engaged,either one or the other of the two output drive pinionswill be driving the output wheel.

In a CPP application, of course, only one clutchis provided, which, when it is engaged or disengaged,will or will not transmit power to the output gearwheel.

Power flow diagrams

W XXX C – idle W XXX C – direct drive engaged W XXX C – indirect drive engaged

W XXX – idle W XXX – direct drive engaged W XXX – indirect drive engaged

W XXX NRC (idle) W XX200 NR (most frequent design) W XXX NR (idle)

W 8000 – 12000 – 18000 – 20000Different gearbox types - General layout

The main oil pump, connected to the engine through the hollow drive shaft, provides clutch operating pressure andlubrication for the gearbox. The sinter metal multiple disc clutches are hydraulically operated, via a shift valve attached tothe hydraulic control block. As a rule, an oil cooler connected to the gearbox hydraulic circuit is supplied with the gearbox.

Still other combinations are possible, though their basic principles are the same.

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II-4 Gearbox description

1- PTO (optional, variousq types)2- Hydraulic control3- Regulator-to-oil cooler hose4- Oil cooler-to-gearbox lubrication hose5- Oil cooler6- Input shaft (e.g. coaxial type)7- Oil dipstick8- Output coupling flange

7- Oil dipstick 9- Oil level cylinder (level detector etc., optional)10- Drain plug11- Suction hose12- Oil pump13- Pressure hose pump-to-control block

12- Oil pump13- Pressure hose: pump-to-control block14- Inspection cover15- Filler plug16- Inspection cover17- Selector handwheel18- Clutch pressure gauge19- Accumulator20- Pressure regulator21- Oil filter22- Breather

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Gearbox shaftsAll shafts are 100 kg/mm² hardened steel shafts.

The input coupling flange taper may be either 1:10 (withkey and key way) or 1:30 (hydraulic fitting). Outputshaft taper is 1:30, the output coupling flange ishydraulically fitted to that shaft (neither puller norheat!).

The shafts may be plain shafts or hollow shafts.In most CPP applications, the output drive shaft will behollow to accommodate CPP hydraulic controlequipment.

Pinions and gearwheelsTheir basic design principles include helical

gears with root, tip and end relief. All gears are case-hardened all-steel gearwheels.

Almost all gear transmissions require someclearance, called backlash to accommodate thermalexpansion and avoid permanent friction on both theleading and trailing flanks of the teeth. Backlash may tend to zero in the case of a gearpump, for example, or may be extremely high in the caseof heavy load transmissions subject to shocks andvibration.

So, the amount of backlash as such is nocriterion for gear quality.

In marine transmissions, a certain amount ofbacklash is required to ensure trouble-free operation ofthe transmission, though it should be kept small enoughto reduce noise.

Coupling flangesThey are made of 100 kg/mm² plain steel.

Maximum axial and radial deviation must not exceed0.05 to 0.12 mm on the outer periphery (depending ongearbox size – see Masson-Marine for exact data).

The output coupling flange is hydraulicallyfitted to a 1:30 taper according to the SKF-draw-upmethod (neither puller nor heat!). It is machined alongwith the output shaft to ensure a perfect run-out. As aconsequence, its position relative to the shaft should bemarked before any disassembly!

Clutch assembliesThese comprise a toothed clutch drum with

external gear teeth providing the "transfer gears". Theclutch assembly on the central shaft is driven by theengine, being either directly connected to it (type Wgearboxes) or through an input gear train (type W ... Cgearboxes). The second clutch drum on the lay shaft(port side) is in constant mesh with the first one.

Inside each drum lies a stack of sinter metallined discs (external teeth) engaging the splines on theinner perimeter of the clutch drum and steel plates(internal teeth) riding on the clutch hub splines. Theclutch hub in turn is splined to the drive pinion.

A hydraulically actuated piston compresses thestack of clutch discs so as to lock the clutch drum to theoutput drive pinions and thus establish positive drivingengagement.

As clutch discs have a sinter metal lining, lining"sludge" (bronze) will be found in the gearbox oil,especially with a new gearbox or reconditioned clutch.This, of course, is normal and is no need for alarm.

Come-home deviceIf the control system fails, the ahead clutch can be mechanically en-

gaged. Come-home screws are provided to this end. Electric remote controlsolenoids allow mechanical actuation in case of a breakdown of the electricalsystem.

Important: Once home, do not

forget to unscrew the deviceagain, and to remove the come-home screws.

Come-home screws

Manual actuation on electric remotecontrol

For further details, refer to § 7, "Come-home procedure".

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CasingThe casing is basically made up of 3 non-dissociablemain cast iron parts, i.e. a bottom casing, intermediatecasing and top casing. These parts are machined as awhole to achieve proper bore alignment and parallelaxes. Therefore, they cannot be purchased separately asindividual spare parts!

They are clamped together by means of screwsand aligned by means of locating pins provided for eachpair of casing parts.

Power take-off, Controllable pitch propeller, etc.All Masson-Marine gearboxes can be supplied

with various power take-off devices (PTO). W 8000

through 20000 gearboxes support constant drive and/orclutch type PTO designs with a wide range ofapplications, according to customer specification. Pleasemention the gearbox serial number whenever you needinformation or spare parts !

Controllable pitch propellers (CPP) can also befitted to these gearboxes; they require specific parts thatare defined by the Masson-Marine engineeringdepartment. For all further information or spare partsrequest, please contact Masson-Marine, mentioning thegearbox serial number.

Moreover, the gearboxes may be supplied withbuilt-in trailing pumps, with shaft brakes (internal orexternal), trolling devices and so on.

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II-5 Operating dataReference value Remarks

8000 12000 16500 18000 20000Type of oil see list attached Oil capacity may vary with optional

equipment (PTO, CPP, etc.)Oil capacity (litres)* 75 100 120 120 200 Oil level check:

check with engine running à idle !Oil temperature range 45 to 85 °C

recommended: 65 °CClutch oil pressure 20 bar / full speed

≥ 14 bar / idling speedAt operating temperature, usingMasson-Marine approved oil.

Clutch pressure alarm level 13 bar At operating temperature, usingMasson-Marine approved oil.

Lube oil pressure 0.5 to 6.0 bar At operating temperature, usingMasson-Marine approved oil.

Lube oil pressure alarm level 0.5 bar (alarm)0.2 bar (engine stop)

At operating temperature, usingMasson-Marine approved oil.

Clutch engagement 3 to 6 seconds approx.At engine idling speed only!

At operating temperature, usingMasson-Marine approved oil.

Max. pressure drop acrossfilter (twin filter switch-over !)

2 bar approx. Pressure drop between filter IN andfilter OUT

Max. wobble on propellershaft coupling flange (mm)

0.08 0.08 0.10 0.10 0.12

Weight in kgs(dry; basic gearbox)

1800 3000 3300 3650 6000

*) Standard gearbox only; oil capacity may differ in the case of PTO and CPP applications !

