MASSON-MARINE

Marine Gears
Type 8000 – 12000 – 18000 – 20000
OPERATING INSTRUCTIONS

Description, commissioning guide, operation and maintenance manual

Edition: M-GH /v.09/04-2006
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page 2 / 42 M-GH /v.09/04-2006

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CONTENTS

------

I – Responsibility ....................................................................................................................................................................4
II- Basic gearbox description: 8000 – 12000 – 16500 – 18000 and 20xxx ....................................................................7
II-1 Gearbox identification ..................................................................................................................................................7
II-2 General layout...............................................................................................................................................................7
II-3 Power flow....................................................................................................................................................................9
II-4 Gearbox description ....................................................................................................................................................10
II-5 Operating data.............................................................................................................................................................13
III - Hydraulic control (standard).......................................................................................................................................14
III-1 Hydraulic circuit ........................................................................................................................................................14
III-2 Hydraulic control unit................................................................................................................................................15
III-3 Hydraulic accumulator...............................................................................................................................................16
III-4 Oil cooler ...................................................................................................................................................................16
III-5 Lubrication ................................................................................................................................................................16
III-6 Clutch engagement ....................................................................................................................................................17
III-7 Option: Twin filter.....................................................................................................................................................18
IV - Gearbox installation......................................................................................................................................................19
IV-1 Alignment..................................................................................................................................................................19
IV-2 Gearbox fixation........................................................................................................................................................20
IV-3 Gearbox connections .................................................................................................................................................22
IV-4 Gearbox control equipment .......................................................................................................................................23
IV-5 Gearbox monitoring ..................................................................................................................................................24
V - Start-up ...........................................................................................................................................................................25
VI - Operation.......................................................................................................................................................................26
VII - Come-home procedure................................................................................................................................................27
A- Hydraulic system failure...............................................................................................................................................27
B- Remote control failure ..................................................................................................................................................28
VIII - Regular maintenance.................................................................................................................................................29
VIII-1 Oil change...............................................................................................................................................................30
VIII-1.1 LUBRICATION SPECIFICATIONS..................................................................................................................30
VIII-2 Oil filter ..................................................................................................................................................................34
VIII-3 Oil cooler ................................................................................................................................................................34
VIII-4 Gear teeth................................................................................................................................................................35
VIII-5 Accumulator ...........................................................................................................................................................35
IX - Troubleshooting ............................................................................................................................................................36
X - Spare parts ......................................................................................................................................................................40

Index Date Update:

00 12-2000 version initiale
01 02-2001 branchement réfrigérant; ajout télécommandes; ajout PI3; ajout informations diverses; double-filtre
02 05-2001 correction "cinématique"
03 06-2001 nouvelles préconisations de graissage
04 06-2001 mise à jour : come-home procedure
05 09-2001 tableau d'entretien/ fréquence de remise en état
06 06-2002 adresses Internet
07 09-2002 mise à jour : commande pneumatique
08 11-2003 mise à jour : lignage
09 04-2006 nouvelle édition Masson-Marine
You can always ask for the latest update in Acrobat Reader® "pdf" format for download. Please contact our service dept.!

M-GH /v.09/04-2006 page 3 / 42

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I – RESPONSIBILITY
Gearbox warranty - Important note:

The present manual applies to the standard version of the
Masson-Marine gearbox type W 8000 – W 12000 – W
16500 – W 18000 – W 20xxx.
Variations are possible, depending on particular customer
requirements, operating conditions and technical evolution.
Where data in this manual differ from those of the technical
and/or commercial specification of any particular gearbox,
then the data which apply will be those of the latter specifi-
cation(s).
Technical modifications reserved.
1. Warranty conditions agreed with Masson-Marine apply
to these gearboxes. However, Masson-Marine can only
honour warranty claims on the following conditions:
y the gearbox has been installed, monitored, operated and
serviced in accordance with the instructions of the relevant
operating manual and specifications,
y Masson-Marine approved lubricants have been used,
y the operation of the gearbox has always been within the
limits allowed with respect to input power, input speed, and
input power-to-speed ratio – for the type of gearbox and its
application.

General Instructions 2. The gearbox manufacturer, as a supplier of one indi-

y The instructions of the present manual are binding.
Whoever operates or otherwise works on the gearbox (e.g.
set-up, maintenance, etc.) has to be acquainted with and to
comply with the instructions. The manual should always be
at hand. Masson-Marine rejects any liability for damages
resulting from any disregard of the instructions of the
manual.
y Changes of the parameters or machine elements are
subject to Masson-Marine approval.
y Only trained personnel may operate or otherwise work on
the gearbox.
vidual component of the entire drive system of a ship,
cannot be held responsible for vibrations or vibrational
problems arising from this system.
y It follows from this, that Masson-Marine cannot accept
liability for gearbox noise, or for damage to the gearbox,
flexible coupling or other parts of the drive unit caused by
such vibrations.
y We therefore recommend that a torsional vibration
calculation be performed, that takes into account all directly
implied driveline components and a maximum of associated
elements.
3. For maximum warranty benefit, we recommend to have a
Masson-Marine engineer assist to the start-up of the
driveline and/or gearbox. For full warranty, please fill in
and return a copy of the attached warranty form to your
Masson-Marine dealer or to Masson-Marine factory as
shown below.

For any further information, please contact your Masson-Marine dealer or

Masson-Marine factory, service department, at the following address:

Masson-Marine S.A. S
Service Department
5, rue Henri Cavallier
F-89100 SAINT-DENIS LES SENS (France)

 +33+ (0) 386 95 62 00

 +33+ (0) 386 95 13 78
Web: http://www.masson-marine.com
e-mail: sav@masson-marine.com
or: commercial@masson-marine.com

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

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

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE)

Tel. 00 33 386 956200 - Fax 00 33 386 951378

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

Serial number: ................... ................... ................... ................... ................... ...................
Gear ratio: ................... ................... Forwarded on:
Power take-off yes* no* ................... ................... ...................
Driven machine: ................... ................... Power: ................... hp Oil pressure at clutches:
Put into service on: ................... ................... ................... bars
name: address:
Purchaser:
Shipyard:
Fitter:
Owner:
User:
Boat: Name: ................... ...................................... ................... Type: ................... ................... ...................
Port of registry: ................... ...................................... Utilization: ................... ................... ...................
Propeller: Number of blades: ................... Outside diameter: .................. mm
right-hand rotation* / left-hand rotation* Weight: .................. kg
Shaft length between reduction sleeve and propeller: .................. m
Average diameter of shaft: .................. mm
Engine: Brand: ................... ................... ................... Type: ................... ..................
Number of cylinders: .................. in line* or V-type* ................... hp at ................... rpm
with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise*
Coupling Type: .................. .................. .................. .................. ..................
Oil used: Brand: .................. .................. .................. Type: .................. .................. ..................
Cooling system: Sea water* Open circuit*
Soft water* Closed circuit* Water temperature: .................. °C.
Combined control Type: .................. .................. .................. ..................
Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED
Oil pressure gauge on machine: yes* no*
Oil temp. gauge on driving station: yes* no* RECOMMENDED
Pressure switch lamp: yes* no*
Temperature switch lamp: yes* no*
Oil level alarm: yes* no* OPTIONAL
Others: yes* no*
Is the final user in possession of the maintenance manual ? yes* no*
Signature of Masson-Marine S.A.
representative agent (if present upon
Customer signature : name: .................. .................. .................. .................. commissioning of the gearbox)

title: .................. .................. .................. ..................

