RHS2100-LST Marine Systems

Installation, Operation, and Maintenance
TABLE OF CONTENTS
Introduction
Safety Summary
Section I Description - Propulsion Gear
Section II Installation of LUFKIN Reverse Reduction Marine Gear
Section III Lubrication
Section IV Start Up
Section V Air Control System
Section VI Maintenance of Reduction Gear
Section VII Common Gear Problems/Causes and Cures
Section VIII Gear Disassembly
Section IX Gear Inspection
Section X Gear Assembly
Section XI Lube Oil Pump Maintenance
Section XII Clutch Maintenance
Section XIII Clutch Control Valve Package
Section XIV Emergency Operation
Page 2
INTRODUCTION
QUALITY AND PERFORMANCE ARE PRIMARY CONCERNS AT LUFKIN. We are continuously striving
to improve product Quality and Performance through detection and correction of potential problems
during design and manufacture. The employees of LUFKIN Industries have made every effort to provide
the customer with a high quality, long lasting piece of equipment which will give trouble - free service for
many years provided it is operated within its designed capacity, is properly lubricated, and the
recommended maintenance is followed.
Reflecting its commitment to Quality, LUFKIN has been certified to ISO 9001.
For further assistance from LUFKIN, please call or fax the following numbers
LOCATION PHONE FAX

Customer Service (Parts etc.) (936) 637-5211 (936) 637-5883
Service Department (936) 637-5307 (936) 637-5104
Repair Division (936) 637-5413 (936) 637-5104
Engineering (936) 637-5266 (936) 637-5774
Thank you for purchasing LUFKIN Marine Gears. With proper installation and operation they
should provide years of trouble free performance.
This instruction manual has been provided to assist you in installing, operating and maintaining
your gears. Should you have any questions or find any errors, contact the service manager or
marine gear project engineer at our factory in Lufkin, TX, USA.
Marine Gear Operation Manual

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LUFKIN MARINE GEAR
TECHNICAL DATA
Gear Model No.: ..............................................................RHS2100-LST
Serial No.: ........................................................................120274-120275
Service Horsepower:........................................................1900
Input Speed RPM:............................................................900
Ratios (as applicable) Input to Output
Forward:.............................................3.290:1
Reverse: .............................................3.290:1
Thrust Bearing Endplay: ........................................................ 0.003”- 0.008”
Clutch Apply Pressure (as applicable):.................................. 200 PSI
Brake Apply Pressure (as applicable):................................... N/A PSI
Lube Oil Number: .................................................................. AGMA # 5 (ISO VG 220)
Sump Capacity:......................................................................75 U.S. Gallons
Heat Exchange Data
Heat Rejection Rate: ..........................97,000 BTU/HR
Cooling Water Flow:..........................40 GPM
Cooling Water Temp. (Inlet): ............90F (120 °F max)
Water Pressure Drop:......................... 5 PSI max
Tubes:................................................. Admiralty
Recommended Low Oil Pressure Alarm Set Point (Lube System): .............. 8 PSI decreasing
Recommended Low Oil Pressure Alarm Set Point (Clutch System):............ 150 PSI decreasing
Recommended High Oil Temperature Alarm Set Point: ............................... 170F increasing
Gear Unit Dry Weight:...................................................................................est. 18,000 lbs

SAFETY SUMMARY
The following are general safety precautions that are not related to any specific procedures and therefore
do not appear elsewhere in this publication. These are recommended precautions that personnel must
understand and apply during many phases of operation and maintenance.
DANGER: notices are used to warn about procedures which must be followed for the protection
of personnel. Failure to comply may result in injury or death to personnel.
CAUTION notices are used to warn about procedures which must be followed for the protection of
personnel and equipment. Failure to comply may result in injury or death to personnel and/or
damage to the equipment
WARNING notices are used to warn personnel about procedures which must be followed for
protection of equipment. Failure to comply may result in damage to equipment.
DANGER: Keep away from live circuits.

Operating personnel must at all times observe all safety regulations. Do not replace components
or make adjustments inside the equipment with the high voltage supply energized. Under certain
conditions, dangerous potentials due to the charges retained by the capacitors may exist when
power is off. To avoid casualties, always disconnect the power and discharge the circuit before
touching it.
DANGER: Do not service or adjust alone.

Under no circumstance should any person reach into an enclosure for the purpose of servicing or
adjusting the equipment when not in the company of someone who is capable of rendering aid in
the event of accidental shock.
REDUCE RISK OF ACCIDENTAL SHOCK
Personnel working with or near high voltage should remove watches, rings or any jewelry that
could accidentally make physical contact with circuits.
RESUSCITATION
Personnel working with high or near high voltage should be familiar with modern methods of
resuscitation. Such information may be obtained from the Bureau of Medicine and Surgery.

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DANGER: Never work on machinery that is still in operation or is still moving.

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SECTION I
DESCRIPTION - PROPULSION GEAR
1. GENERAL
The LUFKIN HG Series Reverse-Reduction Marine Gear is a conservatively designed and ruggedly built
transmission capable of transmitting full engine horsepower to the propeller shaft. By engaging either the
forward or astern clutch, the output shaft direction of rotation can provide either ahead or astern vessel
motion.
The gear teeth are designed for optimum reliability taking into account both tooth bending strength and
surface contact stress durability. The gear teeth are designed to American Bureau of Shipping and
AGMA specifications.
The clutches are oil cooled, hydraulically actuated units, which are designed for severe service. They are
located on the aft side of the gearbox for easy access when maintenance is required.
The unit is equipped with a self-contained lubrication system suitable for distributing filtered and cooled oil
to the various bearings and gear meshes. A portion of the lube oil is directed to a high-pressure pump,
which provides clutch actuation pressure. In addition the low speed gear runs in a bath of oil. This action
not only lubricates the gear but also splashes oil throughout the gear box which is collected in oil troughs
and distributed to the bearings.
2. GEAR HOUSINGS
The gear housings are made up of three major parts: the sump, the center section with mounting flanges
and the cover. They are of rugged, heavy duty design and made of close-grained cast iron or fabricated
steel which has been fully stress relieved. Housings are split at each shaft for easy access to rotating
elements and bearings. The housing bores are machined on numerically controlled boring mills to obtain
bore parallelism. Heavy ribbed sections are utilized to maintain proper internal gear alignment.
Inspection covers of generous size are provided for proper inspection and examination of all gear
components, with a breather provided in one cover to maintain atmospheric pressure inside the gear
housing.
3. GEARING
The main reduction has double helical tooth configuration and the reverse gearing has the single helical
tooth configuration. Gear ratings are based on AGMA and applicable marine classification societies'
rating formulas (ABS, Lloyd's, etc.). Conservative service factors based on LUFKIN's long marine gear
experience are applied to the ratings to ensure long gear life. The gearing is made from high tensile
strength, alloy steel forgings which are rough machined prior to surface hardening the gear teeth. After
hardening, the gear teeth are thoroughly stress relieved. The parts are then finish machined which
includes finish grinding the gear teeth to AGMA Quality 11 gearing.
The bull gear and its shaft are statically balanced, while the other elements are dynamically balanced.

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4. BEARINGS
All shaft support bearings are either self-aligning spherical roller bearings or single row taper bearings.
The thrust bearing is a double row tapered roller bearing designed to transmit full propeller thrust in both
forward and astern modes to the ship structure. All bearings are conservatively rated, having an average
design life, based on full load conditions, in excess of 100,000 hours.
5. BEARING CARRIERS
All shaft support bearings are mounted in replaceable cartridges or bearing carriers which are mounted in
the gear housing bores. The carriers eliminate the chance of any wear to the gear housing and eliminate
costly housing reboring.
6. GEAR AND BEARING LUBRICATION
The unit is equipped with a combination hydraulic and lubrication system. Oil from the pump is directed
through a filter and an oil cooler to a high presser oil pump which maintains oil pressure for clutch
actuation. Oil for clutch actuation is directed to the appropriate clutch using a direction control valve. The
remaining oil is directed to the various bearings and gear meshes. In addition, the low speed gear runs in
a bath of oil. This action not only lubricates the gear but also splashes oil throughout the gear box which
is collected in oil troughs and distributed to the bearings.
The system is complete with pressure and temperature instrumentation.
7. TESTS
The complete unit is shop tested at full speed to check gear contact, vibration, noise and proper clutch
actuation. This test is conducted using the proper grade of lubricant to check oil flow to all moving parts,
to ensure proper operating temperature, and to ensure no oil leaks.

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SECTION II
INSTALLATION OF LUFKIN REVERSE REDUCTION MARINE GEAR
1. ALIGNMENT OF GEAR OUTPUT SHAFT TO TAILSHAFT
The finale alignment check must be done when the vessel is waterborne and trimmed to its design
attitude. The alignment may begin with the alignment of the gear output shaft to the tail shaft. The gear
should be resting on its leveling screws evenly with the gear mounting flange approximately 1-1/2 inches
off of the foundation. Move the gear unit to obtain alignment with the tail shaft.
Gearbox to Tailshaft Alignment:

Face to Face runout: .009 TIR
Perimeter runout: .008 TIR
Once alignment is achieved, the tooth contact should be checked (See Section IX).
When the tooth contact is proven to be acceptable, re-verify the gear to tail shaft alignment. Then pour
the chocking compound. Chocks should be poured using Chockfast Orange, which is available from ITW
Philadelphia Resins or a similar chocking compound. The material should be used according to the
manufacturers recommended procedures and any classification society requirements. Once the
foundation bolts are tightened, the propeller shaft alignment should be rechecked. Once coupling
alignment is acceptable, the coupling bolts should be reamed if required. If the coupling bolt holes were
previously reamed, install the coupling bolts.
When requested to do so, Lufkin Industries, Inc. provides the companion half coupling, fitted bolts, and
nuts. It is LUFKIN’s policy to match mark the flanges adjacent to each hole so that the coupling halves
can be assembled as they were machined. When connecting the flanges, make certain the “match
marks” are aligned. The letters or numbers stamped on each hole should correspond to letters or
numbers stamped on each bolt. Make certain the correct bolt is installed in each hole.
Remove leveling screws so that housing mounting flange is sitting on chocks and not leveling screws.
To verify that the gear housing was not distorted when the foundation bolts were tightened, a dial
indicator should be placed adjacent to each of the foundation bolts and that bolt loosened. If the housing
rises more than .005", then the chocking compound should be removed and re-poured. After each
check, the bolt should be re-tightened.
Once the gear is aligned to the tail shaft and is secured to its foundation, the input coupling should be
mounted if that has not already been done.
2. MOUNTING OF INPUT COUPLING
To mount the coupling hub, proceed as follows:
Check for and remove any burrs on the input shaft and the coupling bore and keyway. Fit the key to the
keyway taking care that the key fits the sides of the keyway snugly and that there is .010 to .020
clearance at top of keyway. Do not install key until after coupling is mounted.
Coat the shaft with white lead or Never Seize.

8
Heat the coupling hub uniformly to approximately 300°F. An oil bath is an ideal way to heat the hub;
however, a torch could be used to heat the hub if care is taken to use torches with a Rosebud Tip and
heat the whole coupling hub uniformly. (Maximum temperature 500°F.) Once the hub is heated, check
that it has expanded sufficiently to fit over the shaft and mount it flush with the end of the shaft or in
accordance with Shipyard instructions.
Insert key into keyway just far enough to align the coupling and shaft keyway, then remove key. After
coupling has seized to the shaft, check key for proper fit, then tap key into position.
3. ENGINE/GEAR ALIGNMENT
After mounting the coupling, the engine should be moved to its correct fore and aft position relative to the
gear input shaft. To do this, the coupling mounting distance must be established. Then move the engine
so that this dimension is established. The gear input shaft may have some axial movement, but it should
be minimal. The reduction gear should be in its proper position when no force is being applied to the
input shaft. No special precautions need be taken for centering this shaft.
If the gear is vertically offset, consideration should be given to thermal expansion of the gear case. The
gear will grow vertically approximately .001 inch vertical offset from the mounting flange. If significant, the
engine growth should also be considered.
Check flywheel alignment with a dial indicator using a rigid support mounted to the gear input shaft. Place
the indicator stylus on the engine flywheel pilot. Turning both the gear input shaft and the engine flywheel
measure the parallel misalignment. Then, move the stylus to the face of the flywheel. Turning both the
gear input shaft and the engine flywheel, measure the angular misalignment. After making the initial
measurements and any adjustments, make subsequent measurements by rotating the shaft in the same
direction. Continue to make alignment corrections as necessary.
The dial indicator support must not deflect or move during alignment or the engine will be mis-
aligned to gear.
Engine to Gearbox Alignment:

Face to Face runout: .006 TIR
Perimeter Runout: .005 TIR
Do not make alignment checks with the coupling elements installed. The stiffness of the coupling
could mask a mis-alignment problem.
After alignment is complete, chock the engine and make final check of alignment.

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4. GEAR TOOTH ALIGNMENT
The gear tooth alignment of LUFKIN gear units is carefully checked at the factory and unless the gear
housing is distorted at installation (see check for housing distortion Section II) the alignment should
remain satisfactory.
The tooth contact alignment should be verified after dock or sea trials by viewing the tooth contact pattern
made on hard bluing which was painted on the teeth flanks at the factory. An acceptable contact pattern
would indicate contact across 80% of the gear face width and 70% of the arc from just above the root to
slightly below the tip. If the contact is not acceptable or you have questions on the alignment of these
gears, please contact the LUFKIN service manager.
5. AIR & ELECTRICAL CONNECTIONS
The actuation pressure for the clutches is directed to the appropriate clutch with a pilot operated control
valve within the clutch control manifold. It can be provided for use with either an electrical or pneumatic
control system. Make the appropriate connections from the control system to the gear box.
Make certain that propeller rotates in the desired direction when the clutch is engaged prior to
increasing engine speed.
Make electrical connections to alarm switches.

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SECTION III
LUBRICATION
1. TYPE LUBRICANT
The gear unit is shipped from the factory dry. Before starting the unit, fill the sump to the required
quantity, as indicated on the nameplate and dipstick, with a premium grade of AGMA #5, ISO VG 220,
gear lubricant. At the time of shipment, LUFKIN coats interior gear parts with a rust preventative oil. This
oil should be compatible with the operating oil, and it should not be necessary to flush the unit prior to
putting in lubricating oil. Filling can be accomplished through one of the inspection covers on top of the
gear case. Use clean oil and strain through a 100 mesh wire cloth or filter, if possible.
2. RECOMMENDED PRACTICE FOR PRESERVING GEAR TEETH & BEARINGS DURING

INOPERATIVE PERIODS
The internal parts of new gear reducers shipped from the factory are coated with the residual break-in oil.
This oil adheres to exposed surfaces and should prevent corrosion of interior parts for at least six months.
If additional time is needed, the customer should either add lubricant and spin the reducer every 30 days
to redistribute the oil to the non-submerged parts and gain another 30 days protection, or spray a suitable
preservative on the gears and bearings.
Once the unit is in operation, most recommended operating oils will protect exposed surfaces from
corrosion for inoperative periods up to 30 days. If additional down time is needed at that time, the
customer should spin the reducer every 30 days to redistribute the oil to the non-submerged parts and
gain the additional down time.
If extended down time is expected and it is impractical to spin the reducer, a rust preventive type oil
should be brushed or sprayed on the gear teeth and bearings. Any openings such as breathers or
labyrinth seals should be sealed with masking tape. A quality rust preventive oil should give 12 months
protection against corrosion. This oil should be compatible with the operating oil, and it should be
unnecessary to remove the rust preventive oil when the reducer is started again. (Chart for Oils for
Enclosed Gear Reducers)
3. LUBRICATION SYSTEM DESCRIPTION
Each LUFKIN Marine gear is equipped with its pressurized lube oil system. This system provides an
abundance of cool, filtered oil to lubricate and cool bearings, clutches and gear mesh. It consists of the
following parts:
Suction Strainer - This strainer protects the oil pump from foreign particles that might be in the oil.
Check Valve - This valve is used to maintain the oil pump prime during inoperative periods.
Main Oil Pump - This oil pump is a Tuthill pump. A complete description of its operation and maintenance
can be found in Section XI. Some of the marine gears are supplied with an electric motor driven auxiliary
oil pump.
High Pressure Pump: This is a step up pump for the clutch control system.

