You are on page 1of 42

MASSON-MARINE Marine Gears Type 8000 – 12000 – 18000 – 20000

OPERATING INSTRUCTIONS

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

W 8000-12000-16500-18000-20000

page 2 / 42

M-GH /v.09/04-2006

W 8000-12000-16500-18000-20000 CONTENTS -----I – Responsibility ....................................................................................................................................................................4 IIBasic gearbox description: 8000 – 12000 – 16500 – 18000 and 20xxx ....................................................................7 II-1 Gearbox identification ..................................................................................................................................................7 II-2 General layout...............................................................................................................................................................7 II-3 Power flow....................................................................................................................................................................9 II-4 Gearbox description ....................................................................................................................................................10 II-5 Operating data.............................................................................................................................................................13

III - Hydraulic control (standard).......................................................................................................................................14 III-1 Hydraulic circuit ........................................................................................................................................................14 III-2 Hydraulic control unit................................................................................................................................................15 III-3 Hydraulic accumulator...............................................................................................................................................16 III-4 Oil cooler ...................................................................................................................................................................16 III-5 Lubrication ................................................................................................................................................................16 III-6 Clutch engagement ....................................................................................................................................................17 III-7 Option: Twin filter.....................................................................................................................................................18 IV - Gearbox installation......................................................................................................................................................19 IV-1 Alignment..................................................................................................................................................................19 IV-2 Gearbox fixation........................................................................................................................................................20 IV-3 Gearbox connections .................................................................................................................................................22 IV-4 Gearbox control equipment .......................................................................................................................................23 IV-5 Gearbox monitoring ..................................................................................................................................................24 V - Start-up ...........................................................................................................................................................................25 VI - Operation.......................................................................................................................................................................26 VII - Come-home procedure................................................................................................................................................27 A- Hydraulic system failure...............................................................................................................................................27 B- Remote control failure ..................................................................................................................................................28 VIII - Regular maintenance.................................................................................................................................................29 VIII-1 Oil change...............................................................................................................................................................30 VIII-1.1 LUBRICATION SPECIFICATIONS..................................................................................................................30 VIII-2 Oil filter ..................................................................................................................................................................34 VIII-3 Oil cooler ................................................................................................................................................................34 VIII-4 Gear teeth................................................................................................................................................................35 VIII-5 Accumulator ...........................................................................................................................................................35 IX - Troubleshooting ............................................................................................................................................................36 X - Spare parts ......................................................................................................................................................................40 Index Date Update: version initiale 12-2000 00 branchement réfrigérant; ajout télécommandes; ajout PI3; ajout informations diverses; double-filtre 02-2001 01 correction "cinématique" 05-2001 02 nouvelles préconisations de graissage 06-2001 03 mise à jour : come-home procedure 06-2001 04 tableau d'entretien/ fréquence de remise en état 09-2001 05 adresses Internet 06-2002 06 mise à jour : commande pneumatique 09-2002 07 mise à jour : lignage 11-2003 08 nouvelle édition Masson-Marine 04-2006 09 You can always ask for the latest update in Acrobat Reader® "pdf" format for download. Please contact our service dept.!

M-GH /v.09/04-2006

page 3 / 42

W 8000-12000-16500-18000-20000 I – RESPONSIBILITY
Gearbox warranty - Important note: The present manual applies to the standard version of the Masson-Marine gearbox type W 8000 – W 12000 – W 16500 – W 18000 – W 20xxx. Variations are possible, depending on particular customer requirements, operating conditions and technical evolution. Where data in this manual differ from those of the technical and/or commercial specification of any particular gearbox, then the data which apply will be those of the latter specification(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 to comply with the instructions. The manual should always be at hand. Masson-Marine rejects any liability for damages resulting from any disregard of the instructions of the manual. Changes of the parameters or machine elements are subject to Masson-Marine approval. Only trained personnel may operate or otherwise work on the gearbox. 1. Warranty conditions agreed with Masson-Marine apply to these gearboxes. However, Masson-Marine can only honour warranty claims on the following conditions: the gearbox has been installed, monitored, operated and serviced in accordance with the instructions of the relevant operating 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, and input power-to-speed ratio – for the type of gearbox and its application. 2. The gearbox manufacturer, as a supplier of one individual component of the entire drive system of a ship, cannot be held responsible for vibrations or vibrational problems 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 by such vibrations. We therefore recommend that a torsional vibration calculation be performed, that takes into account all directly implied driveline components and a maximum of associated elements. 3. For maximum warranty benefit, we recommend to have a Masson-Marine engineer assist to the start-up of the driveline and/or gearbox. For full warranty, please fill in and return a copy of the attached warranty form to your Masson-Marine dealer or to Masson-Marine factory as shown below. For any further information, please contact your Masson-Marine dealer or Masson-Marine factory, service department, at the following address:

Masson-Marine S.A. S Service Department 5, rue Henri Cavallier F-89100 SAINT-DENIS LES SENS (France) +33+ (0) 386 95 62 00 +33+ (0) 386 95 13 78 http://www.masson-marine.com sav@masson-marine.com commercial@masson-marine.com

Web: e-mail: or:

page 4 / 42

M-GH /v.09/04-2006

.................................. ............... ......................... ... .. ............................... ..................... However...... ........................................................................................... Cooling system: Combined control Mounted controls Oil pressure gauge on driving station Oil pressure gauge on machine: Oil temp.............. ....................................................09/04-2006 page 5 / 42 .......... .......... ............................. kg ........... ............... bars Outside diameter: right-hand rotation* / left-hand rotation* Shaft length between reduction sleeve and propeller: Average diameter of shaft: Engine: Brand: Number of cylinders: with side-plates* individual* Coupling Oil used: Type: Brand: Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise* Type: .. .... ........ Forwarded on: . ........89100 St.......... .........W 8000-12000-16500-18000-20000 Warranty certificate Please fill in and return to your Masson-Marine dealer or Masson-Marine factory MARINE GEARBOXES WARRANTY CERTIFICATE 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.............. date: .............. .............................. ....... ... in line* or V-type* Type: .... rpm Port of registry: Number of blades: ..... immediately after the commissioning of the gearbox.. .......... .................... .................... ....... Masson-Marine S...................................... Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below......... ........................ Sea water* Soft water* Type: Open circuit* Closed circuit* ............. ....... .............................. yes* no* Power: ... Oil pressure at clutches: ... .......... ..............A............. .. gauge on driving station: Pressure switch lamp: Temperature switch lamp: Oil level alarm: Others: Is the final user in possession of the maintenance manual ? Customer signature : name: .................................... mm ............Denis les Sens (FRANCE) Tel........A............... hp address: .............. our after-sales department remains at your disposal for operating within the shortest possible time............ ......................... ............................. ........ .... .....Fax 00 33 386 951378 Type of gearbox: Serial number: Gear ratio: Power take-off Driven machine: Put into service on: name: Purchaser: Shipyard: Fitter: Owner: User: Boat: Propeller: Name: ........................................ title: ......... ....... .. ..... ..................... ..... ........ . Water temperature: yes* yes* yes* yes* yes* yes* yes* yes* no* no* no* no* no* no* no* no* Signature of Masson-Marine S.......... Internal order no..... ..... mm .. representative agent (if present upon commissioning of the gearbox) OPTIONAL RECOMMENDED .................... M-GH /v.......................... .............................. °C.......................................................... BV/Q *) : Please strike off the inadequate options..... ............................... ......................After Sales . 00 33 386 956200 ....... Type: Utilization: Weight: .................................. We thank you in advance. hp at ...............S ............ the data requested on this sheet will then help us to provide a more efficient action............ ......... ... .................................. REQUIRED ...... m .... .. ...... if an incident occurs............. .......

........................................ rpm Port of registry: Number of blades: ................ Water temperature: yes* yes* yes* yes* yes* yes* yes* yes* no* no* no* no* no* no* no* no* Signature of Masson-Marine S. ................................ .................................................. .......................... .. ........ .... hp address: ............ Sea water* Soft water* Type: Open circuit* Closed circuit* ............ °C.. . .89100 St.......... the data requested on this sheet will then help us to provide a more efficient action...................... ....... ....................... ........................ ......................... if an incident occurs............................................... ..... ...................... Oil pressure at clutches: ....... ....... Masson-Marine S.... . ............ mm .......Denis les Sens (FRANCE) Tel....................S .................... .... ...................... ......................................................... gauge on driving station: Pressure switch lamp: Temperature switch lamp: Oil level alarm: Others: Is the final user in possession of the maintenance manual ? Customer signature : name: ..... in line* or V-type* Type: . ..... ................................................ Internal order no........... ...................... ............................ .................. Type: Utilization: Weight: .......................... BV/Q *) : Please strike off the inadequate options...... .............. date: ... ...................... ........ ....... ............. ... ........A..................................... Forwarded on: ............... . However.. ...................... mm ..........After Sales ...... ..... We thank you in advance.............................. ........A.. bars Outside diameter: right-hand rotation* / left-hand rotation* Shaft length between reduction sleeve and propeller: Average diameter of shaft: Engine: Brand: Number of cylinders: with side-plates* individual* Coupling Oil used: Type: Brand: Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise* Type: ........ kg ..... page 6 / 42 M-GH /v.................. yes* no* Power: ........ ................ immediately after the commissioning of the gearbox................09/04-2006 ....... 00 33 386 956200 .............................. ... title: . .......... Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below........................ ............... ... ............................................ representative agent (if present upon commissioning of the gearbox) OPTIONAL RECOMMENDED .......................... ......................... ..W 8000-12000-16500-18000-20000 Warranty certificate Please fill in and return to your Masson-Marine dealer or Masson-Marine factory MARINE GEARBOXES WARRANTY CERTIFICATE 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........... our after-sales department remains at your disposal for operating within the shortest possible time............................. .............. ....... ................... ......... m ...................Fax 00 33 386 951378 Type of gearbox: Serial number: Gear ratio: Power take-off Driven machine: Put into service on: name: Purchaser: Shipyard: Fitter: Owner: User: Boat: Propeller: Name: ....... ........ .... Cooling system: Combined control Mounted controls Oil pressure gauge on driving station Oil pressure gauge on machine: Oil temp. hp at ............. REQUIRED ..................