Handy helper: Oil pressure conversion table (approximate values):bar(kg/cm²)

0.5 1.0 2.0 5.0 10.0 15.0 20.0 25.0

psi 7.1 14.2 28 71 142 213 284 355

Handy helper: Temperature conversion table (approximate values):Centigrade° C

0 1.0 10 25 50 80 100

Fahrenheit°F

32 33.8 50 77 122 176 212

Handy helper: Volume conversion table (approximate values):litrel

1.0 10 3.785 37.9 50

US gallongal. (US)

0.264 2.6 1.0 10 13.2

If in doubt about any value or specification, please contact Masson-Marine:web: http://www.masson-marine.come-mail: sav@masson-marine.com

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III - HYDRAULIC CONTROL (STANDARD)MASSON-MARINE W 8000 – 12000 – 16500 – 18000 – 20000 gearboxes operate at a nominal clutch pressure of

20 bar at full speed and 14 bar at idling speed. The lubrication pressure is comprised between 0.5 bar at idle and 6 bar atfull speed.

Major components of the hydraulic control system:23- Clutch pressure pick-up port24- Temperature gauge25- Connection for optional standbypump

11- Suction hose12- Oil pump13- Pressure hose pump-to-control15- Filler plug

17- Selector handwheel18- Pressure gauge19- Accumulator20- Pressure regulator21- Oil filter

7- Oil dipstick 9- Oil level pipe for optional oil leveldetector

III-1 Hydraulic circuitThe oil pump takes in oil from the gearbox

sump and sends it through the oil filter to the pressureregulator. The pressure regulator is set to 20 bar (≈ 280psi) at nominal speed. All excess oil flows through theoil cooler to the lubrication circuit.

Oil under operating pressure flows through acheck valve to the accumulator, and along to the shiftcontrol valve.

When the shift valve is in its "neutral" position,the oil flow will be stopped here. When the shift valve isin the "ahead" or "reverse" position, oil will flow throughthe external pipes into the clutch and actuate the clutchpiston at operating pressure.

Standard hydraulic system:

Pp – Oil pumpPs – Standby pump (optional)S – 2-way check-valveL1 – Pressure relief valveIC – Clogging indicator (optional)F – Oil filterRp – Pressure regulatorR – Oil coolerL2 – Lube oil pressure regulatorSt – Flow control valveA – AccumulatorPI2- Pressure gauge (clutch p.)D – Shift control valveG – LubricationE1 – ClutchE2 – Clutch

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Hydraulic system options :

Basic layout as above, furtheroptions are:

SF – Twin oil filterPI 1 – Pressure gauge before filterPA1 – Pressure alarm switch " "TI 2 – Temp. gauge before coolerTA4 – Temp. alarm switch " "TT6 – Temp. transducer " "TI 1 – Temp. gauge after coolerTA 3 – Temp. alarm switch " "TT 5 – Temp. transducer " "PT 2 – Clutch pressure transducerPA 2 – Clutch pressure alarmPC 2 – Clutch feed press. switch

III-2 Hydraulic control unitSchematic view of the hydraulic control block:

Oil from the oil pump (Pp)enters through the oil filter and is thencontrolled by the pressure regulator.

Excess oil from the pressureregulator is sent to the cooler and lub-rication circuit.

Regulated pressurized oil is heldready at the distributor, from where itcan be directed to the clutch assembly E1or E2, with the accumulator serving as abuffer tank during clutch engagement.

Oil flow from pump through filter to oil cooler (lubrication circuit) and clutch feedcircuit

SUM PPUM PFILTER

ACC UM U LATO RTO CO O LER

CLU

TCH

CLU

TCH

D ISTR IB.

63

18

In steady-state conditions(neutral or clutch fully engaged),virtually all the oil flow from thepump goes to lubrication; pressuresettles at 14 bar (idle) / 20 bar (fullspeed).

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III-3 Hydraulic accumulatorThe accumulator contains two chambers

separated by an elastic diaphragm. The bottom chamberis connected to the hydraulic circuit of the gearbox,downstream a check valve. The upper chamber containsnitrogen gas under pressure and a certain volume of

compensating oil calculated to adapt the overall capacityof the accumulator to the volume of the clutch.

In a steady-state condition of the system (andengine running at idle or full speed), the accumulator is"filled" with a certain amount of oil under operatingpressure.

1+2- Accumulator shells (welded assy.)3- Membrane4- Filler valve (no refill or repair)5- Compensating oil6-7- Fitting

Accumulators cannot be reconditioned; they are bought inflated & filled with the appropriate amount of compen-sating oil, ready for use.

When ordering a new accumulator, specify your gearbox type and serial number!Accumulators are nitrogen filled. Therefore, even with the engine stopped, the hydraulic system of the gearboxmay still be under pressure!

III-4 Oil coolerExcept otherwise requested by the customer, the

oil cooler is supplied with the gearbox. Oil from thehydraulic control unit meanders through the cooler body,between the pipes of the tube nest, before entering thelubrication manifold and the lubrication circuit.

See also chapters IV-3 "Installation / Gearboxconnections" and VIII-3 "Regular maintenance / Oilcooler".

1- tube nest2- cooler body3- end cap4- water drain plugs5- O-ring seals (oil-water interface)6- collar ring7- O-ring seal (water-air interface)

III-5 LubricationExcess oil from the control block travels through the oil

cooler, and from the cooler to the lubrication manifold at the gearboxfront end. From there, it flows through internal channels to the vari-ous bearings. An important part of lube oil is guided through a sleevein the front bearing covers into the central and port side transfershafts which protrude into the clutch assembly. Here, the oil makesits way through the clutch and clutch drum, is centrifugally thrownout on to the neighbouring parts and gears, and gathers down in thegearbox sump. Moreover, all gear trains are spray-lubricated throughcorresponding internal lubrication pipes.

1- direct clutch pressure line2- lubrication manifold3- lubrication pressure set screw4- external lubrication pipes5- indirect clutch pressure line

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III-6 Clutch engagement

When a clutch is engaged, this clutch willabsorb all of a sudden a certain quantity of oil fordisplacing the clutch piston. As a consequence, a generalpressure drop occurs.

As pressure drops, the spring-biased flowcontrol valve (# "18") will close, the accumulator checkvalve will be closed and the nitrogen gas pressure of theaccumulator will rush the oil contained in theaccumulator into the clutch. The clutch starts dragging.

Since the flow control valve is shut (systempressure being near 5 bar), oil supplied by the pump nowhas to travel through a flow control jet (flow restriction).

Oil arriving through flow control jet (# "63")now gradually fills the accumulator, at a defined flowrate, and pressure in the system slowly grows. At thesame time, pressure in the clutch grows accordingly,providing progressive clutch engagement.

vertical section

Once a threshold level of approx. 11 bar hasbeen reached, the pressure in the circuit will shift theflow control valve upwards against the bias of its spring.

With the flow control valve now open, oil cantravel through that passage, which has a large crosssection, at a much higher flow rate. System pressure now

"jumps" up to its nominal value, thus completely lockingthe clutch.

The system has come back to a steady-statecondition. The time span between the initial pressuredrop and the return to normal during clutch engagementlies between 3 and 6 seconds, approximately.

Therefore, pressure evolution upon clutch engagement is as follows:

The sketches hereafter show the 3 basic steps of that progression.

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Pressure change during clutch engagement

SUMPPUMPFILTER

ACCUMULATORTO COOLER

CLU

TCH

CLU

TCH

D ISTRIB.

63

18 1. Distributor has been shifted.Empty clutch has to be filled;oil pressure drops and accumu-lator expands, sending its oilreserve into the clutch.With oil pressure low, thebiassing spring shuts flowcontrol valve (#18).

SUMPPUMPFILTER

ACCUMULATORTO COOLER

CLU

TCH

CLU

TCH

D ISTRIB.