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

M-GH /v.09/04-2006 page 5 / 42

 W 8000-12000-16500-18000-20000

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

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

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE)

Tel. 00 33 386 956200 - Fax 00 33 386 951378

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

Serial number: ................... ................... ................... ................... ................... ...................
Gear ratio: ................... ................... Forwarded on:
Power take-off yes* no* ................... ................... ...................
Driven machine: ................... ................... Power: ................... hp Oil pressure at clutches:
Put into service on: ................... ................... ................... bars
name: address:
Purchaser:
Shipyard:
Fitter:
Owner:
User:
Boat: Name: ................... ...................................... ................... Type: ................... ................... ...................
Port of registry: ................... ...................................... Utilization: ................... ................... ...................
Propeller: Number of blades: ................... Outside diameter: .................. mm
right-hand rotation* / left-hand rotation* Weight: .................. kg
Shaft length between reduction sleeve and propeller: .................. m
Average diameter of shaft: .................. mm
Engine: Brand: ................... ................... ................... Type: ................... ..................
Number of cylinders: .................. in line* or V-type* ................... hp at ................... rpm
with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise*
Coupling Type: .................. .................. .................. .................. ..................
Oil used: Brand: .................. .................. .................. Type: .................. .................. ..................
Cooling system: Sea water* Open circuit*
Soft water* Closed circuit* Water temperature: .................. °C.
Combined control Type: .................. .................. .................. ..................
Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED
Oil pressure gauge on machine: yes* no*
Oil temp. gauge on driving station: yes* no* RECOMMENDED
Pressure switch lamp: yes* no*
Temperature switch lamp: yes* no*
Oil level alarm: yes* no* OPTIONAL
Others: yes* no*
Is the final user in possession of the maintenance manual ? yes* no*
Signature of Masson-Marine S.A.
representative agent (if present upon
Customer signature : name: .................. .................. .................. .................. commissioning of the gearbox)

title: .................. .................. .................. ..................

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

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II- BASIC GEARBOX DESCRIPTION: 8000 – 12000 – 16500 – 18000 AND 20XXX
The present manual applies to the standard version of a Masson gearbox. For additional equipment such as power
take-off gears, different controls, special monitoring equipment, standby oil pump, controllable pitch propeller (CPP)
applications etc., additional or different instructions may apply.

II-1 Gearbox identification

All Masson-Marine gearboxes carry a name-plate
showing the type of gearbox, serial number, ratio, and
some other information. Ship and gearbox configurations
may vary, the gearbox itself may evolve in terms of
design, material, and so on. Therefore, whenever you
need technical information, help, or order spare parts,
ALWAYS mention the gearbox type and serial
number.
The name plate is located on the casing top, on the port
side of the gearbox. In case the name-plate has been lost,
the gearbox serial number is also stamped into the main
casing, along the edge of the casing top.

II-2 General layout

MASSON-MARINE type W 8000 – W 12000
– W 16500 – W 18000 – W 20xxx gearboxes include
one input shaft, idler shafts and one output shaft. There
are basically two types of design:
• a reverse reduction gearbox (fixed pitch propeller =
one ahead and one reverse gear) and
• a non-reversing reduction gearbox (controllable pitch
propeller = only one clutch shaft).
For both of them, the engine and the propeller
line shaft may be either in-line1 or vertically offset. A
power take-off may be connected for permanent or
selective drive through the input shaft.
1
) Except for W 20500 / W 20500 NR (RSA/ ESA/
ECA 2035), where the shafts are slighthly vertically
offset.

W xxx W xxx C
vertically offset input shaft in-line (coaxial) shafts

Basic layout
Reverse reduction gearbox Non-reversing reduction gearbox
(fixed pitch propeller) (controllable pitch propeller)
W xxx C W xxx W xxx NRC W xxx NR
Crankshaft-to-line shaft: Crankshaft-to-line shaft: crankshaft-to-line shaft: Crankshaft-to-line shaft:
in-line offset in-line offset

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

Comparison: MASSON-MARINE naming system vs. Old Masson naming system

Reverse reduction gearboxes Non-reversing reduction gearboxes
MASSON-MARINE Old Masson designation MASSON-MARINE Old Masson designation
designation designation
W 8000 C RSL 800 W 8000 NRC ESL / ECL 800
W 8000 RCD 800 W 8000 NR ECD / EID 800
W 8200 NR ESD 800
W 12000 C RSL 1250 W 12000 NRC ESL / ECL 1250
W 12000 RCD 1250 W 12000 NR ECD / EID 1250
W 12200 NR ESD 1250
W 16500 C RSL 1650
W 16500 RCD 1650 W 16500 NR ECD / EID 1650

W 18000 C RSL 1850 W 18000 NRC ESL / ECL 1850

W 18000 RCD 1850 W 18000 NR ECD / EID 1850
W 18200 NR ESD 1850
W 20000 C RSA 2035 W 20500 NR ESA / ECA 2035
W 20000 RCD 2035 W 20000 NR ECD / EID 2035
W 20200 NR ESD2035

Direction of rotation
When talking about gearboxes, input and output (i.e. pro-
peller-) shafts are said to turn left-hand ("counter-clockwise") or right- COUNTER-CLOCKWISE
hand ("clockwise"). This refers to an observer looking at the driveline ENGINE ROTATION
from the propeller end, i.e. facing the engine flywheel, and is opposed FLYWHEEL &
ELASTIC COUPL.
to the notion of engine rotation seen from the governor end of the
crankshaft. Thus, when a standard engine has right-hand crankshaft GEARBOX
CLOCKWISE
ROTATION
rotation, seen from the governor end, then its direction of rotation will
be left-hand, or counter-clockwise, seen from the flywheel end.
Unless otherwise specified, all components attached to the Definition:
clockwise / counter-clockwise
gearbox use the same definition of left-hand and right-hand rotation rotation
An example PROPELLER
(counter-clockwise and clockwise rotation), always looking at the
driveline from the propeller end (engine flywheel end).

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II-3 Power flow

The standard drive mode is called direct drive.
In direct drive (usually the "ahead" gear), the clutch of
the central shaft is engaged, and its corresponding drive
pinion drives the output gearwheel. The shafts therefore
rotate in opposite directions. In the indirect drive
(usually the "reverse gear"), the lay shaft clutch is
locked, providing one additional inversion of the
direction of rotation.
The engine crankshaft is connected either to a
separate input shaft (coaxial with the line shaft: W xxx
C; W xxx NRC) or directly to the direct-drive clutch
drum (Wxxx; W xxx NR).
In a reverse reduction gear, the input gear is
connected to one of two transfer gearwheels that are in
constant 1:1 mesh, so that they rotate in opposite
directions.The transfer gearwheels each include the
clutch drum of a hydraulically operated multiple disc
clutch which, when it is engaged, links to a respective
reduction or output drive pinion. The output pinions are
in permanent mesh with the output gearwheel ("bull
gear") mechanically linked to the line shaft (propeller
shaft).
As a result, in a reverse reduction gearbox,
depending on which one of the two clutches is engaged,
either one or the other of the two output drive pinions
will be driving the output wheel.
In a CPP application, of course, only one clutch
is provided, which, when it is engaged or disengaged,
will or will not transmit power to the output gearwheel.