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Filter - The oil filter is a single element, canister type with a 25 micron synthetic elements. The filter is
equipped with an internal bypass which allows a portion of the pumped oil to circumvent the filter if the oil
is unusually thick due to cold temperatures.
Heat Exchanger - Each gear is equipped with a tube and shell heat exchanger for cooling the lube oil. It
has either 3/8" admiralty tubes for use with 120° fresh water or 5/8" 90/10 cupro nickel tubes for use with
sea water. Special cooler materials are available if required.
Thermometer - An alcohol filled stem-type thermometer is used to monitor system oil temperature.
Clutch Control Manifold:
Clutch Actuation Fluid Control Valve-The high pressure oil for clutch actuation is controlled with a Sun
pilot operated, pressure sequencing valve which insures flow to the clutches during actuation. This device
should be set to maintain 320-350 psi at full engine speed.
Directional Control Valve- Fluid for clutch actuation is ported to the desired clutch using a D05 directional
control valve with a “float center”. It is actuated by air pressure and is mounted on a high flow base
located on the clutch housing.
Clutch Timed Delay for soft engagement: The clutch control package on the gear drive is set up to have a
stepped engagement for the clutches. The initial settings is when a air signal is given to engage a clutch,
the clutch will see 80 psi for 3 seconds and then full pressure of 350 psi. Both the length of the first stage
and the pressure of the first stage are adjustable. This feature does require a 24 Volt DC power supply to
the gear drive.
Lube Oil Control Valve- Lube oil pressure is controlled with a Ful-Flo direct acting relief valve. Pressure
is maintained at the pressure gauge at 30-35 psi at full engine speed.
Pressure Gauge - A glycerin filled bourdon tube type pressure gauge is used to monitor system oil
pressure. An isolation valve is included so gauge maintenance can be done while the vessel is
underway.
Low Oil Pressure Alarm Switches - These devices are used to provide an alarm signal to the ship's bridge
in case of low oil pressure. There are two alarm switches: one for high pressure oil and the second for
low pressure oil.
Low Oil Pressure Alarm Switches - These devices are used as clutch interlock switches. They are
intended to monitor clutch pressure and prevent engine throttle boost until clutch engagement is
achieved.
High Oil Temperature Switch - This device is used to provide an alarm signal to the ship's bridge in case
of high oil temperature.
Thermostatic Bypass Valve - In cold climates, this device is used to direct oil around the heat exchanger
until it reaches a pre-set temperature. This is extremely important since very cold oil can become so thick
that it will not flow properly through feeder passages. If engine room ambient temperatures are below
50°F, then a thermostatic bypass valve should be used.
In addition, the splash lubrication system insures the reduction gear will operate under emergency
conditions without the benefit of the oil pump. This is accomplished by the low speed gear dipping in oil
and scattering that oil inside the gear. This scattered oil lubricates the reverse gears and is collected in

12
oil troughs as it runs back to the sump. These troughs direct the oil to each bearing. Refer to Section XIII
for instructions on how to operate under emergency conditions.

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4. LUBE OIL SPECIFICATION
This marine gear is designed to use AGMA #5, ISO VG 220, lubricant. This oil should have viscosity from
918 to 1120 SSU at 100°F and a minimum viscosity index of 90. The oil should be a high quality, well-
refined petroleum oil with rust and oxidation inhibitors and an anti-foam additive.
The lube oil must be suitable for use in a gear unit. The oil must have non-corrosive characteristics to
steel, brass, aluminum and cast iron even in the presence of moisture. None of the additives mentioned
above can act as abrasives.
Absolutely do not use a lubricating oil with EP (Extreme Pressure) additives. They will adversely
affect the operation of the clutches.
Absolutely do not use synthetic lubricants without approval from LUFKIN’s engineering. Many
synthetic lubricants are not compatible with seals and/or the paint on the inside of the gear box.

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SECTION IV
START-UP
1. GENERAL COMMENTS
Before initial start-up of the unit, contact the Sales Office of Lufkin Industries, Inc., and arrange for a
serviceman to check the installation and be present at start-up. He will assist you with the start-up and
answer any questions you might have.
2. START-UP PROCEDURE
a. Check the gear dipstick to verify that the gear sump is full of oil.
OPERATION OF THE GEAR WITH LOW OIL LEVEL COULD RESULT IN DAMAGE TO EQUIPMENT
b. Prime oil pump by removing plug in piping and fill with oil
c. Start the engine and run it at idle speed. Check the gear lubricating oil pressures immediately. If the
pressure does not pick up within the first minute or two, shut the unit down and determine the cause.
d. Once high pressure oil flow is established, confirm that the low pressure is satisfactorily. At idle speed
the pressure in the high pressure side should be psi when the oil is cold. The lubricating oil
pressure should be about psi.
e. When oil circulation is achieved, allow the gear oil to heat up. After the oil warms up, at full engine
speed, the high pressure system should maintain at psi. and fall to no less than psi at idle.
7KHlow pressure system should maintain 35 psi at full speed and drop to no less than 10 psi at idle.
f. Check the oil temperature and make adjustments in cooling water supply to maintain the oil
temperature between 120 and 140°F. Check the oil level and add oil as required to replace the volume
used to fill the by heat exchanger, filters, and piping. The oil level can only be measured with the unit
shut down.
g. When the engine is operating at full speed and the oil temperature is between 120° F and 140°F the
lube oil header pressure should be 25 to 35 psi.
h. After temperature has stabilized, re-check the oil pressure gauges to insure the pressure in the low
pressure system is between 25 to 35 psi and the pressure in the high pressure system is 0 psi at full
engine speed. This pressure will fall when engine speed is reduced, but sufficient oil will be supplied to
bearings and gear meshes at pressures as low as 10 psi.
OPERATION OF THE GEAR WITH LOW OIL PRESSURE COULD RESULT IN DAMAGE TO THE
UNIT
i. If the oil pump cavitates during operation, the oil level should be raised and the dip stick re-marked.
On units furnished with high temperature-low pressure alarm switches, the switches have been pre-set at
the factory. (Temperature switches are set to alarm at 170°F. Pressure switches are set to alarm at 10
psi.)

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SECTION V
CLUTCH CONTROL SYSTEM
1. GENERAL
Clutches on this marine gear are /RJDQ&+ clutches which are hydraulically cooled and actuated. The
operation and maintenance of these clutches is detailed in Section XII.
2. SLIP OPERATION
Special controls are available to provide controlled slip. Generally, LUFKIN marine gears’ clutches are
sized to allow continuous operation in the “slip” mode; however, an auxiliary lube oil pump is required.
Each application should be reviewed by LUFKIN’s engineering department prior to operating in the slip
mode.
3. CLUTCH OIL REQUIREMENTS
a. Actuation Pressure- 0 psiDWIXOOVSHHG

b. Estimated Actuation Time (0-0 psi) – 2.5-3 Seconds
c. Maximum Engine RPM During Actuation - 1.25X engine idle speed or 450 RPM (consult engine
manufacturer)
d. Minimum Engine Idle Speed- 360 RPM
e. Suggested Engine Governor Response Point - Not before 0 psi actuation pressure
f. Engine Governor Response Time –Must be slower than gear mounted pump response.
g. Clutch Exhaust Time - approximately 1 second
h. Maximum engine speed for disengagement- 450 RPM
i. Minimum delay on reversal (ahead to astern at idle speed)- 3 seconds
j. Minimum delay on reversal (ahead to astern at full speed)- 6 seconds
4. CONTROL REQUIREMENTS
The direction control valve mounted on the clutch cover controls direction of fluid for clutch actuation. It is
piloted with air pressure (50 psi minimum 100 psi maximum). A power supply of 24Volts DC (Maximum
of 4.5 amps) is also required for the clutch control system.
5. CLUTCH SUPPLY SYSTEM
Actuating oil is directed through a single passage rotoseal and coolant for clutches is directed through a
sealing system which utilize intersecting holes drilled in the shafts to direct oil to its proper location. Each
clutch is equipped with a combination clutch pilot bearing carrier and seal carrier, which attaches to the
clutch cover. PTFE seals are used to contain the oil for cooling. These seals can withstand high
temperatures and pressures.

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SECTION VI
MAINTENANCE OF REDUCTION GEAR
1. GENERAL
This marine gear has been designed and manufactured to provide many years of trouble-free operation
with proper installation and maintenance. This section outlines preventative maintenance measures for
your gear.
LUFKIN INDUSTRIES, INC. maintains a well qualified staff of engineers and service personnel to assist
in maintenance and/or provide information. If at any time questions should arise, please contact our
representatives.
2. PREVENTATIVE MAINTENANCE
a. Daily Maintenance - Daily maintenance should consist of monitoring the lubricating oil pressure and
temperature gauges.
b. Weekly Maintenance - Weekly maintenance consists of checking the oil level and checking the
lubricating oil piping for leaks. The oil level should be checked while the unit is idling and unit in neutral
(neither clutch engaged). Each week the oil filter element must be checked. If it is dirty, replace with new
element. Remove the strainer element from the strainer housing and clean it with a suitable solvent or
ultra-sonic cleaner.
c. Semi-Annual Maintenance - A careful inspection of the heat exchanger should be made. Remove the
bonnets and inspect all tubes carefully for possible erosion, corrosion, or foreign material. Inspect the
zinc pencils to be sure they are neither excessively corroded nor insulated with scale. Scrape to a bright
surface. See Paragraph D for lubricant requirements.
e. Annual Maintenance – Inspect the reduction gears every year for gear tooth contact. Look
particularly for signs of overloading on the tooth surface and tooth breakage. See Section IX.
f. Five Year Maintenance- Disassemble the clutch and clutch oil distribution system. Replace the
clutch pilot bearings and the PTFE seals in the oil distribution system. Replace all clutch plates, Poly-Pak
Seals in the clutch and the clutch shaft oil seal. When re-assembling unit, make certain the seals are not
damaged by sharp corners.
Inspect the clutch oil supply system for leakage prior to restarting the engines. See Paragraph 6 for
details.
g. Ten Year Maintenance- LUFKIN recommends that the bearings and bearing carriers be replaced
after ten years operation. While the average life of the bearings is considerably longer than ten years,
replacing the bearings at ten year intervals reduces the likelihood of a bearing failure which could
damage the gear elements.

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3. OIL FILTER
The oil filter provided uses disposable 25 micron elements that are designed to afford maximum
protection from dirt and foreign matter in the lubrication system. The filter should be replaced when dirty
and with each oil change.
4. CLUTCHES
The clutches on LUFKIN marine gears do not require adjustments: however, inspections every five years
will reduce the likelihood of loss of actuation pressure. Refer to the Ortlinghaus Clutch Operation and
Maintenance booklet found in Section XII.
5. GEAR CONTACT CHECK
Periodically check gear tooth contact to insure that the contact pattern is even across the face and that no
abnormal wear is occurring. Heavy contact or pitting on one end of a helix that diminishes toward the
opposite end of that helix could indicate a bad bearing, a worn bearing carrier, or a mis-aligned gear
case.
Abnormal wear across the entire tooth could indicate contaminated oil or tooth overload. Refer to Section
IX to aid in wear evaluation. Pay close attention to changes in the wear pattern of the gear teeth from
one inspection to the next. A sudden change could be the forewarning of problems.
6. OIL ANALYSIS
We recommend a periodic oil analysis be made and that careful records are kept of their results. The
following guide should be useful in understanding the significance of the different portions of the analysis
results. Although this information will be useful as a general guide, the laboratory which makes the
analysis should be capable of making more specific recommendations based on actual oil properties and
specific test results.
We recommend changing the reduction gear oil in the following cases:
a. The total acid number increases by 2. For example: New oil might have a total acid number of 0.5.
When this number increases to 2.5 or above, the oil should be changed. This acid number increase is
associated with oxidation of the oil which results in oil breakdown.
b. The total solid content is more than 2%. This would indicate excessive dirt and/or wear particles.
c. A rapid change in viscosity is noted. Gear oil is "sheared" as it lubricates the meshing gear teeth.
This "shearing" eventually causes the oil to thin out and lose its film thickness. A rapid increase could
mean oxidation.
d. The water content is more than 0.1%. Water in oil causes the oil to lose its film strength and also will
cause corrosion to gear elements and bearings.
e. The silicon content is above 50 parts per million. This signifies the oil is dirty.
f. The iron content is above 100 parts per million after the unit has operated for about a year. This
would indicate contamination from gear wear particles. After initial start up, the unit will probably have
higher levels of iron content (particle counts may be as high as 200 parts per million). This “break in” oil
should be thoroughly drained from the unit and clean oil added.

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g. A rapid increase is noted in any of the wear elements.
As a guide, if rapid increases of any of the following materials are detected, the probable origins of that
material are listed.
Brass or Bronze - Bearing roller cage, clutch friction discs, & oil cooler.
Alloy Steel - Gear teeth, bearings.
Mild Steel - Oil pump, slinger, clutch plates or baffle rubbing gear case.
Cast Iron - Bearing carrier, oil pump.
Aluminum - Oil seal, seal guards or carriers.
The greatest advantage to oil analysis is that it can detect many failures before they are catastrophic.
The only way to do this is to take frequent samples and have them evaluated immediately, monitor the
results; if a change is noted, respond accordingly.
7. VIBRATION ANALYSIS
Periodic vibration readings are a useful tool to assist the engineer in insuring proper system operation.
Initially, baseline readings are taken, and subsequent readings can be taken on a periodic basis. Lufkin
Industries, Inc. recommends quarterly measurements be taken. These measurements can confirm
proper coupling alignment and bearing condition.
Note: It is important to remember the reduction gear should have the same oil pressure, oil temperature,
input speed and load during data collection.