63

18

2. Clutch piston is applied, oilis being reinjected into thesystem through throttle jet(#63). The size of the throttledetermines the slope of thegradual pressure rise.

SUMPPUMPFILTER

ACCUMULATORTO COOLER

CLU

TCH

CLU

TCH

D ISTRIB.

63

18

3. 11 bar threshold has beenreached. That pressure willshift the flow control valve(#18) back up. This re-opensthe normal wide cross-sectionflow passage, and the systempressure jumps back to normal.

III-7 Option: Twin filterThe optional twin oil filter allows filter replacement with the engine and

gearbox still running.A clogging indicator (1) (visual indicator or electric transducer) is fitted

to the filter carrier top. The red index means that the respective filter has to bechanged.

A selector lever (2) can be swung round from one filter to another (thesplit pin pointing to the "enabled" filter), so that the "disabled" filter can now beopened and replaced. Arrows on the casting show the direction to switch fromfilter "F1" to "F2" and vice versa.

For further detail, refer to section "Regular maintenance" below.

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IV - GEARBOX INSTALLATION

When configuring the power pack, care must betaken to ensure sufficient free space for easy access to thefiller plug, dipstick, drain plug and controls, as well as toallow replacement of the oil cooler, filter, oil pump andother repair and maintenance jobs.

Transmitting propeller thrust to the hull and beingrigidly linked to the propeller shaft, the gearbox requiresstrong attachment, rigid foundation and perfect align-ment! If either of these requirements is not met, severedamage or breakage may occur.

Therefore:1.- The connection between gearbox and hull has to be rigid (unless an elastic coupling is fitted between gearbox

and propeller shaft)!2.- The connection between gearbox and propeller shaft is preferably rigid. In that case, perfect gearbox to shaft

alignment is required.3.- The connection between gearbox and engine should preferably be elastic. The choice of the elastic coupling

depends on engine data, gearbox design, torsional vibration behaviour of the driveline, etc.

On load-carrying vessels, make sure the founda-tion is not affected by the degree of charge. If somedeflection of the hull is not improbable (light-weightconstruction, wooden ships, etc.), the gearbox must beprotected by means of an elastic coupling between theoutput coupling and the line shaft. For all particularinstallations, please contact Masson-Marine!

A detailed description of the recommendedalignment and clamping procedure can be obtained fromMasson-Marine ("M-SAV Shaft Alignment Procedure"/08.2003).

IV-1 AlignmentUnless an elastic coupling or cardan shaft is provided between the gearbox and the propeller shaft, line shaft (pro-

peller shaft) and gearbox output shaft have to be perfectly in line. The usual procedure is as follows:

Center the line shaft first. Align the gearbox on the line shaft axis. Align the engine relative to the gearbox.

Line shaft to gearbox connectionTo avoid shaft deflection and, at the same time,

maintain sufficient elasticity, a recommended value for thefree line shaft length from the gearbox coupling flange tothe first shaft bearing is:

approx. 10 to 20x shaft Ø *To avoid shaft droop during alignment, the

propeller shaft coupling should be set true by means ofsome provisional support device.

Bring the gearbox output shaft centerline parallelto, i.e. into perfect alignment with the line shaft (propeller

shaft) centerline. Reference for angular alignment will bethe gearbox output shaft flange face. Angular misalignment will produce a gap betweenthe gearbox flange and companion flange faces. Maximumallowance for that face gap is 0.10 mm*, depending on thefree length & flexibility of the line shaft!

Maximum axis (or parallel) misalignment allowedhere is 0.15 mm*, according to the type and position of the1st line shaft bearing!

*) Re. Masson-Marine specification MF 24202

Adjustment of the gearbox is done by means of thejacking screws ("A" below) (3 or 4 screws) fitted throughthe side brackets of the gearbox casing.

The figures shown here are those measured on thehardware. So, they are TOTAL values, i.e. they alreadyinclude 0.05 mm max. radial deviation and 0.06 to 0.12 mmmax. wobble of the coupling flange (depending on gearbox– see Masson-Marine for exact data). It is the object of thealignment procedure, to bring all combined deviations asclosely as possible to zero, so as to prevent ultimate shaftor bearing breakage due to fatigue.

10 Ø ... 20 Ø

Ø

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IV-2 Gearbox fixationHaving determined the position and adjusted the

gearbox for perfect alignment (using jack-screws A / seesketch below), secure the gearbox to the foundation.Various methods may be used; the most widespread onesare:

• Steel SHIMMING (thickness 10 to 30 mm max.) and/orcast iron pads (HB 170 minimum hardness), or

• moulding solid RESIN pads extending over the entirelength of the gearbox support brackets, afteradjustment of the gearbox alignment.

Steel shimming Resin mounting

A - jacking screwsB - steel shims / resin padC - fitted bolts (mind position !)D - clearance fit bolts (clamping action) – minimum quality

class 8-8 or aboveE/F - thrust stop device

gearbox – 1spot facing – 2

foundation (2-3 % slope) – 3ground fitted bolt – 4

spherical contact washer – 5spot welding after adjustment – 6

steel shim (2-3 % slope) – 7washer – 8

split pin or pal-nut – 9

2...3 %

1

2

3

4

9

8

7

6

5Recommended clamping arrangement

The gearbox will be clamped with a set of clear-ance bolts and a pair of ground FITTED BOLTS ("C"above) to be installed through the gearbox support bracketsand the foundation rail.

The main thrust transmitted to the hull being theforward thrust, we recommend welding (or otherwisesecuring) a pair of rigid stop pads ("E" above) to thefoundation, abutting the gearbox support brackets at thefront end of the gear.

< 0.10 mm

< 0.15 mm

top gap

bottom gapAng

ular

mis

alig

nmen

t

Parallelmisalignment

gearbox

gearbox

line shaftline shaft

A

E, FB

D C D

propellerthrust

A

E, FB

D C D

propellerthrust

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M-GH /v.09/04-2006 page 21 / 42

In order to accommodate thermal growth of theassembly, the fitted bolts should be installed in the second-from-front hole of the 4 bracket holes on both sides of thegearbox (i.e. near the welded stops), when thrust stops areused. If no axial thrust stops are used, the fitted bolts willhave to be installed in the second-from-aft hole on eachside (i.e. near the line shaft coupling).

If moulded resin pads (or wood or other softmaterial) are used, the fitted bolts cannot transmit thrust!Due to the considerable thickness of the support pads, thebolts would be exposed to combined shear and bendingstress and therefore would break before long! In that case,forward thrust stops transmitting axial thrust to the founda-tion & hull are imperative.

Having aligned the gearbox relative to the line shaft, proceed to align the engine relative to the gearbox, accordingto engine and coupling manufacturers' specifications.

Gearbox to engine connectionThis connection will always be made through an

elastic coupling defined for each specific installation. Theappropriate coupling has to be determined as a function ofall critical parameters, such as: inertia, number of propellerblades, engine stimuli, etc.

Positioning of the engine with respect to thegearbox requires particular care; combined misalignment(tolerance, static and dynamic deformation of elasticmounting pads, etc.) should never exceed the capacity ofthe coupling.

Engine-to-gearbox connectionsExamples of elastic coupling arrangements

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IV-3 Gearbox connectionsBasically, only the remote control system for the gearbox (and PTO, if applicable) needs to be linked up and the

oil cooler connected to the engine system (or separate cooling circuit). For remote control equipment, refer to chapter IV-4"Gearbox control equipment".

