S E R V I C E It PRICE ,_s3. 00 , I Velvet Drive” Marine Installation Manual Warner Gear D~ws~orl of Borg-Warner Corporation P 0 . Box 2688. Muncie. IndIana 47302 Telephone 3171286-6100 Telex 27-491 2: E$ TABLE OF CONTENTS FQREWARD.................:‘. ................................ 1 2 SERIES lo-17 AND lo-18 SERVICE INSTRUCTIONS. . . . . . . . . . . . . . . . . . . . . . . 3 SELECTINGAPRDPERVELVETDRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROPELLERSELECTION.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 INSTALLATION DRAWING FOR IN.LINE TRANSMISSIONS . . . . . . . . . . . . . . . . 5 CHART SHOWING IN-LINE MODELS AND MISCELLANEOUS DATA . . . . . . . . . . . 6 7 INSTALLATION DRAWING FOR V-DRIVE TRANSMISSIONS . . . . . . . . . . . . . . . . CHART SHOWING V-DRIVE MODELS AND MISCELLANEOUS DATA . . . . . . . . . . 8 INSTALLATION DRAWING FOR DROP CENTER TRANSMISSIONS . . . . . . . . . . . . 9 CHART SHOWING DROP CENTER MODELS AND MISCELLANEOUS DATA. . . . . . 10 ADAPTER HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TYPICAL INSTALLATIONS SHOWN PICTORIALLY . . . . . . . . . . . . . . . . . . . . . . 12 TRANSMISSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 PROPELLERSHAFTCDUPLlNGS...................................14 COOLERS....................................................16 CONNECTING COOLER TO TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 VIBRATION DAMPERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 DAMPER APPLICATION CHART . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 22 DAMPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRALSAFETYSWITCH.......................................2 3 24 ROUTINE CHECKS AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MATCHING ENGINE, TRANSMISSION AND PROPELLER ROTATION . . . . . . . . .25 , I FOREWORD This manual covers all Velvet Drive@ transmissions. Data is given to assist you in selecting the proper transmission, cooler, damper drive and propeller shaft coupling. Proper installation is a requirement for a valid warranty. Instructions for making a proper installation are included. Better service and extended product life can be expected when the recommended cornponents are used and properly installed. THIS CHART HAS BEEN ADDED TO HELP IDENTIFY EARLY VELVET DRIVE ASSEMBLIES. The following are identification markings for Warner Gear Division Marine Gears: MODEL 70 I.D. NO.* Y”o”Fk 71 . . . MODEL 72 1-D. NO. FORWARD RATIO HAND OF ROTATION 0 1 2 Direct Both 04 14 24 ‘I ,523 to 1 Both 05 05A 15 15A 25 25A 2.100 to 1 2.100 to 1 Counterclockwise Clockwise 06 16 26 2.571 to 1 Both 07 17 27 2.909 to 1 Both *These numbers are stamped on serial number plates preceding the serial numbers. lo-17 & lo-18 UNITS The 1: 1 ratio units in the 1 O-l 7 and 1 O-l 8 series are identical except for the nameplate to the 71 C and 72C units which they repalce. The nameplate was changed to be consistent with reduction units of these models. The forward and reversing portion of the reduction units of the IO-I 7 and IO-I 8 units is the same as the 71 C and 72C units which they replaced. The reduction portion of the 1 O-1 7 and I O-l 8 units was changed to include a compression sleeve between the two tapered bearing components. Tightening the coupling nut causes the sleeve to be compressed, allowing the tapered bearing to be preloaded. A bearing retainer is not used and the rear oil seal is pressed into the reduction housing. The reduction sun gear is pinned to the housing of 71 C and 72C 1.5: 1 units. The snap ring holds the sun gear to an adapter plate which is bolted to the reduction housing of 1 O-l 7 and 1 O-l 8 reduction units. An oil baffle is bolted to the reduction of 2.57: 1 and 2.91 : 1 reduction units of the 1 O-l 7 and 1 O-l 8 series transmissions. - IMPORTANT SERIES IO-17 AND IO-18 SERVICE INSTRUCTIONS Practically all information which has been written for the 71 C and 72C Velvet Drive transmissions applies to the IO-I 7 and 1 O-l 8 assemblies. Use the appropriate instructions given in the 71 C and 72C service manuals when servicing the 1 O-l 7 and IO-18 transmissions. Use instructions given below for assembling the bearings and output shaft into the reduction housing. Press two bearing cups into the reduction housing. Place rear bearing cone into the rear bearing cup. Press the oil seal into the reduction housing until rear face of oil seal is flush with rear face of bore in housing. Press the front bearing cone over output shaft and against face of shaft. Assemble the bearing sleeve over shaft and against cone. Lower the reduction housing over shaft components. Grease lips of oil seal and install the coupling and nut to the output shaft. Locate reduction housing and attached shaft so that the reduction housing can coupling while the output shaft nut is should be tightened until an increase parts on a suitaJ.$e block placed under be rotated as the coupling nut is being being tightened. A helper should rotate in effort required to turn the reduction the carrier or other parts attached to the output tightened. A tool should be used to hold the the reduction housing and the coupling nut housing is noted. Lay the reduction housing on its side and use a torque wrench to turn the output shaft through the bearings to check bearing drag caused by the bearings being preloaded. A maximum of 45 lb-ins (5.1 Nm) but perferably 15 to 30 lb-ins 3.4 Nm) torque should be required to rotate the output shaft through the oil seal and properly preloaded bearings. A bearing spacer should always be used after the output shaft nut has been loosened after being properly preloaded. If must be reused, always go to a slightly higher preload than the sleeve had been torqued.to previously. IMPORTANT - SEE LATE BULLETINS ON THESE MODELS. 2 the (1.7 to new the spacer SELECTING A PROPER VELVET DRIVE Optimum performance can only be obtained when all com- The pump must be correctly indexed for each direction of ponents Appli- rotation. An arrow with TOP L.H. and a second arrow with cations having components which are excellent for a par- TOP R.H. can be found on early pump housings. The ticular use may be completely unsuitable for another use. arrow which is located nearer the top of pump housing are properly selected for the application. Basic considerations for component selection are discussed points in the direction the pump must rotate to pump oil. in this manual. Specific information is given for the various The letters L.H. and R.H. describe the required pump Velvet be rotation when facing the pump and tells the same thing as made to help you find information which is not included. the arrow points out. The letters L.H. and R.H. have been Drive models. Reference to various forms will removed ENGINE from current pump assemblies. ROTATION The wise mechanic will always check the pump setting Transmission selection will be simplified when the following prior to transmission installation to be sure that the arrow method is used to describe engine rotation. This method agrees with engine rotation. may not agree with the engine manufacturers’ for describing engine rotation. Pump rotation is viewed from the opposite end of the transmission from which shaft and engine rotation is Face the end of the engine on which the transmission is described. The arrow showing left hand rotation should be mounted and describe rotation as clockwise if the engine nearer the top of the units used behind clockwise rotating rotates clockwise. Describe the engine rotation as counter- engines. The arrow showing right hand rotation should be rotating if the engine rotates nearer the top on units used behind counterclockwise counterclockwise. rotating TRANSMISSION engines. ROTATION TO INDEX PUMP FOR OPPOSITE HAND ROTATION Describe transmission input and output shaft rotation clockwise or counterrotating (counterclockwise)~hen as stand- ing behind the transmission coupling facing towards the input or engine end ot the transmission. All Velvet Drive units except the 2.1O:l In-Line and CR2 units may be used behind engines having either rotation; however, the pump must be indexed for the desired rotation. The reduction unit planetary carrier is’ CAUTION: This procedure is not applicable to ‘CR2 units or the AS3, AS1 3, 10-l 7 and 1 O-l 8 models (2.10:1 In-Line reduction ratios) because special planetary gear mountings are used which are different for each rotation. These models must not be reindexed from the oriqinal factor-v settings. 1) Remove the four bolts which hold the pump to the transmission, (Fig. 1). different for opposite rotating 2.lO:l In-Line units and early failure will occur on these units if they are driven 2) Loosen the pump housing. A rubber or plastic hammer in the wrong direction. may be used to tap the oil boss, but do not strike the bolt The output shaft rotates in the same direction or in the opposite direction to the input shaft depending upon the transmission assembly; therefore, it is best to study the charts which show shaft rotation to determine the required model. bosses. 