ALWAYS mention the gearbox type and serial number. on the port side of the gearbox.. Therefore. standby oil pump. There are 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 pitch propeller = only one clutch shaft). and so on. the engine and the propeller line shaft may be either in-line1 or vertically offset. the gearbox itself may evolve in terms of design. whenever you need technical information. Ship and gearbox configurations may vary. and some other information. A power take-off may be connected for permanent or selective drive through the input shaft. where the shafts are slighthly vertically offset. help. For both of them. 1 W xxx vertically offset input shaft Basic layout W xxx C in-line (coaxial) shafts Reverse reduction gearbox Non-reversing reduction gearbox (fixed pitch propeller) (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 M-GH /v. idler shafts and one output shaft. ) Except for W 20500 / W 20500 NR (RSA/ ESA/ ECA 2035).09/04-2006 page 7 / 42 .W 8000-12000-16500-18000-20000 IIBASIC GEARBOX DESCRIPTION: 8000 – 12000 – 16500 – 18000 AND 20XXX The present manual applies to the standard version of a Masson gearbox. or order spare parts. The name plate is located on the casing top. For additional equipment such as power take-off gears. II-2 General layout MASSON-MARINE type W 8000 – W 12000 – W 16500 – W 18000 – W 20xxx gearboxes include one input shaft. special monitoring equipment. ratio. serial number. additional or different instructions may apply. controllable pitch propeller (CPP) applications etc. In case the name-plate has been lost. the gearbox serial number is also stamped into the main casing. along the edge of the casing top. II-1 Gearbox identification All Masson-Marine gearboxes carry a name-plate showing the type of gearbox. different controls. material.

e.09/04-2006 .W 8000-12000-16500-18000-20000 The principles of the present manual apply to Masson-Marine gearboxes of the "GH" range. then its direction of rotation will be left-hand. all components attached to the gearbox use the same definition of left-hand and right-hand rotation (counter-clockwise and clockwise rotation). including those carrying the older Masson names. facing the engine flywheel. seen from the governor end. and is opposed to the notion of engine rotation seen from the governor end of the crankshaft. Comparison: MASSON-MARINE naming system vs.e. Unless otherwise specified. when a standard engine has right-hand crankshaft rotation. The following reference table should help matching old and new type names for better understanding. propeller-) shafts are said to turn left-hand ("counter-clockwise") or righthand ("clockwise"). always looking at the driveline from the propeller end (engine flywheel end). COUNTER-CLOCKWISE ROTATION GEARBOX CLOCKWISE ROTATION Definition: clockwise / counter-clockwise rotation An example PROPELLER page 8 / 42 M-GH /v. This refers to an observer looking at the driveline from the propeller end. seen from the flywheel end. Thus. i. Old Masson naming system Reverse reduction gearboxes Non-reversing reduction gearboxes MASSON-MARINE Old Masson designation MASSON-MARINE Old Masson designation designation designation RSL 800 ESL / ECL 800 W 8000 C W 8000 NRC RCD 800 ECD / EID 800 W 8000 W 8000 NR ESD 800 W 8200 NR RSL 1250 ESL / ECL 1250 W 12000 C W 12000 NRC RCD 1250 ECD / EID 1250 W 12000 W 12000 NR ESD 1250 W 12200 NR RSL 1650 W 16500 C RCD 1650 ECD / EID 1650 W 16500 W 16500 NR W 18000 C W 18000 W 20000 C W 20000 RSL 1850 RCD 1850 RSA 2035 RCD 2035 W 18000 NRC W 18000 NR W 18200 NR W 20500 NR W 20000 NR W 20200 NR ESL / ECL 1850 ECD / EID 1850 ESD 1850 ESA / ECA 2035 ECD / EID 2035 ESD2035 Direction of rotation When talking about gearboxes. input and output (i. ENGINE FLYWHEEL & ELASTIC COUPL. or counter-clockwise.

connected to the engine through the hollow drive shaft. providing one additional inversion of the direction of rotation. either one or the other of the two output drive pinions will be driving the output wheel. will or will not transmit power to the output gearwheel. In the indirect drive (usually the "reverse gear"). M-GH /v. As a result. when it is engaged or disengaged. In a CPP application. In direct drive (usually the "ahead" gear). the input gear is connected to one of two transfer gearwheels that are in constant 1:1 mesh. via a shift valve attached to the hydraulic control block. the lay shaft clutch is locked. in a reverse reduction gearbox. provides clutch operating pressure and lubrication for the gearbox.W 8000-12000-16500-18000-20000 II-3 Power flow The standard drive mode is called direct drive. and its corresponding drive pinion drives the output gearwheel. The sinter metal multiple disc clutches are hydraulically operated. an oil cooler connected to the gearbox hydraulic circuit is supplied with the gearbox. As a rule.09/04-2006 page 9 / 42 . when it is engaged. links to a respective reduction or output drive pinion. of course. The output pinions are in permanent mesh with the output gearwheel ("bull gear") mechanically linked to the line shaft (propeller shaft). which. so that they rotate in opposite Power flow diagrams directions. Still other combinations are possible. The shafts therefore rotate in opposite directions. the clutch of the central shaft is engaged.The transfer gearwheels each include the clutch drum of a hydraulically operated multiple disc clutch which. W xxx NRC) or directly to the direct-drive clutch drum (Wxxx. The engine crankshaft is connected either to a separate input shaft (coaxial with the line shaft: W xxx C. 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 8000 – 12000 – 18000 – 20000 Different gearbox types . W xxx NR). though their basic principles are the same.General layout W XXX NR (idle) The main oil pump. depending on which one of the two clutches is engaged. only one clutch is provided. In a reverse reduction gear.

Hydraulic control 3. optional) 10.Pressure hose pump-to-control block 12.Breather page 10 / 42 M-GH /v.Inspection cover 15.Selector handwheel 18.Oil dipstick 8.Oil pump 13.Drain plug 11.PTO (optional.Oil cooler-to-gearbox lubrication hose 5.W 8000-12000-16500-18000-20000 II-4 Gearbox description 1.Suction hose 12.Oil pump 13. variousq types) 2.Pressure regulator 21.Oil level cylinder (level detector etc.Regulator-to-oil cooler hose 4.Pressure hose: pump-to-control block 14.Oil filter 22.Inspection cover 17.Accumulator 20. coaxial type) 7.Filler plug 16.Oil dipstick 9.Input shaft (e.Clutch pressure gauge 19.09/04-2006 .Output coupling flange 7.Oil cooler 6..g.

The second clutch drum on the lay shaft (port side) is in constant mesh with the first one. called backlash to accommodate thermal expansion and avoid permanent friction on both the leading and trailing flanks of the teeth. do not forget to unscrew the device again. M-GH /v. As clutch discs have a sinter metal lining. As a consequence.09/04-2006 page 11 / 42 . "Come-home procedure". the amount of backlash as such is no criterion for gear quality. The output coupling flange is hydraulically fitted to a 1:30 taper according to the SKF-draw-up method (neither puller nor heat!). refer to § 7. the output coupling flange is hydraulically fitted to that shaft (neither puller nor heat!). Important: Once home.05 to 0. being either directly connected to it (type W gearboxes) or through an input gear train (type W . of course. the output drive shaft will be hollow to accommodate CPP hydraulic control equipment. Output shaft taper is 1:30. Inside each drum lies a stack of sinter metal lined discs (external teeth) engaging the splines on the inner perimeter of the clutch drum and steel plates (internal teeth) riding on the clutch hub splines. The clutch assembly on the central shaft is driven by the engine. and to remove the comehome screws. So. This. Come-home device If the control system fails. lining "sludge" (bronze) will be found in the gearbox oil. its position relative to the shaft should be marked before any disassembly! Clutch assemblies These comprise a toothed clutch drum with external gear teeth providing the "transfer gears". Come-home screws are provided to this end. for example. It is machined along with the output shaft to ensure a perfect run-out. tip and end relief. is normal and is no need for alarm. Maximum axial and radial deviation must not exceed 0.W 8000-12000-16500-18000-20000 Gearbox shafts All shafts are 100 kg/mm² hardened steel shafts. Pinions and gearwheels Their basic design principles include helical gears with root. All gears are casehardened all-steel gearwheels. The input coupling flange taper may be either 1:10 (with key and key way) or 1:30 (hydraulic fitting). A hydraulically actuated piston compresses the stack of clutch discs so as to lock the clutch drum to the output drive pinions and thus establish positive driving engagement. Coupling flanges They are made of 100 kg/mm² plain steel. The clutch hub in turn is splined to the drive pinion. the ahead clutch can be mechanically engaged. Almost all gear transmissions require some clearance..12 mm on the outer periphery (depending on gearbox size – see Masson-Marine for exact data). The shafts may be plain shafts or hollow shafts. a certain amount of backlash is required to ensure trouble-free operation of the transmission. Come-home screws Manual actuation on electric remote control For further details. Backlash may tend to zero in the case of a gear pump. especially with a new gearbox or reconditioned clutch. though it should be kept small enough to reduce noise. C gearboxes). Electric remote control solenoids allow mechanical actuation in case of a breakdown of the electrical system. or may be extremely high in the case of heavy load transmissions subject to shocks and vibration. In marine transmissions. In most CPP applications..