19
SECTION VII
COMMON GEAR PROBLEMS, THEIR CAUSES AND CURES
1. ABNORMALLY HIGH TEMPERATURE
High oil temperature can be caused by an inadequate water flow through the heat exchanger, or by
cooling water that is too hot. Check the technical data sheet or Installation Plan data for water flow and
temperature.
If the oil level in the gear box is so high that the gear runs too deeply in the oil, then the resulting churning
action will heat up the oil. Check the oil level with the dipstick and remove oil if necessary.
If the gear housing should get coated with a foreign material that will not permit natural heat removal by
convection, high temperature may result. To prevent this, the unit should be cleaned periodically.
Obviously, a high ambient temperature will cause abnormally high temperature. To prevent this, allow for
adequate ventilation around the gear.
If the oil flow to the bearings and gear mesh is below normal (indicated by below normal oil pressure), the
heat created by friction at the mesh and bearings will cause abnormally high temperatures. To correct
this situation, check the lubrication system (see Part 3 below) for the problem. Maintaining proper oil flow
will carry heat to the heat exchanger where excess heat will be removed from the system.
Coupling misalignment can cause high operating temperature by introducing unnecessary friction to the
gearbox. This may be corrected by maintaining proper coupling alignment.
2. UNUSUAL NOISE
One common cause of unusual noise is worn parts. If a part wears enough to cause slack in the system,
the slack may be heard as a rattle or noise of some sort. A mechanic's stethoscope may be used to
pinpoint the worn part which should be replaced.
A coupling that is out of alignment may also cause noisy operation. The misaligned coupling causes
misalignment in the gear train which produces noise or vibrations. The coupling should be immediately
realigned before damaging wear occurs.
3. LOW OIL PRESSURE
One possible cause of low oil pressure is the use of a lubricant which has a viscosity less than that for
which the lube system was designed. There are several orifices in the lube system which are sized for
lubricants with a particular viscosity. A lubricant with less than normal viscosity will pass through the
orifices without building up pressure. This situation can be prevented by using the lubricant designated
on the name plate of the gear unit. Abnormally low viscosity may also result from high lubricant
temperatures. (See Part 1 on abnormally high temperatures.)
A clogged oil filter will also cause low oil pressure. Replacing the filter will allow more oil to flow through
it, thus bringing the oil pressure back to normal.
Another cause of low oil pressure is pump cavitation. Should the oil level in the sump get so low that the
pump suction line sucks both air and oil, then the oil pressure will drop off. This problem may be cured by
maintaining proper oil level in the sump. Pump cavitation can also be caused by an air leak in the
suction line to the pump. To remedy this problem, check and tighten all pipe fittings in the suction line.

20
An incorrect relief valve setting may also cause low oil pressure by venting the pump discharge line back
to the sump before proper pressure is built up. The relief valve may be reset by adjusting the spring
adjusting screw under the cap.
Low pressure in the high pressure system could be caused by a worn pump, a failed pump coupling,
faulty pressure control valve or faulty clutch seals (See Section XII).
4. EXCESSIVE VIBRATIONS
Loose foundation bolts may cause the gear unit to vibrate. This may be prevented by checking the
tightness of the bolts periodically.
Any unbalanced rotating part may also cause excessive vibrations. In this case, the amplitude and
frequency of vibration is directly proportional to the rotational speed of the unbalanced part. In checking
for unbalanced parts, make certain that full length half-keys are used in all exposed keyways, and that the
correct type of coupling is used. (Check with coupling manufacturer.)
A foundation that is not sufficiently rigid may also cause vibration problems. To correct this, reinforce the
foundation.
At certain speeds a rotating shaft will become dynamically unstable, and the resulting vibrations and
deflections that occur may cause damage to the gear unit. The speeds at which the shaft becomes
unstable are called the critical speeds. They are a function of the shaft geometry and the type and
spacing of the supporting bearings.
Torsional vibrations may be caused by operating the gear unit with an engine/propeller shaft system that
is not torsionally compatible; that is, a system in which the inherent torsional vibrations do not dampen
out, but build to damaging proportions.
A mass elastic drawing is made on each LUFKIN marine gear. This drawing is given to the customer, and
he is responsible for analyzing the complete system for torsional problems.

21
SECTION VIII
GEAR DISASSEMBLY
CARE SHOULD BE TAKEN TO INSURE THAT THE MAIN PROPULSION ENGINES

DO NOT TURN THE GEAR UNIT WHILE MAINTENANCE IS UNDERWAY ON THE
GEAR AS PERSONAL INJURY OR LOSS OF LIFE COULD OCCUR.
CARE SHOULD BE TAKEN TO INSURE THAT ALL ELECTRICAL POWER

CONNECTED TO THE GEAR IS DISCONNECTED WHILE MAINTENANCE IS
UNDERWAY ON THE GEAR. FAILURE TO DO THIS COULD RESULT IN
PERSONAL INJURY OR LOSS OF LIFE.
1. REMOVAL OF GEAR COVER
To remove the gear cover, refer to the gear parts list and proceed as follows:
a. Disconnect all electrical lines that bridge the gear housing cover split line.
b. Disconnect all lubrication lines that bridge the cover split line and cover the exposed lubrication
flanges so that trash does not get into the lubrication system.
c. Remove the clutch oil supply components and clutch cover.
d. Refer to the gear parts list and remove the pump adapter assembly and input seal assembly.
e. Remove all cover split line cap screws, nuts, and dowel pins.
f. Attach lifting lines to the lifting eyes provided taking care that the lines do not bear on the
lubrication piping. Carefully lift the cover straight up until it clears the gearing. The cover will
need approximately 2 inches clearance above the gear for the cover to be removed.
g. Place the cover on wood blocks so that the machined split line will not be damaged. Take care
that the internal lubrication lines are not damaged.
h. The internal bearing cap may be removed next by removing the nuts from the studs and locating
dowel pins that secure it to the center section of the gear housing.

22
2. REMOVAL OF PINION/REVERSE GEAR ASSEMBLIES
To remove the pinions, attach soft straps to each shaft extension and lift straight up. The pinion and
gear assemblies should be free to roll up the mesh as it is lifted. Take care not drop the outer
bearing races. After removing each assembly, place it on clean wooden blocks.
3. REMOVAL OF GEAR CASING CENTER SECTION
To remove gear center section proceed as follows:
a. Disconnect all electrical lines that bridge the gear housing center section/gear sump split line.
b. Disconnect all lubrication lines that bridge the housing center section/sump split line and cover
the exposed lubrication flanges so that trash does not get into the lubrication system.
c. Remove the various split seals and back off any bearing carrier that is cap screwed to both
center section and sump.
d. Remove all center section split line cap screws, nuts, and dowel pins. Remove the cap screws
securing the thrust bearing outer race and remove the thrust bearing retainer. Also remove the
stud nuts adjacent to the thrust bearing.
Split line fasteners may have been covered with pipe plugs. Remove any plugs in bores of the
gear housing and remove any fasteners located beneath them.
e Attach lifting lines in such a manner that the center section can not turn over as it is lifted and lift it
straight up until it clears the bull gear.
f. Place the casing on wood blocks so that the machined split line will not be damaged.
4. REMOVAL OF LOW SPEED GEAR
To remove Low Speed gear, proceed as follows:
a. Remove the output coupling bolts and break coupling apart.
b. To remove the bull gear, insert lifting bolts in the tapped holes in the side of the gear. Hook the
lifting devices with chains, cables or hooks of sufficient size to support weight. Place wood blocks
between the chain and the gear rim so that the teeth will not be harmed. Lift the gear out of the
gear case and set on clean wood blocks.

23
SECTION IX
GEAR INSPECTION
1. INTRODUCTION
During the initial operating period of a set of gears, minor tooth imperfections will be smoothed out, and
the working surfaces will polish out under normal operating conditions; however, the life of a gear set may
be seriously shortened by the following problems; poor coupling alignment, dirty lube oil, insufficient
lubrication, poor tooth contact and overloading the teeth.
2. TYPE OF GEAR TEETH WEAR OR FAILURE
Listed below are several common types of gear wear or failure and a short description of each. These
descriptions are extracted from "American Standard Nomenclature of Gear - Tooth Wear and Failure"
(ASA B6.12-1964) with permission of the publisher, The American Gear Manufacturers Association, 1330
Massachusetts Avenue, N. W., Washington, DC 20005. Additional information with pictorial illustrations
may be found in this bulletin.
a. Scoring - The term scoring has been selected as preferable to other terms such as scuffing,
seizing, galling, etc. It is the rapid removal of metal from the tooth surfaces caused by the
tearing-out of small contacting particles that have welded together as a result of metal-to-metal
contact, and the scored surface is characterized by a torn or dragged and furrowed appearance
with markings in the direction of sliding. Sometimes surface roughness of foreign matter passing
through the mesh will cause localized yielding on the mating profile, without tearing as such, with
a similar furrowed appearance as a result of the "plowing" action. It may be localized initially and
spread if the causative condition is not corrected. Sometimes, particularly in the cause of
misalignment, the damage may cease and the surface becomes smoother as the contact area
spreads and more load carrying face is brought into contact. Scoring is usually caused by
rupture of the oil film resulting from load concentration at localized contact areas. Excessive unit
loading or an unsuitable lubricant has the same effect. Sometimes scoring can be arrested by
smoothing up the roughened area by filing or stoning, or by use of a different type or grade of
lubricant.
b. Surface Fatigue - Surface fatigue is the failure of the material as a result of repeated surface or
sub-surface stresses that are beyond the endurance limit of the material. It is characterized by
the removal of metal and the formation of cavities. These cavities may be small and remain quite
small; they may be small initially and then combine or increase in size by continued fatigue; or
they may be of considerable size at the start.
c. Initial Pitting - Initial pitting is the type of surface fatigue which may occur at the beginning of
operation and continue only until the overstressed local high areas of the surface have been
reduced, thus obtaining sufficient area of contact to carry the load without further impairment. It
usually occurs in a narrow band just below or at the pitch line. Such pitting is not serious since it
is corrective and not progressive.
d. Destructive Pitting - Destructive pitting is a form usually starting below the pitch line, progressively
increasing in size and number of pits until smoothness of operation is impaired. The remaining
surface fails in a similar manner, and finally the tooth shape is destroyed. The pits constitute
stress raisers which may lead to failure by fatigue breakage. Large pits formed by the joining of

24
smaller adjacent pits are due to failure of the material between them and constitute a form of
spalling.
e. Fatigue Breakage - Fatigue breakage is the most common type of failure by breakage. It results
from repeated bending stresses that are above the endurance limit of the material. Such
stresses can result from poor design overload, misalignment, or from inadvertent stress raisers
such as notches, surface of sub-surface defects, etc. It originates as a crack on the loaded side
usually in the fillet at the edge of the face, and progresses to complete failure either along the
root or diagonally upward across the tooth. Fatigue fractures are usually characterized by a
series of clam shell contour lines and a focal point in an area that is smooth by comparison. In
the case of a subsurface point of origin, the eye (focal point) at the bottom of the cavity is highly
polished.
3. DEFINITION OF GEAR FAILURE
It should be understood that the above mentioned types of wear do not necessarily constitute failure,
for failure is a matter of degree or rate of progression. It is recommended that before a questionable
gear set is considered inoperative, a periodic examination be made with photographs or carbon
impressions to determine whether or not the observed condition is progressive.
4. TOOTH CONTRACT PATTERNS
Double Helical Contact

25
26
Single Helical Contact

27
SECTION X
GEAR ASSEMBLY
ALL PARTS SHOULD BE CLEAN AND FREE OF BURRS PRIOR TO ASSEMBLY.
1. LOW SPEED GEAR & SHAFT ASSEMBLY
a. Check the bearing carrier and the housing bores to be certain there are no burrs.
b. Position the gear above the housing and rotate the bearing carrier so that the oil inlet hole in the
bearing carrier is at the top.
c. Align the face(s) of the thrust bearing with the housing.
d. Lower the assembly into its position.
2. INSTALLATION OF LOWER PINION/REVERSE GEAR ASSEMBLY
a. Check and remove any burrs on the various housing bores and bearing retainers.
b. Make certain the bearings will slip axially in their bearing carriers.
c. Lift the gear assembly into the housing, first taking care that the bearing carriers are positioned
so that the oil inlet hole to the bearing carriers is at the top and that the anti-rotation pin in the
sleeve carriers are aligned with their seats in the lower housing. The main pinion may need to be
turned slightly to go into mesh with the bull gear. Take care that these two elements are not
damaged as they are meshed together.
d. Make certain the oil inlet hole in the bearing carrier intersects the center oil groove in each
bearing.
e. After installing the pinions, it is necessary to verify proper gear element alignment. Clean a band
of three (3) or four (4) mating teeth on both the pinion and gear. Then apply an even, thin film of
Prussian blue to the cleaned tooth flanks of the pinion. With a rocking motion, roll the pinion into
mesh with the gear transferring the bluing on the pinion on to the gear. There should be traces of
bluing transferred to at least 80% of the face of each helix.
If the bluing is heavy on one end and quickly disappears, then check to make sure that all
bearings are completely seated in their bores. If after checking the bearings, the contact is still
not even, the gear case may be distorted. While the can be corrected by turning the low speed
carrier on the aft end of the unit, care must be taken to insure that the correction is done properly.
Once the internal alignment is corrected, the alignment between the tail shaft and the gear should

28
be rechecked. If it is unsatisfactory, it should be corrected. If contact correction is required,
contact the LUFKIN service department for assistance. If the bearing carrier does require turning
to improve contact, gear realignment may be required. If this is the case, contact the LUFKIN
service department for assistance.
3. RE-ASSEMBLY OF CENTER SECTION
a. Clean the interface between the sump and center section of any sealing material. Check and
remove any burrs on the interfacing.
b. Coat the split line with a small bead of sealer such as Permatex No.2. Circle all bolt holes to
assure sealing of oil.
c. Carefully lower the cover into position on the split line and install the tapered dowel pins.
c. Replace and tighten uniformly the split line cap screws and nuts. Also tighten the internal nuts
adjacent to the thrust bearing.
d. Replace and secure the thrust bearing retainer. Carefully wire lock the drilled head cap screws
around the retainer.
e. To insure proper oiling of the bearings, fill the oil trough over each bearing to make certain that
the trough feed hole, bearing carrier slot and feed hole, and bearing center groove line up. The
oil should be seen running out the bottom of each bearing.
f. Shift pinion fore and aft and make certain bearings are floating in their carriers.
4. INSTALLATION OF UPPER PINION/REVERSE GEAR ASSEMBLY
Install reverse pinion/reverse driven assembly as outlined in Section X, Paragraph 2. After cleaning
and deburring the split line, replace the center bearing cap. Install the dowel pins in the cap prior to
tightening the stud nuts which secure the cap to the center section.
5. INSTALL CLUTCH ADAPTERS AND CLUTCHES
a. Heat clutch adapters to 300° F using an oven, oil bath, or torch. Do not overheat. Install them on
the pinions. Push them up against the side of the bearing.
b. Install clutches as outlined in Section XIII.
6. REPLACEMENT OF GEAR HOUSING COVER
a. Clean and de-burr the split line on both cover and center section. Coat split line as described in
Part 3 "b".
b. Carefully lower the cover over the gearing taking care that the internal lubrication lines do not get
bent and that the gaskets at the various bearing carriers are not crushed.
c. Install the dowel pins and split line cap screws. The bearing carrier flanges should be pulled up
against the housing prior to tightening the stud nuts.
d. Check that the internal lube lines are correctly placed so that all bearings receive lubricant.