3) Do not remove the pump from the shaft unless a seal protector is used to prevent the shaft splines from cutting the pump seal. 4) Care should be taken to see that the pump gasket does HYDRAULIC PUMP INDEXING not stick to the pump housing during rotation, causing the gasket to be folded or torn. The transmission front adapter and pump housing are designed to permit the pump to be mounted in either of two positions. Each position permits oil to be pumped when pump gears are rotated in one direction only. The pump can 5) Locate pump with the arrow indicating the proper only pump oil when any point on the gears is rotated past the inlet port first, then past the crescent shaped portion 6) Care must be taken to see that the gasket, seal and bolt of the pump housing which separates the inlet from the these critical areas. direction of input shaft rotation nearer top of transmission. bosses are kept in good condition to prevent leaks in outlet and then past the pump outlet. 7) Torque the four bolts to 17-22 ft. Ibs. (25.3-32.7 Kg/M.). 3 FIG. 1 VIEW FACING PUMP AND INPUT SHAFT PROPELLER ROTATION speed, which has a direct relationship to boat speed. A small propeller must be used when shaft speeds are too high A right-hand propeller is a propeller which will thrust for- and this results in poor performance. A large propeller ward when turned clockwise when viewed from behind the turning at high speed would overload the engine. Fast boat runabouts do best with direct drive units. Cruisers require looking forward. reduction gears. The heavier and slower boats require A left-hand propeller is a propeller which will thrust for- ward when turned counterclockwise as viewed from behind the boat looking forward. correspondingly greater ratios of reduction. One hundred revolutions per minute of the propeller shaft for each mile per hour of boat speed is considered a very good rule of thumb for selecting the drive ratio. CAUTION: Early gearfailure will transmission must be operated in forward when operated with a the wrong hand of rotation. reverse to propeller obtain having EXAMPLE: A boat which runs 20 MPH has an engine which runs 4000 RPM. MPH x 100 RPM propeller shaft=optimum shaft speed, or 20 x 100=2000 The required propeller is designated in the various charts as left hand (L.H.) mission or right hand (R.H.) for each trans- assembly, 4000 = Engine Speed 2000 = Shaft Speed TRANSMISSION RATIO RPM would be optimum shaft speed. or? Reduction Required 1 SELECTION Propeller shaft speed is determined by engine speed and transmission ratio. Every boat has a most desirable shaft PROPELLER SELECTION The propeller is selected to load the engine and still per- normally high loading within the engine. This can result in mit full power to be developed. The propeller must allow destructive the engine to come up to rated speed. It is incorrect to use mature bearing and valve failure. pressures and temperatures which cause pre- a propeller so large that the engine will be overloaded, because this will not only reduce the power delivered to the propeller shaft, but more importantly it will cause ab- 4 For ski towing, it is best to select a propeller which will permit the engine to maintain rated RPM when under load. Figure 2 Installation drawing for In-Line transmissions (2.1O:l.OO ratio illustrated) Reverse Planetary Gear Set Reverse Clutch Forward Clutch Forward, Neutral, Reverse Selector I I Reduction Planetary Gear Set / . Reduction Case Forward Reverse Transmission Case Self-cktained Oil Pump General Performance Data Maximum SAE HP Input (1) Model Gasoline 2 5 5 @ 4 2 0 0 rpm Diesel 145 @ 3200 rpm 72C IO-18 3 8 0 @ 4 2 0 0 rpm 1 8 5 @ 2800 or 2 1 0 @I 3200 73c 1 O-06 5 6 0 @ 4 2 0 0 rpm 4 0 0 @ 3 2 0 0 rpm 71c 10-17 Dimensions Inches and _ Available Ratios 1 .oo 1.52 1 ._!91* 2.10 2.57 2.91 t o 1 .oo 1 .oo 1.50 2.00* 3.00 t o 1 .oo Shaft Rotation Approximate Direct Drive Dry Weight Reduction Outside same as Engine unless noted by asterisk (*) 95 lb. (43.1 kg.) 145 lb. (65.8 kg.) 1.09 lb. (49.4 kg.) 153 lb. (69.4 kg.) output same as Engine unless noted by asterisk (*) 135 lb. (61.2 kg.) 185 lb. (83.9 kg.) *Rotation (millimeters) C(Z) is opposite engine. Model 71c 10-l 7 A 6 D dia. E dia. 5.63 (143.00) 5.69 (144.53) 1 6 .8 9 (429.01) , , 2.50 (63.50) 4.2513’ (107.95) F dia. 5.00’3’ (127.00) 72C 10-I 8 5.63 (143.00) 5.69 (144.53) 17.79 (451.86) 2.50 (63.50) 4.25 (107.95) 5.00 (127.00) 73c 1 O-06 5.94 (150.88) 6.88 (1 74.75) 19.45 (494.03) 3.00 (76.20) 4.75 (120.65) (2) For”C” dimension-direct drive Notes: (1) The above transmission ratings units: 71c are subject to change without notice 10.50 10-l 7 and are Intended only as a general (266.70) guide for pleasure craft usage. For 72C 11.44 additional application information, lo-18 (290.58) consult a Warner Gear marine 73c 13.47 distributor. 1 O-06 (342.14) (3) Direct drive model 71 (only) uses 4” (101 .60) coupling. 5.75 (146.05) WARNING: System related noises or vibrations can occur at low engine engine as well as the transmlsslon. total system related torsionals of IDENTIFICATION OF VELVET DRIVE IN-LINE MODELS 7OC, 71C, 72C & 73C -- NEW TRANS. ASSEMBLY NUMBER TRANS. ASSEMBLY NUMBER 1 O-04-000-022 ' 10-04-000-023 ' 1 O-04-000-026 ' 1 O-04-000-027 ' 10-04-000-028 ' lo-04.000.029* 1 o-04.000.030. 10-04-000-031 ' 1 O-04-000-032 ' 10-04-000-033 ' 10-04-000-034 ' 10-04-000-035 ' 1 O-04-000-024 ' 10-04-000-025 ' _____ 1 O-l 7-000-001 ' 1 O-1 7-000-002 ' 1 o-1 7-000-003 1 o-1 7-000-004 1 o-1 7-000-005 IO- 17-000-006 1 o- 1 7-000-009 1 o-1 7-000-010 1 O-l 7-000-01 1 1 o-1 7-000-012 10-17-000-013 10-l 7-000-014 1 O-l 7-000-007 1 O-1 7-000-008 1 o-1 7-000-015 ' 10-17-000-016 ' 1 O-l E-000-001 lo- 1 E-000-002 1 o- 18-000-003 1 O-l 8-000-004 1 o-1 8-000-007 1 O-1 8-000-008 1 O-1 E-000-009 10-18-000-010 10-l 8-000-01 1 10-l 8-000-012 1 o- 18-000-005 1 o- 18-000-006 1 O-1 E-000-01 3 1 O-1 E-000-01 4 10-06-000-004 1 O-06-000-005 10-06-000-006 1 O-06-000-007 10-06-000-008 1 O-06-000-009 10-06-000-010 1 O-06-000-01 1 (8) ___- AS1 -70C ASb70CR AS2-70C AS2-70CR AS3-70C AS370CR AS14-70C AS14-70CR AS1 5-70C AS1 5-70CR AS7-70C (5) AS7-70CR j5 ASlO-70C (7 ASlO-70CR (; -1F ASl -71C AS1 -71 CR ASl -71CB (6) AS1 -71 CBR (I AS2-71C ASZ-71 CR AS3-71 C AS3-71 CR AS14-71C AS14-71CR AS1 5-71 C AS1 5-71 CR AS7-71C AS7-71CR ASZO-71C (7) AS20-71 CR (7 AS1 l-72C---I AS1 l-72CR AS12-72C AS1 2.72CR AS1 3-72C AS1 3.72CR AS14-72C AS14-72CR AS1 5.72C AS1 5.72CR AS1 7.72C 15 AS17-72CR ' ( AS20-72C (7 AS20-72CR ( AS20-72CR ( AS30-72CR ( AS1 -73C ASl -73CR AS2-73C AS2-73CR AS5-73C AS5.73CR AS7-73C (51 AS7-73Cd (5 *Discontinued INPUT TO OUTPUT SPEED RATIO ORWARD 11 ROTATION c I NPUl R EVERSE L‘jHAF1 1 ( w F 1 :l 1 52: l 1 52.1 2 10.1 2 10.1 2.57: l 2 57 1 2 91.1 291 1 1 91 1 191.1 1 1 1 1 - r 1 1 1.52:1 1.52:1 2.1O: l 2.10.1 2.57:1 257 1 291 1 291.1 1 91 1 1 91.1 1 1 1 1 cZCW (:w (: c w (3W , 3CW I :w I 3cw , 3W , 3CW ,3W t3cw I ZW ,zcw 1.1 1.1 1 1 1 1 1.52.1 1 52 1 2 . 10 1 2101 2 . 57 1 2 57.1 291 1 291 1 1 91 1 1 91.1 1 1 1 1 1 1 1.1 1.1 1.1 1 52.1 1.521 2. lO: l 2101 257 1 2 . 57 1 2 91.1 .x91:1 1 91 1 191.1 1 1 1.1 C W ,ccw /C W ,ccw ,cw ccw c w ccw c w ccw c w ccw c w ccw c w c c w 1 1 1.1 1 .52,1 1 . 52 1 2 10.1 2 . 10 1 2 . 57 1 2 . 57 1 291 1 291 1 1 91.1 1 . 91 1 1.1 1 1 1 1 1 1 1.10.1 1 10.1 1.68:1 1 68.1 231 1 231 1 2 83 1 2 83.1 3.20.1 3 20.1 2101 2101 1 10.1 1 1O: l 1 10.1 1.10.1 c w c c w c w ccw C W c c w c w ccw c w c c w c w c c w c w c c w c w c c w 1.1 1 1 1 5.1 151 88: l 88:1 1 32 1 1 32.1 2 . 64 1 2.64:1 1 . 76 1 1 76: l c w ccw c w ccw 8 2.1 21 KW c w c c w (1) OUTPU iHAFT ORWARC IEVERSE cw ccw cw ccw cw ccw cw ccw cw- * ccw ccw cw cw ccw cw ccw cw ccw cw ccw cw ccw cw ccw cw ccw ccw cw cw ccw -__ cw ccw cw ccw cw ccw cw ccw cw ccw ccw cw3 I UMP TTINI (2) : cw ZW 3cw :W 3CW 3W 3cw 3W zcw ,W ,W ECW ICW CW __ . Tr RH LH RH LH RH LH RH LH RH LH RH LH R H. - ROPELLER EDUIREO (3) RH LH RH LH RH LH RH LW RH LH LH RH F OIL CAP, L 15" 13 27 27 2.7 27 27 2.7 27 2.7 27 27 1.7 1.7 -_ . 13 13 1.3 13 27 27 27 27 27 27 2.7 27 2.7 27 1.7 17 RH EW c w c w c c w c c w c w LH RH LH RH LH RH LH RH LH RH LH RH LH RH LH RH LH RH LH RH Lti RH LH RH LH RH LH RH LH RH LH RH RH LH RH LH RH LH RH LH RH LH LH RH KW c w c c w c c c c c c c c c c c c c c c c 1.7 17 28 2.8 2.8 2.8 28 28 28 29 2.9 28 1.7 17 17 1.7 c w c c w c w c c w c w ccw c c w c w c c w c w c c w c w c c w c w c w ccw cn AH LH RH RH LH RH LH RH LH LH RH 15 15 22 2.2 22 22 22 22 ccw c w ccw c w xw c w ccw c w ccw c w w c w w c w w c w w c w w w c w c w w c w w I K LH RH k"H LH RH LH RH LH RH LH RH LH LH RH 1 I U.S. QTS. -Tr i- TTr U.S. DTS. r 1 23 1 23 1.23 1 23 2.56 2.56 2 56 2 56 2.56 2.56 2.56 2.56 2.56 2 56 1.61 161 ~--~ ITERS 1 23 2.56 2.56 2.56 2 56 2 56 2 56 2 56 2 56 2 56 2 56 1.61 1 61 ~--~ rPPROX. TRANS. W EIGIHT LE INCLINE0 1.61 1 61 2.65 2 65 2 65 2 65 2.65 2.65 2.65 2.65 2.65 2 65 1 61 1.61 1.61 161 1 .42 1 42 2.08 2 08 2.08 2 08 2 08 2 08 ITERS P OUND T7u- T 1.8 18 1.8 1.8 2.5 25 25 2.5 25 2.5 2 5 25 2.5 25 2.1 21 1 70 1 70 1.70 1.70 2.37 2 37 2 37 2 37 2.37 2.37 2 37 2 37 2 37 2.37 1 99 1 99 95 95 95 95 145 145 145 145 145 145 145 145 145 145 98 98 21 21 2.7 2 7 2 7 27 27 2.7 27 2.7 27 27 2.1 21 21 21 16 1.99 1.99 2.56 2.56 2 56 2.56 2.56 2.56 2 56 2.56 2.56 2 56 1.99 1.99 1.99 1 99 151 1 51 1 89 1 89 1.89 1 89 1 89 1 89 109 109 154 154 154 154 154 154 154 154 154 154 112 112 116 116 43 . 