with shaft brakes (internal or external). please contact Masson-Marine. they cannot be purchased separately as individual spare parts! They are clamped together by means of screws and aligned by means of locating pins provided for each pair of casing parts. a bottom casing.e.W 8000-12000-16500-18000-20000 Casing The casing is basically made up of 3 non-dissociable main cast iron parts. trolling devices and so on. page 12 / 42 M-GH /v. the gearboxes may be supplied with built-in trailing pumps. according to customer specification. All Masson-Marine gearboxes can be supplied with various power take-off devices (PTO). Moreover. i. Controllable pitch propeller.09/04-2006 . they require specific parts that are defined by the Masson-Marine engineering department. Power take-off. These parts are machined as a whole to achieve proper bore alignment and parallel axes. Please mention the gearbox serial number whenever you need information or spare parts ! Controllable pitch propellers (CPP) can also be fitted to these gearboxes. For all further information or spare parts request. Therefore. etc. mentioning the gearbox serial number. W 8000 through 20000 gearboxes support constant drive and/or clutch type PTO designs with a wide range of applications. intermediate casing and top casing.

0 355 Handy helper: Temperature conversion table (approximate values): 1. etc.com M-GH /v. At operating temperature.9 litre 1.) Oil level check: check with engine running à idle ! At operating temperature. using Masson-Marine approved oil.2 bar (engine stop) 3 to 6 seconds approx. Pressure drop between filter IN and filter OUT Type of oil Oil capacity (litres)* Oil temperature range Clutch oil pressure Clutch pressure alarm level Lube oil pressure Lube oil pressure alarm level Clutch engagement 45 to 85 °C recommended: 65 °C 20 bar / full speed ≥ 14 bar / idling speed 13 bar 0.5 2.masson-marine.0 (kg/cm²) 7.6 10 US gallon 0.5 to 6. please contact Masson-Marine: web: http://www.0 284 25. CPP.W 8000-12000-16500-18000-20000 II-5 Operating data Reference value 8000 12000 16500 18000 see list attached 75 100 120 120 Remarks 20000 200 Oil capacity may vary with optional equipment (PTO.0 5.1 28 71 142 psi 14.08 0.0 gal.8 50 77 122 Fahrenheit 32 °F 80 176 100 212 Handy helper: Volume conversion table (approximate values): 10 37.0 213 20.264 1. using Masson-Marine approved oil.2 If in doubt about any value or specification.08 0.785 l 2.com e-mail: sav@masson-marine. At operating temperature. Max.10 0.0 bar 0.10 0.0 10. At engine idling speed only! 2 bar approx. At operating temperature. using Masson-Marine approved oil. basic gearbox) *) Standard gearbox only.12 shaft coupling flange (mm) Weight in kgs 1800 3000 3300 3650 6000 (dry. pressure drop across filter (twin filter switch-over !) Max. using Masson-Marine approved oil.0 3. wobble on propeller 0.2 15.5 bar (alarm) 0. (US) 50 13. oil capacity may differ in the case of PTO and CPP applications ! Handy helper: Oil pressure conversion table (approximate values): 0.0 bar 1. using Masson-Marine approved oil. At operating temperature.0 10 25 50 Centigrade 0 °C 33.09/04-2006 page 13 / 42 .

The lubrication pressure is comprised between 0.Oil dipstick 9. Oil under operating pressure flows through a check valve to the accumulator.Suction hose 12. When the shift valve is in the "ahead" or "reverse" position. and along to the shift control valve.Filler plug 17. All excess oil flows through the oil cooler to the lubrication circuit.Oil pump 13.Selector handwheel 18.Pressure gauge 19.Pressure regulator 21. the oil flow will be stopped here.Oil level pipe for optional oil level detector III-1 Hydraulic circuit The oil pump takes in oil from the gearbox sump and sends it through the oil filter to the pressure regulator. The pressure regulator is set to 20 bar (≈ 280 psi) at nominal speed. oil will flow through the external pipes into the clutch and actuate the clutch piston at operating pressure.Connection for optional standby pump 11. Major components of the hydraulic control system: 23. Pp – Oil pump Ps – Standby pump (optional) S – 2-way check-valve L1 – Pressure relief valve IC – Clogging indicator (optional) F – Oil filter Rp – Pressure regulator R – Oil cooler L2 – Lube oil pressure regulator St – Flow control valve A – Accumulator PI2.5 bar at idle and 6 bar at full speed.Clutch pressure pick-up port 24. Standard hydraulic system: When the shift valve is in its "neutral" position.Accumulator 20.) D – Shift control valve G – Lubrication E1 – Clutch E2 – Clutch page 14 / 42 M-GH /v.Pressure gauge (clutch p.09/04-2006 .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.Pressure hose pump-to-control 15.Temperature gauge 25.W 8000-12000-16500-18000-20000 III .Oil filter 7.

with the accumulator serving as a buffer tank during clutch engagement. gauge before cooler TA4 – Temp. alarm switch " " TT6 – Temp. Excess oil from the pressure regulator is sent to the cooler and lubrication circuit. switch III-2 Hydraulic control unit Schematic view of the hydraulic control block: Oil from the oil pump (Pp) enters through the oil filter and is then controlled by the pressure regulator. transducer " " TI 1 – Temp. virtually all the oil flow from the pump goes to lubrication. transducer " " PT 2 – Clutch pressure transducer PA 2 – Clutch pressure alarm PC 2 – Clutch feed press. In steady-state conditions (neutral or clutch fully engaged). Oil flow from pump through filter to oil cooler (lubrication circuit) and clutch feed circuit T O C O O LE R AC C U M U LAT O R 18 D IS T R IB. from where it can be directed to the clutch assembly E1 or E2.W 8000-12000-16500-18000-20000 Hydraulic system options : Basic layout as above.09/04-2006 page 15 / 42 . further options are: SF – Twin oil filter PI 1 – Pressure gauge before filter PA1 – Pressure alarm switch " " TI 2 – Temp. 63 CLUTCH CLUTCH F ILT E R PUMP SUMP M-GH /v. Regulated pressurized oil is held ready at the distributor. gauge after cooler TA 3 – Temp. pressure settles at 14 bar (idle) / 20 bar (full speed). alarm switch " " TT 5 – Temp.

Here.Fitting Accumulators cannot be reconditioned.end cap 4.) 3. The bottom chamber is connected to the hydraulic circuit of the gearbox.09/04-2006 .O-ring seals (oil-water interface) 6. 1.indirect clutch pressure line page 16 / 42 M-GH /v.collar ring 7.W 8000-12000-16500-18000-20000 III-3 Hydraulic accumulator The accumulator contains two chambers separated by an elastic diaphragm.O-ring seal (water-air interface) III-5 Lubrication Excess oil from the control block travels through the oil cooler. cooler".Compensating oil 67. they are bought inflated & filled with the appropriate amount of compensating oil.lubrication manifold 3. is centrifugally thrown out on to the neighbouring parts and gears. specify your gearbox type and serial number! Accumulators are nitrogen filled. From there. the oil makes its way through the clutch and clutch drum. Therefore.water drain plugs 5. An important part of lube oil is guided through a sleeve in the front bearing covers into the central and port side transfer shafts which protrude into the clutch assembly. Oil from the connections" and VIII-3 "Regular maintenance / Oil hydraulic control unit meanders through the cooler body.Membrane 4. and gathers down in the gearbox sump.Filler valve (no refill or repair) 5.cooler body 3.tube nest 2. ready for use. the accumulator is "filled" with a certain amount of oil under operating pressure. even with the engine stopped. Moreover. before entering the lubrication manifold and the lubrication circuit. When ordering a new accumulator.external lubrication pipes 5.lubrication pressure set screw 4. between the pipes of the tube nest. the See also chapters IV-3 "Installation / Gearbox oil cooler is supplied with the gearbox. In a steady-state condition of the system (and engine running at idle or full speed). and from the cooler to the lubrication manifold at the gearbox front end. the hydraulic system of the gearbox may still be under pressure! III-4 Oil cooler Except otherwise requested by the customer.Accumulator shells (welded assy. 1. 1+2. The upper chamber contains nitrogen gas under pressure and a certain volume of compensating oil calculated to adapt the overall capacity of the accumulator to the volume of the clutch. it flows through internal channels to the various bearings. all gear trains are spray-lubricated through corresponding internal lubrication pipes. downstream a check valve.direct clutch pressure line 2.