29
e. To insure proper oiling of bearings, fill the oil trough over each bearing. To make certain that the
oil passages properly intersect, the oil should be seen running out the bottom of each bearing.
7. INSTALLATION OF CLUTCH COVER AND CLUTCH OIL SUPPLY SYSTEM
a. Install the clutch pilot bearings on the end of the input shaft and the reverse shafts.
b. Install the clutch cover. Make certain that it is oriented so that the dowel pin holes line up with
those in the housing. Insert the dowel pins.
c. Replace the inner low pressure seal in the clutch pilot bearing carrier. Make certain that the
retainer properly retains the flange of the seal.
d. Replace the outer low pressure seal in the clutch pilot bearing carrier.
e. Replace the clutch pilot bearing carriers.
f. Install the outer seal carrier.
8. FINAL ASSEMBLY
a. Replace pumps, piping and hoses.
b. Make electrical connections.
c. Refill unit with oil.
RECOMMENDED TIGHTENING TORQUES (Grade 5 Bolts)

Nominal Size Tightening
Torque (Ft.
Lbs.)
1/2 75
5/8 150
3/4 266
1 644
1-1/4 1287
1-1/2 2239
The above values are for dry (non-lubricated) threads. If threads are lubricated, reduce the torque to ¾ of
the values shown.

30
SECTION XI
LUBE OIL PUMP MAINTENANCE
1. OIL PUMP MAINTENANCE

The gear driven oil pump is a Tuthill model which has an automatic reversing
feature. The pump is designed to maintain constant direction of flow from the
same pump port regardless of the direction of shaft rotation.
The internal gear principle is based on the use of a rotor, idler gear and crescent
partition. Only two moving parts comprise the pumping element. The figure below
illustrates this principle.

31
Power is applied to the rotor and transmitted to the idler gear with which it meshes. The
space between the outside diameter of the idler and the inside diameter of the rotor is
sealed by the crescent. When the pump is started, there is an increase of volume as the
teeth come out of mesh. This creates an area of lower pressure in the inlet side of the
port. Atmospheric pressure within the sump then forces the oil into the pump. The oil
fills a space between the teeth of the idler and rotor, and is carried past the crescent
partition to the pressure side of the pump. When the teeth mesh on the pressure side,
oil is forced from the spaces and out through the discharge port.
When the direction of shaft rotation changes, the idler carrier (including the idler gear
and crescent) automatically rotates 180° through the suction zone which changes the
direction of flow within the pump without changing port position. The idler carrier rotates
in a cover casting fitted with stops so that the crescent can rotate only 180°--always
through the suction zone.
The oil pump requires no adjustment after it leaves the factory. It should not be
disassembled as it is possible to rearrange the suction and discharge ports resulting in
loss of oil circulation. If for any reason the pump cover is removed, the small bulge in
the cover should point to the suction side of the pump when reassembled.
Should it become necessary to replace the oil pump the following procedure should be
followed in assembling the pump, pump adapter, and gear:
a. If the bronze bushing in the pump adapter is worn and must be replaced
then the new bushing should be pressed into place and reamed as follows:
Pump Size Ream To Bushing No.

3RCS .751/752 E7058922
4RCS .751/ .752 E7058922
5RCS 1.001/1.002 E7058923
6RCS 1.001/1.002 E7058923
7RCS 1.251/1.252 E7075808
b. Insert the pump shaft through the pump adapter, reassemble the remaining
pump parts and check the end play of the pump shaft. This may be done by
placing a dial indicator stand on the shaft end and the indicator on the pump
adapter. Moving the shaft first toward then away from the pump adapter will
move the rotor through its end play as indicated by the dial indicator. The
end play should be as follows:
Pump Size End Play Shim Part No.

3 RCS .002/ .003 E7066700
4 RCS .002/ .003 E7066700
5 RCS .003/ .005 E7078816
6 RCS .003/ .005 E7078816
7 RCS .010/ .012 E7078764

32
The end play may be adjusted by adding or removing shims between
the pump end cover and pump body or between the pump body and
pump adapter.
After complete assembly, the pump shaft should turn freely.
Too little end play in the pump pinion could result in failed pump
gear bearings.
To increase the pump gear end play, place 0.032 inch gasket between
the pump adapter and the pump housing.

33
Service Instruction No. 22
Rev. 2 10/03
INSTALLATION AND SERVICE
INSTRUCTIONS
C SERIES PUMPS
Tuthill Pump Group

12500 South Pulaski Road Alsip, Illinois
USA 60803
P: 708.389.2500
F: 708.388.0869
Email: tutpump@tuthill.com
1
General Description
Model AC
Model AC pumps are available in six sizes, ranging in capacity from 2 to 84 gpm with
differential pressures to 100 psi. The maximum discharge pressure capability is 125 psi.
They have an integrally cast mounting foot and are supplied in four different mounting
styles. This pump is suitable for driving at direct motor speeds and will pump equally well
in either direction of rotation (unless supplied with an internal relief valve). It is equipped
with a sleeve bushing, aluminum packing and an adjustable packing gland.
Model C1G
Model C1G is similar to model AC except that it is equipped with spring loaded V type
leather packing. Model C1G pumps have the packing chamber vented to the suction side
of the pumping zone. Therefore, the pump must operate in the direction for which it is
assembled. Model C1G is available in six sizes, ranging in capacity from 2 to 84 gpm with
differential pressures to 100 psi. The maximum discharge pressure capability is 125 psi.
Like the model AC, these pumps are available in four different mounting styles.
Models C1E, C1EN, CIF and C1FA

Model C1E and C1F pumps are sleeve bushing lip seal units designed for direct drive
service. Model C1E has an integral foot mount. Model C1F is a flange mount pump. Model
C1FA pumps are similar to model C1F but are supplied without a seal. Model C1EN
pumps are sleeve and ball bearing units with a lip seal and integral mounting foot
designed for indirect (belt, chain, gear) drive.
The seal chamber on these pumps is vented to the suction side of the pumping zone.
Therefore, the pump must operate in the direction for which it is assembled.
All models are available in five sizes, ranging in capacity from 6 to 84 gpm with differential
pressures to 100 psi. The maximum discharge pressure capability is 100 psi.
Model C1B
Model C1B is a flange mount pump with two sleeve type bushings and a mechanical seal.
It is bi-rotational, unless equipped with an internal relief valve. This pump is available in
five sizes, with capacities from 6 to 84 gpm and differential pressures to 150 psi. The
maximum discharge pressure capability is 300 psi. A mounting foot is optional.
Model CKIB
Model CK1B pumps are equipped with a mechanical seal and incorporate heavy-duty
features, including special double bearing construction with an inboard double ball bearing
and an outboard roller bearing. This pump is available in five sizes, with capacities from 6
to 84 gpm and differential pressures to 250 psi. The maximum discharge pressure
capability is 300 psi. A mounting foot is optional.
The seal chamber is vented to the suction side. Therefore, the pump must operate in the
direction for which it is assembled.
Model CC
Model CC pumps are designed to mount directly to NEMA 56 143 TC or 145 TC C Face
motors, with modifications available for mounting to metric C motors. They are equipped
with a mechanical seal and will pump equally well in either direction of rotation (unless
equipped with an internal relief valve).
These pumps are available in four sizes, with capacities from 6 to 30 gpm and can handle
inlet pressures to 25 psi and differential pressures to 100 psi.
The Pumping Principle
Tuthill C Series cast iron pumps employ the internal

gear pumping principle. There are only two moving
parts. Pumping action is based on a rotor, idler gear
and crescent-shaped partition cast integral with the
cover.
Power applied to the rotor is transmitted to the idler
gear with which it meshes. The space between the
outside diameter of the idler and the inside diameter
of the rotor is sealed by the crescent.
As the pump starts, the teeth come out of mesh,
increasing the volume. This creates a partial
vacuum, drawing the liquid into the pump through
the suction port.
The liquid fills the spaces between the teeth of the
idler and the rotor and is carried past the crescent
partition through the pressure side of the pump.
When the teeth mesh on the pressure side, the
liquid is forced from the spaces and out through the
discharge port.
3
WARNING!
Failure to follow these instructions could result in serious bodily injury or death.
These pumps should not be used for handling plain water, corrosive or abrasive
liquids or liquids not possessing adequate lubricity.
Do not attempt to work on any Tuthill pump installation before completing the
steps below. Disconnect the drive so that it cannot be started while work is
being performed.
Review the Material Safety Data Sheet (MSDS) applicable to the liquid being
pumped to determine its characteristics and the precautions necessary to ensure
safe handling.
Vent all pressure within the pump through the suction or discharge lines.
All Tuthill pumps contain residual 200 SSU lube oil from the factory production test.
Determine if this is compatible with the fluid you are pumping. If the fluid is
incompatible, consult the factory.
Most Tuthill C Series pumps are required to develop 25" mercury vacuum at 0 psi on
factory test. While these pumps will develop as high as 27" of vacuum, it is a sound
engineering practice to avoid extreme vacuum whenever possible. Select a pipe size to
reduce line friction loss to a minimum.
The pump should be located as close to the source of supply as conditions permit and if
possible, below the level of the liquid in the reservoir. When necessary to locate the
pump in a pit, provisions should be made to safeguard against flooding. Care must be
taken to properly support the suction and discharge piping so that no strain is put on the
pump due to either weight or expansion. Piping strain can result in misalignment, hot
bearings, worn couplings, and vibration. It is important that the piping used be clean and
free of chips and scales.
Proper Installation
Unsatisfactory pump installations are usually characterized by poor suction conditions for
the specific liquid being handled. Suction conditions should be minimized to prevent
vaporization of the liquid. If vacuum conditions force the liquid to vaporize, cavitation will
occur, resulting in loss of capacity, premature wear and noisy operation.
4
When handling high viscosity liquids, the speed of the pump must be reduced and the
size of the lines increased to prevent cavitation.
Note: Pipeline friction increases at a rapid rate with an increase in viscosity. For a given
pump and motor, larger pipelines are necessary to maintain the same pump pressure
when changing from a thin fluid to a thick one.
Most Tuthill C Series pumps are supplied with both ports on the same plane. Pumps with
this type of porting arrangement should always be installed with the ports facing upward
to insure proper priming. If it is necessary to install the pump with the ports pointing to
either side, it is recommended that the top port be the suction port. This will prevent
gravity-induced drainage of fluid through the suction port. When pipes are installed, an
inverted "U" bend should be incorporated into the suction line close to the pump for
priming purposes.
Viewing the pump from the shaft end, the inlet port is on the right for clockwise rotation
and on the left for counter-clockwise rotation. On pumps with built in relief valves, the
adjusting screw of the valve must always be located on the suction side of the pump.
Pumps should be filled with oil at installation and should never be allowed to run dry.
Every pump installation should have a good foundation. Its structure should be
sufficiently strong to hold the pump rigid and to absorb any strain or shock that may be
encountered. The installation should be leveled, checked for proper piping alignment,
and then fastened securely.
Method of Drive
Direct drive through a traditional flexible coupling is recommended. (CC pumps are direct
driven by the motor shaft as an integral part of the pump.) However, do not expect the
flexible coupling to compensate for misalignment. Contact the coupling manufacturer to
determine the maximum amount of misalignment to which the coupling can be subjected.
Model AC, C1B and CC pumps can be driven in either direction of rotation, unless
outfitted with an internal relief valve. All other C Series pumps are directional. Rotation
must be specified at the time of order. The seal chamber communicates with the neutral
zone and therefore the seal/packing is subjected to approximately one half of the
discharge pressure.
All pump and motor units must be properly aligned during assembly and periodically
checked since misalignment may occur later due to abuse or other conditions. Pipe
strain can force the pump and motor shafts out of alignment. Therefore, all piping to the
pump must be properly supported. Do not allow the pump to act as a pipe support.
Provide for proper expansion of pipes when handling hot liquids. Allow pump to reach
operating temperature slowly. Rapid temperature change can result in damage to the
cast iron components.
5
Never align a pump and motor supplied with a pin type coupling without first removing
the pins. Never depend upon sight or feel. Use proper gauges when aligning the pump.
Never operate the pump without all guards in place.
Relief Valve Protection
All C Series models are positive displacement pumps. As the pump rotates, liquid is
positively delivered to the discharge side of the pump. If the discharge line is closed off,
pressure will increase until the drive stalls and/or fails, the pump breaks or ruptures, or
the piping bursts. To prevent this from happening, the use of a pressure relief valve is
required. A relief valve that directs the flow back to the supply tank is recommended.
The internal relief valve available on C Series pumps is designed for overpressure
protection only. It is not intended as a flow control device or for any similar use.
Continuous operation of the relief valve will result in excessive heat buildup within the
pump cavity that could cause serious internal damage. Make certain the adjusting screw
of the relief valve is located on the suction side of the pump.
Unless otherwise specified at the time of order, all C Series pumps with an internal relief
valve (except CC models) are supplied with the standard spring, with a range of 30-225
psi (10 - 200 psi in size 2 pumps), set to provide full bypass relief at 90 psi. The standard
spring in CC model pumps has a range of 0 -110 psi, set to provide full bypass relief at
100 psi.
To adjust the relief setting within the range of a given spring's capability:
• Remove the cap nut (model CC pumps only).