Power flow diagrams

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

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

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

W 8000 – 12000 – 18000 – 20000

Different gearbox types - General layout

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

Still other combinations are possible, though their basic principles are the same.
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II-4 Gearbox description

1- PTO (optional, variousq types)

2- Hydraulic control
3- Regulator-to-oil cooler hose
4- Oil cooler-to-gearbox lubrication hose
5- Oil cooler
6- Input shaft (e.g. coaxial type)
7- Oil dipstick
8- Output coupling flange

7- Oil dipstick
9- Oil level cylinder (level detector etc., optional)
10- Drain plug
11- Suction hose
12- Oil pump
13- Pressure hose pump-to-control block

12- Oil pump

13- Pressure hose: pump-to-control block
14- Inspection cover
15- Filler plug
16- Inspection cover
17- Selector handwheel
18- Clutch pressure gauge
19- Accumulator
20- Pressure regulator
21- Oil filter
22- Breather

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y Gearbox shafts y Coupling flanges

All shafts are 100 kg/mm² hardened steel shafts.
The input coupling flange taper may be either 1:10 (with
key and key way) or 1:30 (hydraulic fitting). Output
shaft taper is 1:30, the output coupling flange is
hydraulically fitted to that shaft (neither puller nor
heat!).
The shafts may be plain shafts or hollow shafts.
In most CPP applications, the output drive shaft will be
hollow to accommodate CPP hydraulic control
equipment.
They are made of 100 kg/mm² plain steel.
Maximum axial and radial deviation must not exceed
0.05 to 0.12 mm on the outer periphery (depending on
gearbox size – see Masson-Marine for exact data).
The output coupling flange is hydraulically
fitted to a 1:30 taper according to the SKF-draw-up
method (neither puller nor heat!). It is machined along
with the output shaft to ensure a perfect run-out. As a
consequence, its position relative to the shaft should be
marked before any disassembly!

y Pinions and gearwheels y Clutch assemblies

Their basic design principles include helical
gears with root, tip and end relief. All gears are case-
hardened all-steel gearwheels.
Almost all gear transmissions require some
clearance, called backlash to accommodate thermal
expansion and avoid permanent friction on both the
leading and trailing flanks of the teeth.
Backlash may tend to zero in the case of a gear
pump, for example, or may be extremely high in the case
of heavy load transmissions subject to shocks and
vibration.
So, the amount of backlash as such is no
criterion for gear quality.
In marine transmissions, a certain amount of
backlash is required to ensure trouble-free operation of
the transmission, though it should be kept small enough
to reduce noise.
These comprise a toothed clutch drum with
external gear teeth providing the "transfer gears". The
clutch assembly on the central shaft is driven by the
engine, being either directly connected to it (type W
gearboxes) or through an input gear train (type W ... C
gearboxes). The second clutch drum on the lay shaft
(port side) is in constant mesh with the first one.
Inside each drum lies a stack of sinter metal
lined discs (external teeth) engaging the splines on the
inner perimeter of the clutch drum and steel plates
(internal teeth) riding on the clutch hub splines. The
clutch hub in turn is splined to the drive pinion.
A hydraulically actuated piston compresses the
stack of clutch discs so as to lock the clutch drum to the
output drive pinions and thus establish positive driving
engagement.
As clutch discs have a sinter metal lining, lining
"sludge" (bronze) will be found in the gearbox oil,
especially with a new gearbox or reconditioned clutch.
This, of course, is normal and is no need for alarm.

y Come-home device
If the control system fails, the ahead clutch can be mechanically en-
gaged. Come-home screws are provided to this end. Electric remote control
solenoids allow mechanical actuation in case of a breakdown of the electrical
system.

Important:
y Once home, do not
forget to unscrew the device
again, and to remove the come-
home screws.

Come-home screws

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

Manual actuation on electric remote
control

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

II-5 Operating data

Reference value Remarks
8000 12000 16500 18000 20000
Type of oil see list attached Oil capacity may vary with optional
equipment (PTO, CPP, etc.)
Oil capacity (litres)* 75 100 120 120 200 Oil level check:
check with engine running à idle !
Oil temperature range 45 to 85 °C
recommended: 65 °C
Clutch oil pressure 20 bar / full speed At operating temperature, using
≥ 14 bar / idling speed Masson-Marine approved oil.
Clutch pressure alarm level 13 bar At operating temperature, using
Masson-Marine approved oil.
Lube oil pressure 0.5 to 6.0 bar At operating temperature, using
Masson-Marine approved oil.
Lube oil pressure alarm level 0.5 bar (alarm) At operating temperature, using
0.2 bar (engine stop) Masson-Marine approved oil.
Clutch engagement 3 to 6 seconds approx. At operating temperature, using
At engine idling speed only! Masson-Marine approved oil.
Max. pressure drop across 2 bar approx. Pressure drop between filter IN and
filter (twin filter switch-over !) filter OUT
Max. wobble on propeller 0.08 0.08 0.10 0.10 0.12
shaft coupling flange (mm)
Weight in kgs 1800 3000 3300 3650 6000
(dry; basic gearbox)
*) Standard gearbox only; oil capacity may differ in the case of PTO and CPP applications !

Handy helper: Oil pressure conversion table (approximate values):

bar 0.5 1.0 2.0 5.0 10.0 15.0 20.0 25.0
(kg/cm²)
psi 7.1 14.2 28 71 142 213 284 355

Handy helper: Temperature conversion table (approximate values):

Centigrade 0 1.0 10 25 50 80 100
°C
Fahrenheit 32 33.8 50 77 122 176 212
°F

Handy helper: Volume conversion table (approximate values):

litre 1.0 10 3.785 37.9 50
l
US gallon 0.264 2.6 1.0 10 13.2
gal. (US)

If in doubt about any value or specification, please contact Masson-Marine:

web: http://www.masson-marine.com
e-mail: sav@masson-marine.com

M-GH /v.09/04-2006 page 13 / 42

 W 8000-12000-16500-18000-20000

III - HYDRAULIC CONTROL (STANDARD)

MASSON-MARINE W 8000 – 12000 – 16500 – 18000 – 20000 gearboxes operate at a nominal clutch pressure of
20 bar at full speed and 14 bar at idling speed. The lubrication pressure is comprised between 0.5 bar at idle and 6 bar at
full speed.

Major components of the hydraulic control system:

23- Clutch pressure pick-up port
24- Temperature gauge
25- Connection for optional standby
pump

17- Selector handwheel

11- Suction hose 18- Pressure gauge
7- Oil dipstick
12- Oil pump 19- Accumulator
9- Oil level pipe for optional oil level
13- Pressure hose pump-to-control 20- Pressure regulator
detector
15- Filler plug 21- Oil filter

III-1 Hydraulic circuit

The oil pump takes in oil from the gearbox
sump and sends it through the oil filter to the pressure
regulator. The pressure regulator is set to 20 bar (≈ 280
psi) at nominal speed. All excess oil flows through the
oil cooler to the lubrication circuit.
Oil under operating pressure flows through a
check valve to the accumulator, and along to the shift
control valve.
When the shift valve is in its "neutral" position,
the oil flow will be stopped here. When the shift valve is
in the "ahead" or "reverse" position, oil will flow through
the external pipes into the clutch and actuate the clutch
piston at operating pressure.

