Installation Manual: Families BW 190 BW 250 BW 360 BW 460 BW 750

Installation manual
Families BW 190 • BW 250

BW 360 • BW 460
BW 750
3000 765 101

Important note
1. Warranty conditions agreed with ZF apply to these 2. The gearbox manufacturer, as a supplier of one indi-
gearboxes. However, ZF can only honour warranty vidual component of a ship’s entire drive system,
claims on condition that: cannot be held responsible for vibrations or vibratio-
● the gearbox was installed, monitored, operated nal problems arising from this system.
and maintained in accordance with the instruc- It follows from this that ZF will not accept liability
tions in the installation and operation manual; for gearbox noise or damage to the gearbox, flexible
● ZF-approved lubricants have been used; coupling or other parts of the drive unit caused by
● the limit values specified on the gearbox for the such vibrations.
ratio of input power to input speed, and the limit
We therefore recommend that a vibrational calcula-
on input speed — dependent on gearbox applicati-
tion be performed, and appropriate load-free gearbox
on group in use — are respected.
components should be included in this calculation,
wherever feasible.
Subject to alterations in design
Copyright by ZF
This installation manual is protected by copyright. Any reproduction and dissemination in whatever
form – also in adapted, paraphrased or extracted form – in particular as a reprint, photomechanical or
electronic reproduction or as a storage in data-processing equipment or data networks without approval
by the holder of the copyright is prohibited and will be prosecuted under civil and criminal law.
Printed in Germany
Edition: 07.99
3000 765 101
ZF MARINE GmbH ZF Padova S.p.A. ZF-HURTH Marine S.p.A.

Ehlersstr. 50 Via Penghe 48 Via S. Andrea 16
D-88046 Friedrichshafen I-35030 Caselle di Selvazzano I-38062 Arco (TN)
Germany Padova, Italy Italy
Phone (07541) 77-0 Phone (049) 8299-311 Phone (0464) 58 05 55
Fax (07541) 77-4000 Fax (049) 8299-550 Fax (0464) 58 05 44
BW 190, BW 250, BW 360, BW 460, BW 750 Table of contents
Documentation NOTE
In addition to this installation manual, each gearbox family has its own operating manual.
WARNING
We would recommend that you take a look at the operating manual so that you have a better understanding of how
the parts fit together.
Page
1.0 Installation............................................................................................................................................. 1-1
1.1 Permissible location positions................................................................................................................. 1-1
2.0 Gearbox attachments for transportation ............................................................................................ 2-1
3.0 Gearbox mounting on foundation ....................................................................................................... 3-1
4.0 Connection to the engine ...................................................................................................................... 4-1

4.1 „Normal“ engine/gearbox arrangement ................................................................................................. 4-1
4.2 U-drive arrangement ............................................................................................................................... 4-2
4.3 U-drive arrangement installation diagram .............................................................................................. 4-4
5.0 Connection to propeller shaft............................................................................................................... 5-1

5.1 Aligning the gearbox............................................................................................................................... 5-1
6.0 Connections for gearbox cooling and monitoring .............................................................................. 6-1

6.1 Cooling water connection (information only applies to volume-produced attached coolers)................. 6-1
6.2 Connection to monitoring devices .......................................................................................................... 6-2
7.0 Table of contents for gearbox actuation, control units....................................................................... 7-1

7.1 BW 190 family – gearbox actuation, control units................................................................................. 7-2
7.1.1 Mechanical gearbox actuation ................................................................................................................ 7-2
7.1.2 Pneumatic gearbox actuation .................................................................................................................. 7-4
7.1.3 Electric gearbox actuation....................................................................................................................... 7-4
7.2 BW 250, BW 460, BW 750 family – gearbox actuation, control units.................................................. 7-6
7.2.2 Pneumatic gearbox actuation .................................................................................................................. 7-8
7.3 BW 360 family - gearbox actuation, control units ................................................................................. 7-11
Table of contents for trolling ................................................................................................................ 8-1

8.0 Trolling................................................................................................................................................... 8-2
8.1 BW 190, BW 250 families – actuation equipment for trolling operation............................................... 3-2
8.1.1 Mechanical actuation equipment for trolling operation .......................................................................... 8-2
8.1.2 Electrical actuation equipment for trolling operation ............................................................................. 8-4
8.1.3 Electrical actuation equipment for trolling operation (Autotroll) ........................................................... 8-5
8.1.4 Trolling valve retrofit .............................................................................................................................. 8-5
8.2 BW 460, BW 750 families – actuation equipment for trolling operation............................................... 8-6
8.2.1 Mechanical actuation equipment for trolling operation .......................................................................... 8-6
Table of contents BW 190, BW 250, BW 360, BW 460, BW 750
Page
8.2.3 Trolling valve retrofit .............................................................................................................................. 8-7

8.3 BW 360 family - actuation equipment for trolling operation ................................................................. 8-8
9.0 Measures required before putting gearbox into operation................................................................ 9-1

9.1 Oil filling, oil level check........................................................................................................................ 9-1
9.2 Installation check .................................................................................................................................... 9-1
10.0 Propeller direction of rotation when travelling in forward direction ............................................... 10-1
Table of contents for power take-off units........................................................................................... 11-1

11.0 Power take-off units .............................................................................................................................. 11-2
11.1 General information on power take-off units .......................................................................................... 11-2
11.2 SAE flange connection ........................................................................................................................... 11-2
11.3 Connection with shaft stub...................................................................................................................... 11-2
11.4 Selectable power take-off units ............................................................................................................... 11-3
12.0 Table of contents for BW 190 family ................................................................................................... 12-1

12.1 BW 190 table of contents........................................................................................................................ 12-3
12.2 Description of basic gearbox................................................................................................................... 12-14
12.3 Monitoring data....................................................................................................................................... 12-16
12.4 Technical data ......................................................................................................................................... 12-17

13.2 Gearbox monitoring................................................................................................................................ 13-11
13.3 Monitoring data....................................................................................................................................... 13-13
13.4 Technical data ......................................................................................................................................... 13-14

14.3 Monitoring data....................................................................................................................................... 14-11
14.4 Technical data ......................................................................................................................................... 14-12

15.3 Monitoring data....................................................................................................................................... 15-9
15.4 Technical data ......................................................................................................................................... 15-10

16.3 Monitoring data....................................................................................................................................... 16-13
16.4 Technical data ......................................................................................................................................... 16-14
BW 190, BW 250, BW 360, BW 460, BW 750 Gearbox installation
1.0 Installation 1.1 Permissible location positions
When planning the power pack, care should be taken Binding installation documents apply to the gearbox
to ensure that sufficient free space is available for supply order (also refer to „Propeller direction of
removing the oil cooler, oil filter, oil pump, gearbox, rotation“ Chapter 10.0)
clutch and clutch discs and for checking the dipstick.
If mechanical emergency actuation of clutches is
provided, it must be accessible. (The dimensions for
these procedures are specified in the gearbox
installation drawings).
The oil drain plug must also be accessible. If there is

no space under the oil drain aperture for a pan for
collecting oil which escapes when changing oil, we
would recommend that you install and fix a suction
pipe to the gearbox instead of the oil drain plug and
carry out oil changes in this way.
CAUTION
The screw connections listed below are to be
provided by the customer and must be rated in
acc. with the operating loads supplied:
● suspension brackets to gearbox (provided
this does not fall within ZF scope of supply);
● suspension bracket to foundation;
● flexible coupling to engine or gearbox;
● propeller shaft to gearbox.
The safety equipment required for rotating

components must be in place, e.g.
● protective covers for output flange, flexible

coupling and/or engine flywheel drive shaft;
● protective covers and guard equipment for
universal joint shaft.
1-1
BW 190, BW 250, BW 360, BW 460, BW 750 Gearbox attachments
2.0 Gearbox attachments for transportation
The lifting tackle for transportation should only be

attached to the lugs provided.
On gearboxes without attached mounting brackets,

lifting eyes are screwed onto the pads intended for
taking up the suspension brackets during delivery.
These retaining lugs are only used for transporting the
gearbox. They must not be used to transport the engine
and gearbox unit in the “flange-mounted-on-the-engine
version”. Afterwards, these lifting eyes must be
removed so that the suspension brackets can be
attached.
On gearboxes where the mounting brackets have

already been fitted, the lifting tackle should be attached
to the eyes of the mounting brackets. On the mounting
brackets supplied by ZF, the corresponding outer
bracing ribs have been provided with eyes. If the
mounting brackets are manufactured by the shipyard
or by the engine manufacturer, suitable means of
attachment must be provided.
Under no circumstances may the lifting gear be

attached in other places, particularly not to the input
shaft, the output shaft, the covers, the oil pumps or the
pipes.
2-1
BW 190, BW 250, BW 360, BW 460, BW 750 Gearbox mounting
3.0 Gearbox mounting on foundation During mounting, the gearbox must not be braced to
the foundation, i.e. all mounting brackets lie equally
There are machined pads and mounting threads on the flat on the foundation.
side of the gearbox housing for attaching the mounting
brackets. If the mounting brackets are manufactured at When selecting bearing elements for a flexible gearbox
the shipyard, care must be taken to ensure that the mounting, care must be taken to ensure that the natural
vertical distance between the gearbox output shaft and frequency of the flexibly installed gearbox does not
the foundation support surface of the mounting bracket coincide with the excitation frequency of the engine
is correct. This distance “x” must be within the unit or the propeller. The foundation rigidity must also
following range: be taken into consideration when calculating the
natural frequency.
x < (0.6 • A) and > (- 0.2 • A) A low foundation rigidity can cause resonance and then
lead to high levels of load on gearbox components. As a
result, these components will fail prematurely.
If the propeller thrust is taken up by the gearbox
(propeller thrust bearings for ahead and astern thrust
A
+ are installed in the gearbox), the bearing elements must
X also be appropriate for taking up the propeller thrust.
- When operating a flexible gearbox mounting and
rigidly connected propeller shaft, the alignment must
not be permanently distorted in operation.
Support surface
If you have any queries, do not hesitate to contact us.
To align the gearbox on the foundation (see connection

to propeller shaft), very strong supports must be used.
Individual supports - only around the individual
A +
foundation bolts - are not permissible. The mounting
brackets supplied by ZF are provided with aligning
X
screws. These screws must be removed again after the
- supports have been placed in position.
We recommend the use of fitted bolts to secure the
Support surface 007691 mounting brackets to the foundation. If through bolts
are used, solid stops should be fitted, at least in the
direction “ahead propeller thrust”.
The surfaces of the mounting bracket on the same side The size of the mounting bolts (No., diameter, grade)
as the gearbox must be machined flat. depends on the operating loads, and is to be specified
by the shipyard.
If required, dowels can be used at points specified in Care should be taken to ensure that the gearbox
the gearbox installation drawing. mounting takes up not only the propeller thrust and the
weight, but also the reaction forces of the input torque
The gearbox can be installed separately in the and ratio-dependent output torque.
foundation or, (in versions where it is flange-mounted
to the engine) it can be installed either rigidly or
flexibly together with the engine.
3-1
Gearbox mounting BW 190, BW 250, BW 360, BW 460, BW 750
Casting resin base
The support surface of the ZF mounting bracket

(flexible and rigid) has been designed for direct
mounting on a rigid surface (e.g. foundation frame). If
the gearbox is to be mounted onto casting resin, it may
be necessary to enlarge the support surface using an
adapter plate supplied by the ship yard. The space
between the foundation frame and the adapter plate is
cast. In such instances, the adapter plate should be
designed in a way that makes it possible to remove and
install the gearbox without destroying the casting resin
base. In addition to this, rigid pads should be fitted for
transmitting the propeller thrust to the foundation.
Once the casting resin has hardened, the gearbox
should only be supported by the casting resin and not
by the alignment screws or any other alignment aids.
When aligning the gearbox, the way in which the
casting resin reacted to shrink fitting during hardening
should be taken into consideration.
We recommend that plans for the design of any

mountings made of casting resin are made in
conjunction with the casting resin suppliers and/or a
certified specialist company. A specialist company is
able to provide advice at an early stage and is able to
create the calculations and drawings required for
approval from a classification society and to submit
these for approval.
3-2
BW 190, BW 250, BW 360, BW 460, BW 750 Connection to the engine
4.0 Connection to the engine 4.1 “Normal” engine arrangement
If rigid connection between engine and gearbox is not

possible due to the vibration calculation, the engine
torque must be transmitted to the gearbox by means of
a flexible coupling. This is to prevent any detrimental
vibration resonances within the operation speed range
by controlling the natural frequency of the engine,
gearbox and propeller. If, in special cases, a critical
speed within the operating speed range is inevitable, a 006 778
limiting range must be specified for certain speeds.
This is dependent on the value of the calculated
vibration amplitude.
The flexible coupling to be used is generally selected

by the engine manufacturer with the aid of a torsional
vibration calculation. The gearbox data necessary for
this calculation can be taken from our “Data for
torsional vibration calculation” sheet.
007 693
If a flexible coupling is supplied by ZF according to the
selection of the engine manufacturer or as stipulated by
the shipyard, ZF can in no way be held responsible for The gearbox can be installed “separately” or “flange-
the suitability or durability of the flexible coupling. mounted on the engine”. If the gearbox is installed
separately, the foundation mounting will either be rigid
Assembly and disassembly of the clutch hub or the or flexible. Normally, the engine is mounted flexibly.
input flange, i.e. the part of the flexible coupling on the The torsionally flexible input connection must also be
input side facing the gearbox side must be carried out capable of absorbing misalignments of the engine axis
according to the workshop manual of this gearbox relative to the gearbox axis.
range.
The elasticity of the engine mounting as well as the
alignment accuracy of engine to gearbox must (related
to the gearbox) be selected so that the axial and radial
forces bearing on the gearbox due to the retroactive
forces of the flexible coupling do not exceed the
permissible limit (see table of technical data of the
corresponing gearbox series).
If the gearbox is installed “flange-mounted on the

engine”, the flange dome connects the gearbox to the
engine. In this instance, the two units are properly
centred. The flexible connection then no longer has to
absorb any additional forces caused by shaft
misalignment.
4-1
Connection to the engine BW 190, BW 250, BW 360, BW 460, BW 750
As the BW 750 family have heavy engines, this means 4.2 U-drive arrangement
that the flange domes on the engine and gearbox sides
can only be used as centering aids. The weight of the
engine and gearbox as well as the operating forces must
be routed to the foundation via an adapter.
One of these adapters (usually manufactured by the

shipyard) connects the mounting surfaces on the engine
and gearbox and is braced against the foundation.
Stress on the flange domes, engine and gearbox is
relieved by this bracing. 006 779
The engine-gearbox unit can either be rigidly or

flexibly mounted on the foundation. If mounted
flexibly, care should be taken to ensure full compliance
with the conditions acc. to Section 5.0.
007 694
007 694
Gearboxes with input and output flanges at the same

end of the gearbox are used for the U-drive
arrangement (... S or ... V).
The same conditions as in Section 4.1 apply to the

connection between the engine and the gearbox, but an
additional, variable-length drive shaft is used between
the torsionally flexible coupling and the gearbox input
flange. The joints of the drive shaft create radial forces
and bending moments. In addition, axial forces are
produced by changes in the distance between the
engine and gearbox. These axial forces are of a size
which can be transmitted by the variable-length section
of the drive shaft. It must be ensured that the variable-
length section also functions when under load (axial
forces only produced by longitudinal friction, no
canting, no excessive greasing) and that the stroke is
also sufficient for extreme situations (shock loads). The
size of all these forces and bending torques depends on
the torque transmitted, on the drive shaft length and on
the size of the joint angle.
4-2
BW 190, BW 250, BW 360, BW 460, BW 750 Connection to the engine
These forces and bending moments are absorbed at