1 43 1 43 1 43 1 65 8 65 8 65.8 65 8 65 8 65 8 65.8 65.8 65 8 65 8 44.5 44.5 49.4 49.4 69 9 69.9 69.9 69 9 69 9 69 3 69 9 69.9 69.9 69 9 50.8 50 8 52.6 52.6 135 135 185 185 185 185 185 185 61.2 61.2 63.9 83 9 83.9 83 9 83.9 83 9 18 2.5 2 5 2.5 25 2 5 2.5 2 5 25 25 2.5 2.1 21 :.: 20 20 20 20 20 1 70 2.37 2 37 2 37 2.37 2.37 2 37 2 37 2.37 2 37 2 37 1 99 1.99 92 142 142 142 142 142 142 142 142 142 142 95 95 i KGS. TTT- t 41.7 64.4 64.4 64.4 64.4 64 4 64 4 84 4 64 4 64.4 64.4 43 . 1 43 .~. . 1 Models (1) Input and output shaft rotation is described as clockwise (CW) or counter clockwise (CCW) when the observer is standing behind transmission coupling facrng towards front or input shaft end of transmission. (2) Pump rotation IS described when the observer is standing in front of transmission facing the pump. The arrow located nearest the top of pump face must point in the direction pump will be driven by the input shaft. IT SHOULD BE REALIZED THAT INDEXING THE PUMP FOR OPPOSITE ROTATION DOES NOT CAUSE OUTPUT SHAFT ROTATION TO BE REVERSED, but does permit the transmission to be used behind an opposite rotating engine. All 1 O-06 units may have pump indexed for oppostte rotation. CAUTION: The pump Indexing on all assemblies except 2.lO:l reduction units is the only difference between C and CR units, The planetary gears and cage assemb!y used in C units is different than the one used in CR units in the 2.10:1 reduction units; therefore, indexing the pump for opposite rotation is not permttted on these assemblies. No warranty claims WIII be allowed for failures caused by improper pump indexing on 2.10:1 reduction units. , ( 3 ) The propeller is described when the observer is standing behind the boat looking forward. A right hand( RH) prop will move the boat forward when rotated clockwise. (4) Transmrssion (5) AIf AS7 and AS1 7 reduction units are counter-rotating, i.e. the output shaft turns opposite to input shaft when the transmission is operated in forward. (6) The AS1 (7) oil capacity only is given. Additional oil will be required for filling oil cooler and cooler lines. -71 CB and AS1 -71 CBR units are for heavier reverse duty and diesel applications. Warner Gear supplies AS1 0-7OC, AS1 O-70CR, AS20-71 C, AS20-71 CR, AS20-72C, AS20-72CR. AS30-70C and AS3072C units for use with stern drives. V-Droves or other auxilary reduction gears. Contact the manufacturer of the supplementary gearing for details of the complete assembly. (8) Al) Model 70C units have been drscontinued. 6 FIG. 3 INSTALLATION DRAWING FOR V-DRIVE TRANSMISSIONS NOTE: Parenthatical B C D 2.38 19.15 11.65 (60.45) (486.41) (295.91) E 1 F 71C SERIES I 72C SERIES 10.19 (194.06) 12.59 (67.06) (509.52) (319.79) MAXIMUM SAE HP INPUT MODEL GASOLINE 1 O-04 255 @ 4200 rpm 145 @ 3200 rpm 10-05 3 8 0 @ 4200 rpm 12 81 50 @ @ 23 82 00 00 rr pp m m NOTE: All speclficatlons DIESEL and descriptive 8.58 (217.93) 1 REDUCTION .96,1, 2.49:1,3.14:1 10.14 1257.56) 1.51:1, .96:1. 1 1.21:1, (258.83) 10.19 20.06 GENERAL L 7.64 I 2.64 L dimensions are in millimeters 1.99:1 1.21:1 (258.83) 2.49:1,3.14:1 10.14 (257.56) 1.51:l. 1.99:1 SPECIFICATIONS AVAILABLE OUTPUT DRY RATIOS ROTATION WEIGHT 0.96, 1.21, 1.51, 1.99, 2.49, 3.14 to 1.00 OPTIONAL data are nomlnal and subject to change wtthout 1 9 0 lb. (86.2 kg.) 2 0 3 lb. (92.1 kg.) notIce. * Spaclflc lnstallatlons should be referred to Warner Gear for appllcatlon assistance. 7 V-DRIVE ASSEMBLIES I I M O D E L NUMBER ._.-. 1 IIUPU 1 ASSEMBLY & TYPE .- -- I I SI -lAFT NUMBER FORWARD * 1 O-04-000-002 1.99:1 -. I .--. .- u uurw7 RATIO ROTATION l7EF-i . . . . -. SHAFT REVERSE 1.99:1 (13-08-41 O-002) 10-04-000-005 (13-08-41 2.49: 1 2.49: 1 O-005) REQUIRED - LH C c c C c c c c C C C LH c c c c C - c c - RH RH C c c C c c c c C - LH RH 10-04-000-009 0.96: 1 0.96: 1 C c c C c c c c C - LH RH 1 o-04.coo-o 11 (13-08-41 o-01 1) 1.51:1 1.51:1 C c c C c c c c C - LH RH 10-04-000-0 12 (13-08-41 O-01 2) 1.21:1 1.21:l C c c C c c c c C - LH 10-04-000-003 I .98: 1 C c c C - RH c c C c c - LH C c c c c C C c c - RH LH C c c C C - RH c c - LH c c C C c c - RH LH C c c C C c c - RH c c RH (13-08-41 2.50: 1 1.98:1 3.1O:l 3.10:1 O-006) cc 1 O-04-000-008 1’13-08-41 2.60: 1 O-004) 1 O-04-000-006 (13-08-41 0.97: 1 0.97: 1 C o-00$) 10-04-000-010 1.53: 1 1.53:I ( 13-08-41 O-01 0.) 10-04-000-0 13 1.21:1 1.21:I 1.99: I 2.19:1 10-05-000-005 2.49: 1 10-05-000-007 3.14:I 2.74: I 3.45: 1 O-007) 10-05-000-009 (13-08-41 0.96: 1 1.06:1 O-009) 10-05-000-011 1.51:1 1.67:1 (I 3-08-41 O-01 1) 10-05-000-012 1.21:l 1.33: 1 (13-08-41 O-01 2) 10-05-000.003 1.98: 1 2.17:1 (I 3-08-410-003) 10-05-000-004 - (13-08-41 2.50: 1 1 O-05-000-006 3.10:1 ~13-08-410-008) 3 . 4 1 :l I .97: 1 1 2.75: 1 O-004) 3-08-41 O-006) c c C c c c c C - LH C c c C c c C - LH c c C c c C c c c c C - LH RH C C c c cc C - LH c c C c c C c c c c C - LH C c c C c c c c C - LH C c c c c C C c c C - c c C c c - RH LH C c c c c C C c c - RH LH C c c C - RH c c C c c - LH C c c C c c - RH LH c c (I 3-08-41 O-005) (13-08-41 C C ~13-08410-002) 1.07:1 1 1 I -- CLOCKWISE :C-- C O U N T E R C1 L O C K W I S E * I LH c c C c c 1 O-05-000-002 c c RH - C II 3-08-41 O-01 3) z REVERSE PROPELLER 3.14:1 10-04-000-004 1 F O R W A ,RD PUMP SETTING 3.14:1 (13-08-41 O-003) w , SHAFT 10-04-000-007 (I 3-08-41 O-007) (I 3-08-41 O-009) 2 z 3 ““I n”TPUT YU I I cc c 1 C cc C cc I LH RH RH RH RH RH RH - 1 - I - I LH RH LH The(13-08.410)number below the number for the V-DI-lve assembly IS the part n u m b e r fat- t h e V-Drive portlon o n l y . 1 0 - 0 4 - 4 1 0 - 0 0 1 i s t h e p a r t n u m b e r f o r t h e Front Bdx only (forward ahd reverse transmiwonj 10-05-410-001 is for the IO-05 units. for the lo-04 units and . 4 INSTALLATION DRAWING FOR DROP-CENTER TRANSMISSIONS NOTE: ParenthetIcal dimensions J-lMODEL A C E F DIA a r e in mllllmeters. G DIA 71C SERIES 1.23 1.06 (31.241 (26.921 1.66 1.49 (42.16) 137.85) 1.95 1.77 (49.53) (44.96) 1.58 2.03 6.82 18.42 .31 4.25 .45 1173.23) t 467.87) 17.87) 1107.95) (11.43) , 4 2.47 1 .99 2.93 , 72C SERI 1.58 (50.55) 1 1.23 1.06 (31.24) (26.92) > 2.64 19.36 .31 (67.06) (491.74) (7.87) 7.76 (197.10) 4.25 (107.95) 5.00 (127.00) 2.16 1.99 (54.861 (50.55) 2.93 L GENERAL SPECIFICATIONS MAXIMUM SAE HP INPUT AVAILABLE MODEL GASOLINE DIESEL RATIOS 10-13 2 5 5 @ 4200 rpm 130 @ 3200 rpm 1.58, 2.03, 2.47. IO-14 3 8 0 @ 4 2 0 0 rpm m 21 18 50 @ @ 23 82 00 00 rr pp m 2.93 to 1.00 OUTPUT DRY ROTATION OPTIONAL WEIGHT ’ 1 6 2 lb. (73.5 kg.) 1 7 5 lb. (79.4 kg.) NOTE: The above transmission ratings are subject to change without notice and are Intended only as a general guide. Speclflc applications should be t-eferred to Warner Gear for engineer-fng awstance 9 NE=NON-AUTOMOTIVE ENGINE E=AUTOMOTIVE ENGINE O=AUTOMOTIVE OPPOSITE CR2 (DROP CENTER ASSEMBLIES) A S S E M B L Y NUMBER REDUCTION FORWARD RATIO S H A F T R O T A T I O N (1) . REVERSE OUTPUT INPUT % PUMP ‘2’ SETTING (3) PROPELLER REQUIRED NAME PLATE STAMPED FORWARD REVERSE ENGINE OPPOSITE ENGINE + L.H. E - l .6 - R.H. O - l .6 - L.H. E-2.0 1 O-l 3-000-001 1.58:1. 1.58:1 (41 L.H. 1 O-l 3-000-002 1.58:1 1.58:1 L.H. OPPOSITE __.-._._ ENGlNE 1 O-l 3-000-003 2.03: 1 2.03: 1 L.H. E,[)IGINE OPPOSITE ENGINE 1 o- 13-000-004 2.03: 1 2.03: 1 L.H. OPPOSITE ENGINE ENG,NE - R.H. O-2.0 1 O-l 3-000-005 2.4J:l 2.4J:l L.H. ENGINE OPPOSITE ENGINE - L.H. E-2.5 IO- 13-000-006 2.47: 1 2.47:1 L.H. ENGINE - R:H. O-2.5 10-I 2.93: 1 2.93: I I-H. OPPOSITE ENGINE ENGINE OPPOSITE ENGINE - L.H. E-3.0 1 O-l 3-000-008 2.93: 1 2.93:1 L.H. - R.H. O-3.0 I o- 13-000-009 1.58:1 1.58:1 R.H. OPPOSITE ENGINE ENGINE + R.H. NE-l.6 IO-I 3-000-010 2.03: 1 2.03: 1 R.H. ENGINE +-- R.H. NE-2.0 1 O-l 3-000-01 1 2.47: 1 2.47~1 R.H. ENGINE - R.H. NE-2.5 1 O-l 3-000-012 2.93:1 2.93: 1 R.H. ENGINE OPPOSITE ENGINE - R.H. NE-3.0 3-000-007 ENGlNE OPPOSITE ENGINE OPPOSITE ENGINE OPPOSITE ENGINE I 1 O-I 4-000-001 1.58:1 1.74:1 L.H. ENGINE OPPOSITE ENGINE - L.H. E - l .6 IO- 14-000-002 1.58: 1 1.74:1 L.H. OPPOSITE ENGINE ENGlNE - R.H. O - l .6 20-14-000-003 2.03: 1 2.23: 1 L.H. ENGINE OPPOSITE ENGINE - L.H. E-2.0 1 O-l 4-000-004 2.03: 1 2.23: 1 L.H. ENGINE - R.H. E-2.0 1 O-l 4-000-005 2.47: 1 2.7211 L.H. OPPOSITE ENGINE ENGINE OPPOSITE ‘ENGINE - L.H. E-2.5 1 O-l 4-000-006 2.47: 1 2.72: 1 L.H. OPPOSITE ENGINE - R.H. O-2.5 OPPOSITE ENGINE - L.H. E-3.0 ENGINE 1 o- 14-000-007 2.93: 1 3.22: 1 L.H. ENGINE 1 O-1 4-000-008 2.93: 1 3.22: 1 L.H. OPPOSITE ENGINE ENGINE - R.H. O-3.0 1 O-l 4-000-009 1.58:1 1.74:1 R.H. ENGINE OPPOSITE ENGINE c- R.H. NE-l.6 (1) VIEWED FROM BEHIND COUPLING FACING ENGINE (21 VIEWED FROM IN FRONT OF TRANSMISSION INTO PUMP 13) V I E W E D F R O M B E H I N D EOAT (4) L.H. - CAUTION: Engine rotation must be LEFT HAND OR COUNTERCLOCKWISE R.H. RIGHT HAND OR CLOCKWISE ply can result in premature gear damage. z