• With a small wrench, hold the adjusting screw steady.
• With a second wrench, loosen the locking nut by rotating counterclockwise.
• Throttle the outlet line until the differential pressure at the pump port reaches the
desired level.
• If the pressure fails to reach this level with the throttling valve closed, turn the
adjusting screw inward (clockwise) until the desired pressure is reached.
(Adjusting clockwise raises the pressure setting.)
• If the pressure reaches the desired level before the throttling valve is completely
closed, turn the adjusting screw outward (counterclockwise) until the desired
pressure is reached. (Adjusting counterclockwise lowers the pressure setting.)
• Retighten the nut to lock the setting in place.
• Replace the cap nut (model CC pumps only).
• Recheck the pressure gauge reading.
If an internal relief valve has not been supplied with the pump some other means of
protection must be utilized. These include in-line safety relief valves, pressure shutdown
switches or other similar devices.
6
Strainer Protection
Strainers are used to remove contaminated particles from the fluid system and extend
pump life. Every pump should be protected from these particles by a strainer in the
suction line.
Strainer size and mesh of screen are determined by the rate of flow and viscosity of the
fluid. Consult the strainer manufacturer for recommendations.
Never use a strainer with a built-in automatic by-pass on the suction line set to open
under 30" Hg. vacuum.
Install the strainer according to the designated direction of flow, locating it so that it is
accessible for servicing. Use a duplex type strainer when shutdown during service is not
possible.
Provide a vacuum gauge in the suction line for determining when the strainer requires
cleaning. Make certain strainer baskets are properly reinforced so as not to collapse
under 30" Hg. vacuum.
WARNING!
All Tuthill pumps contain residual 200 SSU lube oil from the factory test. Determine if this is
compatible with the fluid you are pumping. If the fluid is incompatible, consult the factory.
If the pump is to operate at elevated temperatures, it should be brought up to operating
temperature gradually. Rapid or sudden introduction of liquid at an elevated temperature
into the cold liquid chamber of the pump could cause damage to the seal or other internal
parts.
Do not run the pump dry. This could cause severe damage to the seal, bushings and/or
metal parts.
Startup
Prior to starting the pump double check the following:
• Pressure and vacuum gauges should be installed as close as possible to the

pump.
• Rotate pump shaft to ensure it turns freely without binding.
• Recheck alignment and ensure all guards are in place.
• Make sure piping is independently supported and no strain is being transmitted to
the pump.
• Make sure the safety relief valve is installed correctly.
• Check pump rotation.
7
• Open suction and discharge gate valves.
• Check for any leaks once gate valves are open. After completing these checks
the pump can be started.
CAUTION!
The pump should not be run dry. If after approximately 60 seconds there is no discharge of
liquid, stop the pump and investigate the possible cause.
Failure to comply with this could cause severe damage to internal seals, bushings and/or
metal parts.
Pump Performance Data
Size Capacity (gpm) Size Capacity (gpm)

1C 3
2C CC009 9
8
3C 17 CC015 15
4C 36 CC020 20
5C 61 CC030 30
6C 84
Based on pumping a fluid of 200

SSU viscosity at 50 psi and 1750
rpm. Based on pumping a fluid of 100
SSU viscosity at 50 psi and 1750
rpm.
8
WARNING!
Do not attempt to work on any Tuthill pump installation before completing the steps below.
Disconnect the drive so that it cannot be started while work is being performed.
Review the Material Safety Data Sheet (MSDS) applicable to the liquid being pumped to
determine its characteristics and the precautions necessary to ensure safe handling.
All Tuthill pumps contain residual 200 SSU lube oil from the factory production test. Determine
if this is compatible with the fluid you are pumping. If the fluid is incompatible, consult the
factory.
Service - Specific Models
Model AC
Lubrication
Model AC pumps are provided with a grease cup or grease gun fitting at the outer
bearing which also lubricates the packing. A good grade of medium cup grease, such as
Fiske Bros. Lubriplate #907, should be used. Apply until visible at the outer end of the
packing gland. If the pump is overheating, it may be due to lack of lubricant. Add
lubricant as needed or at least every 60 days or 500 hours of operation.
Repacking
• Grip the pump firmly across the ports and opposite side of the housing in a vise
with the shaft end up.
• Remove the lock wire and packing gland screws.
• Inspect the shaft at the flat and keyway area. Any burrs will interfere with
removal of the packing gland. Use a small, fine file if necessary.
• Slide the packing gland off the shaft.
• Remove the old packing from the bracket.
• Inspect the shaft. If the shaft is too badly worn or scored at the packing area,
the rotor must be replaced.
9
•
Position the new packing over the shaft and slide into the bracket.
•
Install the packing gland and the screws. Take care when tightening up the
packing gland screws so as not to cause undue pressure in the stuffing box.
Pull up firmly on the packing gland screws, back off to finger tight and lock the
screws in place with the lock wire.
Aluminum packing is the standard in models 1AC through 6AC.Following is a table of packing
sizes:
Size ID OD Length
1 1/2" 55/64" 5/8"

2 5/8" 59/64" 3/4"
3&4 3/4" 1 1/8" 3/4"
5&6 1" 1 1/2" 1 1/2"
Changing Rotation
Model AC pumps in sizes 1 through 6 are bi-directional and will work equally well in
either direction of rotation with no modification.
If outfitted with an internal relief valve (model ACV), these pumps become rotational.
Rotation cannot be changed in the field unless the cover/valve assembly is replaced.
To change the location of the suction port on pumps supplied with Tuthill's unique
automatic reversing feature (model RAC):
• Remove the cover screws.

• Rotate the cover 180° so that the boss on the cover points to the new suction (inlet)
port.
• Align the mounting holes and reinstall the cover screws.
Model C1G
Lubrication
Model C1G pumps are provided with a grease cup or grease gun fitting at the outer
bearing which also lubricates the packing. A good grade of medium cup grease, such
as Fiske Bros. Lubriplate #907, should be used. Apply until visible at the outer end of
the packing gland. If the pump is overheating, it may be due to lack of lubricant. Add
lubricant as needed or at least every 60 days or 500 hours of operation.
10
Repacking
• Grip the pump firmly across the ports and opposite side of the housing in a
vise with the shaft end up.
• Inspect the shaft at the flat and keyway area. Any burrs will interfere with
removal of the packing gland. Use a small, fine file if necessary.
• Remove the two packing gland screws at the shaft end and slide the packing
gland assembly off the shaft.
• Remove the old packing, packing retainer and spring.
• Inspect the shaft. If badly scored, the rotor must be replaced.
• Clean the packing chamber thoroughly. Carefully remove any sharp ridges
from the shaft end. This will eliminate possible damage to the lips of the
packing and ease installation.
• Replace the spring and packing retainer. Be certain that the spring is properly
located on the packing retainer and that the beveled surface of the packing
retainer is facing the shaft end of the pump.
• Install the V type packing rings. Rings should be installed separately and not in
sets. Three rings are required per pump. Exercise care when sliding the rings
into place so that the lips of the packing rings are stacked in line and
positioned on the beveled surface of the packing retainer ring.
• Replace the packing gland assembly and fasten it securely to the bracket
assembly with the packing gland screws. The tension of the spring is such that
normal wear on the packing is taken up automatically.
11
Changing Rotation
Looking at the pump from the shaft end with the ports up, locate the short vent plug
(painted red). This is the suction (inlet) side of the pump. If on the right, rotation is
clockwise; if on the left, counterclockwise. On the opposite side is a long vent plug.
Remove both plugs and
interchange locations.
Location of short vent plug
for clockwise rotation.
Location of short vent

plug for counterclockwise
rotation.
If outfitted with an internal relief valve (model C1GV), the rotation cannot be changed in
the field unless the cover/valve assembly is also replaced.
automatic reversing feature (model RC1G), the following must be done in addition to the
steps above:

• Rotate the cover 180° so that the boss on the cover points to the new suction
(inlet) port.
Models C1E, C1EN, CIF and C1FA
Seal Replacement - Models C1E, C1EN and C1F

• For model C1EN only: Note the location of the red vent plug. This is the suction
(inlet) side of the pump. Loosen the setscrew on the collar of the outboard ball
bearing. While holding the pump shaft steady, turn the collar away from the red
vent plug to loosen it. Remove the collar from the shaft.
• Remove the three screws and slide the seal housing cap assembly off the shaft.
• Pry the seal from the housing cap and clean out the seal cavity with a cloth.
Press the new seal into the housing cap with the lip spring side facing the
mounting face.
• Inspect the shaft. If badly scored at the seal area, the rotor must be replaced.
Carefully remove any sharp edges from the shaft and polish with crocus cloth or
very fine sandpaper. This will eliminate possible damage to the seal lip and ease
installation.
• Install new gasket into bracket if necessary.
12
• Apply a dab of petroleum jelly to the seal lip and install it over the shaft. (If the
seal is EPR, apply a silicon-based lubricant). The seal lip must retain its position
on the shaft. Work the housing cap assembly up and down the shaft to make
certain the seal lip slides freely.
• Align the holes in the housing cap with the holes in the bracket and reinstall the
three screws.
Changing Rotation - Models C1E and C1EN

(painted red). This is the suction (inlet) side of the pump. If on the right side, rotation is
clockwise; if on the left, counterclockwise. Behind this short vent plug is a small flow plug.
• Remove both the long and short vent plugs as well as the small flow plug (with a hex
wrench).
• Interchange the locations of the short vent plug and flow plug with the long vent plug.
Gaskets
LONG VENT PLUG
Model C1 E, C1 EN
If outfitted with an internal relief valve (models C1EV and C1ENV), the rotation cannot be
changed in the field unless the cover/valve assembly is also replaced.
automatic reversing feature (models RC1E and RC1EN), the following must be done in
addition to the steps above:

(inlet) port.
13
Changing Rotation - Models C1F and C1FA
Looking at the pump from the shaft end with the ports up, note the location of the V notch
in the bracket. If at the top (12 o'clock), rotation is clockwise; if at the bottom (6 o'clock),
counterclockwise.
• Remove the cover screws so that the bracket moves freely.

• Rotate the bracket 180°.
V Notch
Model C1F, C1FA
If outfitted with an internal relief valve (models C1FV and C1FAV), the rotation cannot be
changed in the field unless the cover/valve assembly is also replaced
To change the location of the suction port on pumps supplied with Tuthill’s unique
reversing feature (models RC1F and RC1FA), the following must be done in addition to
the above steps:
• When rotating the bracket, also rotate the cover 180°.
Model C1B
Seal Replacement
• Remove any burrs or nicks on the shaft. Use a small, fine file if needed.
• Remove the bearing cap screws.
• Slide the bearing cap off the shaft.
• Remove the stationary seat of the seal from the bearing cap.
• Slide the seal cartridge off the shaft.
• Polish the pump shaft with crocus cloth or very fine sandpaper and clean the seal
chamber thoroughly with a clean cloth. This will prevent damage to the new seal
and ease installation.
• Place the new seal cartridge on the shaft and slide into place.
14
• Install the new stationary seat into the bearing cap.
• Place the bearing cap on the shaft and slide into place.
• Align the mounting holes and reinstall the bearing cap screws
Changing Rotation
Model C1B pumps manufactured after 1996 are bi-directional and will work equally well in
either direction of rotation with no modification. Older C1B pumps are directional, carrying
model designations of C1B-C or C1B CC.
To change the rotation of these pumps:

• Look at the pump from the shaft end with the ports up and note the location of the
V notch in the bracket. If at the top (12 o'clock), rotation is clockwise; if at the
bottom (6 o'clock), counterclockwise.
• • Remove the cover screws so that the bracket moves freely.
• • Rotate the bracket 180°.
• • Align the mounting holes and reinstall the cover screws.
V Notch
Model C1B
If outfitted with an internal relief valve (model C1BV), these pumps become rotational.
Rotation cannot be changed in the field unless the cover/valve assembly is replaced.
automatic reversing feature (model RC1B):

(inlet) port.
15
Model CK1B
Seal Replacement
• Remove the cover, idler assembly and cover gaskets.

• Place the pump, cover side down, on blocks set wide enough apart so that the
rotor will clear when pressed out.
• Remove the screws from the bearing housing and pull it off. The inner bearing
sleeve will remain pressed onto the rotor shaft.
• Press out the rotor from the shaft end. The inner bearing sleeve will pop off.
• Remove the seal from the rotor shaft.
• Remove the housing plug.
• Remove the stationary seat from the bearing housing.
• Inspect the rotor for scratches, burrs or gouges. Removal of the inner bearing
sleeve will frequently score the rotor shaft, necessitating replacement of the rotor.
• Inspect all internal parts for wear or damage. Replace any parts as needed.
• To reassemble the pump, first slide the washer and ball bearing over the rotor
shaft.
• Replace the shims in the housing, using the same thickness as before.
• This step is extremely important. Insert the rotor with the washer and ball
bearing into the housing. The shims should allow enough clearance so that the
rotor will turn freely. The face of the housing should be even with the ends of the
rotor teeth when gently pressed. If there is not enough clearance the rotor will not
turn freely, causing severe scoring. There cannot be any metal-to-metal contact
between the rotor and the housing.
• Replace the cover gaskets, idler assembly and cover.
• Lay the pump on the cover end. Replace the washer over the ball bearing on the
rotor shaft.
• Apply a dab of petroleum jelly over the rotor shaft. (If the seal is EPR, apply a
silicon-based lubricant).
• Slide the replacement mechanical seal over the shaft and down until it seats
against the retaining ring.
• With the smooth face up, press the stationary seat into the bearing housing.
• Install the new lip seal into the housing plug.
• Slide the housing plug assembly over the shaft and press it into place.
• Replace the inner sleeve from the roller bearing. Press over the rotor shaft until it
is flush with the seal on the housing plug.
• Replace the bearing housing (still containing the roller bearing) on the rotor shaft.
• Test the pump by turning by hand. Use a small wrench on the shaft over the flat.
The pump will turn with some drag from seal tension, but there should be no
binding or high spots.
16
Changing Rotation
(painted red). This is the suction (inlet) side of the pump. If on the right, rotation is
clockwise; if on the left, counterclockwise. On the opposite side is a long vent plug.
Remove both plugs and interchange locations.
Location of short vent plug for

clockwise rotation Location of short vent plug for
Rotation counter clockwise rotation
Top View
Model CK1B
If outfitted with an internal relief valve (model CK1BV), the rotation cannot be changed in
the field unless the cover/valve assembly is also replaced.
automatic reversing feature (model RCK1B), the following must be done in addition to the
steps above:

(inlet) port.
Model CC
Disassembly and Seal Replacement

• Remove the internal relief valve and gasket assembly (if so equipped) by
loosening the four screws holding it to the pump housing.
• Disconnect the pump from the motor by removing the four screws holding them
together. Using three of these screws as jackscrews in the threaded holes
provided on the pump flange, pull the pump from the motor. Save the key from
the motor shaft.
• Mark the position of the cover in relation to the housing.
• Remove the cover screws, cover and idler.
17
• Remove the rotor by pressing on the hollow drive shaft with an arbor of
approximately 1.375" (35 mm). With model CC009 pumps, the mechanical seal
will remain in the housing. With model CC015, CC020 and CC030 pumps, the
rotating element of the seal will come out with the rotor.
• For model CC009, remove the retaining ring in the bore of the motor mounting
and the mechanical seal.
• For models CC015, CC020 and CC030, remove the seal spring and rotating
member from the rotor and the seal seat from the housing.
Inspection
• Check the pump housing, rotor, idler gear, idler pin and cover for wear and
chipped or broken teeth. There must not be any deep scratches or grooves on the
following:
ID surface of the housing
OD of the rotor
End face of the rotor
OD of the idler
Either face of the idler
Inside surfaces of the cover, including the crescent.
• Replace worn parts as needed.
Assembly of Pump
• Place the idler onto the cover assembly.