! WARNING, DANGER TO LIFE!
the gearbox end by the gearbox input shaft, gearbox
Fit a safety device to all parts of the drive shaft at
housing and mounting bracket; at the engine
which the rotating shaft presents a possible danger
end by the flexible coupling, crankshaft and engine
to people and material. The user and/or operator
housing. The torsionally flexible coupling must
should comply with all relevant safety precautions.
therefore be fitted with additional suspension elements
It is essential that the appropriate safety equiment
between the primary and secondary side. If the flexible
(e. g. retaining bracket, stable guard grill) is fitted to
coupling or the engine crankshaft cannot absorb forces
prevent parts of the drive shaft being thrust out of
and bending moments generated by the drive shaft, an
the unit.
additional bearing must be installed between the drive
shaft and the flexible coupling. This bearing can be
supported by a flange on the engine. Alternatively, an
The drive shaft manufacturer’s technical documents
intermediate shaft can be installed and mounted in the
contain more detailed information about drive shafts.
foundation. The latter solution can also be applied in
cases where a flexible engine mounting is not capable
To check the joint angles when aligning the engine, two
of absorbing the additional forces.
alignment shafts of equal length can be installed in
place of the drive shaft. The engine will be properly
The forces and bending moments generated by the
aligned (and the joint angles of equal size) when the
drive shaft occur periodically at double the engine
ends of the two alignment shafts meet (see installation
speed of rotation. The maximum value for additional
diagram).
load on the gearbox input shaft (refer to table of
technical date for relevant family) must not be
exceeded. The mounting bracket for the engine and/or
intermediate shaft, gearbox and foundation should have
its dimensions calculated to ensure that unacceptable
levels of distortion cannot occur. If they do occur, this
would lead to noise and vibration. If necessary, the
foundation must be strengthened.
The size of drive shaft to be used depends on the engine

output, engine speed, size of the joint angle and the
lifetime that you want for your drive shaft. The drive
shaft manufacturer usually recommends a shaft size by
studying the actual operating conditions which the
vessel is likely to encounter. To ensure that the drive
shaft operates at the optimum kinematics, the joint
angles must be the same at both ends and the joint forks
must be mounted on the same plane. You should try to
ensure that joint angles are as small as possible. In
gearboxes with parallel input and output shafts (e.g.
BW 190 S), not more than max. 7° – 8°. The output
shaft in V gearboxes is already tilted by 10°, i.e. the
drive shaft angle can be reduced to the minimum value
required for the joint bearing of the drive shaft. We
recommend that you use the advantage of the tilted
output shaft and do not exceed a joint angle of max. 4°.
You should try to use a drive shaft centre part with a
dynamic rotating mass as small as possible.
4-3
Connection to the engine BW 190, BW 250, BW 360, BW 460, BW 750
4.3 V-drive arrangement installation diagram
= =
1 2 3
ß2
ß1
4 5
004 971
1 Power unit 5 Marine gearbox with input and output at the

same end
2 Self-centering torsionally flexible connection.
Specified according to engine output and 6 Installation to help in the correct alignment of
torsional vibration calculation. the engine and gearbox, i.e. to achieve equal
joint angles ß1 = ß2. Install two alignment shafts
3 Variable length drive shaft
in place of the drive shaft. The shafts must be of
Selected in accordance with manufacturer’s
equal length. Align the two units so that the ends
recommendations. Comply with installation
of the shafts meet and that the center line of the
regulations (ß1 = ß2, joint forks mounted in the
shafts belong to the same plane. Finally, remove
same plane).
the alignment shafts and install the drive shaft.
4 Propeller shaft
4-4
BW 190, BW 250, BW 360, BW 460, BW 750 Propeller shaft
5.0 Connection to propeller shaft 5.1 Aligning the gearbox
The rating of the propeller shaft is dependent on the If the gearbox mounting is extremely flexible, the
operating loads and must be specified by the shipyard. connection between the gearbox output flange and the
The output flange of the gearbox is designed in such a propeller shaft must normally be capable of absorbing
way that the maximum permissible torque for the relative movements (e.g. joint coupling or flexible
gearbox can be transmitted by friction contact. For this coupling). This does not apply if the propeller shaft is
purpose, all bolt holes must be used and the bolts must also extremely flexible. If the propeller shaft is rigidly
comply with that one mentioned in the “Summary of connected to the output flange of the gearbox, the
technical data” for the relevant family of gearboxes. gearbox must be aligned with the propeller shaft. To do
If body-fit bolts are used, the bores of the propeller this, the vessel must be fully fitted out and afloat. If
shaft flange together with those of the gearbox output necessary, the alignment procedure must be repeated
flange (material strength 750 to 900 N/mm2) may be before the vessel goes into service.
opened out by drilling and reaming.
5-1
Propeller shaft BW 190, BW 250, BW 360, BW 460, BW 750
Shaft systems with only one propeller shaft bearing Both errors (x and y) may be present at the same time.
(Fig. A) If the propeller shaft has a very small diameter and if
distance L is very great, it may not be possible to
It must be possible to move the propeller shaft axially comply with the value specified for “y”. If the propeller
and radially so that the propeller shaft flange can be shaft can be installed in the centering of the gearbox
fitted in the centering of the gearbox output flange. The output flange with a maximum radial force not
gearbox must be aligned in a manner which ensures exceeding the technical data value specified in the table
that the permissible angle of error “x”, referred to the for each gearbox family, value “y” can be disregarded.
measured radius “r”, does not exceed the value If this is the case, the alignment instructions for shafts
specified in the table (“y” does not need to be taken into with only one propeller shaft bearing apply.
consideration).
NOTE
Shafts with two or more propeller shaft bearings The values given for “x” and “y” only apply if the
(Fig. B) distance “L” between the propeller shaft flange and the
final shaft bearing is great enough in relation to shaft
It must be possible to move the propeller shaft axially diameter “d”.
so that the propeller shaft flange can be fitted in the
centering of the gearbox output flange. The gearbox
must be aligned in a manner which ensures that the x [mm]
angle of error “x” referred to measuring radius “r” and y [mm] Refer to table of technical data
the offset “y” does not exceed the value stated in the for the relevant gearbox family
table. L [mm]
Fig. A
x
3 to 5
r
d
Fig. B
x
3 to 5
y
r
d
L
004 972
5-2
BW 190, BW 250, BW 360, BW 460, BW 750 Gearbox cooling and monitoring
6.0 Connections for gearbox cooling and Arrangement of the gearbox cooler in the seawater
monitoring circuit.
6.1 Cooling water connection (information only Seawater Regulating

applies to cooler fitted as standard equipment pump equipment
by ZF) to the engine
Cooling
The volume of heat generated in the gearbox is removed water
Suction filter
partly by radiating from the surface of the housing and max. 2 mm filter
from
partly through the oil cooler. The oil cooler included in gearbox
mesh grade
oil cooler
the basic version of the gearbox is mounted on the
housing or integrated in the housing.
All the necessary oil lines are securely attached and
ready for operation.
The cooling water inlet and outlet parts are blanke-off
for shipment. Gearbox oil cooler 006 780
The blanking-off flanges can be used as welding-on
flanges when installing the cooling water line. The
positions of the cooling water inlet and outlet The correct gearbox temperature is achieved by adjust-
connections are shown in the gearbox installation ment of the cooling water flow rate. A replaceable
drawings. orifice, valve or similar device must be included in the
The cooling water must be filtered using a filter with a circuit for this purpose. For this reason, the gearbox
max. filter mesh grade of 2 mm before the cooler. water circuit should be arranged in a by-pass from the
The direction of water flow is to be maintained, i.e. engine cooling water circuit.
water inlet and outlet points must not be interchanged. The maximum temperature increase of the cooling
water in the gearbox oil cooler is 3 °C and is of no
For permissible water flow rate and pressure loss significance to the engine oil circuit. The stated
between cooling water inlet and outlet, see “Summary maximum cooling water flow through the gearbox oil
of technical data”. The specified water pressure at the cooler must not be exceeded since this may lead to
cooling water inlet must not be exceeded. The cooler is cavitation in the cooler. Similarly, the minimum flow
designed to ensure adequate heat dissipation at a rate must always be maintained or else sludge may
gearbox ambient temperature of 60 °C and a water inlet form in the cooler after only a relatively short period of
temperature of 40 °C (50 °C with C application) - even operation.
at full gearbox load and maximum speed. The pipes and shut-off valves for the seawater circuit
must be manufactured from copper or material
containing copper for operation in seawater or brackish
water. Galvanized steel pipes may not be used due to
the risk that the zinc coating may be eroded by galvanic
processes and rust debris may be deposited on webs of
flanged pipes of the cooler. Within a short period of
time, this would lead to the cooler being damaged by
corrosion.
The water pipes have to be connected to the cooler in
such a way that stresses and recoil forces caused by
thermal expansion will be avoided. If routing of the
water pipes makes this impossible, flexible connections
must be fitted and arranged as closely as possible to the
cooler.
6-1
Gearbox cooling and monitoring BW 190, BW 250, BW 360, BW 460, BW 750
6.2 Connection of monitoring devices
The minimum monitoring facilities specified in the

monitoring diagram for each gearbox family (from
Chapter 12.0) must be provided (monitoring equipment
is not included in the standard scope of supply).
The equipment necessary should be installed in such a
way that reliable instrument readings can be taken at
any time even under unfavorable operating conditions.
The display scales of the monitoring equipment should
be selected so as to achieve the maximum possible
pointer deflection in the operating range.
In addition to the specified minimum monitoring
facilities, additional indicating or warning equipment
can be connected to the points sealed with screw plugs.
6-2
Page
7.0 Gearbox actuation, control units
7.1 BW 190 family - gearbox actuation, control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.1.1 Mechanical gearbox actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.1.2 Pneumatic gearbox actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.1.3 Electric gearbox actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.2 BW 250, BW 460, BW 750 family - gearbox actuation, control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7.2.2 Pneumatic gearbox actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7.3 BW 360 family - gearbox actuation, control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11

7-1
Gearbox actuation, control units BW 190
7.1 Gearbox actuation, control units Checking selector positions:

From neutral, select the forward or reverse position at
The gearbox can be actuated mechanically, pneumati- the shift lever on deck and check the shift angle at the
cally or electrically, according to choice. The mechani- gear selector lever. The indicating pin on the selector
cal actuation is standard equipment. The actuation lever must point within the raised area designating
mechanism must be designed so that a gear change can enginewise or counter-enginewise rotation - see dia-
only occur when the engine throttle control lever is set gram.
at idling. This can best be obtained with “single lever
control”, whereby engine throttle control and gearbox Checking neutral position
control are interlocked. When using “dual lever con- From the forward or reverse (ahead or astern) position,
trol“, a locking device should be incorporated in the select neutral at the shift lever on deck. The indicating
gearbox actuation system so that a gear change can pin on the gear selector lever must point within the rai-
only be carried out when the engine throttle control sed area designating the neutral shift position.
lever is set at idling.
A cutout device for the gearbox should also be provi- CAUTION
ded for single lever control, so that the engine can be Operations within the undefined ranges might
run at high speed for inspection or warming-up purpo- damage the reversing clutches. For this reason, the
ses without having to actuate the gearbox. shift movements in the gearbox must be checked at
regular intervals and after all repairs or overhauls
and adjusted, if necessary.
7.1.1 Mechanical gearbox actuation
When the distance between actuation device and gear
The rotary valve is installed horizontally in the control selector lever is too large, it is difficult to maintain the
housing. The gear selector lever is mounted on the spli- specified control position by mechanical means. In
ned shaft which emerges from the control housing and such cases, we recommend the use of pneumatic or
held with a clamping bolt. The bore hole in the gear sel- electric gearbox actuation devices.
ector lever is for attaching the push/pull cable or the
gear shift linkage. After loosening and removing the
clamping bolt, the gear selector lever can be pulled off
and then remounted 10° further round the shaft axis - a
distance of 8 mm measured at the bore hole connection.
The distance of the bore from the pivot and the required
rotary-valve shift angles are selected so that standard
remote-control devices with a shift stroke of app. 25 to
35 mm (from neutral to the forward or reverse position)
can be attached directly. The control housing has two
M8 bore holes for attaching a reaction bearing for the
push/pull cable.
The dimensions of the reaction bearing and the position
of the gear selector lever are to be selected so that the
push/pull cable is at an angle of app. 90° to the gear sel-
ector lever. A notch indicates the theoretical neutral
position of the rotary valve.
7-2
BW 190 Gearbox actuation, control units
Mechanical gearbox actuation

(for BU either enginewise or counter-enginewise rotation according to version)
Neutral position
121 Shift position indicating 103 Counter-enginewise position

104 pin 104 Enginewise position
12°
Rotary valve 121 Selector lever stop
122 16°
122 Undefined shift position
Clamping screw (this position must be quickly
14°
123 124 bypassed)
14° Control housing
54 123 Reliable neutral range
16° 124 Neutral detent position
122
12°
103 Actuating force = max. 100 N at
121 Bore for shift connection
6,4 radius 54
Gear selector lever

6 mm thick
Counter-enginewise position Enginewise position
007 690
7-3
7.1.2 Pneumatic gearbox actuation 7.1.3 Electric gearbox actuation
The same control unit is used for pneumatic gearbox

actuation as is used in the mechanical actuation. A 3- 101
way cylinder shifts pneumatically to the enginewise or
counter-enginewise position by means of the gear
selector lever. If a failure occurs in the pneumatic
system, the gearbox can be actuated mechanically by
the selector lever.
The compressed air supply must be arranged according
to the pneumatic circuit diagram supplied with the
equipment.
Losses caused by leakage are so small in the pneumatic

106
system that apart from the small quantities lost during
the shift procedures, compressed air consumption does
not have to be checked.
006 626
CAUTION
If the air supply should fail, the BW and BU 101 electric actuation device
gearbox models will shift to neutral automatically.
106 electrical connections (plug connection included
in ZF scope of supply)
In the case of electric gearbox actuation, the control

slide valve (spool valve) is moved axially by oil
pressure. The electric control unit can be supplied in
two versions.
The data required for electrical connections and the
012 265
soldering procedures of the plug element are shown in
the documentation supplied with the gearbox.
If there is a failure in the power supply, the gearbox can
be actuated manually.
CAUTION
The electrical actuation systems are supplied as
standard in the following options:
For BW series:
If the power supply fails, the gearbox will shift to
neutral automatically.
For BU series:
Shift position remains unchanged if power
supply fails.
7-4
Manual actuation if power supply fails
Should problems arise with the electric gearbox

actuation or should the power supply fail, the gearbox
can be shifted manually.
BW series
In the BW series, manual actuation involves the control
slide valve being mechanically moved into the shift
position required using an auxiliary screw.
Shift process:
➢ Switch off main switch on electric gearbox
actuation.
➢ Remove screw plug 2 for selector position for 1 006 626
enginewise rotation and replace with auxiliary

screw 3. 3
➢ Remove screw plug 1 for shift position counter-
enginewise rotation and replace with auxiliary
screw 3.
➢ Manual actuation is switched off by repeating these
steps in reverse order.
BU series
In the BU series, manual actuation involves the control
slide valve (spool valve) being mechanically moved
into the shift position required using a pin (auxiliary
screw 3 is not used).
2
006 625
Direction changes
➢ Switch off main switch on electrical transmission
actuator.
! DANGER
➢ Remove screw plug 1 or 2 (according to version: If the change is carried out while the engine is
enginewise or counter-enginewise rotation). running, the same safety precautions as those for
revolving engine elements also apply here.
➢ Place pin (max. diameter 6 mm; min length 80 mm)
into appropriate opening and move control valve
into desired end position. NOTE
Small oil leak is possible when screw plug is
➢ Replace screw plug in original position and secure. removed.
➢ Switch-off is effected in reverse order. The pin Auxiliary /screw plugs to be provided with seal
must, however, be inserted from the opposite side ring before insertion.
(e. g. 1 = switch-on, 2 = switch-off).
7-5
Gearbox actuation, control units BW 250, BW 460, BW 750
7.2 Gearbox actuation, selector units
The gearbox can either be actuated mechanically,

pneumatically or electrically. Mechanical actuation
falls within the scope of standard supply. The actuation
systems should be designed to ensure that a shift
process can only be performed on the gearbox when the
engine throttle control lever is in the idling position.
The most certain way of ensuring this is by using a
“single lever control” during which the engine throttle
control and the gearbox actuation are coupled with one
another. A lock should be installed in the gearbox
actuation equipment for “double lever operating“. This
lock should only permit a gearshift when the engine
throttle control lever is in idling position. 004 638
103 Selector position for counter-enginewise rotation

The “single lever control” must also have a cut-off
option for gearbox actuation so that the engine can be
Actuation force ≈ 25 N with radius of 105 mm
run at high speed for inspection or warming-up
purposes without having to actuate the gearbox.
104 123 124 103
O
7.2.1 Mechanical gearbox actuation
24° 24°
´ 24
°30 10° 10° °3
During mechanical gearbox actuation, the spool valve 24
0 ´
in the control unit is moved in axial direction by the

121 8,1
121
turning movement of the control shaft.
120
105
122
BW 460 and BW 750 families 105
105
137 105
004
004 496
496
104 Selector position for enginewise rotation

105 Selector lever for mechanical actuation
121 Selector lever stop
122 Undefined shift position (this position must be
quickly bypassed)
123 Safe neutral range
124 Detent position for neutral
137 Switch for warning interruption (within special
004 974
scope of supply)
BW 250 family
7-6
BW 250, BW 460, BW 750 Gearbox actuation, control units
The selector lever is located on top of the control unit. Once the selector equipment has been adjusted, the
When in the neutral position, the selector lever should selector lever must be firmly secured to the gearshift
form an angle of 90° with the gearshift linkage. Once shaft by means of the clamping screw. The shift angle
the side clamping screw has been removed, the lever must then be checked in accordance with the sketch.
can be rotated by approx. 11° to the gearshift shaft. The Special attention should be paid to ensure that the
shift positions can be seen on the scale attached to the undefined shift range between
control unit and the marking on the scale ring arranged
on the gearshift shaft. The exact shift angles of the ➢ the neutral position and the operating position of
individual shift positions for establishing the shift enginewise rotation or
stroke and linkage connections required should be
taken from the sketch for mechanical gearbox ➢ the neutral position and the operating position of
actuation. counter-enginewise rotation
is quickly bypassed.
The linkage connection on the selector lever can be
selected and drilled, depending on the stroke of the CAUTION
shift mechanism. Select a distance between the bore Operation whilst the lever is positioned in the
and the selector lever pivot such that the specified shift undefined shift range can cause damage to the
angle (refer to sketch) is reliably attained. reversing clutches. Therefore, check the shift
position after any repair or maintenance work is
The bore must be at a distance of between 45 and carried out on the gearbox as well as at regular
95 mm from the selector lever pivot. If necessary, the intervals. Correct if necessary.
existing bore may also be used at a distance of 105 mm.
If the distance between selector unit and gear selector
The connection between shift stroke, bore distance and lever is larger, it is very difficult to comply with the
shift forces should be taken from the following table: specified shift position using the mechanical method.
In such instances we would recommend that you use
pneumatic or electric gearbox actuation.
Shift stroke of the Distance between Necessary

selector unit connection bore shift force
and fulcrum
Neutral → Ahead
Neutral → Astern
H [mm] r [mm] F [N]
30 approx. 47 56
40 approx. 62 42
50 approx. 78 34
60 approx. 93 28
7-7
7.2.2 Pneumatic gearbox actuation

111 113 110
For pneumatic actuation, the spool valve is moved
axially by means of compressed air. During this
actuation, the mechanical selector lever is also moved 103
by the compressed air to the desired shift position. If
there is no compressed air, the gearbox can be
mechanically actuated by means of the selector lever.
For doing this, move the control lever against the
neutral spring force into the desired shift position and 104
hold it there. To fix this shift position, the clamping
screw, attached to the detent equipment fitted to the
selector lever (refer to item 114 in Fig.), is released, the 114
detent equipment is moved into the locking position
and then the clamping screw is retightened.
004 975
111 113 110 103 104 114 BW 460 and 750 families

104 Selector position for enginewise rotation
110 Pneumatic gearbox actuation
111 Air supply connection for counter-enginewise
rotation
113 Air supply connection for enginewise-rotation
114 Detent
The compressed air ducts should be arranged in

004500 accordance with the pneumatic circuits supplied.
Losses from leaks in the pneumatic gearbox actuation
system are so small (apart for the small quantities lost
BW 250 family during the shift process) that compressed air consump-
tion does not need to be taken into consideration.
CAUTION
In the BW and BU versions, the gearbox will
automatically shift itself to neutral if there is no
compressed air.
7-8
BW 250, BW 460, BW 750 Gearbox actuation, control units
7.2.3 Electric gearbox actuation 101 Electric gearbox actuation

106 Electrical connection
101 106 140 Actuating pin for item 141
141 Valve for mechanical emergency actuation
142 Setting for electrical actuation
143 Setting for mechanical auxiliary actuation
For electric gearbox actuation, the spool valve is moved

axially by means of oil pressure.
The data for the electric connections and the soldering
140 142 procedures of the plug element are shown in the
documentation supplied with the gearbox.
Actuation voltage must always be on during operation.
Do not use pushbuttons.
The mechanical selector lever is also moved to the shift
141 position during electrical actuation.
143
If there is a failure in the power supply, the gearbox can
be manually actuated by means of the selector lever.
CAUTION
In order to change over manually using the selector
lever of the control unit, it is necessary to change
over the mechanically shifted valve (see sketch page
7-9; item 141).
This is done by installing the actuating pin 140 the
other way round. This actuating pin can be accessed
once the cap nut has been screwed off. The cap nut
must then be screwed back on. The selector lever
can now be manually shifted as with the mechanical
0
gearbox actuation version.
The selector lever will remain in the shift position
selected.
Exception:
In the BU version and with special equipment “shift
position retained if the power supply fails“, shifts can
101
106 be performed manually on the selector lever without
installing the actuating pin the other way round.
The actuating pin (item 140) is not fitted in these
versions.
004 976/1, 011 749
7-9
The electric gearbox actuation is supplied as follows as

standard:
for BW series ...