ADAPTER HOUSING Adapter housings for mounting the transmission to the 71 C-l %B for flywheel end mounting to the Ford of England engine are normally manufactured by the engine manu- engines which have 220 and 330 cubic inch displacement facturer or marine engine converter. The rear face of the diesel engines. adapter and the adapter rear bore should have a total indicator reading of less than ,005 of an inch when checked for 71 C-l %C for flywheel end mounting to Mercury, Edsel, and run out. All Velvet Drive transmissions which are currently Lincoln engines of 383, 410, and 430 cubic inch displace- available may be mounted to the same sized bell housing. ment, and Ford, Edsel, and Mercury engines of 332 and 352 cubic Warner Gear does manufacture and have available the I inch displacement. , following adapters: 71C1% for flywheel end mounting to the Ford V-8 engines which have 239, 256, 272, 292, and 312 cubic inch displacement. TRANSMISSION INSTALLATION INSTALLING TRANSMISSION TO ENGINE TRANSMISSION The transmission may be installed to either the flywheel or FLUID Type F. Dexron@ and other hydraulic fluids which meet the timing gear end of the engine. A suitable damper assembly Detroit should be selected and installed to either the flywheel or to tion an adapter, which is attached to timing gear end of the use in all Velvet Drive marine gears. crankshaft. Diesel Allison specifications for Division type of C3 General oils are Motors Corpora- recommended for Lubricating oils which are recommended for use in diesel A transmission adapter should be purchased or manufact- engines ured to adapt the transmission to the engine. The adapter or may be used in all Velvet Drive marine gears if the engine and fall within Allison specifications for C3 oils spacers must be selected to cause the input shaft splines to make full engagement with the damper drive hub. Check RPM does not exceed 3000. SAE #30 is preferred. SAE #40 is acceptable If high operating temperatures are for interference between the various parts as they are anticipated. Multi-vrsosity oils such as low-40 assembled. acceptable. The first choice is SAE-API service class “CD” are not oils. The second choice is SAE-API service class “CC” oils. Damper and transmission adapter alignment should be held to ,005 inch total indicator reading for both bore and face The equivalent DOD mil specs are: readings. CD MIL-L-21046 cc MIL-L-45199 Lubricate the input shaft and damper hub splines as the Detroit Diesel Allison Division of General Motors developed transmission is assembled to the engine. the C3 specifications for oils to be used in their hydraulic automatic and power shaft transmissions used in heavy duty Two studs should be screwed into center mounting bolt holes to insure transmission alignment and to support or severe service conditions. These oils are very well suited for use in all Velvet Drive marine gears. transmission weight to insure that damper will not be Each 011 company WIII provide information and specif i c a t i o n s o n their p r o d u c t s w h i c h f a l l In t h e a b o v e damaged as transmission is assembled to engine. INSTALLATION ANGLE The transmission and engine r should be installed so that the maximum angle relative to horizontal does not exceed 150 when the boat is at rest, and should not exceed 20° specifications. /b NOTE: Be sure the cooler is properly rnstalled and the transmission contains oil before cranking or starting the engine. when operating at the worst bow high condition. A higher angle of installation along with low oil level can permit pump cavitation when operating in rough water where CHECKING OIL LEVEL pitching and rolling tends to throw the oil away from the The oil level should be maintained at the full mark on the pump dipstick. Check oil level prior to starting the engine. inlet. 11 FIG. 6 TYPICAL TIMING GEAR END INSTALLATION FIG. 7 TYPICAL FLYWHEEL END INSTALLATION 12 FILLING AND CHECKING THE HYDRAULIC SYSTEM New applications or a problem installation should be checked to insure that the oil does not drain back into the Check oil daily before starting engine. The Velvet Drive transmission from the cooler and cooler lines. Check the oil hydraulic circuit includes the transmission, oil cooler, level for this drain back check only, immediately after the cooler lines and any gauge lines connected into the circuit. engine is shut off and again after the engine has been The complete hydraulic circuit must be filled when filling stopped the transmission and this requires purging the system of A noticeable increase in the oil level after this waiting air before the oil level check can be made. The air will be period purged from the system if the oil level is maintained above cooler lines. The external plumbing should be changed to the pump suction opening while the engine is running at prevent any drain back. for more indicates than that the one oil hour is (overnight draining from is excellent). cooler and approximately 1500 RPM. The presence of air bubbles on the dipstick indicates that the system has not been purged of air. TRANSMISSION OPERATION FREEWHEELING STARTING ENGINE Place transmission selector in neutral before starting engine. Under sail with the propeller turning, or at trolling speeds Shifts from any selector position to any other selector with one of two engines shut down, the design of the position may be made at any time and in any order if the Velvet Drive gear maintains adequate cooling and lubrication. engine speed is below 1000 RPM; however, it is recommended that all shifts be made at the lowest feasible engine speed. PRESSURE TESTS NEUTRAL Move the shift lever to the center position where the spring loaded ball enters the chamfered hole in the side of the shift lever and properly locates lever in neutral position. With shift lever so positioned, flow of oil to clutches is blocked at the control valve. The clutches are exhausted by a portion of the valve and complete interruption of power transmission is insured. For detailed checks of the hydraulic system, a pressure gauge should be installed in the hydraulic line. The transmission should be run until the oil temperature is 155oF t o 165OF. (68°C-740C). P r e s s u r e s p e c i f i c a t i o n s a r e available in the repair manuals. ,1 FORWARD Move the shift lever to the extreme forward position where the spring loaded ball enters the chamfered hole in the side of the shift lever and properly locates lever in forward position. REVERSE Move transmission shift lever to the extreme rearward position where the spring loaded ball enters the chamfered hole in the side of the shift lever and properly locates it in the reverse position. 13 ,I PROPELLER SHAFT COUPLINGS An alignment check should be made at the beginning of each See form 1044 for specifications of couplings available from Warner Gear. shaft. The key should be a close fit with keyway sides, but should not touch the top of the keyway in the coupling hub. The coupling should be a light press fit on the shaft, and may be warmed in hot oil to permit easier assembly, Propeller boating season. Check coupling alignment with all bolts removed from the The propeller shaft coupling must be keyed to the propeller NOTE: shaft coupling distortion may occur when the propeller shaft is a few thousandths under the size required for the particular coupling, thus permitting the coupling to cock and distort as the set screws are tightened. A blank coupling should be machined to fit an undersrze shaft. Distorted coupling may be refaced in a lathe. couplings. Hand hold couplings together with the snap fit engaged and check to determine the maximum clearance between couplings. Rotate the propeller shaft and then rotate the transmission coupling through at least one complete turn, stopping at 90° intervals and using a feeler gage (see figure 8 ) to check the air gap between the two flanges. Note any changes in the position where the air gap occurs. A bent shaft or coupling will cause the position of the air gap to move around the flanges as each shaft is rotated. Alignment is satisfactory when shafts and couplings are on the same line of centers and the coupling faces are within ,003 inch (0,076 mm) of parallel. Two optional methods for fastening the coupling to the CAUTION: Do not lift or pry against the transmission propeller shaft are used. Type 1 couplings are pilot drilled coupling to move the engine, as this can distort the through one side only, and the shaft and opposite side of the coupling must be drilled with the coupling in position coupling. Bent or distorted couplings can be refaced in a lathe. I on the propeller shaft. A l/4 inch (6.35 mm) stainless steel spring pin must then be driven into the coupling and shaft USE OF FLEXIBLE COUPLINGS to retain these parts. The spring pin should be selected so that it will be the same length as the coupling hub dia- Flexible couplings are used to reduce noise and for vibration meter and should be approximately flush with the coupling dampening. when assembled. coupling of the propeller shaft coupling to transmission Type 2 couplings are drilled and tapped for set screws which are used to retain these parts. Some propeller shaft couplings are drilled and tapped for set screws, and ar;e also pilot drilled for spring pin installation. coupling, Most and boats this is are rigid enough recommended. Hulls to permit which are Vibration, gear noise, loss of RPM and premature oil seal direct not rigid enough to prevent undue twisting in heavy seas will permit shifting of engine and transmission with respect to propeller when shaft. this A suitable condition flexible coupling may be exists. TRANSMISSION COUPLING TO PROPELLER SHAFT COUPLING ALIGNMENT TRANSMISSION and bearing failure can be caused by misalignment of the \ transmission coupling and propeller shaft coupling. The COUPLING 003 F E E L E R G A G E propeller shaft is usually fixed in the boat structure, and alignment is achieved by adjusting the engine mounts or by PROPELLER SHAFT changing engine mount shims. Preliminary alignment of the coupling faces should be carefully made prior to installing the engine and transmission hold-down bolts. A final alignment check should be made after the boat has been placed in the water. The fuel tanks should be filled and a normal load should be in position when making the final shaft alignment check. I I FIG. 14 e,!