At the same time. The system has come back to a steady-state condition. approximately. the pressure in the circuit will shift the flow control valve upwards against the bias of its spring. M-GH /v. providing progressive clutch engagement. System pressure now "jumps" up to its nominal value. Oil arriving through flow control jet (# "63") now gradually fills the accumulator. at a much higher flow rate. Since the flow control valve is shut (system pressure being near 5 bar). at a defined flow rate. 11 bar has been reached. vertical section Once a threshold level of approx. the accumulator check valve will be closed and the nitrogen gas pressure of the accumulator will rush the oil contained in the accumulator into the clutch. pressure evolution upon clutch engagement is as follows: The sketches hereafter show the 3 basic steps of that progression. The time span between the initial pressure drop and the return to normal during clutch engagement lies between 3 and 6 seconds. which has a large cross section. the spring-biased flow control valve (# "18") will close. oil can travel through that passage. As a consequence. pressure in the clutch grows accordingly. The clutch starts dragging. oil supplied by the pump now has to travel through a flow control jet (flow restriction). and pressure in the system slowly grows.W 8000-12000-16500-18000-20000 III-6 Clutch engagement When a clutch is engaged. As pressure drops. With the flow control valve now open. this clutch will absorb all of a sudden a certain quantity of oil for displacing the clutch piston. thus completely locking the clutch. Therefore. a general pressure drop occurs.09/04-2006 page 17 / 42 .

sending its oil reserve into the clutch. 63 CLUTCH CLUTCH 2. A selector lever (2) can be swung round from one filter to another (the split pin pointing to the "enabled" filter). FILTER PUMP SUM P III-7 Option: Twin filter The optional twin oil filter allows filter replacement with the engine and gearbox still running. page 18 / 42 M-GH /v. FILTER PUMP SU M P TO C O O LER AC C U M U LATO R 18 D ISTR IB. 11 bar threshold has been reached. Empty clutch has to be filled. The red index means that the respective filter has to be changed. For further detail.09/04-2006 . oil pressure drops and accumulator expands. A clogging indicator (1) (visual indicator or electric transducer) is fitted to the filter carrier top. This re-opens the normal wide cross-section flow passage. 63 CLUTCH CLUTCH 1. refer to section "Regular maintenance" below. oil is being reinjected into the system through throttle jet (#63). FILTER PUMP SU M P TO C O O LER AC C U M U LATO R 18 D ISTR IB. 63 CLUTCH CLUTCH 3. That pressure will shift the flow control valve (#18) back up. and the system pressure jumps back to normal.W 8000-12000-16500-18000-20000 Pressure change during clutch engagement TO C O O LER AC C U M U LATO R 18 D ISTR IB. Clutch piston is applied. so that the "disabled" filter can now be opened and replaced. Distributor has been shifted. The size of the throttle determines the slope of the gradual pressure rise. the biassing spring shuts flow control valve (#18). With oil pressure low. Arrows on the casting show the direction to switch from filter "F1" to "F2" and vice versa.

torsional vibration behaviour of the driveline.. 3. shaft) centerline.GEARBOX INSTALLATION When configuring the power pack. Line shaft to gearbox connection To avoid shaft deflection and. at the same time. gearbox design.2003). make sure the foundation is not affected by the degree of charge. according to the type and position of the 1st line shaft bearing! *) Re.The connection between gearbox and hull has to be rigid (unless an elastic coupling is fitted between gearbox and propeller shaft)! 2. dipstick. a recommended value for the free line shaft length from the gearbox coupling flange to the first shaft bearing is: approx. So.e.10 mm*.. Angular misalignment will produce a gap between the gearbox flange and companion flange faces. Masson-Marine specification MF 24202 10 Ø . Therefore: 1. the propeller shaft coupling should be set true by means of some provisional support device. etc. On load-carrying vessels. line shaft (propeller shaft) and gearbox output shaft have to be perfectly in line.15 mm*. Bring the gearbox output shaft centerline parallel to. as well as to allow replacement of the oil cooler.The connection between gearbox and engine should preferably be elastic. maintain sufficient elasticity. rigid foundation and perfect alignment! If either of these requirements is not met. i. Align the engine relative to the gearbox. The choice of the elastic coupling depends on engine data.The connection between gearbox and propeller shaft is preferably rigid. perfect gearbox to shaft alignment is required. Align the gearbox on the line shaft axis.06 to 0. Transmitting propeller thrust to the hull and being rigidly linked to the propeller shaft.. Reference for angular alignment will be the gearbox output shaft flange face. they are TOTAL values. into perfect alignment with the line shaft (propeller M-GH /v. For all particular installations. the gearbox must be protected by means of an elastic coupling between the output coupling and the line shaft. Maximum allowance for that face gap is 0. oil pump and other repair and maintenance jobs. If some deflection of the hull is not improbable (light-weight construction.09/04-2006 page 19 / 42 . The figures shown here are those measured on the hardware. etc.). the gearbox requires strong attachment. 10 to 20x shaft Ø * To avoid shaft droop during alignment. so as to prevent ultimate shaft or bearing breakage due to fatigue. wooden ships. they already include 0. In that case. care must be taken to ensure sufficient free space for easy access to the filler plug. i. 20 Ø Ø Adjustment of the gearbox is done by means of the jacking screws ("A" below) (3 or 4 screws) fitted through the side brackets of the gearbox casing. IV-1 Alignment Unless an elastic coupling or cardan shaft is provided between the gearbox and the propeller shaft. drain plug and controls. severe damage or breakage may occur. radial deviation and 0.12 mm max. The usual procedure is as follows: Center the line shaft first. to bring all combined deviations as closely as possible to zero.. filter. It is the object of the alignment procedure. wobble of the coupling flange (depending on gearbox – see Masson-Marine for exact data).W 8000-12000-16500-18000-20000 IV .e. depending on the free length & flexibility of the line shaft! Maximum axis (or parallel) misalignment allowed here is 0.05 mm max.. please contact Masson-Marine! A detailed description of the recommended alignment and clamping procedure can be obtained from Masson-Marine ("M-SAV Shaft Alignment Procedure" /08.

. F B B E. we recommend welding (or otherwise securing) a pair of rigid stop pads ("E" above) to the foundation. or • moulding solid RESIN pads extending over the entire length of the gearbox support brackets. the most widespread ones are: • Steel SHIMMING (thickness 10 to 30 mm max.W 8000-12000-16500-18000-20000 < 0.. after adjustment of the gearbox alignment.15 mm bottom gap gearbox IV-2 Gearbox fixation Having determined the position and adjusted the gearbox for perfect alignment (using jack-screws A / see sketch below). secure the gearbox to the foundation.10 mm top gap Parallel misalignment line shaft Angular misalignment gearbox line shaft < 0.jacking screws B .09/04-2006 . abutting the gearbox support brackets at the front end of the gear. F propeller thrust propeller thrust D C Steel shimming D D C Resin mounting D A .steel shims / resin pad C .clearance fit bolts (clamping action) – minimum quality class 8-8 or above E/F .) and/or cast iron pads (HB 170 minimum hardness).thrust stop device gearbox – 1 spot facing – 2 foundation (2-3 % slope) – 3 ground fitted bolt – 4 spherical contact washer – 5 spot welding after adjustment – 6 steel shim (2-3 % slope) – 7 washer – 8 split pin or pal-nut – 9 The gearbox will be clamped with a set of clearance bolts and a pair of ground FITTED BOLTS ("C" above) to be installed through the gearbox support brackets and the foundation rail. A A E. Various methods may be used. page 20 / 42 1 2 3 4 9 8 7 6 5 2. M-GH /v.3 % Recommended clamping arrangement The main thrust transmitted to the hull being the forward thrust.fitted bolts (mind position !) D .

static and dynamic deformation of elastic mounting pads. the fitted bolts should be installed in the secondfrom-front hole of the 4 bracket holes on both sides of the gearbox (i. If no axial thrust stops are used.W 8000-12000-16500-18000-20000 In order to accommodate thermal growth of the assembly. Having aligned the gearbox relative to the line shaft. Positioning of the engine with respect to the gearbox requires particular care. proceed to align the engine relative to the gearbox. according to engine and coupling manufacturers' specifications. near the welded stops). Gearbox to engine connection This connection will always be made through an elastic coupling defined for each specific installation.e. forward thrust stops transmitting axial thrust to the foundation & hull are imperative. such as: inertia. the fitted bolts cannot transmit thrust! Due to the considerable thickness of the support pads. combined misalignment (tolerance. If moulded resin pads (or wood or other soft material) are used. etc. engine stimuli. number of propeller blades.e. Engine-to-gearbox connections Examples of elastic coupling arrangements M-GH /v.09/04-2006 page 21 / 42 . etc. when thrust stops are used.) should never exceed the capacity of the coupling. the fitted bolts will have to be installed in the second-from-aft hole on each side (i. the bolts would be exposed to combined shear and bending stress and therefore would break before long! In that case. The appropriate coupling has to be determined as a function of all critical parameters. near the line shaft coupling).