If the power supply fails, the gearbox automatically
shifts to neutral
for BU series ...

If the power supply fails, the shift position is
retained
CAUTION
A special version of the BW series includes an
actuation system whereby the shift position is
retained following power supply failure (require-
ment of certain classification societies).
It is possible that when using this type of actuation,
power failure may not be noticed and cause the ship
to become unmanoeuvrable. We would therefore
recommend that you monitor cable failure.
! DANGER !
If the power supply fails, ahead or astern shift posi-
tion is retained. Power failure may not be noticed
and cause the vessel to become unmanoeuvrable.
NOTE
When contacting ZF with regard to the standard or
special version, always quote the information on the
type plate. (From June 1994 onwards, almost all
gearboxes have been special versions for use in
conjunction with MTU engines).
7-10
7.3 Gearbox actuation, control units 7.3.1 Electric gearbox actuation
The gearbox can either be actuated mechanically or

electrically. The following fall within the standard
scope of supply:
BW 365: Electric gearbox actuation
BW 361/366: Mechanical gearbox actuation
The actuation systems should be designed to ensure

that a shift process can only be performed on the
gearbox when the engine throttle control lever is in the
idling position. The most certain way of ensuring this is
by using a “single lever control” during which the
engine throttle control and the gearbox actuation are
coupled with one another. A lock should be installed in
the gearbox actuation equipment for “dual lever
control“. This lock should only permit a gearshift when
the engine throttle control lever is in idling position.
011 763
The “single lever control” must also have a cut-off
option for gearbox actuation so that the engine can be
run at high speed for inspection or warming-up
purposes without having to actuate the gearbox.
101 Electric gearbox actuation

101
102 Selector position for neutral
104 Selector position for enginewise rotation 143
105 Emergency lever for mechanical emergency 140

actuation
106 Electrical plug connection 142
140 Actuating pin for item 141 141 A

A
141 Valve for mechanical auxiliary actuation
105
142 Setting for electrical actuation
103 102 104
143 Setting for mechanical auxiliary actuation 106
011 759
7-11
For electric gearbox actuation, the control slide is The electric gearbox actuation is supplied as follows as
moved axially by means of oil pressure. standard:
The data for the electric connections and the soldering
procedures of the plug element are shown in the For BW series ...
documentation supplied with the gearbox. If the power supply fails, the gearbox automatically
Actuation voltage must always be on during operation. shifts to neutral
Do not use pushbuttons.
The mechanical emergency lever is also moved to the For BU series ...
shift position during electrical actuation. If there is a If the power supply fails, the shift position is
failure in the power supply, the gearbox can be retained
manually actuated by means of the emergency lever.
CAUTION CAUTION
In order to change over manually using the A special version of the BW series includes an
emergency lever of the control unit, it is necessary to actuation system whereby the shift position is
change over the mechanically shifted valve (see retained following power supply failure (require-
sketch page 7-11; item 141). ment of certain classification societies).
This is done by installing the actuating pin 140 the It is possible that when using this type of actuation,
other way round. This actuating pin can be accessed power failure may not be noticed and cause the ship
once the cap nut has been screwed off. to become unmanoeuvrable. We would therefore
The cap nut must then be screwed back on. The recommend that you monitor cable failure.
emergency lever can now be manually shifted. You
should be able to feel the detent settings. The
emergency lever will remain in the shift position ! DANGER !
selected. If the power supply fails, ahead or astern shift posi-
tion is retained. Power failure may not be noticed
Exception: and cause the vessel to become unmanoeuvrable.
In the BU version and in special version “shift position
retained if the power supply fails“, shifts can be
performed manually on the emergency lever without NOTE
installing the actuating pin the other way round. If contacting ZF with regard to the standard or special
The actuating pin (item 140) is not fitted in these version, always quote the information on the type plate.
versions. (From June 1994 onwards, almost all gearboxes have
been special versions for use in conjunction with MTU
engines).
7-12
7.3.2 Mechanical gearbox actuation The gearshift shaft for mechanical gearbox actuation is
arranged horizontally in a separate housing and is
During mechanical gearbox actuation, the control slide connected with the control slide valve of the control
valve in the control unit is moved axially by the rotary unit by a gearshift finger.
movement of the gearshift shaft. The part of the gearshift shaft which protrudes out of
the control housing has a serrated gear. The gear
selector lever is mounted on this gear and secured by a
clamp fixture. The bore in the gear selector lever is
used to connect to a push-pull cable or gearshift
linkage. Once the clamping screw has been unfastened
and removed, the selector lever can be taken off and
assembled rotated by another 10°. This corresponds to
a route of 13 mm measured on the connection bore. The
distance between the connection bore of the pivot and
the shift angle required of the gearshift shaft have been
selected to ensure that standard remote actuation with a
shift stroke between approx. 25 mm and 35 mm (from
neutral to ahead or astern) can be attached directly.
The dimensions of the counter support and the position
of the gear selector lever when in neutral should be
011 762 selected so that the push-pull cable forms an angle of
90° with the selector lever. The theoretical neutral
position of the control slide valve can be recognized by
a detent.
104 122 123 124 123 122 103
25
40
' ° 40
° '
25
0' 13
121 20 ° 121
°3 30
13 8° '
' 25
25
8° '
105
011 752

Ø6.4 103 104 104 Selector position for enginewise rotation
6
105 Selector lever for mechanical actuation
73 121 Shift detent
122 Undefined shift position (this position must be
quickly bypassed)
123 Safe neutral range
011 760 124 Detent position for neutral
7-13
Checking selector positions

From neutral, select the forward or reverse position at
the shift lever on deck and check the shift angle at the
gear selector lever. The indicating pin on the selector
lever must be within the raised area designating
enginewise or counter-enginewise rotation (refer to Fig.
“Shift positions“).
Checking the neutral position

Move the deck switch from the selector position for
ahead or astern to the selector position for neutral. The
indicating pin on the gear selector lever must be within
the embossed panel for the selector position for
“Neutral“.
CAUTION
Operation whilst the lever is positioned in the
undefined shift range can cause damage to the
reversing clutches. Therefore, check the shift
position after any repair or maintenance work is
carried out on the gearbox or as well as at regular
intervals. Correct if necessary.
If the distance between actuation device and gear

selector lever is larger, it is very difficult to comply
with the specified shift position using the mechanical
method. In such instances we would recommend that
you use electric gearbox actuation.
7-14
Page
8.0 Trolling
8.1 BW 190, BW 250 families - actuation equipment for trolling operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.1.1 Mechanical actuation equipment for trolling operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.1.2 Electrical actuation equipment for trolling operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8.1.3 Electrical actuation equipment for trolling operation (autotroll) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8.1.4 Trolling valve retrofit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8.2 BW 460, BW 750 families - actuation equipment for trolling operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.2.1 Mechanical actuation equipment for trolling operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.2.2 Electrical actuation equipment for trolling operation (autotroll) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.2.3 Trolling valve retrofit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.3 BW 360 family - actuation equipment for trolling operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

8.3.1 Electrical actuation equipment for trolling operation (autotroll) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8-1
Trolling BW 190, BW 250
8.0 Trolling We recommend that the push-pull cable should be

connected to the trolling control lever in such a way
During trolling operation, it is possible to operate the that the direction of travel of the control lever when
propeller at speeds which are less than are possible moving from position A to the non-trolling position C
with non-trolling operation. corresponds to that of the deck control lever for the
Trolling operation is permissible for ahead or astern engine when increasing the engine speed. (For a single
travel. During trolling operation the propeller speed can lever controller, this corresponds to increasing engine
be reduced to approx. 0.3 to 0.7 times the propeller speed when moving ahead).
speed during non-trolling operation.
Defined slipping of the clutch discs assures propeller The mechanical actuation lever of the trolling valve can
speed is reduced at given engine speed. During trolling, be rotated to any angle position on the actuation shaft
the clutch oil pressure (which is used to press the clutch and is firmly clamped with a clamping screw. The
discs together) is reduced to such an extent that a push-pull cable should be arranged to ensure that is
certain level of slipping is maintained. A considerably almost vertical to the actuation lever in the central
increased quantity of oil is used for lubrication and position between A and C. There are two threaded
dissipation of friction heat during trolling operation. connections for fastening the counter-bearing on the
This oil is passed through the clutch discs. The valves trolling valve.
which control this increased lube oil quantity are preset
and installed in the gearbox. The trolling valve used to CAUTION
change the clutch oil pressure is installed on the side of • The supplied board, which contains operating
the gearbox control unit. This valve is mechanically instructions for trolling operations, should be
actuated by means of a mechanical actuation lever. attached in a clearly visible place close to the
Refer to the “Operating and maintenance manual” of trolling control lever and the ship operator must
the relevant gearbox family for more information. be able to read this easily while driving the vessel.
• Gearboxes with trolling device (with the exception
of ZF AUTOTROLL) are not fitted with a speed
8.1 BW 190, BW 250 families – actuation limiting unit for trolling operation. Unauthorized
equipment for trolling operation speed ranges can be blocked during trolling
through the use of an additional speed limiting
8.1.1 Mechanical actuation equipment for trolling unit which is installed by the shipyard. Incorrect
operation operation will therefore be avoided.
We recommend that you actuate the trolling valve with Max. permitted engine speed for trolling operation
an appropriate lever (the trolling control lever)
connected to a push-pull cable. ➢ BW 190 family
For engines with max. operating speeds of up to
The push-pull cable and the trolling control lever must 2200 rpm: 0.45 x max. operating speed
allow a shift stroke of at least 70 mm. The actuation For engines with max. operating speeds of over
force (measured on the bore of the actuation lever on 2200 rpm: 1000 rpm
the trolling valve) is approx. 100 N when moving out of
the detent of normal position C (refer to sketch). The ➢ BW 250 family
adjustment force between position A and position C is For engines with max. operating speeds of up to
between approx. 50 and 100 N, depending on the speed 2200 rpm: 0.5 x max. operating speed
of actuation. Furthermore, in the entire adjustment For engines with max. operating speeds of over
range there is a resetting of approx. 20 N in the 2200 rpm: 1000 rpm
direction of position A. The trolling control lever must
have braking equipment and must be able to retain this Max. permitted lube oil temperature: 90 °C
resetting force.
8-2
BW 190, BW 250 Trolling
Setting the actuation equipment
Move actuation lever anti-clockwise to bring trolling

1
valve into detent position C (non-trolling position).
Loosen clamping screw on trolling valve actuation
lever. Attach fork head and tighten clamping screw
2 (tightening torque 25 Nm). Finally, check actuation
setting.
FA-C FC
FR
90 o
45
001429
max. 70 o
r=
B2
BW 190-family C ca 30 obi A
B1 appr. s 60 o
to
1 3
2
011367
C Non-trolling position, detent

B2 Max. trolling position at highest
approx. 70 %
permissible engine speed
synchronous
B1 Max. trolling position at low speed
engine speed
A Lowest trolling speed position – approx. 30 %
x synch. speed
001688 FR Shift force on lever in direction A – approx. 20 N
FA-C Shift force from A to C for very
BW 250-family
slow lever movement of up to 100 N
1 Trolling valve FC Force required to shift out of detent in C – approx.
100 N
2 Mechanical actuation lever
Actuation setting check
3 Surfaces for counter-bearing, M8 thread, • Move trolling control lever from non-trolling
15 mm deep operation to lowest trolling speed position. Check
whether trolling valve has reached position A
(detaching fork head for this purpose).
• Move trolling control lever from lowest trolling
speed position to non-trolling operation position.
Check whether trolling valve has switched over to
non-trolling position C (detaching fork head for this
purpose).
Correct actuation setting once more if required and
re-check.
8-3
8.1.2 Electrical actuation equipment for trolling

operation
106
The electrical actuation equipment for trolling
operation consists of an electrically actuated directional
valve for switching the trolling function on and off and
a proportional valve for adjusting the clutch pressure.
These two valves are activated by the shipyard. When
the trolling is on, the directional valve (refer to sketch,
101
item 147) is permanently actuated with 24 V 8.6 W.
The proportional valve (refer to sketch, item 150) is
supplied with resistance of 20 Ohm and a current of
between 160 and 450 mA when adjusting the clutch
pressure. A large supply of current signals a low clutch
pressure (low propeller speed) and a small supply of
current signals a high clutch pressure (high propeller 011 753
speed). The information required for the electrical
connections should be taken from the supplied BW 250-family
installation documents. The supply of current to the +6
proportional valve can also be in the form of direct U=24 -8V
150
current rather than the chopper frequency specified in P=8.6 W
the installation document. The chopper frequency will
only have a positive influence on response characteristics.
If the power supply fails, the electrical actuation 101
equipment will shift to the trolling OFF shift position. 147 - + - +
C B F A D F 130
108
125
146
120
G
24V
+ I=160-450mA
106 CHOPPERFREQUENZ
CHOPPER FREQUENCY
-
=500Hz
011 368 U=24+6
-8 V
BW 190- / BW 250-family
101
Scope of supply
101 Elec. actuation equipment for trolling
operation ZF
106 Elec. plug connection ZF (upper plug part)
108 Deck switch Shipyard
120 Trolling switch ON-OFF Shipyard
011 754
125 Trolling control
BW 190-family (I = 160-450 mA can be set) Shipyard
130 Deck switch for trolling MIN-MAX Shipyard
146 Varistor Shipyard
147 Solenoid valve ZF
150 Proportional valve ZF
8-4
CAUTION ➢ Incorrect gearbox operation is not possible.