Oil cooler connection:

Gearbox oil temperature should be about 65 °C;it should NOT exceed 85 °C.

As a consequence,in a closed loop cooling system, the gearbox oil coolershould be connected to the water circuit upstream of theengine (i.e. after the heat exchanger outlet / "cold" side)!

Make sure no foreign matter will enter thecooling system and clog the cooler tube nest(s); ifnecessary, provide a water intake strainer!

Oil flow through the gearbox oil cooler goesfrom the pressure regulator to the lube oil manifold &lube pressure relief valve assembly at the front end of thegearbox. Water flow through the gearbox cooler shouldbe opposite the oil flow.

1- Tube nest 4- Drain plug2- Cooler body 5- O-ring seals3- End covers

For all Masson-Marine gearbox oil coolers, the minimum and maximum water flow values are as follows:

Cooler type: 15476 / 15481 / 15486 min.flow(m

3/h)

max.flow(m

3/h)

raw water(open circuit)

6.0 8.0

engine water(closed circuit)

6.0 10.0

Cooler type: 17510 / 17514 / 17515 min.flow(m

3/h)

max.flow(m

3/h)

raw water(open circuit)

13.0 16.0

engine water(closed circuit)

13.0 20.0

1 m3 = 1 000 l; 1 US gal. = 3.785 l; 1 imp.gal. (GB) = 4.546 l

hence: 1 m3 = 264.2 US gal.

1 m3 = 220.0 imp.gal. (GB)

If these values cannot be achieved (too much flow), an orifice and by-pass line may be required, splitting the waterflow to the engine and the gearbox. If there is not enough water flow, the tube nest may become clogged.

Masson-Marine gearboxes are NOT systematically provided with a thermostatic valve regulating oil temperature;this, however, is an optional equipment.

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IV-4 Gearbox control equipmentThe gearbox may be shifted from neutral into ahead or reverse directly by means of the selector lever on the

hydraulic block.Remote control may be provided by means of cable control, pneumatic control or solenoid control.

Cable control :Neutral position is the centre position of the control lever/handwheel.Clutch engagement is obtained by rotating the controlthrough 45° in either direction.

An indicator plate on the control valve body shows thedirection of rotation for ahead/reverse engagement fromneutral position (there being only one position on xxxNRgearboxes, of course.A latch will hold the control in each one of its 3 positions.The inclination of the cable support bracket can be set to anumber of different angles.

With cable control, make sure the selector lever (or hand-wheel) reaches its latched positions in neutral, ahead andreverse. Make sure no excessive force is exerted on the leverand spool.

Gearbox control should be advantageously linked to theengine injection pump control, so that shifting can only becarried out at idling speed.

Pneumatic controlThe shift valve is the same as in the case of mechanicalcable control, with the same operation and shifting positions.Actuation is provided through a pneumatic cylinder. Itsoperating pressure is 4.5 bars (± 2 bars) / 65 psi (± 30 psi).Response fails at pressures < 2.5 bars (35 psi).

3 proximity switches are provided for feedback of the 3shifting positions (neutral, ahead, reverse) to the bridge.

All elements are pre-set in our factory and need only beconnected. However, if some part had to be replaced forrepair, make sure to:• adjust the linking rod and swinging arm accurately for

good alignment in all 3 shifting positions (as above;see "cable control")

• adjust the gap between the pointer and the proximityswitches to 1 ± 0.2 mm.

Connect proximity switches as shown below : Air pressure in the cylinder will engage the: ...PORT side STARBOARDclutch clutch

supply fittings =Ø 1/4" gas pipe thread

proximity relayswitch 24V - 270Ω/2W

+24V DC

control light

ground

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Electric (solenoid) remote controlThe shift valve is in neutral when none of the solenoids isbeing energized.Energizing one of the solenoids will engage the correspond-ing clutch.All solenoids are fed with 24 V DC. Emergency operation –e.g. in case of electric supply failure – is possible through amanual actuation device: either a push-button or a screw-inknob.

The standard shift valve for propulsion clutch control is ofthe constant current type: the valve spool will remain in agiven position as long as the corresponding solenoid is beingenergized. In other words, the solenoid has to receive 24VDC continually all the time the clutch has to be held en-gaged!Coil springs return the valve spool into "neutral" position assoon as voltage drops to zero.

Certain CPP gearboxes (built before year 2000) may be fitted with toggle type shift valves. In that case, one 24Vimpulse on a first solenoid will place the valve spool in a position (e.g. "clutch engaged"). Another 24V impulseon a second solenoid will return the valve spool to its initial position (e.g. "neutral / disengaged"). The spool re-mains in any given position as long as there is no opposite impulse.

PTO solenoid controlIf a clutch type PTO (or PTOs) is/are provided, their solenoid valve(s) will have to beconnected, too. Just as the gearbox solenoids, the PTO solenoid is usually wired to a 24VDC source.

PTO-control valves usually fitted on these gearboxes are of the toggle type:2 solenoids are used; one 24V impulse on one of them shifts the valve into a first posi-tion (e.g. "PTO engaged"), where it will remain until another 24V impulse on a secondsolenoid will send the valve back into its initial position (e.g. "PTO disengaged").

IV-5 Gearbox monitoringAt least the installation of a pressure gauge is strongly recommended.A pressure gauge should be connected to the gearbox; operating pressure is

read at PI 2 (cf. section III-1 "Hydraulic circuit"; hydraulic block top, adjacent theaccumulator ) using a connector Ø = M 10x100.

A clutch pressure alarm switch may be connected at the same point.The alarm switch will be set to 13 bar minimum pressure (pressure drop).Oil temperature gauges may be installed in the path to and from the oil

cooler. Temperature alarm switches may be installed on common fittings.

A lube oil pressure gauge and/ or alarm switch may be installed on thelubrication manifold, at PI 3. The alarm switch will usually be set to:

0.5 bar (alarm level) or0.2 bar (engine stop). operating pressure PI 2

Other monitoring and alarm equipment may be installed, such as cloggingalarm, clutch engaged/disengaged sensor, standby pump trigger switch etc.,according to customer specification. Refer to Masson-Marine commercialdepartment to explore all possibilities; contact Masson-Marine service department tofind out which items have been installed on your particular gearbox, and theirrespective settings.

For further detail, contact Masson-Marine service dept., mentioning your gearboxtype and serial number! lubrication pressure PI 3

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V - START-UP

Before start-up (New gears or after repair)For maximum warranty benefit, we recommend

to have a Masson-Marine engineer assist to the start-upof the driveline and/or gearbox.

Check up the gearbox condition. Sea-sideenvironment may corrode the mechanical parts. If agearbox has been held in stock for more than 3 months,remove the inspection covers and make sure no corrosion

has occurred on the gearwheels and bearings. Clean up ifnecessary.

If corrosion has occurred inside the gearbox, fillin some thin oil (enough to have the suction pipe intakeport immersed at all times), start the engine at idlingspeed and operate the gearbox for about 2 hours inneutral, and shift to ahead and reverse for a few minutes,respectively. Drain all oil. Clean oil filter. Proceed tostart-up.

Start-up- Make sure the gearbox selector is in NEUTRAL.

- Fill in the appropriate amount of oil (cf. section II-3:"Operating data") – Filler plug : # 15.

Caution: If the gearbox sump serves as the supply tankfor a CPP system or other, add the appropriate amount of oil tothe standard quantities shown.