\ It is common for a boat to change with age or various loads. COUPLING TO SHAFT ASSEMBLY 8 CHECKING COUPLING ALIGNMENT used e alignment of the propeller shaft to the transmission When brackets are bolted to the output shaft bearing re- put shaft should always be maintained even when flex- tainer and seal mount, oil leaks tend to occur in this area. couplings are used. Failure of the transmission due to loss of oil thru external inbolt couplings to prevent bending of the shaft when causes is not covered by the warranty. oats are trailered or dry docked. PAINTING R’ The qhe pibarrel oil flow to the hydraulic clutches is controlled by a valve which is operated by the shift lever. To make cast severe iron rusting. transmission The color should and be painting painted to procedure prevent will be similar to that used on the engine. &the clutches function properly, the shift lever must be in ithe exact positions dictated by the detent ball and spring. Care must be taken to keep paint away from areas which Connect the push-pull cable to the shift lever so that proper have precision dimensions or mating parts. Masking tape or travel and positioning will be obtained at the transmission grease should be placed on these parts to prevent paint from when the control lever is shifted at the boat operator’s sticking. Paint must be kept from the following areas: ,I station. The warranty is jeopardised if the shift lever poppet spring 1) The pilot diameter of the mounting face that mates with engine bell housing. and/or ball is permanently removed, or if the control lever is changed in any manner, or repositioned, or if the linkage 2) The input shaft spline which mates with the vibration between the remote control and the transmission shift does damper hub. not have sufficient travel in both directions. 3) The output shaft coupling flange which mates with the MOUNTING BRACKETS propeller shaft coupling half. Removing bolts in order to mount brackets, clamps, etc. can 4) The shift lever detent ball and spring. An accumulation create leaks at gasketed joints. of paint here will prevent proper action of the detent. Removing and reinstalling bolts over brackets can weaken the thread engagement. Proper bolt length and quality are 5) The name plate should not be painted, otherwise the required. this information should be available for ordering parts. serial and model numbers may be impossible to read and 15 COOLERS TRANSMISSION F \\ COOLING REQUIREMENTS COOLER SIZE WARNING: The transmission must never be operated The cooler size must be matched to the cooler circuit and without a cooler or by-pass tube connected into fhe the size and type of engine and transmission. The amount of \, cooler cooling required depends upon the input power (which also circuit. governs transmission size) and the reduction ratios. The pressure regulator system depends upon cooler flow to exhaust a certain amount of oil, otherwise line pressure will become excessively high when a cooler is not connected in the cooler circuit. The transmission may be operated with a cooler bypass tube connected in the cooler circuit when an emergency exists and the transmission must be operated or when short tests are required; however, overheating is apt to occur. RECOMMENDATIONS C:OOLER SIZE INCH FOR TRANS. COOLERS TRANSMlSSlON MODEL cm. SIZING RATIO 5 127 7QC DIRECT DRIVE 5 127 7lC DIRECT DRIVE 9 228.6 7OC ALL REDUCTION RATIOS 9 228.6 71c ALL REDUCTION RATIOS (EXCEPT 2.1 :I) Better efficiency and extended gear life will result when the 9 228.6 72C DIRECT transmission sump temperature is maintained between 9 228.6 1 O-04 ALL V-DRIVE 140°F. and 190°F. or 60°C and 88°C. Transmission pressures 12 304.8 71c 2.1 :I RATIO are dependent upon cooler flow. It is important to select a cooler which has suitable flow characteristics as well as 12 304.8 72C ALL REDUCTION RATIOS 12 304.8 73c ALL RATIOS proper cooling capacity. Cooler back pressure affects line and cooler pressure. Low cooler pressure after an extended 12 304.8 IO-05 ALL V-DRIVE period of hard running indicates the need for a cooler which has more cooling capacity and possibly more back pressure. High cooler pressure after an extended period of hard running indicates the need for a cooler which has less back pressure. LINES inch or 10.32mm be used. Fittings should be large enough to avoid restricting the oil flow. Copper tubing should be avoided due to its tendency to to loosen fittings and fatique crack when sub- vibrations. installations which have a maximum water minimum water flow of 10 U.S. gallons per minute or liters/seconds. A larger sized cooler will be required Coolers are available from many sources. Each cooler design has its own characteristics of cooling ability and oil flow resistance. Since these characteristics affect trans- mission performance, the cooling system should be tested after installation to determine that temperature and pressures fall within recommended limits. WATER FLOW RATE WARNER GEAR COOLERS The coolers built and sold by Warner Gear have been discontinued. These coolers were of the single pass type and approximately engine of 11 OoF. or 43OC. inside diameter, standard pipe or flare fittings, should were marine temperature at the cooler inlet of 1 IOOF or 43OC and a when water entering the cooler has a temperature in excess Hydraulic hose with a minimum of 13/32 jected The recommendations given above are based on typical .63 COOLER DRIVE 2 inches (5.08 cm) in diameter. The 5, 9 & 12 in the chart refers to the length in inches of the main body of these coolers. This information should be helpful in determining the size of cooler to select for use with the Velvet Drive assemblies. Water flow rates of from 10 to 20 U.S. G.P.M. or .63 to 1.26 liter/seconds are suitable for cooling any Velvet Drive transmission. WATER TEMPERATURE TO COOLER Raw water should be fed directly to cooler, otherwise the llO°F. (43OC) maximum water inlet temperature may be exceeded. Water temperature above 1 lOoF. (43OC) is per- missible only if larger sized coolers are used to maintain recommended 16 transmission sump temperature. CONNECTING COOLER TO TRANSMISSION r /I’!!iZ3.X-‘“- WARNING: You must trans- NOTE: Transmissions are currently being shipped mission to cooler and cooler return location for with plastic plugs installed in the to cooler and cooler connecting lines to and from coolers forthe return transmission which is always being determine installed. the particular Several openings to identify their location. differ- ent circulation systems have been used. Failure to make the proper connections is sure to cause early transmission failure. Cooler return and to cooler locations may be found on the various installation drawings, which may be found in this manual, and also in the various service manuals. Be aware YOwmNC REMRSL for CLUTCM PRe.slJRE \ PADS TAP future changes or differences which occur as new products are introduced. FOOLER RETURN ICURRENT SYSTEM) ALWAYS CONNECT TO THIS LOCATION IF THERE IS A DRILLED AND TAPPED OPENING AT THIS LOCATION (NOTE: 2.1O:l.OO REDUCTION UNITS ONLY. HAVE COOLER OIL RETURNED TO THIS LOCATION. I OIL FILLER CAP MD DIPSTICK ASSEMBLY D R A W I N G O F A C U R R E N T Z.lO:l.OO REDUCTION UNIT FIG. 11 coo, .ER RETURN (ORIGINAL SYSTEM1 ALWAYS CONNECT TO THIS LOCATION IF THERE IS A DRILLED AND TAPPED HOLE LOCATED AT THIS POINT. / COOLER RETURN @.ECOND 5 THIRD SYSTEMS) CONNECT TO THIS LOCATION WHEN NEITHER LOCATION IS DRILLED AND TAPPED IN THE REDUCTION HOUSING. 