• The supplied board, which contains operating
There is a separate installation manual for the ZF
instructions for trolling operations, should be
AUTOTROLL system. Its order number is 3084 765
attached in a clearly visible place close to the
001 and it can be ordered from the ZF After-Sales
trolling control lever and the ship operator must
Service.
be able to read this easily while driving the vessel.
8.1.4 Trolling valve retrofit
limiting unit for trolling operation. Unauthorized
speed ranges can be blocked during trolling
Mechanically actuated gearboxes of the BW 190 family
(not BW 191 and BW 191-1, seek advice for the BW
unit which is installed by the shipyard. Incorrect
191-2) and electrically or mechanically actuated
operation will therefore be avoided.
gearboxes of the BW 250 family can be retrofitted with
the mechanical or electrical trolling valve if the
Max. permitted engine speed for trolling operation
gearboxes are prepared for trolling operation.
In such cases, the gearbox oil circuit has already been
➢ BW 190 family
arranged to comply with the requirements of trolling
operation. During retrofitting, the trolling valve is
2200 rpm: 0.45 x max. operating speed
attached to the basic control unit.
For engines with max. operating speeds of over
2200 rpm: 1000 rpm
The parts list number stamped on the gearbox type
plate indicates whether the trolling device can be
➢ BW 250 family
retrofitted on the gearbox.
BW 190 family
For engines with max. operating speeds of over
Gearboxes with parts list nos. 3081 003 ... and lower
2200 rpm: 1000 rpm
cannot be retrofitted.
Max. permitted lube oil temperature: 90 °C
Gearboxes with parts list nos. 3081 004 ... and higher
can be retrofitted (only in the mechanically actuated
version).
operation (AUTOTROLL)
BW 250 family
Gearbox with parts list nos. 3082 009 ... and lower
The electronically controlled trolling device “ZF
cannot be retrofitted.
AUTOTROLL” can be used in conjunction with the
electric gearbox actuation (not in conjunction with
Gearboxes with parts list nos. 3082 010 ... and higher
mechanical and pneumatic gearbox actuation).
can mostly be retrofitted.
The vessel can be driven with propeller speeds below
the engine idling speed when using this equipment.
For retrofitting gearboxes of the BW 250 family, an
individual inspection must be performed by the After-
The main characterising features of the ZF
Sales Service. This even applies if the gearbox
AUTOTROLL system are:
actuation has oil transfer apertures on its housing.
➢ The propeller speed set by the trolling control lever
is automatically fixed to a constant speed.
➢ Problem-free manoeuvring by means of manual or
automatic reversing sequence (briefly raising the
clutch pressure).
8-5
8.2 BW 460, BW 750 family - actuation 3 1 2

equipment for trolling operation
8.2.1 Mechanical actuation equipment for trolling

operation
We recommend that you actuate the trolling valve with

an appropriate control lever (trolling control lever) via a
push-pull cable.
The push-pull cable and the trolling control lever must

allow a shift stroke of at least 70 mm. The actuation
force (measured on the bore of the control lever on the
trolling valve) is approx. 80 N when moving out of the
detent of normal position C (refer to sketch). The
adjustment force between position A and position C is 011 761
approx. 20 N. BW 460- / BW 750-family

1 Trolling valve
We recommend that the push-pull cable should be 2 Electrical connection for solenoid valve. Special
connected to the trolling control lever in such a way version, can be used for customer’s speed limiting
that the direction of travel of the control lever when unit in trolling operation. Sealed with cover as
moving from position A to the non-trolling position C standard.
corresponds to that of the deck control lever for the 3 Mechanical actuation lever
engine when increasing the engine speed. (For a single
controller, this corresponds to increasing engine speed
when moving ahead).
CAUTION
2°
-2
• The supplied board, which contains operating °10
85 ° 2
instructions for trolling operations, should be r =
B1 x .3
attached in a clearly visible place close to the ° ma
B2
trolling control lever and the ship operator must C A
be able to read this easily while driving the vessel. 45°

limiting unit for trolling operation. Unauthorized
speed ranges can be blocked during trolling FC FA-C
007 692
unit which is installed by the shipyard. Incorrect C Non-trolling position, detent
operation will therefore be avoided. B2 Max. trolling position at highest
permissible engine speed approx.
Max. permitted engine speed for trolling operation B1 Max. trolling position at low 70 % drive
➢ For engines with max. operating speeds of up to engine speed approx.
A Lowest trolling speed position 30 % drive
➢ For engines with max. operating speeds of over
2200 rpm: 1000 rpm FR Shift force on lever in direction A approx. 20 N
FA-C Shift force from A to C approx. 50 N
Max. permitted lube oil temperature: 90 °C FC Force required to shift out of approx. 100 N
detent in C
8-6
Actuation setting check 8.2.3 Trolling valve retrofit
➢ Move trolling control lever from non-trolling Gearboxes of the BW 460 and 750 families can be
operation to lowest trolling speed position. Check retrofitted with the mechanical trolling valve if the
whether trolling valve has reached position A gearboxes are prepared for trolling operation.
(detaching fork head for this purpose). In such cases, the control valves for lube oil flow in the
gearbox are already installed. The trolling device must
➢ Move trolling control lever from lowest trolling be attached to the basic control unit from the outside
speed position to non-trolling operation position. and various pipelines must be changed or attached as
Check whether trolling valve has switched over to additions. The parts list number stamped on the
non-trolling position C (detaching fork head for this gearbox type plate indicates whether the trolling device
purpose). can be retrofitted on the gearbox.
Correct actuation setting once more if required and In the BW 460 family, all gearboxes with a parts list no.
re-check. ≥ 3085 010 ... can be retrofitted.
In the BW 750 family, all gearboxes with a parts list no.

≥ 3084 010 ... can be retrofitted.
operation (AUTOTROLL) All gearboxes produced after these parts lists can be
retrofitted with the mechanical trolling device.
The electronically controlled trolling device “ZF Gearboxes whose parts lists do not correspond with the
AUTOTROLL” can be used in conjunction with the numbers specified above cannot be retrofitted.
electric gearbox actuation (not in conjunction with The necessary connecting points are not provided on
mechanical and pneumatic gearbox actuation). such units and these cannot be confused with gearboxes
The vessel can be driven with propeller speeds below where conversion is possible.
the engine idling speed when using this equipment. The retrofit contains all parts required for the
attachment. The parts list number stamped on the type
The main characterising features of the ZF face will be needed for selecting the appropriate retrofit
AUTOTROLL system are: kit.


clutch pressure).
➢ Incorrect gearbox operation is not possible.
There is a separate installation manual for the

ZF AUTOTROLL system. Its order number is
3084 765 001 and it can be ordered from the
ZF After-Sales Service.
8-7
Trolling BW 360
8.3 BW 360 family – electrical actuation

equipment for trolling operation

operation (AUTOTROLL)
The electronically controlled trolling device “ZF

AUTOTROLL” can be used in conjunction with the
electric gearbox actuation (not in conjunction with
mechanical and pneumatic gearbox actuation).
The vessel can be driven with propeller speeds below
the engine idling speed when using this equipment.
The main characterising features of the ZF AUTO-

TROLL system are:


clutch pressure).
➢ Incorrect gearbox operation is not possible.
There is a separate installation manual for the

ZF AUTOTROLL system. Its order number is
3084 765 001 and it can be ordered from the
ZF After-Sales Service.
8-8
Measures required before putting the
BW 190 / 250 / 360 / 460 / 750 gearbox into operation for the first time
9.0 Measures required before putting the gearbox

into operation for the first time
9.1 Oil filling, oil level check
Refer to “Maintenance” section in the Operating

Manual for correct procedures
Oil grades:
Oils which correspond to the valid “ZF list of lubricants
TE-ML 04 for marine gears” are permitted. A valid list
of lubricants is supplied with the gearbox.
This list can also be requested from all ZF Service
Centers.
Oil quantities:
Refer to “Summary of technical data” section for the
relevant gearbox family in this installation manual.
9.2 Installation check
First rotate the engine by hand, then the propeller shaft.

Check for ease of operation.
Check that clamping bolts of mounting brackets on

gearbox and foundation are positively tightened. Check
that connecting bolts between propeller shaft flange
and gearbox output shaft as well as those on the
gearbox input side are tightened correctly and secured.
Check connections for supervision instruments, cooling
water connection and electrical connections – as far as
possible.
Functional test of control

On mechanically controlled gearboxes, the indicating
pin on the gear selector lever must point to the
appropriate area of the control housing for every shift
position. If necessary, the shift mechanism must be
adjusted.
9-1
Propeller direction of rotation
BW 190 / 250 / 360 / 460 / 750 when travelling in forward direction
10.0 Propeller direction of rotation when travelling in forward direction

Normal arrangement of engine connection
Single engine system Double engine system
➀ ➁
006 781 006 782 006 783
V-drive arrangement of engine connection
➀ ➁
006 784 006 785 006 786
➀ preferred ➁ permitted
CAUTION
The special version is required for a clockwise drive direction of rotation (when looking at the gearbox input flange)
10-1
Power take-off units Table of contents
Page
11.0 Power take-off units
11.1 General information on power take-off units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2

11.2 SAE flange connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
11.3 Connection with shaft stub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
11.4 Selectable power take-off units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
11-1
Power take-off units
11.0 Power take-off units 11.3 Connection with shaft stub
11.1 General information on power take-off units Auxiliaries in power take-off units with shaft stubs are
driven by belts or the drive shaft. The shipyard can fit
Power take-off units are available for all gearbox the appropriate pulleys or output flanges on the shaft
families (special scope of supply). Technical data, such stub. Depending on the version used, a cylindrical shaft
as connection dimensions, direction of rotation, ratio piece with fitting key or a taper 1:30 is available for
relationship and loads permitted on the power take-off fastening and drive. The dimensions of the shaft hub
unit are specified in the relevant type sheets and connection (press fit, hub length) depend on the
installation documents. operating load and must be determined by the shipyard.
The maximum permitted torques and direction- The appropriate connection dimensions and the
dependent belt traction forces must not be exceeded on permitted loads for the power take-off unit can be taken
the power take-off unit. The shipyard must supply from the installation documents.
suitable fixtures for limiting torque The hub should be fastened to stop it from springing
out.
The accessibility of the gearbox (Section 1.0) must not
be limited by attached units.
! WARNING, DANGER TO LIFE !
Fit covers to all parts of the pulley and drive shaft at
which there is a possible danger to people and mate-
11.2 SAE flange connection rial. The user and/or operator should comply with
all relevant safety precautions. The appropriate
The dimensions of the flange connection correspond to safety equipment must protect from touching
the SAE J744 standard. They can be found in the moving parts and must also prevent pulley and
relevant installation drawing. Since not all drive shaft parts from being thrust out of the unit.
manufacturers of external units comply with the
dimensions of the SAE standard for flange and shaft
connections, it is advisable that you check this at an Together with hydraulic shrink fits, the tapered bore on
early stage. This is particularly the case for U-drive the hub side must be machined and checked using a
arrangements (refer to Section 4.2) where the attached tapered plug gauge.
auxiliary (produced by external supplier) may collide ZF can lend you this tapered plug gauge on request.
with the drive shaft or the gearbox input flange. The
attachment must therefore be examined accordingly at
an early stage. If necessary, the interference contour
which produces the drive shaft angle must also be taken
into consideration. When assembling the auxiliary
(produced by external supplier) to the power take-off
unit of the gearbox, the flange connection must be
sealed with sealing compound.
11-2
Power take-off units
11.4 Selectable power take-off units Drag torque

Hydraulically actuated multi-disc clutches also transfer
Selectable power take-off units can be switched on and a small amount of torque when they are switched off
off. The torque is transmitted by a hydraulically (drag torque). The reason for this is that the oil
actuated multi-disc clutch. This multi-disc clutch is continues to flow so that it can lubricate, cool and
either actuated mechanically or electrically. The type of stabilize the clutch even if it is not actuated. The
actuation which applies for the individual case can be maximum level of this drag torque (which is dependent
taken from the installation documents. on the oil temperature) is specified in the installation
documents. Inputs which are very easy to move may
Actuation also rotate even though the multi-disc clutch is not
The mechanical actuation of the control valve is the engaged. If necessary, the shipyard must prevent this
same as the mechanical gearbox actuation, i.e. using a from happening by implementing appropriate measures
selector lever which is moved by a push-pull cable. such as using brakes or hydraulic preload.
Only two shift positions are available: PTO on and PTO
off. The undefined area between these two must be Technical data
quickly bypassed so that the multi-discs clutch is not Technical data, such as connection dimensions,
damaged by unnecessarily long slipping processes. direction of rotation, ratios, location on the gearbox,
The electrical actuation occurs via electrically actuated and data for the actuation are specified in the relevant
3/2-way valves. The electrical connection data can be installation documents.
taken from the installation documents.
Oil supply
The oil is supplied by the gearbox. A selectable power
take-off unit can also be operated when the gearbox is
in the neutral position and in trolling operation. A
pressure back-up valve is fitted in the gearbox so that
the clutch pressure of the power take-off unit can be
kept at the level required. In the BW 190 family, the oil
supply for the power take-off unit (TOP PTO) is
connected to measuring point 2 (measuring point for
clutch oil pressure). Measuring point 2 has been moved
to the point marked in the installation documents
(arrangement behind the pressure back-up valve).
Engagement
During engagement, the torque specified in the
installation documents and the maximum permitted
shift speed (also specified) must not be exceeded. If the
engagement is finished, the engine speed can be raised.
You can turn off the power take-off unit at any time.
11-3
BW 190 Table of contents
Page
12.0 BW 190 table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
12.1 Description of basic gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3

12.1.1 Gearbox and power flow diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
12.1.2 Oil supply and gearbox cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
12.2 Gearbox monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14

12.2.1 Minimum gearbox monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
12.2.2 Additional gearbox monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
12.3 Monitoring data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
12.4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
12-1
BW 190 Description of basic gearbox
12.1 Description of basic gearbox high safety levels in mind, i.e. case-hardened, ground
and subsequently subjected to special treatment.
General layout (refer to end of Section for deviations in The shafts run in anti-friction bearings. Thrust bearings
the “BU” series) are incorporated in the gearbox to absorb propeller
thrust. The reversing clutches arranged on the input
220 mm at ..190, ..195 shaft and reversing shaft are multi-disc clutches with
390 mm at ..191 steel/sinter discs arranged alternately and operated by
310 mm at ..196 means of oil pressure.
The high delivery rate of the oil pump ensures rapid
clutch response. During gearshift procedure, the
= Normal version contact pressure of the clutches is regulated to ensure
= S-version smooth operation.
004 660
At the same time, there is an increased supply of oil to

the clutch being operated, i.e. to ensure quick
dissipation of the heat created during shift procedure
276
enabling the clutches to operate efficiently under

extreme load conditions.
= A-version
10
The heat caused by trolling operation is also reliably

°
= V-version
004 206 dissipated, even during continuous operation.
If there are interruptions to the operative oil circuit, the
The gearboxes of the BW 190, BW 191, BW 195 and two multi-disc clutches can each be mechanically
BW 196 series are axially offset three-shaft reversing pressed together by means of 3 externally accessible
and reduction gearboxes with one clutch on the bolts (but only when the gearbox is at a standstill), i.e.
gearbox input shaft and one clutch on the reversing this emergency shift device can be driven using the
shaft. The general layout is the same in all gearboxes. output direction of rotation, “enginewise rotation” (all
The main components subject to wear are easily versions) or “counter-enginewise rotation” (not in
accessible through a housing aperture, even when the V version).
gearbox has been installed.
The output is located on opposite side of the gearbox to An easily replaceable control unit is built onto the
the input (S and V versions: the output is vertically gearbox housing fitted with all valves, slides and
below the input and on the same side of the gearbox). control eqipment required for actuating and lubricating
The output shaft in the A and V versions is tilted down oil circuits. This control unit is actuated mechanically
by 10 ° towards the output shaft. This allows the engine by means of a selector lever. Electrical actuation
to be installed at an almost horizontal level and allows systems are also available if required.
the engine room and the deck attachments to be
optimized. In addition to this, a mechanical or electrically
The gearbox cast-housings are very torsionally rigid actuated trolling valve can be supplied. These are
and (with the exception of the BW 191) are made from built on to the side of the control unit.
a largely seawater-resistant light-metal alloy. The BW
191 gearbox housing is made from grey casting. The
machined pads and threaded connections required for Deviations in the “BU” series
gearbox and bell housing mountings are included as The BU series is a range of step-up gearboxes with one
standard. The cover for sealing the input side housing clutch arranged either on the input shaft or the reverse
apertures are built on as standard in the basic gearbox shaft. Depending on the version, the output rotation
version. For versions with the connecting bell housing direction can be the same as or opposite to the input
the covers are integrated into the bell housing. To rotation direction. Otherwise, design and external
ensure long life and low operating noise levels, the dimensions are exactly the same as the BW series.
teeth of all power-transmitting gears are designed with
12-3
Description of basic gearbox BW 190
BW 190, BU 190, BW 195, BU 195, BW 195 P, BU 195 P ZF marine gears

(basic version)
1 35 36 15 47 46
22
33
32
26
006 622
20
41 11 12
34 2 5 7
10
25
23
44
006 623
12-4
28
105
8
006 624
Key to drawings
1 Mounting faces for gearbox 25 Oil dipstick

2 Pressure measuring point for clutch oil 26 Output
5 Pressure measuring point before oil filter 28 Mounting face for bell housing
7 Filter chamber sediment drain 32 Oil chamber drain plug
8 Input 33 Oil filter
10 Engine-driven oil pump 34 Emergency control (counter-enginewise rotation)
11 35 Cooling water inlet
12
41
} Oil temperature measuring points 36 Cooling water outlet
44 Emergency control (enginewise rotation)
15 Oil cooler 46 Oil filling
20 Oil drain plug 47 Inspection cover (gearbox housing)
22 Pressure measuring point for lubricating oil 105 Selector lever for mechanical actuation
23 Gearbox breather
12-5
BW 190 A, BU 190 A, BW 195 A, BU 195 A, BW 195 AP, BU 195 AP ZF marine gears (basic version)
1 35 36 15 47 46
22
33
32
26
000 277
11 12 41
34 2 5
7
10
25
23
44
000 276
20
12-6
9
105
001 423
Key to drawings
1 Mounting faces for gearbox 23 Gearbox breather

2 Pressure measuring point for clutch oil 25 Oil dipstick
5 Pressure measuring point before oil filter 26 Output
7 Filter chamber sediment drain 28 Mounting face for bell housing
8 Input 32 Oil chamber drain plug
9 Engine bell housing 33 Oil filter
(within scope of special delivery) 34 Emergency control (counter-enginewise rotation)
10 Engine-driven oil pump 35 Cooling water inlet
11 36 Cooling water outlet
12
14
} Oil temperature measuring points 44 Emergency control (enginewise rotation)
46 Oil filling
15 Oil cooler 47 Inspection cover (gearbox housing)
20 Oil drain plug 105 Selector lever for mechanical actuation
22 Pressure measuring point for lubricating oil
12-7
BW 190 V, BU 190 V, BW 195 V, BU 195 V, BW 195 VP, BU 195 VP ZF marine gears

(basic version)
1 35 36 15 22 47 46
33
32
26
41
000 280
11 12
2 5
7
10
25
23
44
000 282
20
12-8
105
000 283
Key to drawings

12
41
} Oil temperature measuring points 44 Emergency control (enginewise rotation)
46 Oil filling
15 Oil cooler 47 Inspection cover (gearbox housing)
20 Oil drain plug 105 Selector lever for mechanical actuation
12-9
BW 191-1, BU 191-1, BW 191-2, BU 191-2 ZF marine gears
47 105
1
46
22
36
15
35
26
006 628
41
2 5
11 12 20
34 7
10
25
33
23
32
1
44
006 630
12-10
9
105
006 629
Key to drawings