- Start the engine at idling speed. When all systems arefilled, check the gearbox oil level using the DIPSTICK (# 7),engine at idling speed! Top up to the dipstick MAX-mark asnecessary.

- Always check the gearbox oil level using the dipstick,engine at tick-over!

If the gearbox is not installed horizontally, refer toMasson-Marine service dept. for information about the requireddipstick reading.

- Check operating pressure and lube oil pressure; askMasson-Marine for advice, if necessary. Pressure readingsshould be taken when the oil has reached its operatingtemperature only. (Operating pressure is set to approx. 14bar/idle and 20 bar/full speed. Lube oil pressure is set between0.5 bar min. pressure and 6 bar max. pressure. These readingsmay be somewhat higher with cold oil.)

- Engage AHEAD and REVERSE gears a few times, atidling speed, to bleed the clutch circuit.

Routine check- Check oil level at least every 100 h / once a week; top

up to dipstick "max." if necessary. Always check the oil levelwith the dipstick, engine running at idling speed.

- Check operating pressure at least each time the engineis started; permanent monitoring is recommended.

Monitor oil temperature and make sure it settlesand remains near 65 °C (unless otherwise specified) andnever exceeds 85 °C. Carry out the 1st oil change & oil filterreplacement after approx. 100 h of operation. With the

first oil change, you are likely to find a relatively highconcentration of bronze "powder" in your oil. This is noreason for alarm; the sinter metal linings of the gearboxclutches "wear in".

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VI - OPERATION

Care should be taken to always maintain the driveline in good condition. With a new gearbox, first proceed to aregular start-up (cf. chapter above). Refer to section VIII-"Regular Maintenance" to make sure about oil level, oil filterreplacement, etc.

Before startingMake sure the gearbox is in NEUTRAL. In fact, the nitrogen-filled accumulator may still apply pressure to aclutch, if a clutch has been engaged, even though the engine has been stopped!

If, for some reason or another, the come-home device has been used beforehand, make sure the clutch previouslylocked with the come-home device has now been UNLOCKED and is free to move!

Cold startAfter starting the engine, gearbox in

NEUTRAL, we recommend waiting until the propulsionunit has reached a fair operating temperature at idlingspeed (gearbox oil at about 30 to 40 °C), beforegradually increasing speed and load. This is particularlyimportant in a cold environment; very cold oil maydamage the gearbox (i.e. crush oil filter).

Warm startNo particular procedure has to be followed

when the propulsion unit has warmed up. Always makesure the gearbox is in NEUTRAL before starting.

Clutch engagement

- Engage clutches at idling speed only!- Increase engine speed only after clutch engagement has been completed!

Normal clutch operation- At ENGINE IDLE, shift the selector lever (# 17)

to AHEAD or REVERSE.- Gradually increase engine speed.

Clutch engagement may take between 3 and 6seconds (approximately), depending on oil viscosity,temperature, inertia, and other things.

Crash-stop maneuvers(= full speed ahead to full speed reverse)

These should be avoided to prevent excessiveclutch wear. However, being a legal requirement, thesemaneuvers are possible.

PTO-clutches (if applicable)

As for the gearbox, these should be engaged atIDLING SPEED only, NO LOAD on the PTO-device(winch or other), increasing engine speed and PTO loadonce the clutch engagement has been completed.

Clutch engagement/disengagement may beeffected from the bridge, through the remote controldevice, or directly in the engine room, acting on themanual selector handwheel (# 17) on the hydraulic block(or screw-in knob of the shift solenoid, if an electricremote control is used).

17

18

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VII - COME-HOME PROCEDURE

A- Hydraulic system failure

Whatever the gearbox type and layout may be, the "AHEAD" drive clutchis identified by a little tag showing a ship steaming ahead.

In case of failure of the hydraulic system, the AHEAD clutch can be mech-anically engaged, using the come-home screws.

With the clutch thus locked, Neutral and Reverse are disabled! As a consequence, no maneuvers are possible!

With the hydraulic system disabled, lubrication of the gearbox is poor. As a consequence, operate at reducedspeed and watch gearbox oil temperature! Take care not to overheat the gearbox.

The procedure is slightly different for W.... and for W .... C gearboxes.

W ... gearboxes W .... C (coaxial) gearboxes Stop the engine! For SAFETY reasons, make sure to lock the input and

output shafts against rotation before introducing the come-home device. Disconnect the remote control device etc. from selector to

avoid erroneous clutch engagement. Lock shift selector in NEUTRAL position.

Stop the engine! For SAFETY reasons, make sure to lock the input and

output shafts against rotation before introducing the come-home device. Disconnect the remote control device etc. from selector to

avoid erroneous clutch engagement. Lock shift selector in NEUTRAL position.

Remove the top cover (3) Insert come-home screws (2)

Remove bearing cover plugs (1). Remove come-home screws (2).

Insert come-home screws (2) throughthe cover holes.

Tighten come-home screws to torque (cf. chart below). Unlock the input and output shafts. Start the engine and sail home at slow speed.

Tighten come-home screws to torque (cf. chart below). Unlock the input and output shafts. Start the engine and sail home at slow speed.

Upon arrival, remember: With the clutch thus locked, Neutral and Reverse are disabled! As a consequence, nomaneuvers are possible!

Once home, make sure to unlock the clutch again, unscrewing and then removing the come-home screws. Other-wise, damage might occur upon engine restart, if the ahead clutch has been left locked!

Tightening torque for come-home screws:W 16 500 XXX 3.5 mdaN

W 8 nnn XXX 3.5 mdaN W 18 nnn XXX 6.5 mdaNW 12 nnn XXX 5.5 mdaN W 20 nnn XXX 6.5 mdaN

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B- Remote control failureControl commands from the bridge are transmitted to the gearbox through a push-pull cable, a pneumatic system or an electric shift valve.

If the remote control system fails to respond, proceed as follows:

Cable control and pneumatic control:Disconnect the remote control

(see arrows) and operate the selectorhandwheel (# 17) by hand.

Electric switch valve:Disconnect the electric controland screw the knob of thecorresponding solenoid into fullengagement.

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VIII - REGULAR MAINTENANCE

Basically, gearbox maintenance involves regular oil changes and oil filter replacement. Visual inspection of thegears themselves may be required at longer intervals. Reconditioning intervals should also be respected (see below).

Prior to any work on the gearbox and its hydraulic system (accumulator may still contain up to one pint of oilunder pressure of 20 bar or more!), STOP the engine, THEN shift to AHEAD and REVERSE two or three times to dumpall pressure from the system.

JOB INTERVAL REMARKS

Check oil level every 100 h dipstick (# 7), engine idling

Clean oil filter (# 21) every 500 h

Replace oil filter (# 21) at least once every year (2500 h) first replacement after 100 hours(new or reconditioned gearbox)

Oil change every 2500 h orat least once a year

first oil change after 100 h(new or reconditioned gearbox)

Clean oil cooler (# 5) every 500 h →every 8000 h →

raw water coolingclosed circuit soft water

Visual gear inspection every 8000 h remove inspection covers (# 14and 16) from casing

We further recommend the following parts to be systematically replaced within the corresponding reconditioning cycle:

JOB INTERVAL REMARKSReplace PTO coupling spider (if any) every 6000 h # 1Replace hydraulic accumulator and oil cooler tube nestReplace remote control solenoid (if applicable)

every 15000 h # 19

Replace oil pump, suction hose and pressure hosesReplace alarm switches (if applicable) every 25000 h

# 12# 3, 4, 11, 13

Replace clutch discs, seals, etcReplace input shaft bearings, clutch and drive pinionbearingsAs above, plus:Replace output shaft bearings

every 40000 h

Detailed information to be obtained from Masson-Marine.