70~ 71 c, 72C, 1 O-l 7 B 1 O-1 8 REDUCTION TRANSMISSIONS IN-LINE FIG. 9 RIGHT SIDE VIEW OF 73C REDUCTION TRANSMISSION I I FIG. 12 LOCATION OF SEVERAL TRANSMISSION DETAILS ARE SHOWN BELOW: B. To cooler outlet C. Cooler return outlet I. Breather J. Input shaft D. Reverse clutch pressure tap N. Adapter 0. Lube pressure tap P. Line pressure tap E. Mounting bolt holes A L L C U R R E N T 7OC. 7 1 C A N D 7 2 C R E D U C T I O N U N I T S EXCEPT 2.1O:l.OO R A T I O S F. Drain plug FIG. 10 17 COOLER OUT Drop-Center reduction units have cooler oil returned to the LOCATION sump fitting on the lower right side of the forward and Cooler out is the oil leaving the transmission. reverse transmission case. The cooler out location for all 7OC, 71C and 72C series In- Better cooling efficiency will be obtained when oil and Line transmissions is located just behind the selector valve cooling at the top rear of the forward and reverse transmission case. cooler may be required where oil and water flow in the same water direction flow through the in opposite directions. A larger sized cooler. The cooler out location for all 73C series transmissions is directly over the selector valve. MOUNTING The cooler out location on V-Drive units is located just Air can be trapped above the oil in a cooler unless the behind the selector valve at the top rear of the forward and cooler out fitting is located at the highest point on the reverse transmission case. cooler. Trapped air reduces cooling capacity, causes foaming, 4? COOLER pump cavitation, loss of oil through the breather, and The cooler out location on the Drop-Center units is located erratic oil level indication. just behind the selector valve at the top rear of the forward Horizontal mounting is preferred because it prevents oil and reverse transmission case. from draining from the cooler. Drain back from a cooler which is mounted higher than the transmission sump will COOLER RETURN LOCATION give a misleading high reading of the sump oil level; there Cooler return is the oil returning to the transmission. fore, it is best to mount the cooler at sump level, i.e. at or below transmission centerline. The cooler return location for all direct drove units of the 7OC. 71 C, 72C, 1 O-l 7 and 1 O-l 8 series transmissions is the drain plug opening in the transmission sump. FIG. 13 COOLER MOUNTED HORIZONTALLY Early reduction units of the 7OC, 71 C, 72C, 1 O-l 7 and 1 O18 series transmissions have the cooler oil returned to the lower side of the reduction housing, (figure 9). All units having the reduction housing drilled and tapped at the lower right side must have cooler oil returned to this I I location. WATER WATER IN OUT Reduction units of the 7OC. 71 C, 72C. 1 O-l 7 and 1 O-l 8 series, which do not have the reduction housing tapped in Oil coolers which are mounted on an angle should have any location, must have the cooler oil returned to the sump cooler lines connected for oil to flow into the lower oil fitting on the lower right side of the forward and reverse fitting and out of the higher oil fitting. transmission The 2.lO:l case. reduction transmissions of the 7OC. 71 C, 72C. FIG. 14 COOLER MOUNTED ON AN ANGLE 1 O-l 7 and 1 O-l 8 In-Line series are currently berng drilled and tapped to return cooler oil to the top of the reduction housing, (figure 9). Any 2.lO:l reduction housing which is drilled and tapped for a S-1 8 pipe fitting at this location must have cooler oil returned to this point, All model 73C transmissions are currently manufactured to have cooler oil returned to either one of the two locations at the right top front end of the forward and reverse transmission case, (figure 12). The other cooler return opening should be plugged. V-Drive units have cooler oil returned to an opening which is located at the lower rear of the V-Drive case. 18 WATER IN srtically mounted oil coolers st lould have the oil inlet rrcated nearest the bottom of the cooler and the oil outlet #cated nearest the upper end of th ,e cooler, :;’ FIG. 15 COOLER MOUNTED VERTICAL1 -Y :, :.,., WATER ,L, t WATER DRAIN PLUG Coolers are usually supplied with a drain plug which may be used to drain the water to prevent damage, which would occur in freezing weather. The plug should be located so that complete drainage of the cooler will occur when the , drain plug is removed. Prior to ordering a cooler, consider the oil inlet location and drain plug location so that an assembly, which will satisfy all recommendations, may be ordered. Consider hose size and the angle of the hose OIL OUT connection so that the most direct cooler hook-up may be made. OIL IN COOLING PROBLEMS Water passages inside of the cooler will sometimes become clogged, and this will reduce cooling capacity and cause WATER + OUT J overpressuring. Back flushing of the cooler will sometimes help to flush the foreign material from the cooler passages. The cooler and hose should be thoroughly flushed or replaced in the event a failure has occurred. Metallic particles from the failure tend to collect in the case of the cooler and gradually flow back into the lube system. Failure to prevent this by flushing or replacement may contaminate the oil and lead to transmission failure. TESTING COOLER CIRCUIT The cooler size affects the oil temperature and lubrication pressures within the transmission; therefore, a test run should be made to insure that the transmission sump oil temperature falls between 14OoF (60~) and 19OoF (88~). The 19OoF maximum sump temperature should not be exceeded when running at full throttle for an extended period of time. Overheating can cause transmission failure. An accurate thermometer may be used to check the oil temperature by removing the dipstick and placing the thermometer directly in the sump oil. It is recommended that the engine be shut off while checking the temperature to the prevent rotating the possibility gears. of Continuous catching the monitoring thermometer of sump in temper- atures is possible when a thermocouple is installed in the cooler out circuit near the transmission. The thermocouple should always be placed in the oil circuit so the oil passes over the sending unit. operating the engine at 2000 RPM, the normal cooler at operating all iiow to the coaoler. Collapsed hoses are usually caused by aging of the hoses or improper hose installation. Hose installation should be made with no sharp bends. Hoses should be routed so there is no possibility for engine shifting to cause hoses to pull loose or become pinched. A visual inspection of hoses while under way will sometimes allow detection of faulty hoses. Reduction or complete loss of water flow can be caused by a faulty water pump. A rubber water pump impeller will sometimes fail and after such a failure the cooler passages may be restricted by the particles of rubber from the failed impeller. Water pump cavitation may be caused by improper or faulty plumbing or an air leak on the inlet side of the pump. The water pump may not prime itself or may lose its prime when inlet plumbing is not properly installed. Cooler problems may be the result of improperly connecting Cooler pressures can be checked by connecting a pressure gage in the cooler out circuit near the transmission. When pressure Water hoses may collapse and reduce or completely shut off temperature 40 p.s.i. or 2.81 kglCm2. should be approximately the’cooler cate that to the transmission. Reports from the field indithe proper transmission plumbing locations have not always been used for connecting the cooler to the transmission. It is therefore suggested that a thorough study be made of the various cooler inlet and outlet locations for the various models as detailed at the introduction of this section on page 17. 19 Cooler problems may be the result of failure to observe shifting hose size recommendations or proper plumbing practices. The flexible oil hoses and fittings used to connect the cooler cause possible hose damage and restrictions can be caused to the transmission must havean and chafing. Sharp bends should be avoided be- by such practices. insidediameter of sufficient size to prevent restricting the oil flow. The oil lines should It is possible for cross leaks to occur inside the cooler, per- not be too short or engine roll or shifting could stretch and mitting oil to flow into the water or water flow into the oil. possibly break such hoses. Secure all hoses to prevent VIBRATION DAMPERS TRANSMISSION REQUIREMENTS Some dampers, due to the particular elements of their design, may be suitable for one engine rotation only. Refer to The splined input shaft on all Velvet Drive marine trans- damper charts on page 21. missions, is designed to slide into the hub of a vibration damper. Vibration dampers may be attached to the engine Warner Gear does not assume the responsibility for re- crankshaft at either the flywheel or timing gear end. commending the proper engine flywheel and damper drive for the installation of our transmission. Warner Gear will The damper prevents engine torsional or cyclic vibrations from being transmitted to the transmission. The most severe engine vibrations are generated by the firings in the cylinders. supply all assistance and information which is available to permit a total torsional system analysis. These vibrations can exceed the spring capacity of the The following procedure is recommended for selecting a vibration damper and result in gear rattle and may cause transmission failure. Raising the idle speed slightly will suitable engine flywheel and damper drive when a suitable damper is not available. usually quiet this vibration. 