9 Bell housing 34 Emergency control (counter-enginewise rotation)
(within scope of special delivery) 35 Cooling water inlet
10 Engine-driven oil pump 36 Cooling water outlet
11 44 Emergency control (enginewise rotation)
12
41
} Oil temperature measuring points 46 Oil filling
47 Inspection cover (gearbox housing)
15 Oil cooler 105 Selector lever for mechanical actuation
20 Oil drain plug
12-11
12.1.1 Gearbox and power flow diagram
Gearbox and power flow diagram for BW 190, BW 191-1, BW 191-2, BW 195, BW 195 P, BW 196, BW 196 P
(BU 190, BU 191-1, BU 191-2, BU 195, BU 195 P, BU 196 only have clutch D or E)
A A
B
Gears are
in mesh C
B
E
Point in A - Input shaft
C S version
008 143 B - Reverse shaft
C - Point shaft
Power flow in:
A counter-enginewise rotation D - Clutch on counter-
C enginewise rotation
A enginewise rotation E - Clutch on enginewise
B
C rotation
Gearbox and power flow diagram for BW 190 A, BW 190 V, BW 195 A, BW 195 V, BW 195 AP, BW 195 VP
(BU 190 A, BU 190 V, BU 195 A, BU 195 V, BU 195 AP, BU 195 VP, only have clutch D or E)
A-version V-version
D D
A A
Gears are Gears are

B in mesh B in mesh
E E
C C
Powerflow in: A - Input shaft

counter-enginewise B - Reverse shaft
A rotation A
A
C - Output shaft
C C
C D - Clutch on counter-
enginewise rotation
B A enginewise A
A
rotation B E - Clutch on enginewise
C C
C rotation
001 645
12-12
The gearbox and power flow diagram show the power 12.1.2 Oil supply and gearbox cooling
flow for the output rotation direction, “enginewise
rotation” (input and output rotating in the same The gearbox casings are designed as oil reservoirs. One
direction) and for the output rotation direction gear pump is installed to supply oil for gearbox
“counter-enginewise rotation” (output rotation lubrication, cooling and engagement of the multi-disc
direction opposite to input rotation direction). clutches.
The full torque can be transmitted in both directions of This pump supplies oil to the pressure oil circuit at a
rotation. Even the gearbox ratio is the same for both rate dependent on the speed of the gearbox input shaft.
rotational directions of the output shaft. Identical In order to ensure ample oil for gearbox lubrication and
gearboxes can therefore be used for multi-engine cooling even at a low driving speed, a high-output
installations. This requires fewer spare parts and pump is used. The oil pump is driven by the reversing
permits the use of standardized replacement shaft via a spur gear set. The spur gear ratio is adapted
assemblies. to the engine speed.
Gearbox oil is cooled by an oil cooler mounted on the

gearbox and manufactured from saltwater-resistant
material. After cooling, the oil passes through a slot-
type filter to the control unit and then to the clutches
and the gearbox lubrication points.
Connecting unions are provided as standard equipment

for monitoring gearbox temperature, oil pressure ahead
of the filter, lubricating oil pressure and clutch oil
pressure.
12-13
Gearbox monitoring BW 190
12.2 Gearbox monitoring
Monitoring diagram
22
5 2
41 1)
12 1)1)The
Beipressure
BW 191-1 relief valve191-2
und BW lies between the oil cooler and
ist das Druckbegrenzungsventil
oil filter inÖlkühler
zwischen BW 191-1 undand BWangeordnet.
Ölfilter 191-2
11
006 788
The monitoring specified in Section 12.2.1 is essential Clutch oil pressure (measuring point 2)
as check for the operational reliability of the gearbox The clutch pressure will vary depending on gearbox
and must always be installed. In addition to this, there version and its input torque.
are measuring points on the gearbox for additional
monitoring (refer to Section 12.2.2). The nominal clutch pressure is specified in the binding
technical documents forming part of each order and is
also stamped on the type plate and in the control
12.2.1 Minimum gearbox monitoring housing.
Refer to table in Section 12.3 for values
The clutch oil pressure specified applies to the shift
Oil before filter (measuring point 5) positions for enginewise rotation and counter-
This measuring point is used for monitoring the oil enginewise rotation. When in shift position “neutral”,
filter. At normal operating temperatures, a loss of the oil pressure at this measuring point falls to the
pressure of between 0.5 and 1 bar occurs in the cleaned neutral pressure. This will alter within the range
filter, i.e. the oil pressure before the filter is in shift specified in Section 12.3 depending on the operating
position “enginewise or counter-enginewise” this conditions (gearbox input speed, gearbox oil
amount higher than the pressure at measuring point 2. temperature) and whether trolling is on/off. The clutch
This does not apply in the electric gearbox actuation for oil pressure is below the warning value when in trolling
the shift position “neutral” or the trolling operation operation (special version). The clutch oil pressure
(special version) since a higher pressure difference can does not need to be monitored in this mode of
occur due to the pressure back-up valve which is operation. A pressure gauge must be used to monitor
located between the filter and measuring point 2. A rise the clutch oil pressure.
in oil pressure indicates that the filter is becoming
blocked. If the clutch oil pressure corresponds to the specified
values, gearbox lubrication will be assured. It is
A pressure switch must be used for monitoring. It therefore not necessary to perform special monitoring
should be set to change over when pressure rises above of the lubrication oil pressure (measuring point 22).
the preset value and transmit a warning signal.
12-14
BW 190 Gearbox monitoring
Oil temperature (measuring point 12) To prevent this, the warning device must be set out of
A thermometer must be used to monitor the gearbox oil action in shift position neutral and in trolling operation.
temperature. The flow of water through the gearbox oil This can be brought into the neutral position using a
cooler should be regulated to ensure that the gearbox cut-off switch which is controlled by gearbox actuation
oil temperature is between 50 °C and 80 °C under (only available within ZF special scope of supply for
normal operating conditions. During continuous mechanical gearbox actuation systems).
operation, the max. gearbox oil temperature specified The “Trolling on” signal can be read in the shipyard’s
in Section 12.3 must not be exceeded. activation. To ensure that the alarm device does not
This also applies to trailing operations. react in the time (approx. 1 to 2 sec) between actuation
of the control unit or “Trolling off” signal and the
build-up of the full clutch oil pressure (approx. PKN), a
12.2.2 Additional gearbox monitoring delay timer must be incorporated, with a setting of min.
Refer to table in Section 12.3 for values 3 s and max. 10 s in the line from the alarm device. This
means an alarm will only occur if the clutch oil
There are additional measuring points on the gearbox pressure has still not attained the nominal value even if
for further gearbox monitoring. The relevant measuring 3 s have elapsed.
values are the same as those at the measuring points of
minimum monitoring. Lubrication oil pressure (measuring point 22)
The lubrication oil pressure can be monitored at
Oil pressure before the filter (measuring point 5) measuring point 22. It is monitored using a pressure
If the monitoring is to be performed by a pressure gauge or pressure switch. Depending on operating
gauge and warning equipment, a T piece can be conditions (gearbox input speed, gearbox oil
attached to measuring point 5 so that the pressure temperature, trolling on/off), the lubrication oil
gauge and the pressure switch can be simultaneously pressure lies within the range specified in Section 12.3.
connected. If remote pressure displays are used, it is
also be possible to use a pressure sensor with built-in When monitoring with a pressure gauge, please note
shift contact for an alarm device. that the lubrication oil pressure cannot be read very
The oil pressure at measuring point 5 must be higher accurately once it has fallen below 1 bar.
than the pressure at measuring point 2, yet by no more
than that specified in Section 12.3, and it must not When monitoring with a pressure switch, the switch
exceed the warning value. should be set to ensure that it will be triggered when the
lubrication oil pressure falls below the warning value.
Clutch oil pressure (measuring point 2)
By attaching a distributor piece to measuring point 2, it Oil temperature (measuring points 11 and 41)
is possible to connect an additional pressure switch Additional temperature sensor for remote
together with a warning device or pressure gauge. thermometers or temperature switches for warning
devices can be installed at measuring points 11 and 41.
When monitoring with a pressure switch, this should be The temperature switch must be set to the specified
set to ensure that it will be triggered when pressure falls warning value for the relevant gearbox version.
below the alarm warning value.
When in neutral shift position or trolling operation (ZF
special scope of supply), the oil pressure will fall below
the trigger value of the pressure switch, i.e. the alarm
will also be triggered during levels of normal oil
pressure.
12-15
12.3 Monitoring data for the BW 190 family
Filter Clutch oil pressure Lubrication- Oil temperature

contamination oil pressure P, L, M- applicat. C- application P, L, M, C-app.
Measuring point 1) 5 2 22 11, 12, 41
Operating mode “Neutral” 9) Shift position 9) Shift position 9) ––––––– Driving mode Trailing
Monitoring data
“Enginewise rotation “Enginewise rotation “Neutral“ mode 8)

or Counter-engine- or Counter-engine-
wise rotation“ wise rotation“
Rated value ––––––– PKN 7) ––––––– ––––––– ––––––– ––––––– –––––––
Nominal display min ––––––– PK = PKN – 0.5 bar 4) 7.5 bar 0.4 bar 30 °C 30 °C –––––––
value 11)
max PVF = PK + 4 bar PK = PKN + 1 bar4) 10 bar 5 bar 90 °C 100 °C 75 °C 8)
––––––– 105 °C 8) 12)
Warning 24 bar ▲ 2) 15) PK = 0.25 bar ▼ 2) 95 °C ▲ 2) 105 °C ▲ 2) –––––––

26 bar ▲ 2) 13) PKN – 3 bar ▼ 2) 5) 6)
Minimum monitoring 14) Pressure switch Pressure gauge between 0 and 25 bar ––––––– Thermometer between 0 and 120 °C
Additional Pressure gauge Pressure switch 3) 6) or Pressure switch or Temperature switch 2) or
monitoring 14) 0 to 40 bar 3) pressure sensor 16) 0 to 25 bar pressure gauge temperature sensor 16) 0 bis 120 °C
0 to 6 bar
For further details see Section 12.2 7) The nominal clutch pressure is specified in the 13) When PKN > 19 bar
1) Refer to monitoring plan in installation manual for binding technical documents (order-specific) and
14) Not within the standard ZF scope of supply
schematic arrangement; refer to installation also on the type plate and in the control housing.
15) When PKN ≤ 19 bar
drawing or operating instructions or “Description 8) For operation with stationary engine and current-
of basic gearbox” Section for arrangement on driven propeller (also refer to Usage and 16) For remote display
gearbox Maintenance Manual) 17) Not included in table above
2) For optical and acoustic warning 9) For normal operation without trolling ▲ Increasing
3) Use distributor piece 10) Not included in table above ▼ Decreasing
4) 60 °C to 80 °C oil temperature 11) Without trailing pump PK = Clutch oil pressure
5) Warning with time delay of between 3 and 10 s 12) With trailing pump PKN = Nominal clutch oil pressure
(provided by the shipyard)
PVF = Pressure before filter
6) Warning must be set to not functioning when in shift
position “Neutral” or “Trolling on“
BW 190
BW 190 Technical data
12.4 Summary of technical data (general)
Gearbox input rotation direction
Normal version A-version V-version
Gearbox Gearbox Gearbox

Engine Engine Engine
001 614
001 614 001 644
Marking for the Engine speed design Engine idling speed

oil pump ratio (for continuous rating)
A ≥ 1 600 ≥ 500
Additional loads on the gearbox input in accordance with Sections 4.0 to 4.3
Loads applicable to the face end of input shaft

● in radial direction max. 2 000 N
● in axial direction max. 1 000 N
● a periodic bending moment caused by the drive shaft or axial forces briefly transmitted by the additional section
of the drive shaft (friction coefficient when length displacement is ≤ 0.11) are permitted. The drive shaft input
must comply in full with Sections 4.0 to 4.3.
Screws for connection to the propeller shaft

BW/BU 190 A/V … 195 P/AP/VP Sizes = M18x1,5; quality 10.9, min. tensile strength 1000 N/mm2
BW/ BU 191-1/191-2/196 Sizes = M20x1,5; quality 10.9; min. tensile strength 1000 N/mm2
Alignment accuracy of the propeller shaft (also refer to Section 5.0)

Max. alignment error “x” Max. shift displacement “y” Smallest permissible distance
[mm] [mm] between bearings “L” [mm]
BW 190 0,05 0,10 500 for d < 70
BW 195 1 000 for d between 70 and 100
2 000 for d > 100
BW 191-1 0,1 0,15 500 for d < 90
1 000 for d between 90 and 120
2 000 for d > 120
Permitted radial forces on propeller shaft for centering on gearbox output flange (refer to Section 5.1)
max. 500 N
12-17
Technical data BW 190
Cooler data for normal oil cooler

● Largest permitted rate of cooling water displacement 12 000 dm3/h
● Smallest permitted rate of cooling water displacement 3 900 dm3/h
● Loss of pressure at cooling water inlet/outlet at 10 000 dm3/h 0.5 bar
at 8 000 dm3/h 0.4 bar
at 6 000 dm3/h 0.3 bar
● Max. water pressure at cooling water inlet 2 bar
● Highest cooling water inlet temperature for P, L, M application 40 °C
● Highest cooling water inlet temperature for C application 50 °C
● Highest gearbox ambient temperature 60 °C
Oil types Engine oil API CD/CE/CF/SF/SG, MIL-L-2104 C/D/E or MIL-L-46152 C/D/E
Viscosity classes SAE 30 or SAE 40 at oil sump temperature < 80 °C
Viscosity class SAE 40 at oil sump temperature > 80 °C
Multi-grade oils are not permitted, unless they are oils listed in the valid ZF list of
lubricants.
The relevant valid ZF list of lubricants TE-ML 04 for ZF marine gears is binding.
This list can be requested from all ZF Service Centers.
Oil quantities BW/BU 190 A/V … BW 195 P/AP/VP approx. 23 dm3

BW/BU 191-1/191-2 approx. 45 dm3
BW/BU 196 approx. 28 dm3
Gearbox ratio refer to gearbox type plate
Gearbox weight depending on scope of supply, refer to gearbox type plate
12-18
Page
13.1 Description of basic gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3


13.3 Monitoring data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
13.4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
13-1
13.1 Description of basic gearbox To ensure long life and low operating noise levels, the
General layout (refer to end of Section for deviations in high safety levels in mind, i.e. case-hardened, ground
the “BU” series) and subsequently subjected to special treatment.
The gearboxes of the BW 250 series are three-shaft The shafts run in anti-friction bearings. Thrust bearings
reversing and reduction gearboxes with a double clutch are incorporated in the gearbox to absorb propeller
on the gearbox input shaft. The main components thrust. The reversing clutches arranged on the input
subject to wear are concentrated on the input shaft and shaft and reversing shaft are multi-disc clutches with
are therefore easily accessible. The output shaft is steel/sinter discs arranged alternately and operated by
arranged below the input shaft. means of oil pressure.
clutch response. During gearshift, the contact pressure
of the clutches is regulated to ensure smooth operation.
At the same time, there is an increased supply of oil to

= Normal the clutch being operated, i.e. to ensure quick
version
dissipation of the heat created during shift procedure
= S-version
The heat caused by trolling operation is also reliably
004 660
dissipated, even during continuous operation.
The gearbox cast-housings are very torsionally rigid An easily replaceable control unit is built onto the
and (with the exception of the BW 251) are made from gearbox housing fitted with all valves, slides and
a largely seawater-resistant light metal alloy. The control equipment required for actuating and
BW 251 gearbox housing is made from grey casting. lubricating oil circuits. The control unit on the basic
The machined pads and threaded connections required version is actuated mechanically by means of a selector
for gearbox and bell housing mountings are included as lever. Pneumatic or electrical actuation systems are also
standard. available if required.
Deviations in the “BU” series

The BU series is a range of step-up gearboxes with one
clutch arranged on the input shaft.
Depending on version, the output rotation direction can
be the same as or opposite to the input rotation
direction. Otherwise, design and external dimensions
are exactly the same as the BW series.
13-3
Gearbox views of BW 250, BU 250, BW 255, BU 255, BW 255 P, BU 255 P ZF marine gears
(the clutch bell housing and flexible coupling fall within the special scope of supply)
b 41 33
10
26
004 613/1
1 11 20
Key to drawings
1 Mounting faces for gearbox
10 Engine-driven oil pump
11, 12, 41 Oil temperature measuring points
14 Cooling water inlet/outlet
15 Oil cooler
20 Oil drain
26 Output
33 Oil filter
004 614/1
b Suspension lugs for
12 15 14 1 transport/handling
13-4
7 a 8 Key to drawings
2, 21, 27 Clutch oil pressure measuring points

5 Pressure measuring point before oil
cooler and filter
7 Filter chamber, sediment drain
8 Input
20 Oil drain
22 Pressure measuring point for
lubricating oil
25 Oil dipstick
28 Mounting face for bell housing
37 Inspection hole cover
(gearbox and housing)
46 Oil filling
004 615/1
a Rated clutch pressure (stamped)
28 20
46 5 37 25 22
21
27
004 648/1
13-5

Special version with trolling valve and trailing pump
004 616/1
18
Key to drawing
18 Trailing pump (special version)
c Trolling valve (special version)
13-6
BW 250 A, BU 250 A, BW 255 A, BU 255 A, BW 255 P, BW 255 P ZF marine gears

(clutch bell housing falls within special scope of supply)
006379
BW 250 V, BU 250 V, BW 255 V, BU 255 V, BW 255 VP, BU 255 VP ZF marine gears