flow 3 (m /h) 8.785 l.Cooler body 3.09/04-2006 .0 imp. the minimum and maximum water flow values are as follows: Cooler type: 15476 / 15481 / 15486 raw water (open circuit) engine water (closed circuit) Cooler type: 17510 / 17514 / 17515 raw water (open circuit) engine water (closed circuit) 3 min. the gearbox oil cooler should be connected to the water circuit upstream of the engine (i. the tube nest may become clogged.W 8000-12000-16500-18000-20000 IV-3 Gearbox connections Basically. 3 1 m = 220. refer to chapter IV-4 "Gearbox control equipment".O-ring seals For all Masson-Marine gearbox oil coolers. is an optional equipment.gal. if applicable) needs to be linked up and the oil cooler connected to the engine system (or separate cooling circuit). an orifice and by-pass line may be required.0 10.Drain plug 5. in a closed loop cooling system.0 max. Water flow through the gearbox cooler should be opposite the oil flow.0 20.2 US gal. it should NOT exceed 85 °C.flow 3 (m /h) 16. As a consequence. 1. 1 US gal.gal.0 max.flow 3 (m /h) 6. however. (GB) If these values cannot be achieved (too much flow).546 l 3 hence: 1 m = 264. only the remote control system for the gearbox (and PTO. Masson-Marine gearboxes are NOT systematically provided with a thermostatic valve regulating oil temperature.0 6. For remote control equipment.flow 3 (m /h) 13. page 22 / 42 M-GH /v.0 1 m = 1 000 l.0 min. 1 imp.End covers 4. (GB) = 4.0 13.e. If there is not enough water flow. Oil cooler connection: Gearbox oil temperature should be about 65 °C. if necessary. this. after the heat exchanger outlet / "cold" side)! Make sure no foreign matter will enter the cooling system and clog the cooler tube nest(s).Tube nest 2. splitting the water flow to the engine and the gearbox. = 3. provide a water intake strainer! Oil flow through the gearbox oil cooler goes from the pressure regulator to the lube oil manifold & lube pressure relief valve assembly at the front end of the gearbox.

see "cable control") • adjust the gap between the pointer and the proximity switches to 1 ± 0. 3 proximity switches are provided for feedback of the 3 shifting positions (neutral. pneumatic control or solenoid control. so that shifting can only be carried out at idling speed. Its supply fittings = operating pressure is 4. if some part had to be replaced for repair. With cable control.5 bars (35 psi). with the same operation and shifting positions. ahead and reverse. Make sure no excessive force is exerted on the lever and spool.. Connect proximity switches as shown below : Air pressure in the cylinder will engage the: . Remote control may be provided by means of cable control. However. Actuation is provided through a pneumatic cylinder. Gearbox control should be advantageously linked to the engine injection pump control. reverse) to the bridge. Ø 1/4" gas pipe thread Response fails at pressures < 2. make sure to: • adjust the linking rod and swinging arm accurately for good alignment in all 3 shifting positions (as above. A latch will hold the control in each one of its 3 positions. of course. An indicator plate on the control valve body shows the direction of rotation for ahead/reverse engagement from neutral position (there being only one position on xxxNR gearboxes. Pneumatic control The shift valve is the same as in the case of mechanical cable control. PORT side STARBOARD clutch clutch proximity switch relay 24V ..W 8000-12000-16500-18000-20000 IV-4 Gearbox control equipment The gearbox may be shifted from neutral into ahead or reverse directly by means of the selector lever on the hydraulic block. Cable control : Neutral position is the centre position of the control lever/ handwheel. make sure the selector lever (or handwheel) reaches its latched positions in neutral.5 bars (± 2 bars) / 65 psi (± 30 psi). The inclination of the cable support bracket can be set to a number of different angles.270Ω/2W +24V DC control light ground M-GH /v. All elements are pre-set in our factory and need only be connected.09/04-2006 page 23 / 42 .2 mm. ahead. Clutch engagement is obtained by rotating the control through 45° in either direction.

The alarm switch will usually be set to: 0.g. "PTO disengaged"). too. mentioning your gearbox type and serial number! lubrication pressure PI 3 operating pressure PI 2 page 24 / 42 M-GH /v.g. A lube oil pressure gauge and/ or alarm switch may be installed on the lubrication manifold. Oil temperature gauges may be installed in the path to and from the oil cooler. In other words. Refer to Masson-Marine commercial department to explore all possibilities. The standard shift valve for propulsion clutch control is of the constant current type: the valve spool will remain in a given position as long as the corresponding solenoid is being energized.. The spool remains in any given position as long as there is no opposite impulse. their solenoid valve(s) will have to be connected. "neutral / disengaged"). "clutch engaged"). where it will remain until another 24V impulse on a second solenoid will send the valve back into its initial position (e. IV-5 Gearbox monitoring At least the installation of a pressure gauge is strongly recommended. and their respective settings. For further detail. Temperature alarm switches may be installed on common fittings. Certain CPP gearboxes (built before year 2000) may be fitted with toggle type shift valves. All solenoids are fed with 24 V DC. operating pressure is read at PI 2 (cf. according to customer specification. A clutch pressure alarm switch may be connected at the same point. Other monitoring and alarm equipment may be installed. The alarm switch will be set to 13 bar minimum pressure (pressure drop).g.2 bar (engine stop). the solenoid has to receive 24V DC continually all the time the clutch has to be held engaged! Coil springs return the valve spool into "neutral" position as soon as voltage drops to zero.g. one 24V impulse on a first solenoid will place the valve spool in a position (e. Another 24V impulse on a second solenoid will return the valve spool to its initial position (e.W 8000-12000-16500-18000-20000 Electric (solenoid) remote control The shift valve is in neutral when none of the solenoids is being energized. Just as the gearbox solenoids.g. in case of electric supply failure – is possible through a manual actuation device: either a push-button or a screw-in knob. PTO solenoid control If a clutch type PTO (or PTOs) is/are provided. PTO-control valves usually fitted on these gearboxes are of the toggle type: 2 solenoids are used. clutch engaged/disengaged sensor. hydraulic block top. adjacent the accumulator ) using a connector Ø = M 10x100. standby pump trigger switch etc. the PTO solenoid is usually wired to a 24V DC source. A pressure gauge should be connected to the gearbox. Emergency operation – e. Energizing one of the solenoids will engage the corresponding clutch. contact Masson-Marine service department to find out which items have been installed on your particular gearbox. at PI 3. In that case. "PTO engaged"). one 24V impulse on one of them shifts the valve into a first position (e.. contact Masson-Marine service dept. such as clogging alarm.5 bar (alarm level) or 0. section III-1 "Hydraulic circuit".09/04-2006 .

the sinter metal linings of the gearbox clutches "wear in".Check oil level at least every 100 h / once a week. 100 h of operation." if necessary. remove the inspection covers and make sure no corrosion Start-up .09/04-2006 page 25 / 42 . Proceed to start-up.Check operating pressure at least each time the engine is started. . start the engine at idling speed and operate the gearbox for about 2 hours in neutral. permanent monitoring is recommended. Carry out the 1st oil change & oil filter replacement after approx. Clean oil filter. When all systems are filled. . Always check the oil level with the dipstick. Sea-side environment may corrode the mechanical parts. we recommend to have a Masson-Marine engineer assist to the start-up of the driveline and/or gearbox. Clean up if necessary.W 8000-12000-16500-18000-20000 V . you are likely to find a relatively high concentration of bronze "powder" in your oil. if necessary. for information about the required dipstick reading.Fill in the appropriate amount of oil (cf. Routine check . and shift to ahead and reverse for a few minutes. respectively. engine running at idling speed. . Lube oil pressure is set between 0. refer to Masson-Marine service dept. check the gearbox oil level using the DIPSTICK (# 7). Drain all oil. (Operating pressure is set to approx. If a gearbox has been held in stock for more than 3 months. This is no reason for alarm. pressure. .Engage AHEAD and REVERSE gears a few times. section II-3: "Operating data") – Filler plug : # 15. has occurred on the gearwheels and bearings.5 bar min. add the appropriate amount of oil to the standard quantities shown.Always check the gearbox oil level using the dipstick.Make sure the gearbox selector is in NEUTRAL.Check operating pressure and lube oil pressure. ask Masson-Marine for advice. 14 bar/idle and 20 bar/full speed. fill in some thin oil (enough to have the suction pipe intake port immersed at all times). Monitor oil temperature and make sure it settles and remains near 65 °C (unless otherwise specified) and never exceeds 85 °C. If corrosion has occurred inside the gearbox.Start the engine at idling speed. engine at tick-over! If the gearbox is not installed horizontally. Caution: If the gearbox sump serves as the supply tank for a CPP system or other. to bleed the clutch circuit. . Pressure readings should be taken when the oil has reached its operating temperature only. M-GH /v.) . pressure and 6 bar max. These readings may be somewhat higher with cold oil. Check up the gearbox condition.START-UP Before start-up (New gears or after repair) For maximum warranty benefit. top up to dipstick "max. at idling speed. engine at idling speed! Top up to the dipstick MAX-mark as necessary. With the first oil change.