1) If possible, select a flywheel with a moment of inertia Thediesel enginewith its high compression ratio has stronger I I vibration pulses than a gasoline engine. Compression ratio and the number of cylinders have a direct bearing on engine as nearly equal to one which is being successfully used in vibration moment of inertia. Never select a flywheel with less inertia frequency and amplitude. other automotive or industrial applications of the engine. If this is impossible, select a flywheel with a slightly greater if it can be avoided as the lighter wheel usually contributes The firing order, compression ratio, number of cylinders, displacement, engine inertia, flywheel inertia, loading, speed in RPM, weight of propeller shaft, type of propeller and many other variables all have a bearing on determining the correct damper for the particular application. to more severe low RPM torsional problems. 2) Obtain information concerning the damper drive springs and their operating radius, as assembled in the clutch plate used with the above flywheel, so that Warner Gear may determine if it has available a damper drive which has Failures due to improper choice of the damper are more frequent in boats which are used for trolling and other fishing activities where the engine is run for many hours at similar characteristics. 3) If a damper drive cannot be furnished by Warner Gear or near idle RPM. Many types of transmission failures, such from its production assemblies, based upon information as broken gear teeth, broken shafts and clutch plates are the from part 2, trial installations will have to be made using a result of improper choice of damper. take-a-part damper drive assembly. This will allow the determination II SELECTION Each engine inertia. The damper most 20 has its application suitable own characteristics engineer for the must particular of vibration select model various and the specific of engine. of springs. a proper damper by experimenting with DAMPER APPLICATION CHART AND DAMPER ASSEMBLIES WHICH ARE CURRENTLY AVAILABLE FROM WARNER GEAR The following chart gives suggested maximum toygues and engine displacements for for which these dampers are designed. Due to wide variations between individual torsional systems, all applications must be tested by the user to insure satisfactory operation. 22 ;ERIES A S S E M B L Y NUMBER MAXIMUM FOOT POUNDS ENGINE TORQUE x’ 0” 2% GASOLINE 8 CYL. DIESEL 6 CYL. 4 CYL. l-3 C Y L . 8 C Y L . 6 C Y L . 4 C Y L . 1-3 CYL. 175 89 83 72 61 78 67 55 44 (7) (7) 250 128 120 104 88 112 96 80 330 248 232 202 170 217 186 155 64 124 ASS-KlC (8) 370 348 325 283 239 304 261 217 174 AS7-KIC (8) 430 400 375 325 275 350 300 250 200 AS1 4-Kl C (8) 430 400 375 325 275 350 300 250 200 AS12-K2C(3)(7) ASI-K2C (3)(7) 175 250 89 128 83 72 61 78 67 55 44 120 104 88 112 96 80 64 AS4-K2C (3)(7) 330 248 232 186 155 124 G AS8-K2C (4)(7) 330 248 232 155 124 x AS5-K2C(3)(8) AS7-K2C (3)(8) 370 430 348 400 325 375 283 325 239 275 304 350 261 300 217 250 174 200 AS1 O-K2C(5) AS12-KIC L u 5 Y ASI-KIC AS4-KIC (7) 202 202 170 ,, 217 170 217 186 (8) 430 400 375 325 275 350 300 250 200 AS3-K2 C (6)(7) 500 520 487 422 357 455 390 325 260 10-04-650-001 500 520 487 423 357 455 390 325 260 1 O-04-650-003 -_-.lo-23-650-003(g) 406 380 330 279 355 304 254 203 148 139 111 93 74 1 O-23-650-002(9) 148 139 111 93 74 121 102 121 102 130 130 (I) KIC series dampers are usually installed to the timing gear end of the engine. (2) K2C series dampers are usually installed to the flywheel end of the engine, (3) Will fit most of the bolt circles for Borg & Beck and Long clutch cover plate locations. (4) Will fit most of the bolt circles for Borg & Beck and Long clutch plate locations, which are under 12.25 inch diameter. ’ 1 (5) Has a 10.625 inch bolt circle with six .31375 diameter bolt holes in a 11.36 inch diameter mounting plate. (6) Fits some flywheels for larger Rockford, Long and Borg & Beck clutches for domestic engines. (7) These assemblies have full capcity in both directions. (8) These assemblies are for L.H. engines; however, may be used for R.H. engines when derated 30-40%. (9) For use with series 1000 transmissions only 21 DAMPER, INSTALLATION INSTALLATION DRAWINGS DAMPER PROBLEMS Damper installation drawings are available from Warner An unusually rough engine can cause the damper to rattle. Gear and may be referred to for hub spline data, mounting bolt hole locations and other data which may be required This noise usually will go away as the engine speed is increased above 1000 to 1200 RPM. The ,,rattle.. is caused by for the making an installation. See form 1109. springs in the damper bottoming out or going solid. A damper which is not correct for the particular engine will SPLINE ENGAGEMENT rattle even thoughthe engine runs properly. The engine builder must check the bell housing design and A noise will sometimes develop after a transmission over- damper design to be sure that the transmission input shaft haul. This noise is usually caused by a distorted damper. splines have full engagement into the damper hub splines. The damper may be distorted during transmission removal There should also be adequate clearance between the or assembly when the transmission input shaft splines are damper and transmission case. (The pump bolts havi:‘Geen still engaged and the rear of the transmission is permitted to overlooked and have caused interference in a few installa- drop down, thus placing a bending load on the damper hub. tions.) Rotate the engine slowly by hand after completing the installation to verify non-interference. The splines of Transmission the input shaft should be lubricated and fit freely into problem exists. Gear rattle is usually the result of an im- splines of damper hub. proper or a defective damper, and is not normally caused by faulty DAMPER BOLTS Body fit bolts must be used to attach the damper to the engine adapter or flywheel. Torsional reversals tend to “work” and loosen common bolts. DAMPER HUB Damper drives for timing gear end installations require a flanged hub to connect the crank shaft with the damper 4, assembly, EARLY DAMPER SPLINES The early Velvet Drive transmission input shaft has IO splines instead of the 26 splines which are currently being supplied. Early damper assemblies were supplied with ten splines to mate with the early transmission input shaft splines. These ten spline damper assemblies may still be purchased for servicing early installations; however, these assemblies may be discontinued as field requirements diminish. 22 gears transmission will parts. sometimes rattle when a damper ,ei A new neutral switch kit (part number 10-04-420-052) is now available and will replace the earlier kit number 71-1 A4A. Kit 10-04-420-052 contains hte following parts: 1 10-04-539-001 Switch and body assembly 1 1 O-00-640-004 Switch and “0” ring assembly 1 1 o-00-1 40-007 Switch 1 1 O-00-1 41-046 “0” Ring 1 1 O-l 6-039-001 Valve cover 1 1 O-l 6-009-001 Switch cam 3 179796 l/4-20 Hex head bolt 3 103319 l/4 Lockwasher 1 71-14 Valve cover 1 71-14 1 OF1340 Valve cover gasket I nst ruct i on’ sheet The new switch and valve cover have a g/16-18 UNF-2A thread. An “0” ring is used to seal between valve cover and switch. This kit is supplied on all new Velvet Drive assemblies. The complete kit is required for servicing the earlier K i t 71-lA4A. TRANSMISSION ALARM KIT A4867HN This is the recommended method for monitoring transmission functions. The temperature will rise to indicate low oil level, low pressure or mechanical problems quicker than a pressure gauge will indicate a drop in line pressure. TRANSMISSION ALARM KIT A4867HS This kit is used in conjunction with the A4867HN kit. This kit provides extra components for making a dual station installation. 23 ROUTINE CHECKS AND MAINTENANCE ANNUAL CHECKS DAILY 1) PROPELLER AND OUTPUT SHAFT ALIGNMENT 1) Check transmission oil level. This check should also be made anytime the propeller strikes a heavy object and after any accident where the boat is stopped suddenly. Shaft alignment should also be checked CHECKS 2) Check for any signs of oil leakage in the bell housing, at gasket sealing surfaces, or at the output shaft oil seal. after the boat has been lifted by a hoist or moved on a 3) A quick visual check of the general condit-/,on of the trailer. equrpment 2) I I SHIFT LEVER 4) Listen for any unusual noises and investigate to deter- POSITIONING The selector controls must position the shift lever exactly in F, N, and R selector positions with the ball poppet centered in the shift lever hole for each position. WINTER STORAGE cooler. This will prevent freezing in cooler climates, and prevent harmful Check all bolts for tightness. COOLER mine the cause of any such noises. 