(terminal box and gearbox mounting fall within special scope of supply)
006376
13-7

(clutch bell housing, rigid gearbox mounting and the trolling valve fall within special scope of supply)
7 5 37 a
Key to drawings
8 1 Mounting faces for gearbox
5 Pressure measuring point

before oil cooler and filter

1
8 Input
28 11, 12, 41 Oil temperature measuring points
1 14 Cooling water inlet/outlet
15 Oil cooler
004885
20 Oil drain
41 33 10
25 Oil dipstick
27 Measuring point for clutch oil

pressure
27
25 14
26 Point
18 33 Oil filter
37 Inspection hole cover (gearbox

housing) with oil fill hole
26
15
a Rated clutch pressure (stamped)
004884
11 20 12
13-8
Gearbox and power flow diagram for BW 250, BW 255, BW 251, BW 256, BW 256 P
(BU 250, BU 255, BU 251, BU 256, BU 256 P only have clutch D or E)
D E
A
A
B
Gears are
in mesh C
B
Power flow in:
A - Input shaft A counter-enginewise rotation

B - Reverse shaft C
C - Output shaft
D - Clutch on counter-engine- B A enginewise rotation
wise rotation C 004503
E - Clutch on enginewise rotation
Gearbox and power flow diagram for BW 250 A, BW 250 V, BW 255 A, BW 255 V, BW 255 AP, BW 255 VP
(BU 250 A, BU 250 V, BU 255 A, BU 255 V, BU 255 AP, BU 255 VP, only have clutch D or E)
A-version V-version
D E D E
A A
Gears are Gears are

in mesh in mesh
B B
C C
Power flow in: A - Input shaft
B - Reverse shaft
A counter- A C - Output shaft
enginewise rotation D - Clutch on counter-
C enginewise rotation
C A enginewise A
B B
rotation
E - Clutch on enginewise
C C rotation
13-9
The gearbox and power flow diagrams show the power 13.1.2 Oil supply and gearbox cooling
flow for the output rotation direction, “enginewise
rotation” (input and output rotating in the same The gearbox casings are designed as oil reservoirs.
direction) and for the output rotation direction An oil pump is installed to supply oil for gearbox lubri-
“counter-enginewise rotation” (output rotation cation, cooling and engagement of the multi-disc clut-
direction opposite to input rotation direction). ches.
The full amount of engine power can be transmitted in This pump supplies oil to the pressure oil circuit at a
both rotation directions. The ratio specified on the type rate dependent on the speed of the gearbox input shaft.
plate applies to both output rotation directions, i.e. In order to ensure ample oil for gearbox lubrication and
gearbox versions which are identical can be used in cooling even at a low driving speed, a high-output
multi-engine installations. This will require fewer spare pump is used.
parts and permits the use of standadized replacement
assemblies. The oil pump is driven by a spur gear set on the gear-
box input shaft. The spur gear ratio corresponds to the
engine speed.
A seawater-resistant oil cooler is integrated in the gear-

box housing for gearbox oil cooling. After cooling, the
oil flows first through an oil filter (slot-type filter), then
into the control unit and finally to the clutches and
lubrication points in the gearbox.
Connecting unions are provided as standard equipment

for monitoring gearbox temperature, oil pressure ahead
of the filter, lubricating oil pressure and clutch oil pres-
sure.
13-10
Monitoring diagram
41 5 21 2 27 22
12 006 789
11
as a check for the operational reliability of the gearbox The clutch pressure will vary depending on gearbox
and must always be installed. In addition to this, there version and its input torque. The nominal clutch pres-
are measuring points on the gearbox for additional sure is specified in the binding technical documents
monitoring (refer to Section 13.2.2). provided for each order and is also stamped on the type
plate and the control housing.
13.2.1 Minimum gearbox monitoring The clutch oil pressure specified applies to the shift
Refer to table in Section 13.3 for values positions enginewise rotation and counter-enginewise
rotation and to the neutral position of the gearbox. The
Oil pressure before filter (measuring point 5). clutch oil pressure is below the warning value when in
This measuring point is used for monitoring the oil trolling operation (special version). The clutch oil pres-
filter. At normal operating temperatures, a loss of pressure does not need to be monitored in this mode of
sure of between 0.5 and 1 bar occurs in the cleaned operation. A pressure gauge must be used to monitor
filter and a max. of 1 bar in the oil cooler, i.e. the oil the clutch oil pressure.
pressure at measuring point 5 is this amount higher
than pressure at measuring point 2. A rise in oil Please note that the clutch oil pressure will briefly fall
pressure indicates that the filter is becoming blocked. to approx. 5 bar during a shift process. This is totally
A pressure switch must be used for monitoring. This normal and will not influence the functioning of the
should be set to change over when pressure rises above gearbox.
If the clutch oil pressure corresponds to the specified
values, gearbox lubrication will be assured. It is there-
fore not necessary to perform special monitoring of the
lubrication oil pressure (measuring point 22).
13-11
Oil temperature (measuring point 12) To ensure that the alarm device does not react in the
A thermometer must be used to monitor the gearbox oil time (approx. 1 to 2 sec; brief fall in clutch oil pressure,
temperature. The flow of water through the gearbox oil as is described in Section 13.2.1) between actuation of
cooler should be regulated to ensure that the gearbox the control unit or “Trolling off” signal and the build-up
oil temperature is between 50 °C and 80 °C under of the full clutch oil pressure (approx.PKN), a delay
normal operating conditions. During continuous timer must be incorporated, with a setting of min. 5 s
operation, the max. gearbox oil temperature must not and max. 10 s in the line from the alarm device. This
be exceeded. means an alarm will only occur if the clutch oil pressu-
re has still not attained the nominal value, even if 5 s
have elapsed.
13.2.2 Additional gearbox monitoring
Refer to table in Section 13.3 for values Lubrication oil pressure (measuring point 22)
The lubrication oil pressure can be monitored at
There are additional measuring points on the gearbox measuring point 22. It is monitored using a pressure
for further gearbox monitoring. The relevant measuring gauge or pressure switch. Depending on operating con-
values are the same as those at the measuring points of ditions (gearbox input speed, gearbox oil temperature,
minimum monitoring. trolling on/off), the lubrication oil pressure lies within
the range specified in Section 13.3.
Oil pressure before the filter and oil cooler
(measuring point 5) When monitoring with a pressure switch, the switch
If monitoring is to be performed by a pressure gauge should be set to ensure that it will be triggered when the
and warning equipment, a T piece can be attached to lubrication oil pressure falls below the warning value.
measuring point 5 so that the pressure gauge and the
pressure switch can be simultaneously connected. If Oil temperature (measuring point 11)
remote pressure displays are used, it is also possible to Additional temperature sensor for remote thermome-
use a pressure sensor with built-in shift contact for an ters or temperature switches for warning devices can be
alarm device. installed at measuring point 11. The temperature switch
The oil pressure at measuring point 5 must be higher must be set to the specified warning value for the rele-
than the pressure at measuring point 2, yet by no more vant gearbox version.
than that specified in Section 13.3, and it must not
exceed the warning value. Measuring point 41
This measuring point can also be used in the version
Clutch oil pressure (measuring points 21 and 27) with a trailing oil pump.
Additional pressure switches can be connected together
with a warning device or pressure gauge to measuring CAUTION
points 21 and 27. Measuring point 41 is not in the oil sump. It may
only be used for monitoring the oil temperature if
When monitoring with a pressure switch, this should be the oil is being circulated (when engine is running or
set to ensure that it will be triggered when pressure falls when propeller shaft is rotating).
below the alarm warning value. When in trolling opera-
tion (ZF special scope of supply), the oil pressure will
fall below the trigger value of the pressure switch, i.e.
the alarm will also be triggered during levels of normal
oil pressure. To prevent this, the warning device must
be set out of action in trolling operation. The “Trolling
on” signal can be read in the shipyard’s activation.
13-12
13.3 Monitoring data BW 250 family
Filter Clutch oil pressure Lubrication Oil temperature

BW 250

Measuring point 1) 5 2, 21, 27 22 11, 12, 41
“Enginewise rotation “Enginewise rotation “Neutral” mode 8)
wise rotation” wise rotation”
Rated value ––––––– PKN 7) as in shift position ––––––– ––––––– ––––––– –––––––
Nominal display min ––––––– PK = PKN – 1 bar 4) “enginewise rotation 0.4 bar 30 °C 30 °C –––––––
value 11)
max PVF = PK + 6 bar PK = PKN + 1.5 bar4) or counter engine- 5 bar 90 °C 100 °C 75 °C 8)
wise rotation“ 105 °C 8) 12)
Warning 20 bar ▲ 2)15) PK = PKN – 3 bar ▼ 2) 5) 6) 0.25 bar ▼ 2) 95 °C ▲ 2) 105 °C ▲ 2) –––––––

24 bar ▲ 2)13)
monitoring 14) 0 to 40 bar 3) pressure sensor 16) 0 to 25 bar pressure gauge temperature sensor 16) 0 - 120 °C
0 to 6 bar
For further details, refer to Section 14.2 7) The nominal clutch pressure is specified in the 15) When PKN ≤ 14 bar
binding technical documents (order-specific) and
1) Refer to monitoring plan in installation manual 16) For remote display
also on the type plate and in the control housing.
for schematic arrangement; refer to installation
17) With trolling or trolling in preparation
drawing or operating instructions or “Descripti- 8) For operation with stationary engine and current-
on of basic gearbox” Section for arrangement on driven propeller (also refer to Usage and Mainte- ▲ Increasing
gearbox nance Manual)
▼ Decreasing
2) For optical and acoustic warning 9) For normal operation without trolling
PK = Clutch oil pressure
3) Use distributor piece 10) Not included in table above
PKN = Nominal clutch oil pressure
4) 60 °C to 80 °C oil temperature 11) Without trailing pump
5) Warning with time delay of between 5 and 10 s 12) With trailing pump
13) When PKN > 14 bar
6) Warning must be set to not functioning when in
Monitoring data
13-13
shift positions “Trolling on”
Gearbox input rotation direction
Normal version A-version V-version
Gearbox Gearbox Gearbox

Engine Engine Engine
001 614
001 614 001 644

A approx. 1 650 - 2500 ≥ 415
B approx. 1 100 - 1 650 ≥ 275
C approx. 750 - 1 100 ≥ 190
D approx. 500 - 750 ≥ 125

● in radial direction max. 2 000 N
● in axial direction max. 1 000 N

BW/BU 250 A/V … 255 P/AP/VP Sizes = M20x1,5; quality 8.8; min. tensile strength 800 N/mm2
BW/BU 251 … 256 P Sizes = M22x1,5; quality 8.8; min. tensile strength 800 N/mm2
Max. alignment error "x" Max. shift displacement "y" Smallest permissible distance
[mm] [mm] between bearings "L"[mm]
BW 250 / 0.05 0.10 500 for d < 100
BW 255 1 000 for d ≥ 100
BW 251 0.1 0.15 500 for d < 100
2 000 for d ≥ 150
max. 500 N
13-14

at 8 000 dm3/h < 0.10 bar

Oil types Engine oil API CD/CE/CF/SF/SG, MIL-L-2104 C/D/E or MIL-L-46152 C/D/E
Multi-grade oils are not permitted, unless they are oils listed in the valid ZF list of
lubricants.
This can be requested from all ZF Service Centers.
Oil quantities BW/BU 250 A/V … 255 P/AP/VP approx. 28 dm3

BW/BU 251 … 256 P approx. 55 dm3
13-15
Page


14.3 Monitoring data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-11
14.4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
14-1
14.1 Description of basic gearbox The high delivery rate of the oil pump ensures rapid
General layout (refer to end of Section for deviations in of the clutches is regulated to ensure smooth operation.
the “BU” series).
The gearboxes of the BW 365 and BW 361 series are At the same time, there is an increased supply of oil to
axially offset three-shaft reversing and reduction the clutch being operated, i.e. to ensure quick
gearboxes with one clutch on the gearbox input shaft dissipation of the heat created during shift procedure
and one clutch on the reversing shaft. The general enabling the clutches to operate efficiently under
layout is the same in all gearboxes. The main extreme load conditions.
components subject to wear are easily accessible The heat caused by trolling operation is also reliably
through a housing aperture, even when the gearbox has dissipated, even during continuous operation.
been installed. The output is located on the gearbox on
the side opposite to the input. If there are interruptions to the operative oil circuit, the
two multi-disc clutches can each be mechanically
290 mm at .. 365 pressed together by means of 3 externally accessible
505 mm at .. 361/366 bolts (but only when the gearbox is at a standstill), i.e.
this emergency shift device can be driven using the
output direction of rotation, “enginewise rotation” or
“counter-enginewise rotation”.
= Normal
version An easily replaceable control unit is built onto the
= S-version gearbox housing, fitted with all valves, slides and
004 660
control equipment required for actuating and
lubricating oil circuits.
The gearbox cast-housings are very torsionally rigid In the basic gearbox version the control unit of the BW
and (with the exception of the BW 361) are made from 365 is actuated electrically and the control unit of the
a largely seawater-resistant light-metal alloy. The BW BW 361 is actuated mechanically by means of a control
361 gearbox housing is made from grey casting. The lever. Mechanical actuation (BW 365) or electrical
machined pads and threaded connections required for actuation (BW 361) can be supplied on request. An
gearbox and bell housing mountings are included as electrical trolling valve (ZF Autotroll) can be supplied
standard. in conjunction with the electrical actuation system and
this is seated at the top above the control unit.
The covers for sealing the input side housing apertures
are built-on as standard in the basic gearbox version. Deviations in the “BU” series
For versions with the connecting bell housing, the The BU series is a range of step-up gearboxes with one
covers are integrated into the bell housing. clutch arranged either on the input shaft or the reverse
shaft. Depending on the version, the output rotation
To ensure long life and low operating noise levels, the direction can be the same as or opposite to the input
teeth of all power-transmitting gears are designed with rotation direction. Otherwise, design and external
high safety levels in mind, i.e. case-hardened, ground dimensions are exactly the same as the BW series.
The shafts run in anti-friction bearings. Thrust bearings
are incorporated in the gearbox to absorb propeller
shaft and reversing shaft are multi-disc clutches with
steel/sinter discs arranged alternately and operated by
means of oil pressure.
14-3
BW 365 ZF marine gears

(the clutch bell housing and trailing pump fall within the special scope of supply)
Key to drawings

8
8 Input
15 Oil cooler
26 Output
1
33 Oil filter
46 Oil filling
47 Inspection hole cover 012 266
14 15 47 46
33
10
011 757
26 18
14-4
Key to drawings
34
2,21,27 Clutch oil pressure
measuring point 13
5 Pressure measuring point

before oil filter 41
7 Filter chamber, sediment

drain
7
11,12,41 Oil temperature 25
measuring point 23
13 Water connection flange

44
19 Suction side connection
for stand-by pump
20 Oil drain
22 Pressure measuring point 012 268
for lubricating oil

11 19 20 12
23 Gearbox breather
25 Oil dipstick
22
34 Emergency control
(counter-enginewise
rotation)
(enginewise rotation) 105
53 Oil temperature
measuring point
downstream of cooler
105 Emergency level for

mechanical emergency
actuation
012 269
21 53 27 5 2
14-5
Gearbox views of BW 361, BU 361, BW 366, BU 366 ZF marine gears

(the clutch bell housing, flexible coupling and rigid gearbox mounting fall within the special scope of supply)
28
Key to drawings

8
8 Input

1
11, 12 Oil temperature measuring point
15 Oil cooler
18 Position for trailing pump
19 Suction side connection for stand-by

18 pump
20 Oil drain
011 767

15 47 46
26 Point
14
33 33 Oil filter
10
46 Oil filling
47 Inspection hole cover (gearbox

housing)
b Suspension lugs for

b
transport/handling
26
011 766
11 12 20 19 1
14-6
Photo of gearbox with electric gearbox actuation (within special scope of supply) and oil pressure sensors at
measuring points 2 and 5 (within special scope of supply)
22 5
Key to drawings
2, 21, 27 Clutch oil pres-

sure measuring
point
5 Pressure measuring
point before oil filter
7 Filter chamber,
sediment drain
13 Water connection
flange
22 Pressure measuring 105

point for lubricating
oil
23 Gearbox breather 011 765
53 21 27 2
25 Oil dipstick
13
(counter-enginewise
rotation)
(enginewise rotation)
53 Oil temperature
measuring point
downstream of cooler
105 Emergency lever

for mechanical 44
emergency
actuation
7
011 764
34 23 25
14-7
Gearbox and power flow diagram for BW 365 and BW 361

(BU 365 and BU 361 only have clutch D or E)
A A
B
Gears are
in mesh C
B
E
C 008 143
Power flow in: A - Input shaft