if an electric remote control is used). Refer to section VIII-"Regular Maintenance" to make sure about oil level. Clutch engagement/disengagement may be effected from the bridge. NO LOAD on the PTO-device (winch or other). This is particularly important in a cold environment. However.OPERATION Care should be taken to always maintain the driveline in good condition. increasing engine speed and PTO load once the clutch engagement has been completed. chapter above). inertia. temperature. through the remote control device. make sure the clutch previously locked with the come-home device has now been UNLOCKED and is free to move! Cold start After starting the engine. these should be engaged at IDLING SPEED only. being a legal requirement. before gradually increasing speed and load.Engage clutches at idling speed only! . or directly in the engine room. PTO-clutches (if applicable) As for the gearbox.e. these maneuvers are possible. we recommend waiting until the propulsion unit has reached a fair operating temperature at idling speed (gearbox oil at about 30 to 40 °C). In fact. if a clutch has been engaged. oil filter replacement. gearbox in NEUTRAL. Always make sure the gearbox is in NEUTRAL before starting. etc. 17 Crash-stop maneuvers (= full speed ahead to full speed reverse) These should be avoided to prevent excessive clutch wear.Increase engine speed only after clutch engagement has been completed! Warm start No particular procedure has to be followed when the propulsion unit has warmed up. the nitrogen-filled accumulator may still apply pressure to a clutch.W 8000-12000-16500-18000-20000 VI .At ENGINE IDLE.Gradually increase engine speed. depending on oil viscosity. even though the engine has been stopped! If. page 26 / 42 M-GH /v. the come-home device has been used beforehand. and other things. for some reason or another. first proceed to a regular start-up (cf. Clutch engagement . 18 Normal clutch operation . . With a new gearbox. acting on the manual selector handwheel (# 17) on the hydraulic block (or screw-in knob of the shift solenoid. shift the selector lever (# 17) to AHEAD or REVERSE. very cold oil may damage the gearbox (i.09/04-2006 . Before starting Make sure the gearbox is in NEUTRAL. Clutch engagement may take between 3 and 6 seconds (approximately). crush oil filter).

W .. chart below). Remove bearing cover plugs (1). C gearboxes.. the "AHEAD" drive clutch is identified by a little tag showing a ship steaming ahead. damage might occur upon engine restart. Start the engine and sail home at slow speed.5 mdaN 5.. Disconnect the remote control device etc. Lock shift selector in NEUTRAL position. Tighten come-home screws to torque (cf. Unlock the input and output shafts.. and for W . from selector to avoid erroneous clutch engagement.. Insert come-home screws (2) through the cover holes. no maneuvers are possible! With the hydraulic system disabled.5 mdaN W 16 500 XXX W 18 nnn XXX W 20 nnn XXX 3. the AHEAD clutch can be mechanically engaged.. gearboxes Stop the engine! For SAFETY reasons. Remove the top cover (3) Insert come-home screws (2) W . In case of failure of the hydraulic system. Neutral and Reverse are disabled! As a consequence. C (coaxial) gearboxes Stop the engine! For SAFETY reasons. unscrewing and then removing the come-home screws.. make sure to lock the input and output shafts against rotation before introducing the comehome device. Unlock the input and output shafts. Remove come-home screws (2). The procedure is slightly different for W. As a consequence.5 mdaN 6.COME-HOME PROCEDURE A.5 mdaN 6. Start the engine and sail home at slow speed. chart below). no maneuvers are possible! Once home.. With the clutch thus locked.. Lock shift selector in NEUTRAL position.Hydraulic system failure Whatever the gearbox type and layout may be. make sure to unlock the clutch again. Otherwise. from selector to avoid erroneous clutch engagement. Disconnect the remote control device etc. Tighten come-home screws to torque (cf. Upon arrival. remember: With the clutch thus locked. Neutral and Reverse are disabled! As a consequence.. if the ahead clutch has been left locked! Tightening torque for come-home screws: W 8 nnn XXX W 12 nnn XXX 3.W 8000-12000-16500-18000-20000 VII .5 mdaN M-GH /v.09/04-2006 page 27 / 42 . using the come-home screws. operate at reduced speed and watch gearbox oil temperature! Take care not to overheat the gearbox. lubrication of the gearbox is poor.. make sure to lock the input and output shafts against rotation before introducing the comehome device.

proceed as follows: Cable control and pneumatic control: Disconnect the remote control (see arrows) and operate the selector handwheel (# 17) by hand. a pneumatic system or an electric shift valve.09/04-2006 . If the remote control system fails to respond.Remote control failure Control commands from the bridge are transmitted to the gearbox through a pushpull cable. Electric switch valve: Disconnect the electric control and screw the knob of the corresponding solenoid into full engagement. page 28 / 42 M-GH /v.W 8000-12000-16500-18000-20000 B.

Visual inspection of the gears themselves may be required at longer intervals. engine idling → → We further recommend the following parts to be systematically replaced within the corresponding reconditioning cycle: JOB Replace PTO coupling spider (if any) Replace hydraulic accumulator and oil cooler tube nest Replace remote control solenoid (if applicable) Replace oil pump. plus: Replace output shaft bearings Detailed information to be obtained from Masson-Marine.REGULAR MAINTENANCE Basically. seals. clutch and drive pinion bearings As above. suction hose and pressure hoses Replace alarm switches (if applicable) Replace clutch discs. 11. gearbox maintenance involves regular oil changes and oil filter replacement. STOP the engine. THEN shift to AHEAD and REVERSE two or three times to dump all pressure from the system. INTERVAL every 6000 h every 15000 h every 25000 h REMARKS #1 # 19 # 12 # 3.W 8000-12000-16500-18000-20000 VIII . 13 every 40000 h M-GH /v. 4.09/04-2006 page 29 / 42 . JOB Check oil level Clean oil filter (# 21) Replace oil filter (# 21) Oil change Clean oil cooler (# 5) Visual gear inspection INTERVAL every 100 h every 500 h at least once every year (2500 h) every 2500 h or at least once a year every 500 h every 8000 h every 8000 h first replacement after 100 hours (new or reconditioned gearbox) first oil change after 100 h (new or reconditioned gearbox) raw water cooling closed circuit soft water remove inspection covers (# 14 and 16) from casing REMARKS dipstick (# 7). etc Replace input shaft bearings. Prior to any work on the gearbox and its hydraulic system (accumulator may still contain up to one pint of oil under pressure of 20 bar or more!). Reconditioning intervals should also be respected (see below).

or check our Web site at www. perform an oil change every 2500 h or once a year. oil should be changed prior to any new startup. Turbo additives etc. Refill: Remove filler plug and refill the gearbox. However. See specifications hereafter. Extreme Pressure additives. and therefore needs to be greased. Basic viscosity grade should be SAE 20 or 30 or 40 (SAE 30 being the most commonly used under standard gearbox operating conditions) Furthermore. unless specifically accepted by Masson-Marine. the gearbox oil should: have a viscosity index above 100 include anti-corrosion. Only use Masson-Marine-approved oil! If the ship has been on dry dock or laid-up for more than 3 months. It should be selected among the following oil families: "engine" type oil "hydraulic" type oil "Turbine" oils.masson-marine. cooling system. Remove drain plug to remove old oil. Make sure all system pressure has been dumped. VIII-1 Oil change 1st oil change is due after 100 h of operation. contact Masson-Marine. For any enquiry. The outer lip seal will not be lubricated by gearbox oil held back by the inner seal. though. It cannot be comprehensive. ATF Dexron II oils.com page 30 / 42 M-GH /v. using the dipstick (# 7. A grease cup is provided to this end in the main casing. 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. using the appropriate quantity and type of oil. Renew the grease packing every 2000 to 3000 hours. Start engine at idling speed and check the oil level. no type or brand of oil not included in this list should be used. It should comply with the following specifications (ASTM D 217) : minimum penetration 265 NLGI consistency 1 or 2 dropping point < 200 °C The list hereafter shows a number of oil brands and types known to give satisfactory results in MASSONMARINE gearboxes. Therefore: As a general rule. are prohibited! Grease: Grease must be compatible with nitrile rubber and should resist operation temperatures of up to 90 to 95 °C. yet leaving enough friction for the clutches to transmit torque without slipping (a clutch that slips will be destroyed before long). etc. gearbox oil should be high quality mineral oil complying with the following standards: ISO VG 150 ISO VG 100 ISO VG 68 (DIN 51519) " "    according to gearbox operating conditions. drwg. above) VIII-1.W 8000-12000-16500-18000-20000 Gearbox W 20xxx : The low speed shaft (output shaft) of this gearbox has two lip seals facing each other.1 LUBRICATION SPECIFICATIONS Gearbox oil is supposed to provide lubrication for all moving parts and to cool the assembly.com sav@masson-marine. Re-insert plug. above the output shaft flange.09/04-2006 . Subsequently.