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Gearbox W 20xxx :The low speed shaft (output shaft) of this gearbox has two lip seals facing each other. The outer lip seal will not be

lubricated by gearbox oil held back by the inner seal, and therefore needs to be greased.A grease cup is provided to this end in the main casing, above the output shaft flange. Renew the grease packing

every 2000 to 3000 hours. See specifications hereafter.

VIII-1 Oil change

1st oil change is due after 100 h of operation. Subsequently, perform an oil change every 2500 h or once a year.Only use Masson-Marine-approved oil!

If the ship has been on dry dock or laid-up for more than 3 months, oil should be changed prior to any new start-up.

Make sure all system pressure has been dumped. Remove drain plug to remove old oil. Re-insert plug.

Refill: Remove filler plug and refill the gearbox, using the appropriate quantity and type of oil. Start engine at idling speed and check the oil level, using the dipstick (# 7, drwg. above)

VIII-1.1 LUBRICATION SPECIFICATIONSGearbox oil is supposed to provide lubrication for all moving parts and to cool the assembly, yet leaving enough

friction for the clutches to transmit torque without slipping (a clutch that slips will be destroyed before long).Therefore:

As a general rule, gearbox oil should be high quality mineral oil complying with the following standards:

ISO VG 150 (DIN 51519)ISO VG 100 "ISO VG 68 "

according to gearbox operating conditions, cooling system,etc.

Basic viscosity grade should beSAE 20 or 30 or 40

(SAE 30 being the most commonly used under standard gearbox operating conditions)

Furthermore, the gearbox oil should: have a viscosity index above 100 include anti-corrosion, anti-foaming and anti-oxidizing additives show good de-emulsifying properties in water show good detergent and dispersive properties have an aniline point ≥ 95 °C for good compatibility with conventional elastomeric materials have a very low proportion of anti-wear dopants contain very low sulfur phosphorous additives contain no EP-additives.

It should be selected among the following oil families: "engine" type oil "hydraulic" type oil

"Turbine" oils, ATF Dexron II oils, Extreme Pressure additives, Turbo additives etc. are prohibited!

Grease:Grease must be compatible with nitrile rubber and should resist operation temperatures of up to 90 to 95 °C. It

should comply with the following specifications (ASTM D 217) :minimum penetration 265NLGI consistency 1 or 2dropping point < 200 °C

The list hereafter shows a number of oil brands and types known to give satisfactory results in MASSON-MARINE gearboxes. It cannot be comprehensive, though. However, no type or brand of oil not included in this list shouldbe used, unless specifically accepted by Masson-Marine. For any enquiry, contact Masson-Marine, or check our Web site at

www.masson-marine.comsav@masson-marine.com

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RECOMMENDED OIL for MASSON GEARBOXESFor additional information, see also: www.masson-marine.com

Brand name "Engine oil" "Hydraulic oil"ADDINOL MINERALÖL GMBH,

KRUMPA / DADDINOL TURBO DIESELADDINOL MARINE MS 4011

AGIP PETROLI SPA,ROMA / I

DIESEL SIGMA SAGIP CLADIUM 120

AGIP SCHMIERTECHNIK,WÜRZBURG / D

AUTOL CPM HD S3

AMPOL,SYDNEY / AUS

DEULUBE S3

ARAL AG,BOCHUM / D

ARAL TURBORAL MOTORÖL

AVIA MINERALÖL-AG,MÜNCHEN / D

AVIA SPECIAL HDC

BAYWA AG,MÜNCHEN / D

BAYWA MOTORENÖL HDC

BEL-RAY WESTERN PTY,WELSHPOOL / AUS

BEL-RAY 21ST CENTURY MOTOR OIL

BLASER SWISSLUBE,HASLE-RÜEGSAU / CH

BLASOL 257 / 258 / 259

BP OIL DEUTSCHLAND,HAMBURG / D

ARISTOL HDC ENERGOL HLP 68BARTAN HV 68

BP OIL INTERNATIONAL,LONDON / GB

VANELLUS C3

BUCHER+CIE AG,LANGENTHAL / CH

MOTOREX MOTOR OIL EXTRA

CALPAM GMBH,ASCHAFFENBURG / D

HD FLEET

CALTEX PETROLEUM CORP.,LONDON / GB

CALTEX DELO 500

CASTROL LTD,SWINDON / GB

CASTROL RX SUPERCASTROL MARINE MPX CASTROL CRD

CEPSA,MADRID / E

CEPSA SUPER SERIE 3

DE OLIEBRON B.V.,ZWIJNDRECHT / NL

HD FLEET OIL

DEA MINERALÖL AG,HAMBURG / D

DEA CRONOS SUPER

DEUTSCHE SHELL AG,HAMBURG / D

MAC HD SUPERIOR MOTORENÖL EB

DUCKHAMS OIL,BROMLEY / GB

FLEETOL 3

ELF LUBRIFIANTS,PARIS / F

MILANTAR 2BANTAR GRAPHOLIA MSELF PERFORMANCE 3DELF PERFORMANCE SUPER

ELFOLNA 68 or 100ELF VISCA 68HYDRELF 68

ELLER-MONTAN-COMP.,DUISBURG / D

ELLMOTOL HD C3

ENGEN PETROLEUM,CAPE TOWN / ZA

ENGEN DIESELUBE 300

ERTOIL SA,MADRID / E

SUPER SERIE 3

ESSO AG,HAMBURG / D

ESSOLUBE XD 3+EXXMAR CM+

UNIVIS N 68UNIVIS N 100

FINA EUROPE SA,BRÜSSEL / B

FINA KAPPA SUPER

FUCHS MINERALÖL WERKE,MANNHEIM / D

TITAN UNIVERSAL HD

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GINOUVES GEORGES SA,LA FARLEDE / F

YORK 730

GULF OIL (GB) LTD,CHELTENHAM / GB

GULF SUPER DIESEL (GB)