• Position the gaskets on the cover.
Note: Gaskets are supplied with each pump so that proper internal end clearances are
maintained. The typical end clearance for CC model pumps is .003" to .005".
When pumping thinner viscosity fluids or a drop-off in capacity has occurred because of
excessive endplay of the rotor, removal of one or more of the cover gaskets may
moderately improve performance.
• Install the mechanical seal. For model CC009, insert the spring, rotating member
and seal seat into the seal bore cavity. Reinstall the retaining ring. For models
CC015, CC020 and CC030, place the spring and rotating member on the rotor
and insert the seal seat into the housing bore. A light lubricant will aid this
procedure.
• Install the rotor. It should go in without much force.
• Replace the cover/idler/gasket assembly. Align the matching marks for proper
location.
• Install the cover screws. Tighten gradually, alternating from a screw on one side
to a screw on the opposite side.
• Install the relief valve and gasket assembly, making sure the adjusting screw
points to the suction side of the pump.
• Check the end clearance.
• Reconnect the pump to the motor, making sure the key has been installed on the
motor shaft and the four screws are securely fastened.
18
Changing Rotation
Model CC pumps are bi-directional and will work equally well in either direction of rotation
with no modification.
If outfitted with an internal relief valve (model CCV), these pumps become rotational. To
change rotation:
• Remove the four screws holding the relief valve and gasket assembly to the
housing.
• Rotate the relief valve and gasket assembly 180° so that the adjusting screw
points to the new suction side of the pump.
• Replace the four screws.
WARNING!
Do not attempt to work on any Tuthill pump installation before completing the steps below.
Disconnect the drive so that it cannot be started while work is being performed.
Review the Material Data Safety Sheet (MSDS) applicable to the liquid being pumped to determine its
characteristics and the precautions necessary to ensure safe handling.
All Tuthill pumps contain residual 200 SSU lube oil from the factory production test. Determine if this is
compatible with the fluid you are pumping. If the fluid is incompatible, consult the factory.
Service - All Models Except CC
Disassembly of Pump
The seal or packing must be removed before the pump can be disassembled.
• Mark the cover, housing and bracket for proper re-assembly.

• Remove the cover screws, cover, housing, idler and rotor from the bracket.
19
Inspection
• Check the pump housing, rotor, idler gear, idler pin and cover for wear and
chipped or broken teeth. There must not be any deep scratches or grooves on the
following:
ID surface of the housing
OD of the rotor
End face of the rotor
OD of the idler
Either face of the idler
Inside surfaces of the cover, including the crescent.
• Replace worn parts as needed.
• The rotor should be positioned in the housing or bracket and checked for
clearance in the bearing. The shaft must turn freely without any detectable side
play. Any side play will require replacement of the housing, bracket, rotor or all
three parts.
Assembly of Pump
• Clean all parts thoroughly using great care to eliminate all dirt.
• Install the rotor in the pump bracket.
• Position the selected gaskets over the mounting registers of the bracket and
cover.
Note: Gaskets are supplied with each pump so that proper internal clearances are
maintained. In sizes 2 through 6, composite gaskets are supplied for standard pumping
applications and consist of a steel shim enclosed in a Buna N rubber. Size 1 pumps
utilize paper gaskets. The typical end clearances for these pumps are as follows:
Pump size . Clearance
1 003 to .006"
2 .004 to.009"
3&4 .004 to.009"
5&6 .007 to .010"
When pumping thinner viscosity fluids, fluids that are not compatible with Buna N, or a
drop-off in capacity has occurred because of excessive end play of the rotor, paper or
plastic shim type gaskets should be used. These are available from Tuthill as spare
parts. The minimum end clearances for proper pump operation are as follows:
Pump size Clearance Spare part number
1 .0005 to.001" 1C34.006

2 .001 to .002" 2M34.003/.004/.005
3&4 .002 to .003" 3M34.003/.004/.005
5&6 .003 to .005" 5C34.003/.004/.005
20
• Install the housing over the rotor head positioned on the bracket register.
• Place the idler gear on the pin in the cover assembly and position in the housing
register.
• Align the matching marks for proper location.
• Install the cover screws. Tighten gradually, alternating from a screw on one side to a
screw on the opposite side.
• Install the packing or seal, following the instructions for the specific model in question.
• Check the end clearance.
Troubleshooting
No fluid is delivered.
• Power is not on.

• Net positive suction head available (NPSHA) is lower than required for the inlet
conditions and the vapor pressure of the liquid pumped. Calculate NPSHA and
redesign piping if necessary.
• Leaks in suction line or port passages. These can be detected by submerging the
pressure line from the discharge side of the pump into a pail of liquid where the air
will be seen in the form of bubbles.
• Direction of shaft rotation is incorrect.
• Pump shaft is not rotating. The coupling is defective or the tongue and groove are
not engaged.
• The relief valve setting is too low. Liquid is discharging through the by-pass port.
Capacity is too low.
• There are leaks in the suction line.

• Suction losses are too high. The suction lift is too great or the suction line too
small or too long. This can be detected by installing a vacuum gauge directly at
the pump suction. The maximum vacuum at the pump suction should never
exceed 15" of mercury. Vaporization caused by higher vacuums will generally
result in capacity drop-off. Suction conditions must be redesigned.
• Pump speed is too slow.
• The strainer is too small or obstructed.
• The suction port or pipe is not immersed deeply enough in the liquid.
• Piping is improperly installed, permitting an air pocket to form in the pump.
• Increased clearances or wear in the pump will sometimes cause the pump to
deliver an insufficient supply of fluid. This can generally be corrected by
reducing the thickness of the cover gaskets. A folded gasket or a slight amount
of dirt can exaggerate the problem and cause leakage.
Pump works spasmodically.

• Leaky suction line.
• Varying suction conditions.
• Air or vapor in the fluid.
21
Excessive power draw.
• Pressure too high.

• Liquid is more viscous than originally expected.
• Suction or discharge lines obstructed.
• Insufficient horsepower.
• Drive shaft and pump misaligned.
• Pump binding due to insufficient end clearance.
• Pump shaft is bent.
• Misalignment within the pump due to bad piping or poor installation, causing strain
or distortion.
Pump is noisy.
• Pump is cavitating due to inadequate suction conditions.

• Misalignment of coupling.
• Coupling is set too close to pump.
• Vibration of pump due to worn or bent shaft.
• Air leaks on suction side of pump or air entrainment in the fluid.
Pump leaks.
• Cover bolts need tightening or cover gasket is defective.

• Worn or defective seal.
Material Returns
If it becomes necessary to return a pump to the factory, a Return Goods Authorization

(RGA) must be obtained from either your local Authorized Distributor or our Chicago plant.
No RGA can be issued until a completed Material Safety Data Sheet (MSDS) has been
forwarded to our Chicago plant and return of the pump approved.
• Tuthill pumps are precision built and must be handled with care.
• Pumps must be drained of all fluid and the ports plugged to prevent foreign
material from getting into the pump.
• Pumps must be packaged securely to prevent damage while in transit.
22
SECTION XII
CLUTCH MAINTENANCE INSTRUCTIONS
The Logan clutch used on your unit has been designed to transmit full engine horsepower at rated
speed when pressurized to 200 PSI. At lower speeds and torque levels the clutch will operate
satisfactorily at lower pressures. See attached section from Logan.

34
Installation,
Operation and
Maintenance
of the CH
Multiple-Disc
Clutch and Brake
Assemblies
Manufactured to original oem, Eaton Airflex print specifications.

Parts are interchangeable.
*Eaton and Airflex are trademarks of Eaton Corporation.

Table of Contents
Logan Clutch Corporation® • (440) 808-4258 • 1-800-5-CLUTCH • Fax (440) 808-0003 • www.loganclutch.com • sales@loganclutch.com
Copyright Logan Clutch Corporation, 2007. All Rights Reserved. 2
*
Logan
A fixed orifice pressure regulating valve should be specified in the system to prevent over-pressurization
of any Logan Clutch PTO. The Logan warranty does not cover clutch failure due to over-pressurization.
The highest pressure values in the torque tables are maximum ratings for Logan Clutches.
All rotating components present a potentially hazardous condition and should be guarded in accordance
with OSHA requirements and other applicable laws, regulations and industrial standards.
Logan Clutch Corporation reserves the right to modify product specifications

and designs without notice and without incurring obligations.
Torque values are based upon wet disc packs having full contact between surfaces.
28855 RANNEY PARKWAY • CLEVELAND, OH 44145

(440) 808-4258 • 1-800-5-CLUTCH or 1-800-525-8824 • Fax (440) 808-0003
www.loganclutch.com • sales@loganclutch.com
Copyright Logan Clutch Corporation, 2007. All Rights Reserved.

SECTION XIII
Orttech Clutch Control Valve Package
The Orttech clutch control valve package is design to give a “soft” start. This is done by having a two
staged timed engagement. The amount of pressure for the soft engagement and the length of the soft
engagement is adjustable.

34
Engineering Department
Electrical Connections / Wiring Notes

Orttech Valve Packages
64A 533178
64A 533179
64A 533180
The electrical connections on these valve packages are for the selector valve (DIN
43650 Form “A”), logic timer on the starting valve, pressure switches (DIN 43650 Form
“C”), and on the 64A 533180, the cold oil bypass valve (DIN 43650 Form “A”).
The connectors with attached cables are supplied installed on the valve package, and
the color code / conductor number / function are shown below for each component and
its associated connector:
Terminal/Wire No. Wire Color Function

1. Selector Valve
1 Black DC +
2 White DC –
G Green Ground
2. Starting Valve / Logic Timer

-- White DC –
-- Brown DC +
-- Green Ground
Please Note: Do not reverse polarity on the logic timer
3. Pressure Switch
1 Black Common
2 White NC
3 Red NO
G Green Ground
Attached are information sheets on the pressure switches that detail the connections
and setting procedures.
Installation and Maintenance Instructions
for ASHCROFT® A-Series Miniature
Pressure Switches
FIELD ADJUSTABLE (APA) MODELS ONLY

Standard Ranges – 30IMV, 15, 30, 60, 100, 200, 400, 600, 1000 psi
#18 AWG-12˝ WIRE

LEADS
INCREASE DECREASE
SETPOINT SETPOINT
GLASS-FILLED
POLYCARBONATE
UPPER HOUSING 1.2
1.2
2.0 Ø1.2 Ø1.2 2.3
2.8
2.9 BRASS LOWER
HOUSING WITH
1-1/8 HEX
WELDED STAINLESS
STEEL BODY
1/4 NPT MALE

WITH 9/16 HEX 1/4 NPT MALE
APA-NS / APA-RS APA-NB / APA-RB
INTRODUCTION ELECTRICAL CONNECTION

The APA pressure switch features an all-welded stainless steel The APA pressure switch is available with many various electri-
body (APA-NS/RS) or a machined brass pressure connection cal connections; wire leads (L), screw terminals (S), spade ter-
combined with a durable glass-filled polycarbonate upper hous- minals (T) and a Form C DIN connector (H). Contact factory for
ing (APA-NS/RB). Located inside the upper housing lies one other special connection requirements.
(D/M) or two (DD/MM) SPDT general purpose or gold contact When furnished with wire leads, the wires are color coded.
snap acting switches. The deadband is fixed and the setpoint is (White-Common, Blue-Normally Open, Red-Normally Closed.)
field adjustable. The setpoint can be adjusted by rotating the Refer to figure below for identification of terminals for screw,
outer ring clockwise to increase setpoint, counterclockwise to spade and DIN connections.
decrease setpoint. The APA pressure switch is supplied with When furnished with a DIN connector the terminal block of
various pressure connections and electrical terminations. the connector can be removed by first removing the screw from
the center of the connector, then pushing out the terminal block
INSTALLATION through the hole in the top of the connector to force it out the
Torque should always be applied to the hex portion of the body bottom. Attach wires to the terminal block then insert terminal
when installing, never to any other part of the body for it may block back into housing.
alter the setpoint. It is recommended that Teflon tape or other Make all connections according to the figures below and
sealant be used on the threads prior to installing to prevent circuit requirements.
leaks in the system. Note: Since vacuum models are already above the setpoint at
atmosphere, the Common and Normally Open (NO) cir-
cuit will be closed as received.
Instrument Division, Dresser Equipment Group, Inc., 210 Old Gate Lane, Milford, CT 06460, 203-878-5641, 203-877-8519 Fax, www.ashcroft.com
© Instrument Division, Dresser Equipment Group, Inc. All sales subject to standard terms and conditions of sale. I&M009-10046-10/00 (250-2966) GBE
a Halliburton company
Installation and Maintenance Instructions
for ASHCROFT® A-Series Miniature
Pressure Switches
COMMON
MARKED
W/WHITE DOT
1
NORMALLY
1
6/250
CLOSED COMMON
NORMALLY R
NORMALLY
OPENED
3
CLOSED NORMALLY OPENED GDS N S
2
2
.43 1 – COMMON
.25
2 – NORMALLY CLOSED
3 – NORMALLY OPEN
FORM “C”
SCREW TERMINALS SPADE TERMINALS DIN CONNECTOR
NORMALLY CLOSED
LOAD 1 COMMON
NORMALLY OPEN LINE VOLTAGE
LOAD 2
WIRING DIAGRAM
OTHER OPTIONS
2.0
3.2
2.4
3.5 3.7
3.2
SS 30IMV/15# X3A CONDUIT CONNECTION

© Instrument Division, Dresser Equipment Group, Inc. All sales subject to standard terms and conditions of sale. I&M009-10046-10/00 (250-2966) Printed in U.S.A GBE
CXXXVIa
Photos and Mounting Dimensions

Engine Room Interface Box
64B 543234
Contents Page
General Comments 1
Photos 01 & 02 2
Photos 03 & 04 3
Photos 05 & 06 4
Mounting Dimensions - 64A 513263 5
If you have any questions on

* Installation
* Replacement Parts
* Operation
Please call Orttech or visit our Website www.ORTTECH.com
May, 2007
32425 AURORA ROAD ~ SOLON, OH 44139-2821

PHONE: 440-498-7458 ~ FAX: 440-498-8268
North American Distributor for Ortlinghaus Products Website: www.ORTTECH.com
Blank Sheet
Orttech Engine Room Interface Box 64B 543234

General Comments
This document consists of 6 photos of the Orttech Engine Room Interface Box 64B
543234 that are marked to identify the main components and the Mounting
Dimensions Drawing. The purpose of this document is to familiarize the installer and
user with the Engine Room Interface Box and the components it is made of.
If you have any questions on the description, operation, or installation of the Engine
Room Interface Box please refer to the Installation and Operating Instructions,
Document CXXXVI. If you have other questions, please call Orttech.
This device is for use with the Orttech Valve Package 64A 533178 that is used with
two clutches, as in a forward / reverse gearbox. This device is made for use with 24 V
DC current.
ERIB gc
1
Engine Room Interface Box 64B 543234
Cover
Photo 01
Bottom - showing
cable entry fittings
Free
Holes (4)
Fitting for Pressure

Fitting for Valve Switch Cables
Coil Cables
Photo 02
2
Inside View
of Box
Fuses
Terminal
Block 1
Terminal
Block 5
Terminal
Block 4
Terminal Terminal
Block 3 Block 2
Photo 03
Input Terminals,
Terminal Block 1
Fuses
Input
Terminals
TB - 1
Photo 04
3
Output,
Remote
and Ground
Terminals
Ground
Remote Indicator
Terminals
Connections
TB - 5
TB - 4
Input from Pressure Outputs to Valve

Switches TB - 3 Solenoids TB - 2
Photo 5
3/4 View of Engine Lamps for Solenoid

Room Interface Box Valve Energized
Lamps for Indication

of Correct Pressure
Photo 6
4
5
CXXXVI
Installation and Operating Instructions

Engine Room Interface Box
64B 543234
Contents Page
Description and Operation, 1
Installation Instructions, 2
Schematic - 64B 543234, 3
Bill of Material - 90M 543234, 4
Mounting Dimensions - 64A 513263, 5
Electrical Connections / Wire Numbers used with
Valve Package 64A 533178, 6