DEULUBE S3 SYDNEY / AUS ARAL AG.com Brand name "Engine oil" "Hydraulic oil" ADDINOL MINERALÖL GMBH. HD FLEET OIL ZWIJNDRECHT / NL DEA MINERALÖL AG. CASTROL RX SUPER SWINDON / GB CASTROL MARINE MPX CASTROL CRD CEPSA. SUPER SERIE 3 MADRID / E ESSO AG. DIESEL SIGMA S ROMA / I AGIP CLADIUM 120 AGIP SCHMIERTECHNIK. HD FLEET ASCHAFFENBURG / D CALTEX PETROLEUM CORP.09/04-2006 page 31 / 42 . MAC HD SUPERIOR MOTORENÖL EB HAMBURG / D DUCKHAMS OIL. BAYWA MOTORENÖL HDC MÜNCHEN / D BEL-RAY WESTERN PTY.W 8000-12000-16500-18000-20000 RECOMMENDED OIL for MASSON GEARBOXES For additional information.. MILANTAR 2B ELFOLNA 68 or 100 PARIS / F ANTAR GRAPHOLIA MS ELF VISCA 68 ELF PERFORMANCE 3D HYDRELF 68 ELF PERFORMANCE SUPER ELLER-MONTAN-COMP.. BEL-RAY 21ST CENTURY MOTOR OIL WELSHPOOL / AUS BLASER SWISSLUBE. ARAL TURBORAL MOTORÖL BOCHUM / D AVIA MINERALÖL-AG. DEA CRONOS SUPER HAMBURG / D DEUTSCHE SHELL AG. TITAN UNIVERSAL HD MANNHEIM / D M-GH /v. AUTOL CPM HD S3 WÜRZBURG / D AMPOL. ELLMOTOL HD C3 DUISBURG / D ENGEN PETROLEUM. CEPSA SUPER SERIE 3 MADRID / E DE OLIEBRON B. ARISTOL HDC ENERGOL HLP 68 HAMBURG / D BARTAN HV 68 BP OIL INTERNATIONAL. ADDINOL TURBO DIESEL KRUMPA / D ADDINOL MARINE MS 4011 AGIP PETROLI SPA.masson-marine..V. ENGEN DIESELUBE 300 CAPE TOWN / ZA ERTOIL SA. MOTOREX MOTOR OIL EXTRA LANGENTHAL / CH CALPAM GMBH. FINA KAPPA SUPER BRÜSSEL / B FUCHS MINERALÖL WERKE. ESSOLUBE XD 3+ UNIVIS N 68 HAMBURG / D EXXMAR CM+ UNIVIS N 100 FINA EUROPE SA. CALTEX DELO 500 LONDON / GB CASTROL LTD. BLASOL 257 / 258 / 259 HASLE-RÜEGSAU / CH BP OIL DEUTSCHLAND. AVIA SPECIAL HDC MÜNCHEN / D BAYWA AG. VANELLUS C3 LONDON / GB BUCHER+CIE AG. see also: www. FLEETOL 3 BROMLEY / GB ELF LUBRIFIANTS.

UETZE / D MOBIL OIL. STUTTGART / D KLÖCKNER ENERGIEHANDEL. HERFORD / D LIQUI MOLY / MEGUIN. FORT WORTH / USA MAGNA INDUSTRIAL.. ALMELO / NL KUWAIT PETROLEUM. FREUDENSTADT / D OMV AG. SHREWSBURY / GB NESTE OIL. ANDOAIN / E KROON OIL BV.ÖL-RAFFIN. WUPPERTAL / D IGOL FRANCE. VIEUX-THANN / F OSWALD KLUTH. HONK KONG MIN. KÖLN / D KRAFFT SA. BARGFELD-STEGEN / D PAKELO MOTOR OIL.09/04-2006 . HOOGVLIET / NL LEPRINCE+ SIVEKE GMBH. MINERALÖLWERK. HAMBURG / D ORLY INTERNATIONAL. CHELTENHAM / GB HOMBERG GMBH+CO KG.W 8000-12000-16500-18000-20000 GINOUVES GEORGES SA. ULM / D LUBRICATION ENGIN. GENOVA / I KÄPPLER K. SCHWECHAT / A OPTIMOL ÖLWERKE. PARIS / F INA RAFINERIJA RIJEKA / CROATIA ITALIANA PETROLI. SAN BONIFACIO / I YORK 730 GULF SUPER DIESEL (GB) HOMBERG-MOTOR-OEL HD-SC 4 IGOL ULTRA DUTY 4D INA SUPER 3 INA SAGARTIA INA SUPER 5 INA GORGONELA S AXIA D DRIVOLIN SUPERIOR HD MOTORÖL S3 DEUTZ OEL SGHD-C HD-S3-C-OEL MONOGRADO SUPER S-3 MULTIFLEET SCD Q8 T 400 MONOGRADE LEPRINXOL SUPER THT MOTOROIL E MONOLEC GFS ENGINE OIL OMEGA 643 PENNASOL MOTOR OIL EXTRA C MOBIL DELVAC 1300 MOBILGARD SHC 120 MORRIS RING FREE XHD NESTE DIESEL CD DIMO HDC-MOTORÖL OMV TRUCK OPTIMOL OPTILUB C ORLY DRACO 3001 HOCHLEISTUNGMOTORENÖL HDC C3 PAKELO PKO HD 4 MOBIL DTE 16 M MOBIL DTE 18 M MOBIL SHC 526 page 32 / 42 M-GH /v. LA FARLEDE / F GULF OIL (GB) LTD. DOLLBERGEN. KÖLN / D KOMPRESSOL-OEL. WEDEL / D MORRIS LUBRICANTS. ESPOO / SF OEST G.

FRECHEN / D RAIFFEISEN HG NORD AG.. BREMEN / D UNIL DEUTCHLAND GMBH. MADRID / E SASOL OIL. DORDRECHT / NL VEEDOL INTERNATIONAL. REIDEN / CH SUN OIL COMPANY.2001 M-GH /v. AARTSELAAR / B TEXACO SERVICES LTD. RANDBURG / ZA SCHMIERSTOFFRAFFINERIE SALZBERGEN / D SHELL ASEOL AG. PARIS / F TURBOTANK BÖSCHE+BÖDEKER. EISLINGEN / D PANOLIN EXTRA DIESEL HD MOTOR OIL Z-7 EMERA AERO-LINE M-C HG MOTORENÖL HD UNIVERSAL HD CS MIZAR SERIE-3 SASOL TOPAZ 30 WINTERSHALL REKORD ASEOL MILOR SHELL RIMULA X MONOGRADE SADOL X-400 DIESEL WAY STRUB MOTOR OIL TURBO HD SUNOCO SUPER C URSA SUPER LA TOTAL TALASSA TOTAL RUBIA S TURBO HD MOTORENÖL CIII UNIL MOTOR HP 4 DS ALLFLEET PLUS / HDS TOPFLITE C3 VEELDOL DIESEL HDC VEELDOL DIESELSTAR WEVAGOL EXTRA C3 YACCO AS3-SERIE YY. M. BREMEN / D VALVOLINE INTERNAT. BRÜSSEL / B TOTAL RAFFINAGE DISTR. BERN / CH SHELL INTERNATIONAL. SWINDON / GB WEYERS+VAGEDES. ST PIERRE-LES-ELBEUF /F ZELLER+GMELIN GMBH&CO. LONDON / GB SONOL ISRAEL LTD. HAIFA / IL STATOIL STAVANGER / N STRUB+CO AG. MADETSWIL / CH PENNZOIL PRODUCTS.. ZAANDAM / NL PLAMA SA.09/04-2006 page 33 / 42 . Y. HANNOVER / D REPSOL DISTRIBUCION SA. X DIVINOL MULTIMAX AZZOLA ZS 68 or 100 TELLUS T 68 or T 100 TELLUS T 46 issue: 06.W 8000-12000-16500-18000-20000 PANOLIN AG. BOCHOLT / D YACCO SA. PLEVEN / BG PRINZ-SCHULTE.

. withdraw end covers (3) and O-ring seals (6. The remaining time. The filter elements. replace if necessary. Once a new filter cartridge has been fitted and the bowl tightened (with new seals).W 8000-12000-16500-18000-20000 VIII-2 Oil filter Oil filter (# 21. or once every month. Check condition of the coil spring (11). Standard oil filter The filter cartridge (10) can be removed by unscrewing its bowl (3) carrying a hexagonal nut portion (4) at its lower end. Check condition of O-ring seals (1) and (2) upon reassembly. 7). replace if necessary. above) replacement is required after the first 100 operating hours. After completion of the clean-up. using new Oring seals. page 34 / 42 M-GH /v. Twin filter option Oil filter replacement is possible without stopping the engine and gearbox. if you do want to clean the filter. make sure this is performed with all necessary care. dismount the oil cooler assembly. are the same as in the single oil filter. fig. Clogging of the filter will result in a loss of the internal lubricating pressure of the gearbox and faulty operation of the hydraulic circuit. However. Proceed as follows: . Clean if necessary. seals. Removal of the tube nest (Masson-Marine standard coolers – see drawing hereafter): Disconnect water and oil pipings.Swing lever (1) around by 180° (from F1 to F2 or vice versa).09/04-2006 . Pull out the tube nest (1) from the cooler body (2). reassemble the cooler. Replace filter at least every 2500 h (each oil change)! Note: Although the filter may be cleaned.Remove filter bowl (3) and replace oil filter as above. we rather recommend its replacement. deposit and foreign matters in the tube nest pipes. . do not forget to re-tighten the bleed screw! VIII-3 Oil cooler Oil cooler inspection/cleaning is required every: raw water: 500 h closed circuit soft water: 8000 h.Open bleeder screw (2) of the disabled filter to bleed residual pressure. the frequency of filter cleaning is every 500 hours. Check for calcification. etc. clean externally with kerosene and pass a fitting brush through the inside of the tubes.