Standard hydraulic system:

Pp – Oil pump
Ps – Standby pump (optional)
S – 2-way check-valve
L1 – Pressure relief valve
IC – Clogging indicator (optional)
F – Oil filter
Rp – Pressure regulator
R – Oil cooler
L2 – Lube oil pressure regulator
St – Flow control valve
A – Accumulator
PI2- Pressure gauge (clutch p.)
D – Shift control valve
G – Lubrication
E1 – Clutch
E2 – Clutch

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 W 8000-12000-16500-18000-20000

Hydraulic system options :

Basic layout as above, further

options are:

SF – Twin oil filter

PI 1 – Pressure gauge before filter
PA1 – Pressure alarm switch " "
TI 2 – Temp. gauge before cooler
TA4 – Temp. alarm switch " "
TT6 – Temp. transducer " "
TI 1 – Temp. gauge after cooler
TA 3 – Temp. alarm switch " "
TT 5 – Temp. transducer " "
PT 2 – Clutch pressure transducer
PA 2 – Clutch pressure alarm
PC 2 – Clutch feed press. switch

III-2 Hydraulic control unit

Schematic view of the hydraulic control block:

Oil from the oil pump (Pp)

enters through the oil filter and is then
controlled by the pressure regulator.
Excess oil from the pressure
regulator is sent to the cooler and lub-
rication circuit.
Regulated pressurized oil is held
ready at the distributor, from where it
can be directed to the clutch assembly E1
or E2, with the accumulator serving as a
buffer tank during clutch engagement.

Oil flow from pump through filter to oil cooler (lubrication circuit) and clutch feed
circuit
T O C O O LE R AC C U M U LAT O R In steady-state conditions
(neutral or clutch fully engaged),
virtually all the oil flow from the
18 pump goes to lubrication; pressure
settles at 14 bar (idle) / 20 bar (full
D IS T R IB. speed).

63
CLUTCH
CLUTCH

F ILT E R PUMP SUMP

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III-3 Hydraulic accumulator

The accumulator contains two chambers
separated by an elastic diaphragm. The bottom chamber
is connected to the hydraulic circuit of the gearbox,
downstream a check valve. The upper chamber contains
nitrogen gas under pressure and a certain volume of
compensating oil calculated to adapt the overall capacity
of the accumulator to the volume of the clutch.
In a steady-state condition of the system (and
engine running at idle or full speed), the accumulator is
"filled" with a certain amount of oil under operating
pressure.

1+2- Accumulator shells (welded assy.)

3- Membrane
4- Filler valve (no refill or repair)
5- Compensating oil
6-
7- Fitting

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

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

III-4 Oil cooler

Except otherwise requested by the customer, the See also chapters IV-3 "Installation / Gearbox
oil cooler is supplied with the gearbox. Oil from the connections" and VIII-3 "Regular maintenance / Oil
hydraulic control unit meanders through the cooler body, cooler".
between the pipes of the tube nest, before entering the
lubrication manifold and the lubrication circuit.
1- tube nest
2- cooler body
3- end cap
4- water drain plugs
5- O-ring seals (oil-water interface)
6- collar ring
7- O-ring seal (water-air interface)

III-5 Lubrication
Excess oil from the control block travels through the oil
cooler, and from the cooler to the lubrication manifold at the gearbox
front end. From there, it flows through internal channels to the vari-
ous bearings. An important part of lube oil is guided through a sleeve
in the front bearing covers into the central and port side transfer
shafts which protrude into the clutch assembly. Here, the oil makes
its way through the clutch and clutch drum, is centrifugally thrown
out on to the neighbouring parts and gears, and gathers down in the
gearbox sump. Moreover, all gear trains are spray-lubricated through
corresponding internal lubrication pipes.

1- direct clutch pressure line

2- lubrication manifold
3- lubrication pressure set screw
4- external lubrication pipes
5- indirect clutch pressure line

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III-6 Clutch engagement

When a clutch is engaged, this clutch will
absorb all of a sudden a certain quantity of oil for
displacing the clutch piston. As a consequence, a general
pressure drop occurs.
As pressure drops, the spring-biased flow
control valve (# "18") will close, the accumulator check
valve will be closed and the nitrogen gas pressure of the
accumulator will rush the oil contained in the
accumulator into the clutch. The clutch starts dragging.
Since the flow control valve is shut (system
pressure being near 5 bar), oil supplied by the pump now
has to travel through a flow control jet (flow restriction).
Oil arriving through flow control jet (# "63")
now gradually fills the accumulator, at a defined flow
rate, and pressure in the system slowly grows. At the
same time, pressure in the clutch grows accordingly,
providing progressive clutch engagement.

vertical section

Once a threshold level of approx. 11 bar has
been reached, the pressure in the circuit will shift the
flow control valve upwards against the bias of its spring.
With the flow control valve now open, oil can
travel through that passage, which has a large cross
section, at a much higher flow rate. System pressure now
"jumps" up to its nominal value, thus completely locking
the clutch.
The system has come back to a steady-state
condition. The time span between the initial pressure
drop and the return to normal during clutch engagement
lies between 3 and 6 seconds, approximately.

Therefore, pressure evolution upon clutch engagement is as follows:

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

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Pressure change during clutch engagement

TO C O O LER AC C U M U LATO R

18 1. Distributor has been shifted.

Empty clutch has to be filled;
D ISTR IB. oil pressure drops and accumu-
lator expands, sending its oil
63
reserve into the clutch.
With oil pressure low, the
biassing spring shuts flow

CLUTCH
CLUTCH

control valve (#18).

FILTER PUMP SU M P

TO C O O LER AC C U M U LATO R
2. Clutch piston is applied, oil
18 is being reinjected into the
system through throttle jet
D ISTR IB. (#63). The size of the throttle
determines the slope of the
gradual pressure rise.
63
CLUTCH
CLUTCH

FILTER PUMP SU M P

TO C O O LER AC C U M U LATO R
3. 11 bar threshold has been
18 reached. That pressure will
shift the flow control valve
D ISTR IB. (#18) back up. This re-opens
the normal wide cross-section
flow passage, and the system
63
pressure jumps back to normal.
CLUTCH
CLUTCH

FILTER PUMP SUM P

III-7 Option: Twin filter

The optional twin oil filter allows filter replacement with the engine and
gearbox still running.
A clogging indicator (1) (visual indicator or electric transducer) is fitted
to the filter carrier top. The red index means that the respective filter has to be
changed.
A selector lever (2) can be swung round from one filter to another (the
split pin pointing to the "enabled" filter), so that the "disabled" filter can now be
opened and replaced. Arrows on the casting show the direction to switch from
filter "F1" to "F2" and vice versa.
For further detail, refer to section "Regular maintenance" below.

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IV - GEARBOX INSTALLATION

When configuring the power pack, care must be
taken to ensure sufficient free space for easy access to the
filler plug, dipstick, drain plug and controls, as well as to
allow replacement of the oil cooler, filter, oil pump and
other repair and maintenance jobs.
Transmitting propeller thrust to the hull and being
rigidly linked to the propeller shaft, the gearbox requires
strong attachment, rigid foundation and perfect align-
ment! If either of these requirements is not met, severe
damage or breakage may occur.

Therefore:
1.- The connection between gearbox and hull has to be rigid (unless an elastic coupling is fitted between gearbox
and propeller shaft)!
2.- The connection between gearbox and propeller shaft is preferably rigid. In that case, perfect gearbox to shaft
alignment is required.
3.- The connection between gearbox and engine should preferably be elastic. The choice of the elastic coupling
depends on engine data, gearbox design, torsional vibration behaviour of the driveline, etc.

On load-carrying vessels, make sure the founda-

tion is not affected by the degree of charge. If some
deflection of the hull is not improbable (light-weight
construction, wooden ships, etc.), the gearbox must be
protected by means of an elastic coupling between the
output coupling and the line shaft. For all particular
installations, please contact Masson-Marine!
A detailed description of the recommended
alignment and clamping procedure can be obtained from
Masson-Marine ("M-SAV Shaft Alignment Procedure"
/08.2003).