HOMBERG GMBH+CO KG,WUPPERTAL / D

HOMBERG-MOTOR-OELHD-SC 4

IGOL FRANCE,PARIS / F

IGOL ULTRA DUTY 4D

INA RAFINERIJARIJEKA / CROATIA

INA SUPER 3INA SAGARTIAINA SUPER 5INA GORGONELA S

ITALIANA PETROLI,GENOVA / I

AXIA D

KÄPPLER K.,STUTTGART / D

DRIVOLIN SUPERIOR HD MOTORÖL S3

KLÖCKNER ENERGIEHANDEL,KÖLN / D

DEUTZ OEL SGHD-C

KOMPRESSOL-OEL,KÖLN / D

HD-S3-C-OEL

KRAFFT SA,ANDOAIN / E

MONOGRADO SUPER S-3

KROON OIL BV,ALMELO / NL

MULTIFLEET SCD

KUWAIT PETROLEUM,HOOGVLIET / NL

Q8 T 400 MONOGRADE

LEPRINCE+ SIVEKE GMBH,HERFORD / D

LEPRINXOL SUPER

LIQUI MOLY / MEGUIN,ULM / D

THT MOTOROIL E

LUBRICATION ENGIN,FORT WORTH / USA

MONOLEC GFS ENGINE OIL

MAGNA INDUSTRIAL,HONK KONG

OMEGA 643

MIN.ÖL-RAFFIN. DOLLBERGEN,UETZE / D

PENNASOL MOTOR OIL -EXTRA C

MOBIL OIL,WEDEL / D

MOBIL DELVAC 1300MOBILGARD SHC 120

MOBIL DTE 16 MMOBIL DTE 18 MMOBIL SHC 526

MORRIS LUBRICANTS,SHREWSBURY / GB

MORRIS RING FREE XHD

NESTE OIL,ESPOO / SF

NESTE DIESEL CD

OEST G. MINERALÖLWERK,FREUDENSTADT / D

DIMO HDC-MOTORÖL

OMV AG,SCHWECHAT / A

OMV TRUCK

OPTIMOL ÖLWERKE,HAMBURG / D

OPTIMOL OPTILUB C

ORLY INTERNATIONAL,VIEUX-THANN / F

ORLY DRACO 3001

OSWALD KLUTH,BARGFELD-STEGEN / D

HOCHLEISTUNGMOTORENÖL HDC C3

PAKELO MOTOR OIL,SAN BONIFACIO / I

PAKELO PKO HD 4

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M-GH /v.09/04-2006 page 33 / 42

PANOLIN AG,MADETSWIL / CH

PANOLIN EXTRA DIESEL

PENNZOIL PRODUCTS,ZAANDAM / NL

HD MOTOR OIL Z-7

PLAMA SA,PLEVEN / BG

EMERA

PRINZ-SCHULTE,FRECHEN / D

AERO-LINE M-C

RAIFFEISEN HG NORD AG,HANNOVER / D

HG MOTORENÖL HDUNIVERSAL HD

REPSOL DISTRIBUCION SA,MADRID / E

CS MIZAR SERIE-3

SASOL OIL,RANDBURG / ZA

SASOL TOPAZ 30

SCHMIERSTOFFRAFFINERIESALZBERGEN / D

WINTERSHALL REKORD

SHELL ASEOL AG,BERN / CH

ASEOL MILOR TELLUS T 68 or T 100TELLUS T 46

SHELL INTERNATIONAL,LONDON / GB

SHELL RIMULA X MONOGRADE

SONOL ISRAEL LTD,HAIFA / IL

SADOL X-400

STATOILSTAVANGER / N

DIESEL WAY

STRUB+CO AG,REIDEN / CH

STRUB MOTOR OIL TURBO HD

SUN OIL COMPANY,AARTSELAAR / B

SUNOCO SUPER C

TEXACO SERVICES LTD,BRÜSSEL / B

URSA SUPER LA

TOTAL RAFFINAGE DISTR.,PARIS / F

TOTAL TALASSATOTAL RUBIA S

AZZOLA ZS 68 or 100

TURBOTANK BÖSCHE+BÖDEKER,BREMEN / D

TURBO HD MOTORENÖL CIII

UNIL DEUTCHLAND GMBH,BREMEN / D

UNIL MOTOR HP 4 DS

VALVOLINE INTERNAT.,DORDRECHT / NL

ALLFLEET PLUS / HDS TOPFLITE C3

VEEDOL INTERNATIONAL,SWINDON / GB

VEELDOL DIESEL HDCVEELDOL DIESELSTAR

WEYERS+VAGEDES,BOCHOLT / D

WEVAGOL EXTRA C3

YACCO SA,ST PIERRE-LES-ELBEUF /F

YACCO AS3-SERIE YY, Y, M, X

ZELLER+GMELIN GMBH&CO,EISLINGEN / D

DIVINOL MULTIMAX

issue: 06.2001

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VIII-2 Oil filter

Oil filter (# 21, fig. above) replacement isrequired after the first 100 operating hours. Theremaining time, the frequency of filter cleaning is every500 hours, or once every month. Replace filter at leastevery 2500 h (each oil change)!

Note:Although the filter may be cleaned, we ratherrecommend its replacement. However, if you do wantto clean the filter, make sure this is performed with allnecessary care.Clogging of the filter will result in a loss of the internallubricating pressure of the gearbox and faulty operationof the hydraulic circuit.

Standard oil filter

The filter cartridge (10) can be removed by unscrewing its bowl (3) carry-ing a hexagonal nut portion (4) at its lower end.

Check condition of O-ring seals (1) and (2) upon reassembly; replace ifnecessary.

Check condition of the coil spring (11); replace if necessary.

Twin filter option

Oil filter replacement is possible without stopping the engine and gearbox.Proceed as follows:

- Swing lever (1) around by 180° (from F1 to F2 or vice versa).- Open bleeder screw (2) of the disabled filter to bleed residual pressure.- Remove filter bowl (3) and replace oil filter as above. The filter

elements, seals, etc. are the same as in the single oil filter.

Once a new filter cartridge has been fitted and the bowl tightened (withnew seals), do not forget to re-tighten the bleed screw!

VIII-3 Oil cooler

Oil cooler inspection/cleaning is required every:raw water: 500 hclosed circuit soft water: 8000 h.Check for calcification, deposit and foreign matters inthe tube nest pipes. Clean if necessary.

Removal of the tube nest (Masson-Marine standardcoolers – see drawing hereafter):

Disconnect water and oil pipings, dismount theoil cooler assembly, withdraw end covers (3)and O-ring seals (6, 7). Pull out the tube nest (1)from the cooler body (2); clean externally withkerosene and pass a fitting brush through theinside of the tubes. After completion of theclean-up, reassemble the cooler, using new O-ring seals.

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VIII-4 Gear teethEvery 8000 hours, or once a year, remove the top casingcover (covers) for inspection of the gear teeth condition.Clean the casing prior to opening and eliminate allobjects which may lie on it: rags, screws, etc.

Make perfectly sure no object will fall into thegearbox. As soon as the inspection is finished, re-placethe cover (covers).

VIII-5 AccumulatorThe accumulator is pre-set, pre-filled in our factory. It doesnot require any maintenance; when clutch engagementbecomes harsh ("clunky") and the pressure rise duringshifting is not gradual, replace the accumulator.

The accumulator has to be replaced as a whole; itcannot be reconditioned (diaphragm trapped in weldedbody). For details, see chapter III-3 "Hydraulic accumu-lator".

A rough check of the accumulator is possible, though. Ifuncertain about the condition of the accumulator, enginestopped and having shifted to ahead/reverse 2 or 3 times (todump all pressure), remove the accumulator from the gear-box and insert a rounded-end (!) rod through the fitting hole

("7") to push against the membrane. Nitrogen pressurebehind the membrane being normally significantly higherthan 2 bars, there should be a very clear resistance againstthe push rod action. If no resistance is felt, replace theaccumulator.

When ordering a replacement accumulator, always mentiongearbox type & serial number!

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IX - TROUBLESHOOTING

This section tries to show your way to some possible remedy for 10 basic types of "failure" other than noise orvibratory problems. The symptoms treated here are:

010 - No response020 - Clutch drags030 - Clutch slips040 - Slow clutch engagement050 - Harsh clutch engagement060 - Low or no oil pressure070 - High or irregular oil pressure080 - Low or no lubrication pressure090 - High lubrication pressure100 - Temperature rise

It tries to proceed from the simplest to the most complex job, stating:a) the possible cause: where to look at?b) the action to be taken or further investigation suggested: what to do?

Noise and vibration problems will be examined apart hereafter.