remove the accumulator from the gearbox and insert a rounded-end (!) rod through the fitting hole When ordering a replacement accumulator. though. If uncertain about the condition of the accumulator. Clean the casing prior to opening and eliminate all objects which may lie on it: rags. replace the accumulator. Nitrogen pressure behind the membrane being normally significantly higher than 2 bars. when clutch engagement becomes harsh ("clunky") and the pressure rise during shifting is not gradual. engine stopped and having shifted to ahead/reverse 2 or 3 times (to dump all pressure). A rough check of the accumulator is possible.09/04-2006 page 35 / 42 . ("7") to push against the membrane. For details. The accumulator has to be replaced as a whole. re-place the cover (covers). etc. Make perfectly sure no object will fall into the gearbox. always mention gearbox type & serial number! M-GH /v. it cannot be reconditioned (diaphragm trapped in welded body). pre-filled in our factory. replace the accumulator. see chapter III-3 "Hydraulic accumulator". VIII-5 Accumulator The accumulator is pre-set. It does not require any maintenance. If no resistance is felt.W 8000-12000-16500-18000-20000 VIII-4 Gear teeth Every 8000 hours. screws. there should be a very clear resistance against the push rod action. remove the top casing cover (covers) for inspection of the gear teeth condition. As soon as the inspection is finished. or once a year.

air bubbles in oil: .rebuild clutch 030 Clutch slips: .check suction pipe .No response 020 .check type of oil (additive?) .oil quality: .TROUBLESHOOTING This section tries to show your way to some possible remedy for 10 basic types of "failure" other than noise or vibratory problems. gearbox selector handwheel loose 020 Clutch drags: .High lubrication pressure 100 ./..Slow clutch engagement 050 .water in oil: . change oil.oil level: . check oil cooler seals .drain all oil. selector-to-clutch feed pipe) .oil pressure: or: .water in oil: . check oil cooler seals .cf. 010 No response: .check spool position.Low or no lubrication pressure 090 .check control position .rebuild clutch .check selector spool position .W 8000-12000-16500-18000-20000 IX . change oil.Clutch slips 040 . "Low or no pressure" # 060 .Temperature rise It tries to proceed from the simplest to the most complex job. "low or no pressure" # 060 .pressure too low cf.Clutch drags 030 .check control cable connection to gearbox.. spool/body wear .engine-gearbox coupling: -check input shaft rotation .clutch damaged: .no oil pressure: .drain all oil.Low or no oil pressure 070 .distributor spool: .pengaged] > 1.top up .check pressure in the clutch feed path (either selector outlet.clutch damaged: .top up oil .check output shaft rotation . gearbox selector handwheel loose . The symptoms treated here are: 010 .oil level: .check control cable connection to gearbox.09/04-2006 . page 36 / 42 M-GH /v.control : .pressure leak to clutch: .drain oil to correct level .[pneutral.-coupling: .High or irregular oil pressure 080 .Harsh clutch engagement 060 ..oil level too low: .0 bar feed pipe or piston ring leak: rebuild clutch .. 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.control .gearbox-prop.

progressive pressure rise over 3-6 seconds ? (see chap.check correct size (too big) ? (see chap.feed passage: . III-6 "Clutch engagement") .oil pressure: .regulator . "18") stuck closed ? (see chap. spool/body wear .check engine idling speed .check for correct size (too small) or clogged ? (see chap.feed throttle (it. III-6 "Clutch engagement") .oil level: .feed throttle size too small ? .check: [pneutral.low oil pressure: cf. "63"): .check: .clutch feed leaks: . III-3 "Hydraulic accumulator") one clutch only: .check: . "7" on fig.double-check first .control: .pump drive coupling broken/ pump broken .check control cable connection to gearbox.flow control valve (it.accumulator deflated: . III-6 "Clutch engagement") .oil filter relief valve (30 bar) open or leaky (it.rebuild clutch 050 Clunky or harsh clutch engagement both clutches: ./.oil filter clogged .flow control valve (it.top up oil .oil level: ..shaft splines or discs: rebuild clutch 060 Low or no oil pressure or irregular pressure .top up oil .check quality (additives ?) .oil quality: .check suction pipe ..regulator spring (broken ?) .0 bar ? feed pipe or piston ring leak. rebuild clutch ..check oil pressure at idling .check spool position.clutch damaged: . III-3 "Clutch engagement") .correct pump fitted ? (size. "Low or no pressure" # 060 . "63"): . above) .distributor spool: . "63") . rotation.air bubbles in oil: .input shaft rotation .piston (stuck ?) .clutch damage: .set screw (loose ?) .feed throttle (it.): check gearbox file or contact Masson .engine speed: .feed throttle clogged (it.pressure gauge: .check / replace accumulator (see chap.. gearbox selector handwheel loose .distributor to clutch passage clogged or leaky . etc.W 8000-12000-16500-18000-20000 040 Slow clutch engagement .09/04-2006 page 37 / 42 . M-GH /v. III-6 "Clutch engagement") .pump drive . "18") stuck open/ loose/ spring broken ? (see chap.pengaged] > 1.

check suction pipe .oversize pump fitted ? .low temperature .cooler water passage (clogged ?) .regulator: . . "7" above) .check pressure (insufficient ?) . drain & change if necessary .oversize pump fitted ? (check gearbox file or contact Masson-Marine) 100 Temperature rise .oil cooler .low temperature: .check.check: .regulator .top up oil .set screw (loose ?) Contact Masson-Marine.double-check .cf.set screw (over-tight ?) .piston (stuck ?) Contact Masson-Marine.check: cooler oil passage clogged ? .oil pressure: .rope around propeller ? .) .double-check .check temperature .check: .piston (stuck ?) .check gearbox file or contact Masson-Marine 080 Low or no lube oil pressure . .check temperature .oil cooler (oil path) clogged .pressure gauge: .regulator spring (broken ?) Contact Masson-Marine.oil passage through cooler (clogged ?) .lube p.water supply (pump / grid / etc.check: .oil cooler: .W 8000-12000-16500-18000-20000 070 High oil pressure or irregular pressure .check: .set screw (over-tight ?) Contact Masson-Marine.09/04-2006 . top up & look for possible leak .check oil level.(as above) 090 High lube oil pressure . "low or no pressure" # 060 . .oil filter relief valve (30 bar) open or leaky (it.clutch slip: page 38 / 42 M-GH /v.oil quality: .oil level: .check. drain & change if necessary .oil filter clogged .check: .pressure gauge . .oil quality . .oil level: . regulator: .oil pump: .oil pressure (insufficient ?) .double-check first .piston (stuck ?) Contact Masson-Marine.air bubbles in oil: .pressure gauge: .

in ahead and reverse. II-2 "General layout") Continuous noise Permanent noise.09/04-2006 page 39 / 42 . 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.engine to gearbox elastic coupling . Irregular / transient noise or vibration: Appears under certain conditions only.backlash (cf.gear defect Recurring rattle .in neutral (= all the time) ? check input drive-line: engine and/or gearbox .in ahead or reverse only ? check gearbox drive-line . In fact. chap. Try to localize.gear defect .W 8000-12000-16500-18000-20000 NOISE / VIBRATION PROBLEMS Noise problems are particularly difficult to analyse.engine injection pump regulator . please contact Masson-Marine.gear backlash (cf. under which condition & where the noise occurs: .gearbox bearing trouble .suction pipe air leak . may change in pitch and volume with engine speed and/or load. Possible causes may be: .oil pump noise . Here are a few explanations to "common noise problems".propeller trouble . with clutch engaged only ? check output drive-line: gearbox and/or propeller shaft Continuous rumble . II-2 "General layout") M-GH /v. For any particular problem.bearing failure .drive shaft (input shaft or prop-shaft) bearing trouble Continuous whining . chap. and/or at certain engine speed ranges only.propeller .

Carrier block E.PTO clutch control solenoid 1.Solenoid valve assembly.Hydraulic control parts B.Suction hose 12. ALWAYS mention the gearbox type and serial number! A.Oil pump 13. or order spare parts.Pressure gauge 19. complete 2.09/04-2006 .Shift solenoid (24 V DC / 48 W) 1. help.Oil pump 11.Oil filter C.W 8000-12000-16500-18000-20000 X .Shift solenoid assembly (24 V DC) 2.Accumulator 21.SPARE PARTS Whenever you need technical information.Electric remote control parts D.Oil filter parts 18.Pump pressure hose page 40 / 42 M-GH /v.

). no pullers nor heat on the coupling flanges and gearwheels!) please contact Masson-Marine.Water drain plugs (2 pc. as well as for repair instructions (e.) 4.com M-GH /v.W 8000-12000-16500-18000-20000 F.Oil cooler assembly G.Cooler tube nest 2.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.Oil cooler 3. seals and gaskets.09/04-2006 page 41 / 42 . oil-water interface (4 pc.com sav@masson-marine. water-air interface (2 pc. set of bearings.Oil pressure hose cooler-to-lubrication 5. reconditioning parts (clutch components.g.) 6.masson-marine.Collar ring 7.O-ring seals.O-ring seals.) H. etc.Oil pressure hose block-to-cooler 4. stating your gearbox type and serial number. www.) 5. specific PTO parts or any particular spare part request.Cooler body 3.Cooler end caps (2 pc.Oil cooler components 1.

A.com page 42 / 42 M-GH /v.09/04-2006 .S Sens France www.W 8000-12000-16500-18000-20000 Your Masson-Marine dealer MASSON-MARINE S.masson-marine.