IV-1 Alignment
Unless an elastic coupling or cardan shaft is provided between the gearbox and the propeller shaft, line shaft (pro-
peller shaft) and gearbox output shaft have to be perfectly in line. The usual procedure is as follows:

y Center the line shaft first.

y Align the gearbox on the line shaft axis.
y Align the engine relative to the gearbox.

Line shaft to gearbox connection

To avoid shaft deflection and, at the same time,
maintain sufficient elasticity, a recommended value for the
free line shaft length from the gearbox coupling flange to
the first shaft bearing is:
approx. 10 to 20x shaft Ø *
To avoid shaft droop during alignment, the
propeller shaft coupling should be set true by means of
some provisional support device.
shaft) centerline. Reference for angular alignment will be
the gearbox output shaft flange face.
Angular misalignment will produce a gap between
the gearbox flange and companion flange faces. Maximum
allowance for that face gap is 0.10 mm*, depending on the
free length & flexibility of the line shaft!
Maximum axis (or parallel) misalignment allowed
here is 0.15 mm*, according to the type and position of the
1st line shaft bearing!
*) Re. Masson-Marine specification MF 24202

Adjustment of the gearbox is done by means of the

jacking screws ("A" below) (3 or 4 screws) fitted through
10 Ø ... 20 Ø
the side brackets of the gearbox casing.

Ø The figures shown here are those measured on the

Bring the gearbox output shaft centerline parallel
to, i.e. into perfect alignment with the line shaft (propeller
hardware. So, they are TOTAL values, i.e. they already
include 0.05 mm max. radial deviation and 0.06 to 0.12 mm
max. wobble of the coupling flange (depending on gearbox
– see Masson-Marine for exact data). It is the object of the
alignment procedure, to bring all combined deviations as
closely as possible to zero, so as to prevent ultimate shaft
or bearing breakage due to fatigue.

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< 0.10 mm
top gap

gearbox
Angular misalignment
Parallel

gearbox
misalignment line shaft
line shaft

bottom gap
< 0.15 mm

IV-2 Gearbox fixation

Having determined the position and adjusted the
gearbox for perfect alignment (using jack-screws A / see
sketch below), secure the gearbox to the foundation.
Various methods may be used; the most widespread ones
are:
• Steel SHIMMING (thickness 10 to 30 mm max.) and/or
cast iron pads (HB 170 minimum hardness), or
• moulding solid RESIN pads extending over the entire
length of the gearbox support brackets, after
adjustment of the gearbox alignment.

A A

E, F E, F
B B

propeller propeller
thrust thrust
D C D D C D
Steel shimming Resin mounting

A - jacking screws
B - steel shims / resin pad
C - fitted bolts (mind position !) 1 9
D - clearance fit bolts (clamping action) – minimum quality
class 8-8 or above
E/F - thrust stop device 8
gearbox – 1 2
spot facing – 2 7
foundation (2-3 % slope) – 3
ground fitted bolt – 4 3
spherical contact washer – 5 6
2...3 %

spot welding after adjustment – 6

steel shim (2-3 % slope) – 7 4 5
washer – 8
Recommended clamping arrangement
split pin or pal-nut – 9

The gearbox will be clamped with a set of clear-
ance bolts and a pair of ground FITTED BOLTS ("C"
above) to be installed through the gearbox support brackets
and the foundation rail.
page 20 / 42
The main thrust transmitted to the hull being the
forward thrust, we recommend welding (or otherwise
securing) a pair of rigid stop pads ("E" above) to the
foundation, abutting the gearbox support brackets at the
front end of the gear.
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In order to accommodate thermal growth of the

assembly, the fitted bolts should be installed in the second-
from-front hole of the 4 bracket holes on both sides of the
gearbox (i.e. near the welded stops), when thrust stops are
used. If no axial thrust stops are used, the fitted bolts will
have to be installed in the second-from-aft hole on each
side (i.e. near the line shaft coupling).
If moulded resin pads (or wood or other soft
material) are used, the fitted bolts cannot transmit thrust!
Due to the considerable thickness of the support pads, the
bolts would be exposed to combined shear and bending
stress and therefore would break before long! In that case,
forward thrust stops transmitting axial thrust to the founda-
tion & hull are imperative.

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

Gearbox to engine connection

This connection will always be made through an
elastic coupling defined for each specific installation. The
appropriate coupling has to be determined as a function of
all critical parameters, such as: inertia, number of propeller
blades, engine stimuli, etc.
Positioning of the engine with respect to the
gearbox requires particular care; combined misalignment
(tolerance, static and dynamic deformation of elastic
mounting pads, etc.) should never exceed the capacity of
the coupling.

Engine-to-gearbox connections
Examples of elastic coupling arrangements

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IV-3 Gearbox connections

Basically, only the remote control system for the gearbox (and PTO, if applicable) needs to be linked up and the
oil cooler connected to the engine system (or separate cooling circuit). For remote control equipment, refer to chapter IV-4
"Gearbox control equipment".

Oil cooler connection:

Gearbox oil temperature should be about 65 °C;
it should NOT exceed 85 °C.
As a consequence,
in a closed loop cooling system, the gearbox oil cooler
should be connected to the water circuit upstream of the
engine (i.e. after the heat exchanger outlet / "cold" side)!
Make sure no foreign matter will enter the
cooling system and clog the cooler tube nest(s); if
necessary, provide a water intake strainer!
Oil flow through the gearbox oil cooler goes
from the pressure regulator to the lube oil manifold &
lube pressure relief valve assembly at the front end of the
gearbox. Water flow through the gearbox cooler should
be opposite the oil flow.

1- Tube nest 4- Drain plug

2- Cooler body 5- O-ring seals
3- End covers

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

Cooler type: 15476 / 15481 / 15486 min.flow max.flow

3 3
(m /h) (m /h)
raw water 6.0 8.0
(open circuit)
engine water 6.0 10.0
(closed circuit)

Cooler type: 17510 / 17514 / 17515 min.flow max.flow

3 3
(m /h) (m /h)
raw water 13.0 16.0
(open circuit)
engine water 13.0 20.0
(closed circuit)
3
1 m = 1 000 l; 1 US gal. = 3.785 l; 1 imp.gal. (GB) = 4.546 l
3
hence: 1 m = 264.2 US gal.
3
1 m = 220.0 imp.gal. (GB)

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

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

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IV-4 Gearbox control equipment

The gearbox may be shifted from neutral into ahead or reverse directly by means of the selector lever on the
hydraulic block.
Remote control may be provided by means of cable control, pneumatic control or solenoid control.
Cable control :
Neutral position is the centre position of the control lever/
handwheel.
Clutch engagement is obtained by rotating the control
through 45° in either direction.

An indicator plate on the control valve body shows the

direction of rotation for ahead/reverse engagement from
neutral position (there being only one position on xxxNR
gearboxes, of course.
A latch will hold the control in each one of its 3 positions.
The inclination of the cable support bracket can be set to a
number of different angles.

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

Gearbox control should be advantageously linked to the

engine injection pump control, so that shifting can only be
carried out at idling speed.

Pneumatic control
The shift valve is the same as in the case of mechanical
cable control, with the same operation and shifting positions.
supply fittings = Actuation is provided through a pneumatic cylinder. Its
Ø 1/4" gas pipe thread operating pressure is 4.5 bars (± 2 bars) / 65 psi (± 30 psi).
Response fails at pressures < 2.5 bars (35 psi).