* Installation
* Replacement Parts
* Operation
Apr., 2007

PHONE: 440-498-7458 ~ FAX: 440-498-8268
Blank Sheet
Engine Room Interface Box, 64B 543234

Description and Operation
Description:
The Orttech Engine Room Interface Box is a device that will accept two 24 V DC
signals (forward and reverse) as an input and provide 24 V DC output signals
suitable for the forward, reverse, and starting valve coils of the Orttech Valve
Package 64A 533178. It also includes amber lamps to indicate when power is
available to energize the forward clutch valve or reverse clutch valve solenoids and
green lamps to indicate that the main pressure, forward clutch pressure, and reverse
clutch pressure are at the proper level. There are also connections for remote
indicators if they are needed. The components are mounted in a NEMA 4 enclosure.
There are four 2.5 A fuses provided – one for the forward clutch valve solenoid
circuit, one for the reverse valve solenoid circuit, one for the starting valve circuit,
and one for the feed to the pressure switches.
Operation:
In operation, when a 24 V DC signal is issued for “forward”, it energizes control relay
1 (forward). This closes two sets of contacts in the relay, which will apply 24 V DC to
the “forward” coil of the selector valve and to the timer on the coil of the starting
valve as well as to the “forward CV solenoid energized” lamp. When the proper
pressure is applied to the forward clutch, the “forward clutch pressure” lamp
illuminates. If the forward 24 V DC signal is removed, control relay 1 (forward) is
deenergized, opening the contacts, disconnecting the 24 V DC from the selector valve
and the timer on the coil of the starting valve. This removes pressure from the
forward clutch, and the “forward clutch pressure” lamp goes out. The same sequence
applies to the reverse function (control relay 2 (reverse)) when a 24 V DC signal is
issued for “reverse”. When there are no 24 V DC signals present, there is no 24 V DC
output to the valve package 64A 533178. The “main pressure” lamp is illuminated
whenever the proper pressure is applied to the valve package 64A 533178.
Service Requirements:
The user must provide a source of 24 V DC with a minimum current of 5 amps. This
source must be fused or equipped with other protective devices to suit all applicable
requirements. The incoming 24 V DC signals for forward and reverse should be 24 V
± 10%. The signals must drop to zero for the “no signal” state.
There is a terminal block provided for connections to remote mounted indicator
lamps to duplicate those on this unit. The output for these is 24 V DC.
ERIB543234desc 1
Engine Room Interface Box, 64A 543234

Installation Instructions
Preparation:
The mounting surface for the valve package is to be flat. Four tapped holes, 1/4 - 20
UNC 2B x 5/8” deep minimum or Ø .31” thru hole are required. See drawing 64A
513263 for the hole pattern dimensions.
Mounting the Engine Room Interface Box:

Mount the engine room interface box in a convenient location near the valve package
64A 533178. The enclosure is to be grounded. The enclosure has installed two 3 cable
cord grips for the three cables to the valve coils and the three cables to the pressure
switches on the valve package. There are four additional Ø 7/8” holes (provided with
covers) for entrance of other cables required.
Electrical Connections:
Inputs – input signal terminal block (TB-1):

The connections for the input power (24 V DC + and 24 V DC -), the forward 24 V DC
signal, and the reverse 24 V DC signal are at this terminal block:
o Input Power, 1 (+) and 2 (-)
o Forward Signal Input, F1 (+) and F2 (-)
o Reverse Signal Input, R1 (+) and R2 (-)
Inputs – input from pressure switches terminal block (TB-3):
The connections for the pressure switches are at this terminal block:
o Forward Clutch Pressure, 9 (COMM) and 10 (NO)
o Reverse Clutch Pressure, 9 (COMM) and 11 (NO)
o Main Pressure, 9 (COMM) and 12 (NO)
Outputs – outputs to valve solenoids terminal block (TB-2):
The connections for the solenoids of the valves of the valve package are at this
terminal block:
o Forward Clutch Valve Solenoid, 4 (+) and 2 (-)
o Reverse Clutch Valve Solenoid, 6 (+) and 2 (-)
o Starting Valve Solenoid, 8 (+) and 2 (-)
Outputs – outputs to remote indicators terminal block (TB-4):
The connections that can be used for remote indicators (24 V DC) are at this terminal
block:
o Forward Clutch Valve Solenoid Energized, 4 (+)
o Reverse Clutch Valve Solenoid Energized, 6 (+)
o Forward Clutch Pressure, 10 (+)
o Reverse Clutch Pressure, 11 (+)
o Main Pressure, 12 (+)
o Common, 2 (-)
Ground Terminals – terminal block TB-5:
There are ground terminals provided to be used as required.
ERIBinst543234 2
3
PHONE: 440-498-7458 ~ FAX: 440-498-8268
ORTTECH BILL OF MATERIAL 90M 543234 PREP BY: LFG

DWG # 64B 543234 CONTRACT # 34179 DATE: 26MAR07
PAGE 1 of 1 REVISIONS: KIT:
REF QTY S/B PART/DRAWING NO. PART DESCRIPTION

1 1 P A1412CHNF ENCLOSURE, NEMA 4, 14 x 12 x 6 HOFFMAN
2 1 P A14P12 PANEL FOR ENCLOSURE HOFFMAN
3 2 P 27E891 RELAY BASE, 8 PIN OCTAL POTTER & BRUMFIELD
4 2 P KRPA-11DN-24 CONTROL RELAY, 24 V DC, OCTAL POTTER & BRUMFIELD
5 4 P 57.904.5655.0 FUSE BLOCK, DIN MOUNT WIELAND
6 4 P 21702.5 FUSE, 2.5 A, 5 mm, FAST ACTING LITTLEFUSE
7 32 P 57.504.0055.0 TERMINAL BLOCK, DIN MOUNTED WIELAND
8 9 P Z5.522.7453 TERMINAL BLOCK CLAMP, DIN MOUNTED WIELAND
9 4 P 07.311.0155 TERMINAL BLK END CAP, DIN MOUNTED WIELAND
10 7 P Z7.281.0227.0 TERMINAL BLOCK 2 POS JUMPER WIELAND
11 2 P Z7.281.0327.0 TERMINAL BLOCK 3 POS JUMPER WIELAND
12 11 P 57.904.9055.0 TERMINAL BLOCK, GROUND 22-10 AWG WIELAND
13 3 P S20SA20-L24 INDICATING LAMP, GREEN, 24 V DC, LED BACO
14 2 P S20SA40-L24 INDICATING LAMP, YELLOW, 24 V DC, LED BACO
15 5 P WE11 ALUM NAMEPLATE w/ CUSTOM ENGRAVING BACO
16 1 P 7807K68 FITTING, NYLON CORD GRIP, 1/2" 3 CORD MCM
17 1 P 7807K75 FITTING, NYLON CORD GRIP, 3/4" 3 CORD MCM
CODE: O = Orttech, C = Customer, F = Fabricated, P = Purchased (P & F by Orttech)
4
5
Electrical Connections / Wire Numbers

Orttech Valve Package 64A 533178
Used with Engine Room Interface Box 64B 543234
The electrical connections on the valve package are the selector valve coils (DIN 43650
Form “A”), logic timer on the starting valve (DIN 43650 Form “A”), and the pressure
switches (DIN 43650 Form “C”).
The connectors with attached cables are supplied installed on the valve package, and
the connector terminal number / wire color / function / wire number are shown below
for each component and its associated connector. The wire number refers to the
terminal numbers in the engine room interface box 64B 543234:
Connector Term. No. Wire Color Function Wire Number

1. Selector Valve
Forward Coil 1 Black DC + 4
2 White DC – 2
G Green Ground PE
Reverse Coil 1 Black DC + 6

2 White DC – 2
G Green Ground PE
2. Starting Valve / Logic Timer

-- White DC – 2
-- Brown DC + 8
-- Green Ground PE
Please Note: Do not reverse polarity on the logic timer
3. Pressure Switch
Main Pressure 1 Black Common 9
2 White NC --
3 Red NO 12
G Green Ground PE
Forward Pressure 1 Black Common 9

2 White NC --
3 Red NO 10
G Green Ground PE
Reverse Pressure 1 Black Common 9

2 White NC --
3 Red NO 11
G Green Ground PE
ERIB543234wn
6
Blank Sheet
CXXXIa
Photos and Arrangement

Orttech Valve Package
64A 533178
Contents Page
General Comments, 1
Photos 01 & 02, 2
Photos 03 & 04, 3
Photos 05 & 06, 4
Photos 07 & 08, 5
Photos 09 & 10, 6
Arrangement, Valve Package, 7
Bill of Material 90m 533178 8

* Installation
* Replacement Parts
* Operation
Aug., 2006

PHONE: 440-498-7458 ~ FAX: 440-498-8268
Blank Sheet

General Comments
This document consists of 10 photos of the Orttech Valve Package 64A 533178 that
are marked to identify the main components, the arrangement drawing of the valve
package, and the Bill of Material. The purpose of this document is to familiarize the
installer and user with the valve package and the components it is made of.
If you have any questions on the description, operation, or installation of the valve
package please refer to the Installation and Operating Instructions, Document
CXXXI. If you have other questions, please call Orttech.
This valve package is for use with two clutches, as in a forward / reverse gearbox.
There is another version of the valve package that is for use with single clutch
gearboxes. There is also an option of a cold oil bypass that allows the actuating oil to
circulate (with both clutches disengaged) and warm up in situations where cold
temperatures will allow the oil temperature to drop to where it is very viscous.
Vpkg533178desc 1
Valve Package 64A 533178
Selector Valve
All connectors and
Starting Valve
cables are shown
Logic Timer
Photo 01
Top View Manifold Block
Pressure Switch
Inlet Pressure
Pressure Switch
Reverse Clutch
Starting Valve
Selector Valve
Photo 02
2
Top / Front View
Pressure
Gauge
Photo 03
Front View
"P" Port -
Inlet Pressure
Test Point -
Reverse Clutch
"B" Port - for

Reverse Clutch
"A" Port - for

Forward Clutch
Pressure Gauge
Photo 04
3
Right Side View Pressure Switch

Inlet Pressure
Test Point
Inlet Pressure Photo 05
Back View
Pressure Switch
inlet pressure
Pressure Switch
Reverse Clutch
Relief Valve
Test Point
Forward Clutch
Test Point
Inlet Pressure Pressure Switch
Forward Clutch
Pressure Reducing
Valve Return Port Photo 06
4
Left Side View
Pressure Gauge
Pressure Switch
Reverse Clutch
Pressure Switch
Forward Clutch
Photo 07
Selector Valve
Right Rear Corner
Starting
Valve
Pressure Switch
Inlet Pressure
Pressure Switch
Forward Clutch
Pressure Reducing
Valve
Relief Valve
Photo 08
5
Right Front Corner Starting Valve
Selector Valve
"P" Port
Pressure Inlet
Pressure Gauge
Photo 09
Starting Valve
Left Front Corner
Selector
Valve
"B" Port - for Reverse Clutch
"A" Port - for Forward Clutch

Photo 10
6
7
PHONE: 440-498-7458 ~ FAX: 440-498-8268

DWG # 64C 533178 CONTRACT # 32391 DATE: 18JUL06

1 1 P D9686 MANIFOLD BLOCK SELLING
2 1 P RV10-10-S-0-5/3.6 DIRECT ACTING RELIEF VALVE VICKERS
3 3 P APA RB DH B02 400PSI PRESSURE SWITCH ASHCROFT
4 3 P SP1620UN716VM SAE-4 TEST POINT SCHROEDER
5 1 P VSD05M-1A-GR-42L DIRECTIONAL CONTROL VALVE (24 V DC) CONTINENTAL
6 1 P PRV2-10-S-0-3/1.16 PRESSURE REDUCING VALVE VICKERS
7 1 P CV3-8-P-0-004-00 CHECK VALVE VICKERS
8 1 P 213.53 0-600 1/4" NPT PRESSURE GAUGE, 0-600 PSI WIKA
9 1 P VSD05M-3F-G-42L DIRECTIONAL CONTROL VALVE (24 V DC) CONTINENTAL
10 1 P 9-5811-18450-1-001 SERIES 5800 MICRO LOGIC TIMER CANFIELD CONN.
11 1 P 5193-1080000 SOLENOID VALVE CONNECTOR (B COIL) CANFIELD CONN.
12 1 P 5193-1080000 SOLENOID VALVE CONNECTOR (A COIL) CANFIELD CONN.
13 3 P 5190-1901047 CONNECTOR (PRESSURE SWITCH) CANFIELD CONN.
14 1 P 02-171585 CAVITY PLUG VICKERS
15 1 P PLUG, SAE -8
16 4 P CONSTRUCTION PLUG, SAE -6
8
CXXXI
Installation and Operating Instructions

Orttech Valve Package
64A 533178
Settings Sheet is Inside Front Cover
Contents Page
Description and Operation, 1
Installation Instructions, 2
Arrangement Drawing - 64B 513200, 4
Bill of Material - 90M 533178, 5
Valve Package Schematic - 64A 533178, 6
Mounting Hole Pattern - 64A 513199, 7
Manifold Block Dimensions - 64B 513195, 8
Sample Electrical Schematic 64B 543187, 9
Troubleshooting, 10

* Installation
* Replacement Parts
* Operation
July, 2006

PHONE: 440-498-7458 ~ FAX: 440-498-8268
Initial Settings Sheet

Order No._32390____________ Date: _22 May, 2006
Clutch Part No. _0002-883-75-000001________________
Clutch Operating Pressure _348 psi__ / _24 bar__
Valve Coil Voltage _24 V DC__
Relief Valve (Item 2) Setting _355 psi__ / _24.5 bar__
Pressure Switch Settings (Set to open on falling pressure)
PS1 (Inlet Pressure) _315 psi__ / _21.7 bar__
PS2 (Pressure to Forward Clutch) _315 psi__ / _21.7 bar__
PS3 (Pressure to Reverse Clutch) _315 psi__ / _21.7 bar__
Pressure Reducing Valve (Item 6) Initial Setting __80 psi__ / __5.5 bar__
Pressure Reducing Valve (Item 6) Final Setting _____ psi__ / _____ bar__
Timer (Item 10) Initial Setting _3.0__ Seconds__

Timer (Item 10) Final Setting ______ Seconds__
Pressure reducing valve setting and timer setting can be adjusted to suit clutch
engagement requirements of the specific installation. These values should be
recorded for future reference.
Operating Sequence:
To engage the forward clutch or the reverse clutch, apply current to the appropriate
coil of the selector valve (Item 9) while simultaneously applying current to the coil of
the starting valve (Item 5). This initially engages the clutch at a lower pressure.
After a fixed time the timer (Item 10) that is on the coil of the start valve will
interrupt the current to the start valve, allowing full operating pressure to be applied
to the clutch. To disengage the clutch, remove the current.
A sample electrical schematic is shown on Orttech drawing 64B 543187.
64A 533178Settings