1) Drain water from the transmission oil 3) BOLT TORQUE 4) may cause faulty equipment to be detected. deposits from collecting. CONNECTIONS Check water lines, oil lines and connections for leakage. GENERAL CHECKS Make sure lines are securely fastened to prevent shifting. 1) Check coupling alignment each time a transmission is 5) CHANGING OIL replaced in the boat. A seasonal oil change is recommended in pleasure boats. Work boats require more frequent changes. Change oil anytime the oil becomes contaminated, changes color, or becomes ranted smelling. 6) TRANSMISSION FLUID 2) Check shift linkage adjustment to insure that the transmission shift lever is positioned so that the spring loaded ball enters the chamfered hole in the side of the shift lever. 3) Connect an oil cooler into the cooler circuit before crank- II ing or starting the engine. Various cooler circuits have been Type F, Dexron@ and other hydraulic fluids which meet the used and the correct cooler connections should be found Detroit from service literature prior to making the cooler installation. tion Diesel Allison specifications for Division type of C3 General oils are Motors Corpora- recommended for use in all Velvet Drive marine gears. Lubricating oils which are recommended for use in diesel engines and fall within Allison specifications for C3 oils may be used in all Velvet Drive marine gears if the engine RPM does not exceed 3000. SAE #30 is preferred. SAE #40 is acceptable if high operating temperatures are anticipated. Multi-visosity oils such as low-40 are not acceptable. The first chorce IS SAE-API service class “CD” oils. The second choice is SAE-API servrce class “CC” oils, The equivalent DOD mrl specs are: CD MIL-L-21048 cc MIL-L-45199 4) Use a cooler of sufficient size to insure proper cooling. 5) Check engine rotation and transmission pump setting and the propeller rotation prior to assembling the 6) Check oil pressure and temperature when transmission function indicates that a problem exists. 7) Use the recommended fluid for filling the transmission. 8) Fill the transmission prior to starting the engine. 9) Check oil level immediately after the engine has been shut off. Detroit Diesel Allison Division of General Motors developed the C3 specifications for oils to be used in their hydraulic IO) Use a clean container for handling transmission fluid. 11) Replace cooler line after a transmission failure, prior automatic’and power shift transmissions used in heavy duty or severe service conditions. The oils are very well suited to installing a new or rebuilt transmission. for use in all Velvet Drive marine gears, 12) Check fluid level at operating temperature. Each oil company will provide rnformatron and specifications on specificatrons. their products which fall in the above Automatic transmission fluid and engine oil may be mixed in an emergency, however it IS not a good policy to mix the different fluids for normal use, 24 transmission to engine. SIJBJECT: MATCHING ENGINE, TRANSMISSION AND PROPELLER ROTATION ENGINE ROTATION DESCRIBED HYDRAULIC Modern marine engines are available with left-hand (L.H.) or right-hand (R.H.) turning crankshafts. An engine which rotates clockwise when viewed from the front or timing end would be described as having counter clockwise rotation when viewed from the rear or flywheel end of the engine. It is therefore important that a position be selected from which rotation is described so that confusion will not exist. A transmission may be mounted to either the flywheel or timing gear end of the engine, see figures 16 Et 17. It is therefore necessan/ to describe engine rotation with respect to the transmission when selecting an engine and transmission combrnation. Th’e’transmission front adapter and pump housing are designed to permit the pump to be mounted in either of two positions. Each position permits oil to be pumped when pump gears are rotated in one direction only. The pump can only pump oil when any point on the gears is rotated past the inlet first, then past the crescent shaped portion of the pump housing which separates the inlet from the outlet and then past the pump outlet. Transmission selection will be simplified when the following method is used to describe engine rotation. This method may not agree with the method used by the engine manufacturer. Face the end of the engine on which the transmission is mounted and describe rotation as right-hand if the engine rotates clockwise. Describe engine rotation as left-hand if the engine rotates counter clockwise. TRANSMISSION SHAFT ROTATION DESCRIBED Describe transmission shaft rotation when standing behind the transmission facing the engine on which the transmission is mounted. The output shaft may rotate in the same direction as the input shaft or in the direction opposite to input shaft, depending upon the model. Transmission input shaft rotation must always agree with engine rotation. Charts in the Velvet Drive installation manual should be used to help in selecting a suitable Velvet Drive, engine, and propeller combination. PROPELLER ROTATION A right-hand propeller will move the boat forward when turned clockwise as viewed from behmd the boat, see figures 18 & 19. A left-hand propeller will move the boat forward when turned. counter clockwise as viewed from behind the boat. Propeller hand of rotation must be the same as the transmission output shaft when operating in forward. It should be realized that when a V-Drive unit is used and shaft rotation is viewed from behind the V-Drive you would be facing to the rear of the boat. For this reason the charts showing V-Drive shaft and propeller rotation seem to disagree, however when both are described when standing behind the boat, the rotation does agree. Propeller selection is very important since the transmission should only be operated in forward selector position to drive the boat forward. When the wrong hand propeller is selected, the transmission must be operated in reverse to drive the boat forward and early transmission failure should be expected. PUMP INDEXING The pump must be correctly indexed for each direction of rotation. An arrow with TOP L.H. and a second arrow with TOP R.H. can be found on early pump housings. The arrow which is located nearer the top of pump housing points in the direction the pump must rotate to pump oil. The letters L.H. and R.H. describe the required pump rotation when facing the pump and tells the same thing as the arrow points out. The letters L.H. and R.H. have been removed from current pump assemblies, (Fig. 20). The wise mechanic will always check the pump setting prior to transmission installation to be sure that the arrow agrees with engine rotation. II Pump rotation is viewed from the opposite end of the transmission from which shaft and engine rotation is described. The arrow showing left hand rotation should be nearer the top of the units behind clockwise rotating engines. The arrow showing right hand rotation should be nearer the top on units behind counterclockwise rotating engines. TO INDEX PUMP FOR OPPOSITE HAND ROTATION CAUTION: This procedure is not applicable to CR2 units, or the AS3. AS1 3, 10-l 7 and lo-18 models which have 2.1O:l In-Line reduction ratios because special planetary gear mountings are used which are different for each rotation. These models must not be reindexed from the original factory settings. 1) Remove the four bolts which hold the pump to the transmission, (Fig. 16). 2) Loosen the pump housing. A rubber or plastic hammer may be used to tap the oil boss, but do not strike the bolt bosses. 3) Do not remove the pump from the shaft unless a seal protector is used to prevent the shaft splines from cutting the pump seal. 4) Care should be taken to see that the pump gasket does not stick to the pump housing during rotation, causing the gasket to be folded or torn. 5) Locate pump with the arrow indicating the proper direction of input shaft rotation nearer top of transmission. 6) Care must be taken to see that the gasket, seal and bolt bosses are kept in good condition to prevent leaks in these critical areas. 7) Torque the four bolts to 17-22 ft. Ibs. (25.3-32.7 kg/m.). 25 ON, ORTlMlNO AR EN0 OF --I IOlNC LEFT FIGURE 16 TYPICAL PORT TIMING GEAR END INSTALLATION STARBOARD Right>&L Hand Hand Rotation Rotation FIGURE 17 HAND ENGINE TYPICAL FLYWHEEL END INSTALLATION PUKP HOUSING b.;d’-‘6---~&t Hand Rotation Rotation *> INBOARD OUTBOARD FIGURE 18 TWIN INSTALLATIONS - Showing inboard b outboard turning props. Outboard turning props are preferred. LEFT HAND RIGHT HAND FIGURE 19 SINGLE PROP INSTALLATION - Showing right and left hand prop rotation. Right hand propellers are used more often than left hand propellers. 26 1 FIGURE 20 For a given direction of input shaft rotation, assemble oil pump with arrow at top potnting in the sam13 i direction. Looking into pump the arrow points to your Ieft.*~ on above unit, however this unit would be described a6 ‘~2 having clockwise rotation when standing behind unit Wh#a describing shaft rotation.