B - Reverse shaft
A counter-enginewise rotation C - Output shaft
C D - Clutch on counter-
enginewise rotation
B
C rotation
The gearbox and power flow diagram shows the power In order to ensure ample oil for gearbox lubrication and
flow for the output rotation direction, “enginewise cooling even at a low driving speed, a high-output
rotation” (input and output rotating in the same pump is used.
direction) and for the output rotation direction
“counter-enginewise rotation” (output rotation The flow of oil is kept constant and the operating
direction opposite to input rotation direction). efficiency of the gearbox improved by means of a valve
controlled by oil pressure in the oil circuit; this returns
The full amount of engine power can be transmitted in excess oil directly to the suction side of the pump at
both rotation directions. The ratio specified on the type high engine speeds.
plate applies to both output rotation directions, i.e.
gearbox versions which are identical can be used in The oil pump is driven by the reversing shaft via a spur
multi-engine installations. This will require fewer spare gear set. The spur gear ratio is adapted to the engine
parts and permits the use of standardized replacement speed.
assemblies.
Gearbox oil is cooled by an oil cooler mounted on the
14.1.2 Oil supply and gearbox cooling material. After cooling, the oil passes through a slot-
type filter to the control unit and then to the clutches
The gearbox casings are designed as oil reservoirs. An and the gearbox lubrication points.
oil pump is installed to supply oil for gearbox
lubrication, cooling and engagement of the multi-disc Connecting unions are provided as standard equipment
clutches. for monitoring gearbox temperature, oil pressure ahead
of the filter, lubricating oil pressure and clutch oil
This pump supplies oil to the pressure oil circuit at a pressure.
rate dependent on the speed of the gearbox input shaft.
14-8
Monitoring diagram
41 5 21 27 2 22
12
11
011 758
as a check for the operational reliability of the gearbox Clutch pressure will vary depending on gearbox
are measuring points on the gearbox for additional Nominal clutch pressure is specified in the binding
monitoring (refer to Section 14.2.2). technical documents provided for each order and is also
stamped on the type plate.
rotation. When in shift position “neutral“, the oil
Oil pressure before filter (measuring point 5) pressure at this measuring point falls to the neutral
This measuring point is used for monitoring the oil pressure. This will alter within the range specified in
filter. At normal operating temperatures, a loss of Section 14.3 depending on the operating conditions
pressure of between 0.5 and 1 bar occurs in the cleaned (gearbox input speed, gearbox oil temperature) and
filter, i.e. the oil pressure at measuring point 5 is this whether trolling is on/off. The clutch oil pressure is
amount higher than the pressure at measuring point 2. below the warning value when in trolling operation
This does not apply to the “Neutral” shift position or (special version). The clutch oil pressure does not need
trolling operation (special version), because the to be monitored in this mode of operation. A pressure
pressure-retaining valve located between the filter and gauge must be used to monitor the clutch oil pressure.
measuring point 2 can cause a higher pressure
difference. A rise in oil pressure indicates that the filter If the clutch oil pressure corresponds to the specified
is becoming blocked. values, gearbox lubrication will be assured. It is
therefore not necessary to perform special monitoring
A pressure switch must be used for monitoring. It of the lubrication oil pressure (measuring point 22).
should be set to change over when pressure rises above
14-9
A thermometer must be used to monitor the gearbox oil time (approx. 1 to 2 sec) between actuation of the
temperature. The flow of water through the gearbox oil control unit or “Trolling off” signal and the build-up of
cooler should be regulated to ensure that the gearbox the full clutch il pressure (approx. PKN), a delay timer
oil temperature is between 50 °C and 80 °C under must be incorporated with a setting of mind. 3 s and
normal operating conditions. During continuous max. 10 s in the line from the alarm device.
operation, the max. gearbox oil temperature must not This means an alarm will only occur if the clutch oil
be exceeded. pressure has still not attained the nominal value, even if
3 s have elapsed.
14.2.2 Additional gearbox monitoring Lubrication oil pressure (measuring point 22)
Refer to table in Section 14.3 for values The lubrication oil pressure can be monitored at
measuring point 22. It is monitored using a pressure
There are additional measuring points on the gearbox gauge or pressure switch. Depending on operating
for further gearbox monitoring. The relevant measuring conditions (gearbox input speed, gearbox oil
values are the same as those at the measuring points of temperature, trolling on/off), the lubrication oil
the minimum monitoring. pressure lies within the range specified in Section 14.3.
Oil pressure before the filter and oil cooler When monitoring with a pressure gauge, please note
(measuring point 53) that the lubrication oil pressure cannot be read very
If monitoring is to be performed by a pressure gauge accurately once it has fallen below 1 bar.
and warning equipment, a pressure switch can be
attached to measuring point 53. If remote pressure When monitoring with a pressure switch, the switch
displays are used, it must also be possible to use a should be set to ensure that it will be triggered when the
pressure sensor with built-in shift contact for an alarm lubrication oil pressure falls below the warning value.
device.
The oil pressure at measuring point 53 must be higher Oil temperature (measuring point 11)
than the pressure at measuring point 2, yet by no more An additional temperature sensor for remote
than that specified in Section 14.3, and it must not thermometers or temperature switches for warning
exceed the warning value. devices can be installed at measuring point 11. The
temperature switch must be set to the specified warning
Clutch oil pressure (measuring points 21 and 27) value for the relevant gearbox version.
with a warning device or pressure gauge to measuring Measuring point 41
points 21 and 27. This measuring point can also be used in the version
with a trailing oil pump.
When monitoring with a pressure switch, this should be
set to ensure that it will be triggered when pressure falls CAUTION
below the alarm warning value. Measuring point 41 is not in the oil sump. It may
In shift position neutral or in trolling operation (ZF only be used for monitoring the oil temperature if
special scope of supply), the oil pressure will fall below the oil is being circulated (when engine is running or
the trigger value of the pressure switch, i.e. the alarm when propeller shaft is rotating).
will also be triggered during levels of normal oil
pressure. To prevent this, the warning device must be
set out of action in shift position neutral and in trolling
operation. This can be brought into the neutral position
e.g. using a cut-off switch which is controlled by
gearbox actuation (ZF special scope of supply). The
“Trolling on” signal can be read in the shipyard’s
activation.
14-10

BW 360

Measuring point 1) 5, 53 2, 21, 27 22 11, 12, 41
or Counter-engine- or Counter-engine
Rated value ––––––– PKN 7) ––––––– ––––––– ––––––– ––––––– –––––––
Nominal display min ––––––– PK = PKN – 1 bar 4) 5 bar 0.4 bar 30 °C 30 °C –––––––
value 11)
max PVF = PK + 4 bar PK = PKN + 2 bar4) 7 bar 4 bar 90 °C 100 °C 75 °C 8)
105 °C 8) 12)
Warning 24 bar ▲ 2) PK =PKN – 3 bar ––––––– 0.3 bar ▼ 2) 95 °C ▲ 2) 105 °C ▲ 2) –––––––

▼ 2)5)6)
monitoring 14) 0 to 40 bar pressure sensor 16) pressure gauge temperature sensor 16) 0 - 120 °C
0 to 6 bar
For further details, refer to Section 14.2 7) The nominal clutch pressure is specified in the 16) For remote display
binding technical documents (order-specific)
1) Refer to monitoring plan in installation manual 17) Not included in the table above
and also stamped on the type plate.
for schematic arrangement; refer to
▲ Increasing
installation drawing or operating instructions 8) For operation with stationary engine and
or “Description of basic gearbox” Section for current-driven propeller (also refer to Usage ▼ Decreasing
arrangement on gearbox and Maintenance Manual)
2) For optical and acoustic warning 9) For normal operation without trolling
3) Not included in table above 10) Not included in table above
4) 60 °C to 80 °C oil temperature 11) Without trailing pump
5) Warning with time delay of between 3 and 10 s 12) With trailing pump
13) Not included in the table above
6) Warning must be set to not functioning when in
Monitoring data
14-11
shift position “Neutral” or “Trolling on”
15) Not included in the table above
Gearbox input rotation direction for normal version
Gearbox
Engine
001 614

A between approx. 1 650 and 2 300 ≥ 415
B between approx. 1 100 and 1 650 ≥ 275
● in radial direction max. 3500 N

● in axial direction max. 1500 N

BW/BU 365 Sizes = M22x1.5; quality 10.9; min. tensile strength 1000 N/mm2
BW/BU 361/366 Sizes = M24x1.5; quality 10.9; min. tensile strength 1000 N/mm2
[mm] [mm] between bearings "L" [mm]
BW/BU 365 0.05 0.10 500 for d < 120
1 000 for d ≥ 120
BW/BU 0.10 0.15 500 for d < 120
361/366 1 000 for d between 120 and 150
2 000 for d ≥ 150
max. 1000 N
14-12


Oil types Engine oil API CD/CE/CF/SF/SG, MIL-L-2104 C/-D/-E or MIL-L-46152 C/-D/-E
Multi-grade oils are not permitted unless they are oils listed in the valid ZF list of
lubricants.
Oil quantities BW/BU 365 approx. 55 dm3

BW/BU 361/366 approx. 65 dm3
14-13
Page


15.3 Monitoring data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-9
15.4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-10
15-1
15.1 Description of basic gearbox At the same time, there is an increased supply of oil to
the clutch being operated, i.e. to ensure quick
General layout (refer to end of Section for deviations in dissipation of the heat created during shift procedure
the “BU” series) enabling the clutches to operate efficiently under
The gearboxes of the “BW” series are axially offset extreme load conditions. The heat caused by trolling
three-shaft reversing and reduction gearboxes with one operation is also reliably dissipated, even during
clutch on the gearbox input shaft and one clutch on the continuous operation.
reversing shaft. The general layout is the same in all
gearboxes. The main components subject to wear are If there are interruptions to the operative oil circuit, the
easily accessible through a housing aperture, even two multi-disc clutches can each be mechanically
when the gearbox has been installed. pressed together by means of 3 externally accessible
bolts (but only when the gearbox is at a standstill), i.e.
A = 310 mm this emergency shift device can be driven using the
BW(BU) 460/460-1 output direction of rotation, “enginewise rotation” or
BW(BU) 465/465-1 “counter-enginewise rotation”.
A
A = 480 mm An easily replaceable control unit is built onto the
BW(BU) 461/466 gearbox housing fitted with all valves, slides and
control equipment required for actuating and
= Normal version lubricating oil circuits. This control unit is actuated
= S-version
mechanically by a selector lever. Pneumatic or
electrical actuation is also available on request.
The gearbox cast-housings are very torsionally rigid
and (with the exception of the BW 461) are made from
a largely seawater-resistant light-metal alloy. Deviations in the “BU” series
The BW 461 gearbox housing is made from grey The BU series is a range of step-up gearboxes with one
casting. The machined pads and threaded connections clutch arranged either on the input shaft or the reverse
required for gearbox and bell housing mountings are shaft. Depending on the version, the output rotation
included as standard. direction can be the same as or opposite to the input
rotation direction. Otherwise, design and external
To ensure long life and low operating noise levels, the dimensions are exactly the same as the BW series.
high safety levels in mind, i.e. case-hardened, ground

15-3
BW 460, BU 460, BW 460-1, BU 460-1, BW 465, BU 465, BW 465-1, BU 465-1 ZF marine gears
Gearbox view (basic version)
37 46 41 5 105 101 10
26
011 750
20 11 12 18
34 32 33 2 21 27 7
25
23
35
44
15
36
011 768
19 16
15-4
22 28 8
011 751
20
Key to drawings 19 Intake connection point for standby pump

1 Mounting faces for gearbox (mounting bracket 20 Oil drain plug
does not fall within the scope of supply for the
22 Measuring point for lube oil pressure
basic version)
23 Gearbox breather
2
21
27
} Measuring points for clutch oil pressure
25
26
Oil dipstick
Point
5 Measuring point for oil pressure before oil
cooler and filter 32 Oil pocket drain
7 Filter chamber, sediment drain 33 Oil filter
8 Input 34 Emergency control (counter-enginewise rotation)
12
41
} Measuring points for oil temperature 37
44
Inspection hole cover for gearbox housing
Emergency control (enginewise rotation)
15 Oil cooler 46 Oil filling
16 Pressure connection option for standby pump 101 Electrical actuation device (does not fall within
the scope of supply for the basic version)
18 Trailing oil pump (does not fall within the scope
of supply for the basic version) 105 Selector lever for mechanical manual actuation
15-5
Gearbox and power flow diagram for BW 460, BW 460-1, BW 465, BW 465-1, BW 461, BW 466
(BU 460, BU 460-1, BU 465, BU 465-1, BU 461, BU 466 only have clutch D or E)
A A
B
Gears are
in mesh C
B
Power flow in:

A - Input shaft
B - Reverse shaft A counter-enginewise rotation
C - Output shaft C
D - Clutch on counter-
enginewise rotation A enginewise rotation
B
C
E - Clutch on enginewise 001 635
rotation
both rotation directions. The ratio specified on the type high engine speed.
gearbox versions which are identical can be used in The oil pump is driven by the input shaft via a spur gear
multi-engine installations. This will require fewer spare set. The spur gear ratio is adapted to the engine speed.
parts and permits the use of standardized replacement
assemblies. Gearbox oil is cooled by an oil cooler mounted on the
15.1.2 Oil supply and gearbox cooling type filter to the control unit and then to the clutches
The gearbox casings are designed as oil reservoirs. An
oil pump is installed to supply oil for gearbox Connecting unions are provided as standard equipment
lubrication, cooling and engagement of the multi-disc for monitoring gearbox temperature, oil pressure ahead
clutches. of the filter, lubricating oil pressure and clutch oil
pressure.
This pump supplies oil to the pressure oil circuit at a
15-6
Monitoring diagram
41 5 21 27 2 22
12
11 006 790
are measuring outputs on the gearbox for additional The nominal clutch pressure is specified in the binding
stamped on the type plate and the control housing.
rotation. When in shift position “neutral”, the oil
Oil pressure before filter (measuring point 5) pressure at this measuring point falls to the neutral
This measuring point is used for monitoring the oil pressure. This will alter within the range specified in
filter. At normal operating temperatures, a loss of Section 15.3 depending on the operating conditions
pressure of between 0.5 and 1 bar occurs in the cleaned (gearbox input speed, gearbox oil temperature) and
filter. The oil pressure at measuring point 5 is this whether trolling is on/off. The clutch oil pressure is
amount higher than the pressure at measuring point 2. below the warning value when in trolling operation
This does not apply to the “Neutral” shift position or (special version). The clutch oil pressure does not need
trolling operation (special version) because the to be monitored in this mode of operation. A pressure
pressure-retaining valve located between the filter and gauge must be used to monitor the clutch oil pressure.
measuring point 2 can cause a higher pressure
difference. A rise in oil pressure indicates that the filter If the clutch oil pressure corresponds to the specified
is becoming blocked. values, gearbox lubrication will be assured. It is
therefore not necessary to perform special monitoring
A pressure switch must be used for monitoring. It of the lubrication oil pressure (measuring point 22).
15-7
A thermometer must be used to monitor the gearbox oil time (approx. 1 to 2 sec) between actuation of the
temperature. The flow of water through the gearbox oil control unit or “Trolling off” signal and the build-up of
cooler should be regulated to ensure that the gearbox the full clutch oil pressure (approx. PKN), a delay
oil temperature is between 50 °C and 80 °C under timer must be incorporated with a setting of min. 3 s
normal operating conditions. During continuous and max. 10 s in the line from the alarm device. This
operation, the max. gearbox oil temperature must not means an alarm will only occur if the clutch oil
3 s have elapsed.
minimum monitoring. pressure lies within the range specified in Section 15.3.
Oil pressure before the filter (measuring point 5) When monitoring with a pressure gauge, please note
If monitoring is to be performed by a pressure gauge that the lubrication oil pressure cannot be read very
and warning equipment, a T piece can be attached to accurately once it has fallen below 1 bar.
measuring point 5 so that the pressure gauge and the
pressure switch can be simultaneously connected. If When monitoring with a pressure switch, the switch
remote pressure displays are used, it is also possible to should be set to ensure that it will be triggered when the
use a pressure sensor with built-in shift contact for an lubrication oil pressure falls below the warning value.
alarm device.
The oil pressure at measuring point 5 must be higher Oil temperature (measuring point 11)
than the pressure at measuring point 2, yet by no more An additional temperature sensor for remote
than that specified in Section 15.3, and it must not thermometers or temperature switches for warning
exceed the warning value. devices can be installed at measuring point 11. The
temperature switch must be set to the specified warning
Clutch oil pressure (measuring points 21 and 27) value for the relevant gearbox version.
with a warning device or pressure gauge to measuring Measuring point 41
points 21 and 27. This measuring point can also be used in the version
with a trailing oil pump.
When monitoring with a pressure switch, this should be
set to ensure that it will be triggered when pressure falls CAUTION
below the alarm warning value. Measuring point 41 is not in the oil sump. It may
When in shift position neutral or in trolling operation only be used for monitoring the oil temperature if
(ZF special scope of supply), the oil pressure will fall the oil is being circulated (when engine is running or
below the trigger value of the pressure switch, i.e. the when propeller shaft is rotating).
alarm will also be triggered during levels of normal oil
pressure. To prevent this, the monitoring device must
be set out of action in shift position neutral and in
trolling operation. This can be brought into the neutral
position e.g. using a cut-off switch which is controlled
by gearbox actuation (ZF special scope of supply). The
“Trolling on” signal can be read in the shipyard’s
activation.
15-8
Filter Clutch oil pressure Lubrication- Oil temperature

BW 460

Measuring point 1) 5 2, 21, 27 22 11, 12, 41
Rated value ––––––– PKN 7) ––––––– ––––––– ––––––– ––––––– –––––––
Nominal display min ––––––– PK = PKN – 1 bar 4) 3. 5 bar 0.4 bar 30 °C 30 °C –––––––
value 11)
max PVF = PK + 4 bar PK = PKN + 2 bar 4) 5 bar 4.5 bar 90 °C 100 °C 75 °C 8)
105 °C 8) 12)
Warning 24 bar ▲ 2) PK = ––––––– 0.25 bar ▼ 2) 95 °C ▲ 2) 105 °C ▲ 2) –––––––

PKN – 3 bar ▼ 2)5)6)
Additional Pressure gauge Pressure switch 2)6) or Pressure switch or Temperature switch 2) or
0 to 6 bar
For further details, refer to Section 15.2 7) The nominal clutch pressure is specified in the 15) Not included in table above
also stamped on the type plate and in the control
housing. 17) Not included in table above
drawing or operating instructions or “Descripti-
on of basic gearbox” Section for arrangement on 8) For operation with stationary engine and current- ▲ Increasing
gearbox driven propeller (also refer to Usage and Mainte-
▼ Decreasing
nance Manual)
2) For optical and acoustic warning
9) For normal operation without trolling
3) Use distributor piece
10) Not included in table above
4) 60 °C to 80 °C oil temperature
11) Without trailing pump
5) Warning with time delay of between 3 and 10 s
(provided by the shipyard) 12) With trailing pump
6) Warning must be set to not functioning when in 13) Not included in table above
Monitoring data
15-9
shift positions “Trolling on” or “Neutral”
Gearbox
Engine
001 614