3 proximity switches are provided for feedback of the 3

shifting positions (neutral, ahead, reverse) to the bridge.

All elements are pre-set in our factory and need only be

connected. However, if some part had to be replaced for
repair, make sure to:
• adjust the linking rod and swinging arm accurately for
good alignment in all 3 shifting positions (as above;
see "cable control")
• adjust the gap between the pointer and the proximity
switches to 1 ± 0.2 mm.
Connect proximity switches as shown below :
Air pressure in the cylinder proximity relay
will engage the: ... switch 24V - 270Ω/2W
PORT side STARBOARD +24V DC
clutch clutch
control light

ground

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Electric (solenoid) remote control

The shift valve is in neutral when none of the solenoids is
being energized.
Energizing one of the solenoids will engage the correspond-
ing clutch.
All solenoids are fed with 24 V DC. Emergency operation –
e.g. in case of electric supply failure – is possible through a
manual actuation device: either a push-button or a screw-in
knob.

The standard shift valve for propulsion clutch control is of

the constant current type: the valve spool will remain in a
given position as long as the corresponding solenoid is being
energized. In other words, the solenoid has to receive 24V
DC continually all the time the clutch has to be held en-
gaged!
Coil springs return the valve spool into "neutral" position as
soon as voltage drops to zero.

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

PTO solenoid control

If a clutch type PTO (or PTOs) is/are provided, their solenoid valve(s) will have to be
connected, too. Just as the gearbox solenoids, the PTO solenoid is usually wired to a 24V
DC source.

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

IV-5 Gearbox monitoring

At least the installation of a pressure gauge is strongly recommended.
A pressure gauge should be connected to the gearbox; operating pressure is
read at PI 2 (cf. section III-1 "Hydraulic circuit"; hydraulic block top, adjacent the
accumulator ) using a connector Ø = M 10x100.
A clutch pressure alarm switch may be connected at the same point.
The alarm switch will be set to 13 bar minimum pressure (pressure drop).
Oil temperature gauges may be installed in the path to and from the oil
cooler. Temperature alarm switches may be installed on common fittings.

A lube oil pressure gauge and/ or alarm switch may be installed on the
lubrication manifold, at PI 3. The alarm switch will usually be set to:
0.5 bar (alarm level) or
0.2 bar (engine stop). operating pressure PI 2

Other monitoring and alarm equipment may be installed, such as clogging

alarm, clutch engaged/disengaged sensor, standby pump trigger switch etc.,
according to customer specification. Refer to Masson-Marine commercial
department to explore all possibilities; contact Masson-Marine service department to
find out which items have been installed on your particular gearbox, and their
respective settings.

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

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V - START-UP
Before start-up (New gears or after repair)
For maximum warranty benefit, we recommend
to have a Masson-Marine engineer assist to the start-up
of the driveline and/or gearbox.
Check up the gearbox condition. Sea-side
environment may corrode the mechanical parts. If a
gearbox has been held in stock for more than 3 months,
remove the inspection covers and make sure no corrosion
has occurred on the gearwheels and bearings. Clean up if
necessary.
If corrosion has occurred inside the gearbox, fill
in some thin oil (enough to have the suction pipe intake
port immersed at all times), start the engine at idling
speed and operate the gearbox for about 2 hours in
neutral, and shift to ahead and reverse for a few minutes,
respectively. Drain all oil. Clean oil filter. Proceed to
start-up.

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

- Fill in the appropriate amount of oil (cf. section II-3:

"Operating data") – Filler plug : # 15.
Caution: If the gearbox sump serves as the supply tank
for a CPP system or other, add the appropriate amount of oil to
the standard quantities shown.
- Start the engine at idling speed. When all systems are
filled, check the gearbox oil level using the DIPSTICK (# 7),
engine at idling speed! Top up to the dipstick MAX-mark as
necessary.
- Always check the gearbox oil level using the dipstick,
engine at tick-over!
If the gearbox is not installed horizontally, refer to
Masson-Marine service dept. for information about the required
dipstick reading.
- Check operating pressure and lube oil pressure; ask
Masson-Marine for advice, if necessary. Pressure readings
should be taken when the oil has reached its operating
temperature only. (Operating pressure is set to approx. 14
bar/idle and 20 bar/full speed. Lube oil pressure is set between
0.5 bar min. pressure and 6 bar max. pressure. These readings
may be somewhat higher with cold oil.)
- Engage AHEAD and REVERSE gears a few times, at
idling speed, to bleed the clutch circuit.

Routine check
- Check oil level at least every 100 h / once a week; top
up to dipstick "max." if necessary. Always check the oil level
with the dipstick, engine running at idling speed.
- Check operating pressure at least each time the engine
is started; permanent monitoring is recommended.

Monitor oil temperature and make sure it settles
and remains near 65 °C (unless otherwise specified) and
never exceeds 85 °C.
Carry out the 1st oil change & oil filter
replacement after approx. 100 h of operation. With the
first oil change, you are likely to find a relatively high
concentration of bronze "powder" in your oil. This is no
reason for alarm; the sinter metal linings of the gearbox
clutches "wear in".

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VI - OPERATION

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

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

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

Cold start Warm start

After starting the engine, gearbox in No particular procedure has to be followed
NEUTRAL, we recommend waiting until the propulsion when the propulsion unit has warmed up. Always make
unit has reached a fair operating temperature at idling sure the gearbox is in NEUTRAL before starting.
speed (gearbox oil at about 30 to 40 °C), before
gradually increasing speed and load. This is particularly
important in a cold environment; very cold oil may
damage the gearbox (i.e. crush oil filter).

Clutch engagement

- Engage clutches at idling speed only!

- Increase engine speed only after clutch engagement has been completed!

18

Normal clutch operation

- At ENGINE IDLE, shift the selector lever (# 17)
to AHEAD or REVERSE.
- Gradually increase engine speed.

Clutch engagement may take between 3 and 6

seconds (approximately), depending on oil viscosity,
temperature, inertia, and other things.

17 Crash-stop maneuvers
(= full speed ahead to full speed reverse)
These should be avoided to prevent excessive
clutch wear. However, being a legal requirement, these
maneuvers are possible.

PTO-clutches (if applicable)

As for the gearbox, these should be engaged at Clutch engagement/disengagement may be

IDLING SPEED only, NO LOAD on the PTO-device
(winch or other), increasing engine speed and PTO load
once the clutch engagement has been completed.
effected from the bridge, through the remote control
device, or directly in the engine room, acting on the
manual selector handwheel (# 17) on the hydraulic block
(or screw-in knob of the shift solenoid, if an electric
remote control is used).

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VII - COME-HOME PROCEDURE

A- Hydraulic system failure

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

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

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

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

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

W ... gearboxes W .... C (coaxial) gearboxes

y Stop the engine!
y For SAFETY reasons, make sure to lock the input and
output shafts against rotation before introducing the come-
home device.
y Disconnect the remote control device etc. from selector to
avoid erroneous clutch engagement.
y Lock shift selector in NEUTRAL position.
y Stop the engine!
y For SAFETY reasons, make sure to lock the input and
output shafts against rotation before introducing the come-
home device.
y Disconnect the remote control device etc. from selector to
avoid erroneous clutch engagement.
y Lock shift selector in NEUTRAL position.

y Remove the top cover (3) y Remove bearing cover plugs (1).
y Insert come-home screws (2) y Remove come-home screws (2).

y Insert come-home screws (2) through

the cover holes.