Description and Operation
Description:
The Orttech Valve Package 64A 533178 is a circuit that can be used to control the
actuating oil to two hydraulic clutches, such as the forward and reverse clutches in a
gearbox. It combines a relief valve to maintain a specified actuating oil pressure, a
selector valve, a time based reduced starting pressure circuit, and pressure switches
with a manifold block that is designed to be direct mounted on the gearbox. The
manifold block has #6 SAE O-ring ports for inlet pressure, outlet to forward clutch,
and outlet to reverse clutch. There is a 1/2” NPT return port that will discharge the
return oil directly into the gearbox. A gasket, 64A 512196, is supplied to seal the
manifold block to gearbox interface. The cooling oil for the clutches must be provided
by other means, as this valve package has no provision for cooling oil.
Operation:
In normal operation pressurized oil is supplied to the “P” port. With no current
applied to valve solenoids both clutches are disengaged, as no pressure is applied to
them. To engage the forward clutch the current is applied to both the starting valve
solenoid and the A solenoid of the selector valve simultaneously. This applies a
reduced actuating oil pressure to the forward clutch, starting engagement. After a
fixed time, the logic timer that is in the electrical connector for the starting valve
solenoid interrupts the current to the starting valve solenoid. The full actuating oil
pressure is then applied to the forward clutch, resulting in full clutch torque being
available. To disengage the forward clutch the current to the A solenoid of the
selector valve and to the electrical connector for the solenoid of the starting valve is
interrupted. This releases the actuating oil from the forward clutch, disengaging it,
as well as resetting the logic timer. The same process is followed to engage the
reverse clutch, using the B solenoid of the selector valve. Adjusting the relief valve
sets the actuating oil pressure. There are two adjustments that can be made to
achieve the desired clutch engagement characteristics - the reduced starting pressure
can be changed by adjusting the pressure reducing valve, and the time before full
actuating pressure is applied can be changed by adjusting the time delay setting of
the logic timer.
The actuating oil pressure inlet switch will change state when the actuating oil
pressure drops below the specified value. There are also pressure switches that sense
the pressure applied to the forward and reverse clutches to verify when full clutch
torque is available. There are test points provided for the inlet pressure and the
outlet pressures to the forward and reverse clutches. Pressure gauges can be
connected to these test points to monitor pressures.
The initial settings are listed on the Initial Settings Sheet. The hydraulic circuit
schematic is on Drawing 64A 533178, and the Bill of Material is 90M 533178. A
sample electrical schematic is shown on Drawing 64B 543187.
Vpkg533178desc
1

Installation Instructions
Preparation:
The mounting surface for the valve package is to be flat with a minimum 125 μ inch
finish. Four tapped holes, 1/4 - 20 UNC 2B x 7/16” deep minimum and a Ø 7/8” thru
hole are required. See drawing 64A 513199 for the hole pattern dimensions.
Mounting Valve Package:

To prepare the valve package for mounting, remove the two D05 solenoid valves.
They are each held in place with four 1/4 - 20 socket head bolts. Remove these and
place the solenoid valves on a clean surface, taking care not to loose the o-rings.
Clean the mounting surfaces of the gearbox and the valve package manifold block to
remove any contamination. Make sure that the pipe nipple is installed into the
return port. Place the valve package manifold block, and one gasket (64A 513196), on
the prepared surface of the gearbox and fasten it with four 1/4 – 20 UNC x 4” long
socket head screws (01A125). Tighten to 12 lb-ft. Make sure that the surface that the
solenoid valves mount on is clean, and reinstall the solenoid valves in their original
positions using the 1/4 - 20 socket head bolts that were removed. Tighten to 12 lb-ft.
Hydraulic Connections:
There are three external hydraulic connections and they are all # 6 SAE O-ring
connections. The “P” port is the inlet for the pressurized oil, the “A” port is the outlet
to the forward clutch, and the “B” port is the outlet to the reverse clutch. Proper
straight thread/O-ring seal fittings must be used. The “T” port (tank or exhaust port)
discharges directly into the gearbox.
Electrical Connections:
The selector valve is provided with a DIN 43650 Form “A” connector with cable on
each solenoid. The starting valve is provided with the logic timer built into a DIN
43650 Form “A” connector with a cable on its solenoid. These cables are to be
connected to the controls. Please note – the logic timer / connector used on the
starting valve must not be replaced with a plain connector.
The pressure switches are provided with DIN 43650 Form “C” (sub micro) three
conductor w/ground connectors with cables. These cables are to be connected to the
controls.
Adjustments:
The valve package is supplied with the settings adjusted as listed on the settings
sheet. If conditions require different settings, the following settings can be adjusted
as required. Please record the final values if settings are changed.
Actuating oil pressure

• Adjust the relief valve, item 2, to increase or decrease the pressure.
Inst533178desc 2
Starting pressure
• Adjust the pressure reducing valve, item 6, to increase or decrease the
pressure. The starting valve, item 5 will have to be energized to read the
starting pressure on the pressure gauge, item 8.
Starting valve “on” time

• Adjust the logic timer delay time setting. This is a small screw head on the top
of the logic timer, item 10. The setting range is 0.5 to 5.0 seconds.
Pressure switch settings

• The inlet oil pressure switch should be set to change state when the pressure
drops to less than 90% of the recommended operating pressure.
• The forward clutch and reverse clutch are initially set so that they change
state when the pressure rises to near the recommended operating pressure,
and then change to their original state when the pressure drops to less than
90% of the recommended operating pressure. This can be changed to suit local
requirements.
• The pressure switch adjustment procedure is in the manufacturers literature.
Other Information:
There are test points, item 4, for the inlet operating pressure, for the pressure to the
forward clutch, and for the pressure to the reverse clutch. These test points are the
1620 style, with an M 16 x 2.0 thread. For diagnostic purposes the pressures can be
measured at these test points by using a Schroeder SM2-1620-012 hose with the
S1620GANPT14 gauge adaptor, and a pressure gauge. They can be accessed under
pressure with no leakage.
Electrical Specifications:
Valve Solenoids:
Nominal Voltage – 24 V DC
Voltage Limits – 21.6 to 26 V DC
Nominal Resistance – 13.1 ohms
Max. Inrush Current – 1.8 A
Holding Current – 1.8 A
Holding Power – 44 Watts
Pressure Switch Current Ratings:

5 A @ 125 or 250 V AC
5 A @ 28 V DC
Inst533178desc
3
4
PHONE: 440-498-7458 ~ FAX: 440-498-8268

DWG # 64C 533178 CONTRACT # 32391 DATE: 18JUL06

1 1 P D9686 MANIFOLD BLOCK SELLING
2 1 P RV10-10-S-0-5/3.6 DIRECT ACTING RELIEF VALVE VICKERS
3 3 P APA RB DH B02 400PSI PRESSURE SWITCH ASHCROFT
4 3 P SP1620UN716VM SAE-4 TEST POINT SCHROEDER
5 1 P VSD05M-1A-GR-42L DIRECTIONAL CONTROL VALVE (24 V DC) CONTINENTAL
6 1 P PRV2-10-S-0-3/1.16 PRESSURE REDUCING VALVE VICKERS
7 1 P CV3-8-P-0-004-00 CHECK VALVE VICKERS
8 1 P 213.53 0-600 1/4" NPT PRESSURE GAUGE, 0-600 PSI WIKA
9 1 P VSD05M-3F-G-42L DIRECTIONAL CONTROL VALVE (24 V DC) CONTINENTAL
10 1 P 9-5811-18450-1-001 SERIES 5800 MICRO LOGIC TIMER CANFIELD CONN.
11 1 P 5193-1080000 SOLENOID VALVE CONNECTOR (B COIL) CANFIELD CONN.
12 1 P 5193-1080000 SOLENOID VALVE CONNECTOR (A COIL) CANFIELD CONN.
13 3 P 5190-1901047 CONNECTOR (PRESSURE SWITCH) CANFIELD CONN.
14 1 P 02-171585 CAVITY PLUG VICKERS
15 1 P PLUG, SAE -8
16 4 P CONSTRUCTION PLUG, SAE -6
5
6
7
8
9

Troubleshooting
If operational problems occur, the first actions should be to check that all electrical
connections are clean and tight, and that the proper hydraulic oil pressure is
available. If this does not clear the problem, please use the following troubleshooting
guide.
There are indicator lights in the electrical connectors on the selector valve, and an
indicator light on the logic timer on the starting valve. Also, the pressures at the test
points can be measured with a pressure gauge equipped with a Schroeder
S1620GANPT14 gauge adaptor and SM2-1620-012 hose (or equivalent).
NOTE: Before any troubleshooting is started, make sure that the equipment
is in a safe condition, and that inadvertent actuation of any valve cannot
cause unintended clutch engagement and movement of driven equipment.
General troubleshooting guide:
• Low actuating oil pressure

o Check that the supply of pressurized oil to the “P” port (pressure inlet) is
sufficient.
o Check the setting of the relief valve, item 2.
• No pressure to forward or reverse clutch when selected

o Check pressure at the appropriate test port to verify pressure/no pressure.
o Check reading on the pressure gauge, item 8.
With starting valve energized it should read the starting pressure
and with the starting valve de-energized it should read the
actuating oil pressure.
o Check for a broken or disconnected hydraulic line from the “A” or “B” port
connections
o Check that current is being applied to the selector valve solenoid.
o If current is applied and valve does not shift, remove connector and check
continuity of solenoid. Replace the valve or solenoid as required.
o Check that the selector valve shifts when a solenoid is energized. Replace
the selector valve if it does not.
• Forward and reverse clutches engage at full pressure, not at reduced pressure.
o Check that current is applied to the logic timer, item 10, on the starting
valve at the same time current is applied to the selector valve.
o Check the setting of the logic timer, item 10.
o Check that the starting valve shifts when the logic timer, item 10, is “on
cycle”.
Inst533178desc 10
If starting valve does not shift, remove the logic timer, item 10,
and check continuity of the starting valve solenoid, and that the
starting valve shifts. Replace as necessary.
Check that there is an output from the logic timer, item 10, when
it is “on cycle”
o Check that the pressure reducing valve, item 6, is properly set.
• Forward and reverse clutches engage at reduced pressure, but do not go to full
pressure.
o Make sure that the logic timer, item 10, has not been replaced with a
plain connector.
o Check the setting of the relief valve, item 2.
o Check that the output of the logic timer, item 10, goes to zero when the
time setting is reached.
o Check that the starting valve is not stuck in the shifted position.
• Clutch engagement characteristics have changed.

o Check that the settings of the pressure reducing valve, item 6, and the
logic timer, item 10, have not been changed. If they have, refer to the
settings sheet and restore settings.
• Leaks.
o If the leak is from between the manifold block and the gearbox make sure
that the gasket is in place and that the mounting bolts are tight.
o If the leak is between the starting valve or selector valve and the manifold
block check that the valve mounting bolts are tight and that the o-rings
are properly installed.
o If the leak is at a cartridge valve or cavity plug make sure that the o-rings
are in place and that it is tightened to the proper torque.
o If the leak is at the “P”, “A”, or “B” port connections make sure that the
fitting o-ring is in good condition and that the fitting is properly tightened.
o If a test port is leaking it should be replaced.
Inst533178desc 11
SECTION XIV
EMERGENCY OPERATION
Your LUFKIN marine gear is equipped with emergency features which will allow the use of the propulsion
system in the event of a pump failure.
Classification societies typically require that a spare pumps be carried. LUFKIN also recommends that
the spare be carried on board.
If the low pressure pump fails, the high pressure pump will no longer have a supply of oil for its
suction, and will loose pressure. Operation using only splash lubrication should be limited to
emergency situations. If the low pressure pump is not operating, no oil will be available to
lubricate/cool the clutch.
If you do have to operate without an oil pump, follow the procedure for engaging the “come-home” bolts in
the forward clutch as outlined in Section XII, and remove the friction discs and separator discs from the
reverse clutch. Failure to remove the discs from the reverse clutch will result in destruction of the clutch,
contamination of the gearbox with debris, which could cause bearing and/or gear failures.
Operation should be limited to half propeller speed. If speeds over half speed are used, care must be
taken not to overheat the oil. If the oil pump is not working, oil will not be going through the heat
exchanger, and the thermometer will not be useful in monitoring oil temperature.

35
PORT UNIT
STARBOARD UNIT

RHS2100-LST Marine Systems

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Installation, Operation, and Maintenance

Section I Description - Propulsion Gear

Section II Installation of LUFKIN Reverse Reduction Marine Gear

Section III Lubrication

Section V Air Control System

Section VI Maintenance of Reduction Gear

Section VII Common Gear Problems/Causes and Cures

Section VIII Gear Disassembly

Section IX Gear Inspection

Section X Gear Assembly

Section XI Lube Oil Pump Maintenance

Section XII Clutch Maintenance

Section XIII Clutch Control Valve Package

Section XIV Emergency Operation

LOCATION PHONE FAX

Marine Gear Operation Manual

Gear Model No.: ..............................................................RHS2100-LST

Serial No.: ........................................................................120274-120275

Input Speed RPM:............................................................900

Ratios (as applicable) Input to Output

Thrust Bearing Endplay: ........................................................ 0.003”- 0.008”

Clutch Apply Pressure (as applicable):.................................. 200 PSI

Brake Apply Pressure (as applicable):................................... N/A PSI

Lube Oil Number: .................................................................. AGMA # 5 (ISO VG 220)

Sump Capacity:......................................................................75 U.S. Gallons

Heat Exchange Data

Heat Rejection Rate: ..........................97,000 BTU/HR

Cooling Water Flow:..........................40 GPM

Cooling Water Temp. (Inlet): ............90F (120 °F max)

Water Pressure Drop:......................... 5 PSI max

Gear Unit Dry Weight:...................................................................................est. 18,000 lbs

DANGER: Keep away from live circuits.

DANGER: Do not service or adjust alone.

Marine Gear Operation Manual

Marine Gear Operation Manual

DESCRIPTION - PROPULSION GEAR

Marine Gear Operation Manual

6. GEAR AND BEARING LUBRICATION

The system is complete with pressure and temperature instrumentation.

Marine Gear Operation Manual

INSTALLATION OF LUFKIN REVERSE REDUCTION MARINE GEAR

1. ALIGNMENT OF GEAR OUTPUT SHAFT TO TAILSHAFT

Gearbox to Tailshaft Alignment:

2. MOUNTING OF INPUT COUPLING

To mount the coupling hub, proceed as follows:

Coat the shaft with white lead or Never Seize.

Marine Gear Operation Manual

Engine to Gearbox Alignment:

Marine Gear Operation Manual

5. AIR & ELECTRICAL CONNECTIONS

Make electrical connections to alarm switches.

Marine Gear Operation Manual

2. RECOMMENDED PRACTICE FOR PRESERVING GEAR TEETH & BEARINGS DURING

3. LUBRICATION SYSTEM DESCRIPTION

Marine Gear Operation Manual

Clutch Control Manifold:

Marine Gear Operation Manual

Marine Gear Operation Manual

Marine Gear Operation Manual

Marine Gear Operation Manual

CLUTCH CONTROL SYSTEM

3. CLUTCH OIL REQUIREMENTS

a. Actuation Pressure- 0 psi DWIXOOVSHHG

5. CLUTCH SUPPLY SYSTEM

a. Actuation Pressure- 0 psiDWIXOOVSHHG