A approx. 1 650 and 2 300 ≥ 415
B approx. 1 100 and 1 650 ≥ 275
C approx. 750 and 1 100 ≥ 190


BW/BU 460/S . . . 465-1/S Sizes = M22x1.5; quality 10.9; min. tensile strength 1000 N/mm2
BW/BU 461/466 Sizes = M24x1.5; quality 10.9; min. tensile strength 1000 N/mm2
BW/BU 460 0.05 0.10 500 for d < 120
... 465-1 1 000 for d ≥ 120
BW/BU 461, 0.10 0.15 500 for d < 120
... 466 1 000 for d between 120 and 150
2 000 for d ≥ 150
max. 1000 N
15-10
Cooler data

at 10 000 dm3/h 0.20 bar
at 7 000 dm3/h 0.12 bar

Multi-grade oils are not permitted unless they are oils listed in the valid ZF list of lubri-
cants.
The relevant valid ZF list of lubricants TE-ML 04 for ZF marine gears is binding. This can
be requested from all ZF Service Centers.
Oil quantities BW/BU 460, ... 465-1 approx. 60 dm3

BW/BU 461, ... 466 approx. 90 dm3
15-11
Page


16.3 Monitoring data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-13
16.4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-14
16-1
16.1 Description of basic gearbox At the same time, there is an increased supply of oil to
General layout (refer to end of Section for the clutch being operated, i.e. to ensure quick
deviations in the “BU” series) dissipation of the heat created during shift procedure
A = 340 mm
BW/(BU) 750/750-1
BW/(BU) 755/755-1
If there are interruptions to the operative oil circuit, the
A BW/(BU) 750 S/750-1S
two multi-disc clutches can each be mechanically
BW/(BU) 755 S/755-1S
pressed together by the means of 3 externally
A = 600 mm accessible bolts (but only when the gearbox is at a
004 660 BW/(BU) 751/756 standstill), i.e. this emergency shift device can be
driven using the output direction of rotation,
–––––– = Normal version “enginewise rotation” or “counter-enginewise
– – – – = S-version rotation”.
An easily replaceable control unit is built onto the

The gearboxes of the BW 750 family series are axially gearbox housing, fitted with all valves, slides and
offset three-shaft reversing and reduction gearboxes control equipment required for actuating and
with one clutch on the gearbox input shaft and one lubricating oil circuits. This control unit is actuated
clutch on the reversing shaft. The general layout is the mechanically by a selector lever. Pneumatic, electrical
same in all gearboxes. The main components subject to or electrical/mechanical actuation is also available on
wear are easily accessible through a housing aperture, request.
even when the gearbox has been installed.
The gearbox cast-housings are very torsionally rigid Deviations in the “BU” series
and are made from a largely seawater-resistant light- The BU series is a range of step-up gearboxes with one
metal alloy. The BW/(BU) 751 gearbox housing is clutch arranged either on the input shaft or the reverse
made from grey casting. The machined pads and shaft. Depending on the version, the output rotation
threaded connections required for gearbox and bell direction can be the same as or opposite to the input
housing mountings are included as standard. For the rotation direction. Otherwise, design and external
BW (BU) 751, the rigid mounting is cast onto the dimensions are exactly the same as the BW series.
gearbox housing and machined.
In the BW (BU) gearboxes of the 751 series, the
To ensure long life and low operating noise levels, the housing upper part and the housing lower part are
teeth of all power-transmitting gears are designed with separated on the center of the output shaft.
high safety levels in mind, i.e. case-hardened, ground

16-3
BW 750, BU 750, BW 755, BU 755, BW 755-1, BU 755-1 ZF marine gears

41 46
34
26
004 964
11 19 12
16 10 37 105 22 2 21 27
25
23
44
004 965
33
20 32
16-4
8 35 15 36
20
004 966
Key to drawings
1 Mounting faces for gearbox 20 Oil drain plug
(mounting bracket does not fall within the scope of
22 Measuring point for lube oil pressure
supply for the basic version)
23 Gearbox breather
2
21
27
} Measuring points for clutch oil pressure 25 Oil dipstick
26 Output
5 Measuring point for oil pressure before oil cooler
32 Oil pocket drain
and filter
33 Oil filter
34 Emergency control (counter-enginewise rotation)
8 Input
35 Cooling water inlet
36 Cooling water outlet
11
12
41
} Measuring points for oil temperature 37 Inspection hole cover for gearbox housing
44 Emergency control (enginewise rotation)
15 Oil cooler
46 Oil filling
16 Pressure connection option for standby pump
105 Selector lever for mechanical manual actuation
19 Intake connection point for standby pump
16-5
BW 750 S, BU 750 S, BW 755 S, BU 755 S, BW 755-1 S, BU 755-1 S ZF marine gears

26
004 967
004 968
16-6
BW 751, BU 751, BW 756, BU 756 ZF marine gears

36
35
004 913
Key to drawings

(rigid mounting cast on)
8 Input (flange is not part of basic version)
35 Cooling water inlet
36 Cooling water outlet
16-7
41A
22
7
33
32
34
26
11
004 912
12A 19 20
Key to drawings
7 Filter chamber (sediment drain) 25 Oil dipstick
11 Measuring point for oil temperature 26 Output
12A Temperature sensor 32 Oil pocket drain
(not part of basic version)
33 Oil filter
19 Intake connection option for standby pump
34 Emergency control for counter-enginewise
20 Oil drain plug rotation
22 Measuring point for lube oil pressure 41A Thermometer (not part of basic version)
16-8
46 10 27A 37 2A 105
15
41A
16
25
5A
23
44
004914
Key to drawings
2A Pressure switch (not part of basic version) 27A Pressure gauge (not part of basic version)
5A Measuring point for oil pressure before cooler and 37 Inspection hole cover for gearbox housing
filter
41A Thermometer (not part of basic version)
44 Emergency control, enginewise rotation
15 Oil cooler
46 Oil filling
16 Pressure connection option for standby pump
105 Selector lever for mechanical, manual actuation
23 Gearbox breather
25 Oil dipstick
16-9
Gearbox and power flow diagram for BW 750, BW 755, BW 755-1, BW 751, BW 756
(BU 750, BU 755, BU 755-1, BU 751, BU 756 only have clutch D or E)
D
A A
B
Gears are
in mesh C
B
A - Input shaft
Power flow in: B - Reverse shaft
A counter-enginewise C - Output shaft
C rotation D - Clutch on counter-
enginewise rotation
B
C 001 635 rotation
both rotation directions. The ratio specified on the type high engine speeds.
gearbox versions which are identical can be used in The oil pump is driven by the input shaft via a spur gear
multi-engine installations. This will require fewer spare set. The spur gear ratio is adapted to the engine speed.
parts and permits the use of standardized replacement
assemblies. Gearbox oil is cooled by an oil cooler mounted on the
16.1.2 Oil supply and gearbox cooling type filter to the control unit and then to the clutches
The gearbox casings are designed as oil reservoirs. An
oil pump is installed to supply oil for gearbox Connecting unions are provided as standard equipment
lubrication, cooling and engagement of the multi-disc for monitoring gearbox temperature, oil pressure ahead
clutches. of the filter, lubricating oil pressure and clutch oil
pressure.
This pump supplies oil to the pressure oil circuit at a
16-10
Monitoring diagram
5 41 21 27 2 22
12
11 006 791
are measuring points on the gearbox for additional The nominal clutch pressure is specified in the binding
stamped on the type plate.
rotation. When in shift position “neutral”, the oil
Oil pressure before oil cooler and filter (measuring pressure at this measuring point falls to the neutral
point 5) pressure. This will alter within the range specified in
This measuring point is used for monitoring the oil Section 16.3 depending on the operating conditions
filter. At normal operating temperatures, a loss of (gearbox input speed, gearbox oil temperature) and
pressure of between 0.5 and 1 bar occurs in the cleaned whether trolling is on/off. The clutch oil pressure is
filter and a max. of 2 bar in the oil cooler. The oil below the warning value when in trolling operation
pressure at measuring point 5 is this amount higher (special version). The clutch oil pressure does not need
than the pressure at measuring point 2. This does not to be monitored in this mode of operation. A pressure
apply to the “Neutral” shift position or the trolling gauge must be used to monitor the clutch oil pressure.
operation (special version) because the pressure-
retaining valve located between the filter and If the clutch oil pressure corresponds to the specified
measuring point 2 can cause a higher pressure values, gearbox lubrication will be assured. It is
difference. A rise in oil pressure indicates that the filter therefore not necessary to perform special monitoring
and/or oil cooler is becoming blocked. of the lubrication oil pressure (measuring point 22).
A pressure switch must be used for monitoring. It

the present value and transmit a warning signal.
16-11
Oil temperature (measuring point 12) activation. To ensure that the alarm device does not
A thermometer must be used to monitor the gearbox oil react in the time (approx. 1 to 2 sec) between actuation
temperature. The flow of water through the gearbox oil of the control unit or “Trolling off” signal and the
cooler should be regulated to ensure that the gearbox build-up of the full clutch oil pressure (approx. PKN), a
oil temperature is between 50 °C and 80 °C under delay timer must be incorporated with a setting of min.
normal operating conditions. During continuous 3 s and max. 10 s in the line from the alarm device. This
operation, the max. gearbox oil temperature must not means an alarm will only occur if the clutch oil
3 s have elapsed.
minimum monitoring. pressure lies within the range specified in Section 16.3.
Oil pressure before the oil cooler and filter When monitoring with a pressure gauge, please note
(measuring point 5) that the lubrication oil pressure cannot be read very
If monitoring is to be performed by a pressure gauge accurately once it has fallen below 1 bar.
and warning equipment, a T piece can be attached to
measuring point 5 so that the pressure gauge and the When monitoring with a pressure switch, the switch
pressure switch can be simultaneously connected. If should be set to ensure that it will be triggered when the
remote pressure displays are used, it is also possible to lubrication oil pressure falls below the warning value.
use a pressure sensor with built-in shift contact for an
alarm device. Oil temperature (measuring point 11)
The oil pressure at measuring point 5 must be higher An additional temperature sensor for remote
than the pressure at measuring point 2, yet by no more thermometers or temperature switches for warning
than that specified in Section 16.3, and it must not devices can be installed at measuring point 11. The
exceed the warning value. temperature switch must be set to the specified warning
value for the relevant gearbox version.
Clutch oil pressure (measuring points 21 and 27)
Additional pressure switches can be connected together Measuring point 41
with a warning device or pressure gauge to measuring This measuring point can also be used in the version
points 21 and 27. with a trailing oil pump.
When monitoring with a pressure switch, this should be CAUTION

set to ensure that it will be triggered when pressure falls Measuring point 41 is not in the oil sump. It may
below the alarm warning value. only be used for monitoring the oil temperature if
When in shift position neutral or in trolling operation the oil is being circulated (when engine is running or
(ZF special scope of supply), the oil pressure will fall when the trailing oil pump is being driven by the
below the trigger value of the pressure switch, i.e. the propeller shaft).
alarm will also be triggered during levels of normal oil
pressure. To prevent this, the warning device must be
set out of action in shift position neutral and in trolling
operation. This can be brought into the neutral position
using a cut-off switch which is controlled by gearbox
actuation (ZF special scope of supply).
The “Trolling on” signal can be read in the shipyard’s
16-12

BW 750

Measuring point 1) 5 2, 21, 27 22 11, 12, 41
Rated value ––––––– PKN 7) ––––––– ––––––– ––––––– ––––––– –––––––
Nominal display min ––––––– PK = PKN – 1 bar 4) 3.5 bar 0.4 bar 30 °C 30 °C –––––––
value 11)
max PVF = PK + 6 bar PK = PKN + 2 bar4) 5 bar 4.5 bar 90 °C 100 °C 75 °C 8)
––––––– 105 °C 8) 12)
Warning 24 bar ▲ 2) PK = ––––––– 0.25 bar ▼ 2) 95 °C ▲ 2) 105 °C ▲ 2) –––––––

PKN – 3 bar ▼ 2)5)6)
0 to 6 bar
For further details, refer to Section 16.3 7) The nominal clutch pressure is specified in the 15) Not included in table above
also stamped on the type plate and the control
housing. 17) Not included in table above
drawing or operating instructions or “Descripti-
on of basic gearbox” Section for arrangement on 8) For operation with stationary engine and current- ▲ Increasing
gearbox driven propeller (also refer to Usage and Mainte-
▼ Decreasing
nance Manual)
2) For optical and acoustic warning
9) For normal operation without trolling
3) Use distributor piece
10) Not included in table above
4) 60 °C to 80 °C oil temperature
11) Without trailing pump
5) Warning with time delay of between 3 and 10 s
(provided by the shipyard) 12) With trailing pump
6) Warning must be set to not functioning when in 13) Not included in table above
Monitoring data
16-13
shift positions “Trolling on” or “Neutral”
Gearbox
Engine
001 614

A approx. 1 650 to 2 300 ≥ 415
B approx. 1 100 to 1 650 ≥ 275


BW/BU 750/S, . . . 755/S Sizes = M22x1.5; quality 10.9; min. tensile strength 1000 N/mm2
BW/BU 750-1/S, . . . 755-1/S Sizes = M24x1.5; quality 10.9; min. tensile strength 1000 N/mm2
BW/BU 751/756 Sizes = M30x2; quality 10.9; min. tensile strength 1000 N/mm2
BW/BU 750 0.05 0.10 500 for d < 120
BW/BU 755 1 000 for d ≥ 120
BW/BU 751 0.10 0.15 500 for d < 120
2 000 for d ≥ 150
max. 1000 N
16-14
Cooler data

● Highest cooling water inlet temperature for P, L, M application (except BW 755-1) 40 °C
● Highest cooling water inlet temperature for P, L, M application, BW 755-1 32 °C
Multi-grade oils are not permitted unless they are oils listed in the valid ZF list of
lubricants.
Oil quantities BW/BU 750, 750S, . . . , 755-1, 755-1S approx. 75 dm3

BWK/BUK 750, . . . , 755 approx. 75 dm3
BW/BU 751/756 approx. 120 dm3
16-15

Installation Manual: Families BW 190 BW 250 BW 360 BW 460 BW 750

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Installation Manual: Families BW 190 BW 250 BW 360 BW 460 BW 750

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Installation manual

Families BW 190 • BW 250

3000 765 101

Subject to alterations in design

3000 765 101

ZF MARINE GmbH ZF Padova S.p.A. ZF-HURTH Marine S.p.A.

2.0 Gearbox attachments for transportation ............................................................................................ 2-1

3.0 Gearbox mounting on foundation ....................................................................................................... 3-1

4.0 Connection to the engine ...................................................................................................................... 4-1

5.0 Connection to propeller shaft............................................................................................................... 5-1

6.0 Connections for gearbox cooling and monitoring .............................................................................. 6-1

7.0 Table of contents for gearbox actuation, control units....................................................................... 7-1

Table of contents for trolling ................................................................................................................ 8-1

8.2.3 Trolling valve retrofit .............................................................................................................................. 8-7

9.0 Measures required before putting gearbox into operation................................................................ 9-1

Table of contents for power take-off units........................................................................................... 11-1

12.0 Table of contents for BW 190 family ................................................................................................... 12-1

13.0 Table of contents for BW 250 family ................................................................................................... 13-1

14.0 Table of contents for BW 360 family ................................................................................................... 14-1

15.0 Table of contents for BW 460 family ................................................................................................... 15-1

16.0 Table of contents for BW 750 family ................................................................................................... 16-1

1.0 Installation 1.1 Permissible location positions

The oil drain plug must also be accessible. If there is

The safety equipment required for rotating

● protective covers for output flange, flexible

2.0 Gearbox attachments for transportation

The lifting tackle for transportation should only be

On gearboxes without attached mounting brackets,

On gearboxes where the mounting brackets have

Under no circumstances may the lifting gear be

To align the gearbox on the foundation (see connection

Casting resin base

The support surface of the ZF mounting bracket

We recommend that plans for the design of any

4.0 Connection to the engine 4.1 “Normal” engine arrangement

If rigid connection between engine and gearbox is not

The flexible coupling to be used is generally selected

If the gearbox is installed “flange-mounted on the

One of these adapters (usually manufactured by the

The engine-gearbox unit can either be rigidly or

Gearboxes with input and output flanges at the same

The same conditions as in Section 4.1 apply to the

These forces and bending moments are absorbed at

The size of drive shaft to be used depends on the engine

4.3 V-drive arrangement installation diagram

1 Power unit 5 Marine gearbox with input and output at the

5.0 Connection to propeller shaft 5.1 Aligning the gearbox

6.1 Cooling water connection (information only Seawater Regulating

6.2 Connection of monitoring devices

The minimum monitoring facilities specified in the

7.0 Gearbox actuation, control units

7.1 BW 190 family - gearbox actuation, control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.3 BW 360 family - gearbox actuation, control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11

7.1 Gearbox actuation, control units Checking selector positions:

Mechanical gearbox actuation

121 Shift position indicating 103 Counter-enginewise position

Gear selector lever

Counter-enginewise position Enginewise position

7.1.2 Pneumatic gearbox actuation 7.1.3 Electric gearbox actuation

The same control unit is used for pneumatic gearbox

Losses caused by leakage are so small in the pneumatic

In the case of electric gearbox actuation, the control

Manual actuation if power supply fails