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

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

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

Tightening torque for come-home screws:

W 16 500 XXX 3.5 mdaN
W 8 nnn XXX 3.5 mdaN W 18 nnn XXX 6.5 mdaN
W 12 nnn XXX 5.5 mdaN W 20 nnn XXX 6.5 mdaN

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B- Remote control failure

Control commands from the bridge are transmitted to the gearbox through a push-
pull cable, a pneumatic system or an electric shift valve.
If the remote control system fails to respond, proceed as follows:

Cable control and pneumatic control:

Disconnect the remote control
(see arrows) and operate the selector
handwheel (# 17) by hand.

Electric switch valve:

Disconnect the electric control
and screw the knob of the
corresponding solenoid into full
engagement.

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VIII - REGULAR MAINTENANCE

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

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

JOB INTERVAL REMARKS

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

Clean oil filter (# 21) every 500 h

Replace oil filter (# 21)
Oil change
Clean oil cooler (# 5)
Visual gear inspection
at least once every year (2500 h) first replacement after 100 hours
(new or reconditioned gearbox)
every 2500 h or first oil change after 100 h
at least once a year (new or reconditioned gearbox)
every 500 h → raw water cooling
every 8000 h → closed circuit soft water
every 8000 h remove inspection covers (# 14
and 16) from casing

We further recommend the following parts to be systematically replaced within the corresponding reconditioning cycle:
JOB INTERVAL REMARKS
Replace PTO coupling spider (if any) every 6000 h #1
Replace hydraulic accumulator and oil cooler tube nest every 15000 h # 19
Replace remote control solenoid (if applicable)
Replace oil pump, suction hose and pressure hoses # 12
Replace alarm switches (if applicable) every 25000 h # 3, 4, 11, 13
Replace clutch discs, seals, etc
Replace input shaft bearings, clutch and drive pinion
bearings
As above, plus: every 40000 h
Replace output shaft bearings
Detailed information to be obtained from Masson-Marine.

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 W 8000-12000-16500-18000-20000

Gearbox W 20xxx :
The low speed shaft (output shaft) of this gearbox has two lip seals facing each other. The outer lip seal will not be
lubricated by gearbox oil held back by the inner seal, and therefore needs to be greased.
A grease cup is provided to this end in the main casing, above the output shaft flange. Renew the grease packing
every 2000 to 3000 hours. See specifications hereafter.

VIII-1 Oil change

1st oil change is due after 100 h of operation. Subsequently, perform an oil change every 2500 h or once a year.
Only use Masson-Marine-approved oil!
If the ship has been on dry dock or laid-up for more than 3 months, oil should be changed prior to any new start-
up.
y Make sure all system pressure has been dumped.
y Remove drain plug to remove old oil. Re-insert plug.
Refill:
y Remove filler plug and refill the gearbox, using the appropriate quantity and type of oil.
y Start engine at idling speed and check the oil level, using the dipstick (# 7, drwg. above)

VIII-1.1 LUBRICATION SPECIFICATIONS

Gearbox oil is supposed to provide lubrication for all moving parts and to cool the assembly, yet leaving enough
friction for the clutches to transmit torque without slipping (a clutch that slips will be destroyed before long).
Therefore:
As a general rule, gearbox oil should be high quality mineral oil complying with the following standards:

ISO VG 150 (DIN 51519) 

ISO VG 100 "  according to gearbox operating conditions, cooling system,
ISO VG 68 "  etc.

Basic viscosity grade should be

SAE 20 or 30 or 40
(SAE 30 being the most commonly used under standard gearbox operating conditions)

Furthermore, the gearbox oil should:

y have a viscosity index above 100
y include anti-corrosion, anti-foaming and anti-oxidizing additives
y show good de-emulsifying properties in water
y show good detergent and dispersive properties
y have an aniline point ≥ 95 °C for good compatibility with conventional elastomeric materials
y have a very low proportion of anti-wear dopants
y contain very low sulfur phosphorous additives
y contain no EP-additives.
It should be selected among the following oil families:
y "engine" type oil
y "hydraulic" type oil
"Turbine" oils, ATF Dexron II oils, Extreme Pressure additives, Turbo additives etc. are prohibited!

Grease:
Grease must be compatible with nitrile rubber and should resist operation temperatures of up to 90 to 95 °C. It
should comply with the following specifications (ASTM D 217) :
minimum penetration 265
NLGI consistency 1 or 2
dropping point < 200 °C

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

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 W 8000-12000-16500-18000-20000

RECOMMENDED OIL for MASSON GEARBOXES

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

M-GH /v.09/04-2006 page 31 / 42

 W 8000-12000-16500-18000-20000

GINOUVES GEORGES SA, YORK 730

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

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PANOLIN AG, PANOLIN EXTRA DIESEL

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

issue: 06.2001

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VIII-2 Oil filter

Note:
Oil filter (# 21, fig. above) replacement is Although the filter may be cleaned, we rather
required after the first 100 operating hours. The recommend its replacement. However, if you do want
remaining time, the frequency of filter cleaning is every to clean the filter, make sure this is performed with all
500 hours, or once every month. Replace filter at least necessary care.
every 2500 h (each oil change)! Clogging of the filter will result in a loss of the internal
lubricating pressure of the gearbox and faulty operation
of the hydraulic circuit.

Standard oil filter

The filter cartridge (10) can be removed by unscrewing its bowl (3) carry-
ing a hexagonal nut portion (4) at its lower end.
Check condition of O-ring seals (1) and (2) upon reassembly; replace if
necessary.
Check condition of the coil spring (11); replace if necessary.

Twin filter option

Oil filter replacement is possible without stopping the engine and gearbox.
Proceed as follows:
- Swing lever (1) around by 180° (from F1 to F2 or vice versa).
- Open bleeder screw (2) of the disabled filter to bleed residual pressure.
- Remove filter bowl (3) and replace oil filter as above. The filter
elements, seals, etc. are the same as in the single oil filter.

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

VIII-3 Oil cooler

Oil cooler inspection/cleaning is required every: Disconnect water and oil pipings, dismount the
raw water: 500 h oil cooler assembly, withdraw end covers (3)
closed circuit soft water: 8000 h. and O-ring seals (6, 7). Pull out the tube nest (1)
Check for calcification, deposit and foreign matters in from the cooler body (2); clean externally with
the tube nest pipes. Clean if necessary. kerosene and pass a fitting brush through the
inside of the tubes. After completion of the
Removal of the tube nest (Masson-Marine standard clean-up, reassemble the cooler, using new O-
coolers – see drawing hereafter): ring seals.

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VIII-4 Gear teeth

Every 8000 hours, or once a year, remove the top casing Make perfectly sure no object will fall into the
cover (covers) for inspection of the gear teeth condition. gearbox. As soon as the inspection is finished, re-place
Clean the casing prior to opening and eliminate all the cover (covers).
objects which may lie on it: rags, screws, etc.

VIII-5 Accumulator
The accumulator is pre-set, pre-filled in our factory. It does ("7") to push against the membrane. Nitrogen pressure
not require any maintenance; when clutch engagement behind the membrane being normally significantly higher
becomes harsh ("clunky") and the pressure rise during than 2 bars, there should be a very clear resistance against
shifting is not gradual, replace the accumulator. the push rod action. If no resistance is felt, replace the
The accumulator has to be replaced as a whole; it accumulator.
cannot be reconditioned (diaphragm trapped in welded
body). For details, see chapter III-3 "Hydraulic accumu-
lator".