010 No response:- engine-gearbox coupling: -check input shaft rotation- gearbox-prop.-coupling: - check output shaft rotation- oil level too low: - top up- no oil pressure: - cf. "low or no pressure" # 060- control : - check control cable connection to gearbox; gearbox selector handwheel loose

020 Clutch drags:- oil level: - drain oil to correct level- water in oil: - drain all oil, change oil; check oil cooler seals- pressure leak to clutch: - check pressure in the clutch feed path

(either selector outlet; selector-to-clutch feed pipe)- check selector spool position- check control position

- clutch damaged: - rebuild clutch

030 Clutch slips:- oil level: - top up oil- water in oil: - drain all oil, change oil; check oil cooler seals- oil quality: - check type of oil (additive?)- oil pressure: - pressure too low

cf. "Low or no pressure" # 060or: - [pneutral- pengaged] > 1.0 bar

feed pipe or piston ring leak: rebuild clutch- air bubbles in oil: - check suction pipe- control - check control cable connection to gearbox; gearbox selector handwheel loose- distributor spool: - check spool position; spool/body wear- clutch damaged: - rebuild clutch

.../...

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040 Slow clutch engagement- oil level: - top up oil- low oil pressure: cf. "Low or no pressure" # 060- control: - check control cable connection to gearbox; gearbox selector handwheel loose- distributor spool: - check spool position; spool/body wear- feed throttle (it. "63"): - check for correct size (too small) or clogged ? (see chap. III-6 "Clutch engagement")- flow control valve (it. "18") stuck closed ? (see chap. III-3 "Clutch engagement")- feed passage: - distributor to clutch passage clogged or leaky- clutch damaged: - rebuild clutch

050 Clunky or harsh clutch engagementboth clutches:

- engine speed: - check engine idling speed- oil pressure: - check oil pressure at idling- oil quality: - check quality (additives ?)- feed throttle (it. "63"): - check correct size (too big) ? (see chap. III-6 "Clutch engagement")- flow control valve (it. "18") stuck open/ loose/ spring broken ? (see chap. III-6 "Clutch engagement")- accumulator deflated: - progressive pressure rise over 3-6 seconds ? (see chap. III-6 "Clutch engagement")

- check / replace accumulator (see chap. III-3 "Hydraulic accumulator")one clutch only:

- clutch damage: - shaft splines or discs: rebuild clutch

060 Low or no oil pressure or irregular pressure- pressure gauge: - double-check first- oil level: - top up oil- oil filter clogged- oil filter relief valve (30 bar) open or leaky (it. "7" on fig. above)- feed throttle clogged (it. "63")- feed throttle size too small ?- air bubbles in oil: - check suction pipe- clutch feed leaks: - check: [pneutral- pengaged] > 1.0 bar ?

feed pipe or piston ring leak; rebuild clutch- regulator - check:

- set screw (loose ?)- regulator spring (broken ?)- piston (stuck ?)

- pump drive - check:- input shaft rotation- pump drive coupling broken/ pump broken- correct pump fitted ? (size; rotation; etc.): check gearbox file or contact Masson

.../...

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070 High oil pressure or irregular pressure- low temperature - check temperature- oil quality - check; drain & change if necessary- pressure gauge: - double-check- regulator - check:- set screw (over-tight ?)

- piston (stuck ?)- oil cooler - check: cooler oil passage clogged ?- oversize pump fitted ? - check gearbox file or contact Masson-Marine

080 Low or no lube oil pressure- pressure gauge - double-check first- oil level: - top up oil- oil filter clogged- oil filter relief valve (30 bar) open or leaky (it. "7" above)- air bubbles in oil: - check suction pipe- lube p. regulator: - check:

- set screw (loose ?) Contact Masson-Marine.- regulator spring (broken ?) Contact Masson-Marine.- piston (stuck ?) Contact Masson-Marine.

- oil cooler (oil path) clogged- oil pump: - (as above)

090 High lube oil pressure- low temperature: - check temperature- oil quality: - check; drain & change if necessary- pressure gauge: - double-check- regulator: - check:- set screw (over-tight ?) Contact Masson-Marine.

- piston (stuck ?) Contact Masson-Marine.- oversize pump fitted ? (check gearbox file or contact Masson-Marine)

100 Temperature rise- oil level: - check oil level; top up & look for possible leak- oil pressure: - check pressure (insufficient ?)

- cf. "low or no pressure" # 060- oil cooler: - check:

- cooler water passage (clogged ?)- water supply (pump / grid / etc.)- oil passage through cooler (clogged ?)

- clutch slip: - check:- oil pressure (insufficient ?)

- rope around propeller ?

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NOISE / VIBRATION PROBLEMSNoise problems are particularly difficult to analyse. In fact, the "noisy" part of the driveline may not necessarily be

the faulty part – but merely an amplifier for a phenomenon that has its origin somewhere else. Here are a few explanationsto "common noise problems".

For any particular problem, please contact Masson-Marine.

Irregular / transient noise or vibration:Appears under certain conditions only, and/or at certain engine speed ranges only. Possible causes may be:

- engine injection pump regulator- engine to gearbox elastic coupling- propeller- gear backlash (cf. chap. II-2 "General layout")

Continuous noisePermanent noise, may change in pitch and volume with engine speed and/or load. Try to localize, under which condition &where the noise occurs:

- in neutral (= all the time) ?check input drive-line: engine and/or gearbox

- in ahead or reverse only ?check gearbox drive-line

- in ahead and reverse, with clutch engaged only ? check output drive-line: gearbox and/or propeller shaft

Continuous rumble- gearbox bearing trouble- propeller trouble- drive shaft (input shaft or prop-shaft) bearing trouble

Continuous whining- oil pump noise- suction pipe air leak- gear defect

Recurring rattle- gear defect- bearing failure- backlash (cf. chap. II-2 "General layout")

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X - SPARE PARTS

Whenever you need technical information, help, or order spare parts, ALWAYS mention the gearbox type andserial number!

A- Hydraulic control parts B- Oil filter parts

18- Pressure gauge19- Accumulator21- Oil filterC- Electric remote control parts D- PTO clutch control solenoid

1- Solenoid valve assembly, complete2- Shift solenoid (24 V DC / 48 W)

1- Shift solenoid assembly (24 V DC)2- Carrier block

E- Oil pump

11- Suction hose12- Oil pump13- Pump pressure hose

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F- Oil cooler

3- Oil pressure hose block-to-cooler4- Oil pressure hose cooler-to-lubrication5- Oil cooler assembly

G- Oil cooler components

1- Cooler tube nest2- Cooler body3- Cooler end caps (2 pc.)4- Water drain plugs (2 pc.)5- O-ring seals; oil-water interface (4 pc.)6- Collar ring7- O-ring seals; water-air interface (2 pc.)

H- Pneumatic control

1 – proximity switches (3x)

2 – pneumatic cylinder

3 – ball-and-socket joints (2x)4 – linkage rod

5 – control lever

For a detailed list of (recommended) spare parts, reconditioning parts (clutch components, set of bearings, etc.),seals and gaskets, specific PTO parts or any particular spare part request, as well as for repair instructions (e.g. nopullers nor heat on the coupling flanges and gearwheels!) please contact Masson-Marine, stating your gearbox typeand serial number.

www.masson-marine.comsav@masson-marine.com

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MASSON-MARINE S.A.SSens

Francewww.masson-marine.com

Your Masson-Marine dealer