When ordering a replacement accumulator, always mention

A rough check of the accumulator is possible, though. If gearbox type & serial number!
uncertain about the condition of the accumulator, engine
stopped and having shifted to ahead/reverse 2 or 3 times (to
dump all pressure), remove the accumulator from the gear-
box and insert a rounded-end (!) rod through the fitting hole

M-GH /v.09/04-2006 page 35 / 42

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

010 - No response
020 - Clutch drags
030 - Clutch slips
040 - Slow clutch engagement
050 - Harsh clutch engagement
060 - Low or no oil pressure
070 - High or irregular oil pressure
080 - Low or no lubrication pressure
090 - High lubrication pressure
100 - Temperature rise

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

Noise and vibration problems will be examined apart hereafter.

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

020 Clutch drags:

- oil level: - drain oil to correct level
- water in oil: - drain all oil, change oil; check oil cooler seals
- pressure leak to clutch: - check pressure in the clutch feed path
(either selector outlet; selector-to-clutch feed pipe)
- check selector spool position
- check control position
- clutch damaged: - rebuild clutch

030 Clutch slips:

- oil level: - top up oil
- water in oil: - drain all oil, change oil; check oil cooler seals
- oil quality: - check type of oil (additive?)
- oil pressure: - pressure too low
cf. "Low or no pressure" # 060
or: - [pneutral- pengaged] > 1.0 bar
feed pipe or piston ring leak: rebuild clutch
- air bubbles in oil: - check suction pipe
- control - check control cable connection to gearbox; gearbox selector handwheel loose
- distributor spool: - check spool position; spool/body wear
- clutch damaged: - rebuild clutch

.../...

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040 Slow clutch engagement

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

050 Clunky or harsh clutch engagement

both clutches:
- engine speed: - check engine idling speed
- oil pressure: - check oil pressure at idling
- oil quality: - check quality (additives ?)
- feed throttle (it. "63"): - check correct size (too big) ? (see chap. III-6 "Clutch engagement")
- flow control valve (it. "18") stuck open/ loose/ spring broken ? (see chap. III-6 "Clutch engagement")
- accumulator deflated: - progressive pressure rise over 3-6 seconds ? (see chap. III-6 "Clutch engagement")
- check / replace accumulator (see chap. III-3 "Hydraulic accumulator")
one clutch only:
- clutch damage: - shaft splines or discs: rebuild clutch

060 Low or no oil pressure or irregular pressure

- pressure gauge: - double-check first
- oil level: - top up oil
- oil filter clogged
- oil filter relief valve (30 bar) open or leaky (it. "7" on fig. above)
- feed throttle clogged (it. "63")
- feed throttle size too small ?
- air bubbles in oil: - check suction pipe
- clutch feed leaks: - check: [pneutral- pengaged] > 1.0 bar ?
feed pipe or piston ring leak; rebuild clutch
- regulator - check:
- set screw (loose ?)
- regulator spring (broken ?)
- piston (stuck ?)
- pump drive - check:
- input shaft rotation
- pump drive coupling broken/ pump broken
- correct pump fitted ? (size; rotation; etc.): check gearbox file or contact Masson

.../...

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070 High oil pressure or irregular pressure

- low temperature - check temperature
- oil quality - check; drain & change if necessary
- pressure gauge: - double-check
- regulator - check:
- set screw (over-tight ?)
- piston (stuck ?)
- oil cooler - check: cooler oil passage clogged ?
- oversize pump fitted ? - check gearbox file or contact Masson-Marine

080 Low or no lube oil pressure

- pressure gauge - double-check first
- oil level: - top up oil
- oil filter clogged
- oil filter relief valve (30 bar) open or leaky (it. "7" above)
- air bubbles in oil: - check suction pipe
- lube p. regulator: - check:
- set screw (loose ?) Contact Masson-Marine.
- regulator spring (broken ?) Contact Masson-Marine.
- piston (stuck ?) Contact Masson-Marine.
- oil cooler (oil path) clogged
- oil pump: - (as above)

090 High lube oil pressure

- low temperature: - check temperature
- oil quality: - check; drain & change if necessary
- pressure gauge: - double-check
- regulator: - check:
- set screw (over-tight ?) Contact Masson-Marine.
- piston (stuck ?) Contact Masson-Marine.
- oversize pump fitted ? (check gearbox file or contact Masson-Marine)

100 Temperature rise

- oil level: - check oil level; top up & look for possible leak
- oil pressure: - check pressure (insufficient ?)
- cf. "low or no pressure" # 060
- oil cooler: - check:
- cooler water passage (clogged ?)
- water supply (pump / grid / etc.)
- oil passage through cooler (clogged ?)
- clutch slip: - check:
- oil pressure (insufficient ?)
- rope around propeller ?

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NOISE / VIBRATION PROBLEMS

Noise problems are particularly difficult to analyse. In fact, the "noisy" part of the driveline may not necessarily be
the faulty part – but merely an amplifier for a phenomenon that has its origin somewhere else. Here are a few explanations
to "common noise problems".
For any particular problem, please contact Masson-Marine.

Irregular / transient noise or vibration:

Appears under certain conditions only, and/or at certain engine speed ranges only. Possible causes may be:
- engine injection pump regulator
- engine to gearbox elastic coupling
- propeller
- gear backlash (cf. chap. II-2 "General layout")

Continuous noise
Permanent noise, may change in pitch and volume with engine speed and/or load. Try to localize, under which condition &
where the noise occurs:
- in neutral (= all the time) ?
check input drive-line: engine and/or gearbox
- in ahead or reverse only ?
check gearbox drive-line
- in ahead and reverse, with clutch engaged only ?
check output drive-line: gearbox and/or propeller shaft

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

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

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

M-GH /v.09/04-2006 page 39 / 42

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X - SPARE PARTS

Whenever you need technical information, help, or order spare parts, ALWAYS mention the gearbox type and
serial number!
A- Hydraulic control parts B- Oil filter parts

18- Pressure gauge

19- Accumulator
21- Oil filter
C- Electric remote control parts D- PTO clutch control solenoid

1- Solenoid valve assembly, complete 1- Shift solenoid assembly (24 V DC)

2- Shift solenoid (24 V DC / 48 W) 2- Carrier block
E- Oil pump

11- Suction hose

12- Oil pump
13- Pump pressure hose

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F- Oil cooler

3- Oil pressure hose block-to-cooler

4- Oil pressure hose cooler-to-lubrication
5- Oil cooler assembly

G- Oil cooler components

1- Cooler tube nest
2- Cooler body
3- Cooler end caps (2 pc.)
4- Water drain plugs (2 pc.)
5- O-ring seals; oil-water interface (4 pc.)
6- Collar ring
7- O-ring seals; water-air interface (2 pc.)

H- Pneumatic control

1 – proximity switches (3x)

2 – pneumatic cylinder

3 – ball-and-socket joints (2x)

4 – linkage rod

5 – control lever

For a detailed list of (recommended) spare parts, reconditioning parts (clutch components, set of bearings, etc.),
seals and gaskets, specific PTO parts or any particular spare part request, as well as for repair instructions (e.g. no
pullers nor heat on the coupling flanges and gearwheels!) please contact Masson-Marine, stating your gearbox type
and serial number.

www.masson-marine.com
sav@masson-marine.com

M-GH /v.09/04-2006 page 41 / 42

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Your Masson-Marine dealer

MASSON-MARINE S.A.S
Sens
France
www.masson-marine.com

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