Volvo Penta Aquamatic Models 100 100b Stern Drive Repair Manual – PDF DOWNLOAD

Workshop Manual

Drive

C 2(0)

Aquamatic 100, 100B

Table of contents Safety Precautions ......................................................................

2

General Information .....................................................................

5

Repair instructions and methods ...............................................

6

Part I

Description ...................................................................................

8

Part II

Reconditioning the upper gear ................................................... 10

Part III

Part IV

A.

Disassembling the outboard drive unit ................................... 10

B.

Removing the upper gear housing ......................................... 10

C.

Reconditioning the double bearing-box .................................. 12

D.

Adjusting the upper drive ........................................................ 14

E.

Reconditioning the control mechanism................................... 18

F.

Fitting the upper drive ............................................................. 18

Reconditioning the intermediate housing, yoke and oil pump ........................................................................ 19 A.

Disassembling ........................................................................ 19

B.

Assembling............................................................................. 19

Reconditioning the lower gear .................................................... 20 A.

Disassembling ........................................................................ 20

B.

Determining the thickness of shims for the lower gear assembly on the propeller shaft ..................................... 21

C.

Assembling the propeller shaft gear wheel assembly............. 22

D.

Fitting the intermediate shaft with bearing and gear wheel ..... 23

E.

Checking the backlash ........................................................... 23

F.

Assembling the outboard drive unit ........................................ 24

Part V

Test-running the outboard drive unit ......................................... 25

Part VI

Lubricating instructions .............................................................. 25

Part VII

Specifications .............................................................................. 26

Part VIII Special tools list........................................................................... 27 Part IX

Tables, assembly drawings ......................................................... 28

Part X

Reconditioning instructions for drive model 100B ................... 37

1

Safety Precautions Introduction This Workshop Manual contains technical specifications, descriptions and instructions for the repair of the Volvo Penta products or product types described in the Table of Contents. Check that you have the correct Workshop Manual for your engine.

Before starting work on the engine read the “Safety Precautions”, “General Information” and “Repair Instruction” sections of this Workshop Manual carefully.

Important

Check that the warning or information labels on the product are always clearly visible. Replace labels which have been damaged or painted over.

Engines with turbocharger (TC): Never start the engine without installing the air cleaner (ACL) filter. The rotating compressor in the Turbo can cause serious personal injury. Foreign objects entering the intake ducts can also cause mechanical damage.

In this book and on the product you will find the following special warning symbols.

WARNING! Possible danger of personal injury, extensive damage to property or serious mechanical malfunction if the instructions are not followed.

IMPORTANT! Used to draw your attention to something that can cause damage or malfunctions on a product or damage to property.

Note! Used to draw your attention to important information that will facilitate the work or operation in progress.

Below is a summary of the risks involved and safety precautions you should always observe or carry out when operating or servicing the engine.

Immobilize the engine by turning off the power supply to the engine at the main switch (switches) and lock it (them) in the OFF position before starting work. Set up a warning notice at the engine control point or helm.

As a general rule all service operations must be carried out with the engine stopped. However, some work, for example certain adjustments require that the engine is running when they are carried out. Approaching an engine which is operating is a safety risk. Loose clothing or long hair can fasten in rotating parts and cause serious personal injury. If working in proximity of an engine which is operating, careless movements or a dropped tool can result in personal injury. Take care to avoid contact with hot surfaces (exhaust pipes, Turbocharger (TC), air intake pipe, start element etc.) and hot liquids in lines and hoses on an engine which is running or which has just been stopped. Reinstall all protective parts removed during service operations before starting the engine.

2

Never use start spray products or similar when starting the engine. They may cause an explosion in the inlet manifold. Danger of personal injury.

Avoid opening the filler cap for engine coolant system (freshwater cooled engines) when the engine is still hot. Steam or hot coolant can spray out. Open the filler cap slowly and release the pressure in the system. Take great care if a cock, plug or engine coolant line must be removed from a hot engine. Steam or hot coolant can spray out in any direction.

Hot oil can cause burns. Avoid getting hot oil on the skin. Ensure that the lubrication system is not under pressure before carrying out any work. Never start or operate the engine with the oil filler cap removed, otherwise oil could be ejected.

Stop the engine and close the sea cock before carrying out operations on the engine cooling system.

Only start the engine in a well-ventilated area.

If operating the engine in an enclosed area ensure that there is exhaust ventilation leading out of the engine compartment or workshop area to remove exhaust gases and crankcase ventilation emissions.

Always use protective glasses or goggles when carrying out work where there is a risk of splinters, grinding sparks, acid splashes or where other chemicals are used. The eyes are extremely sensitive, an injury could result in blindness!

Avoid getting oil on the skin! Repeated exposure to oil or exposure over a long period can result in the skin becoming dry. Irritation, dryness and eczema and other skin problems can then occur. Used oil is more dangerous than fresh oil from a health aspect. Use protective gloves and avoid oil soaked clothes and shop rags. Wash regularly, especially before eating.

There are special skin creams which counteract drying out of the skin and make it easier to clean off dirt after work is completed.

Many chemicals used on the product (for example engine and transmission oils, glycol, gasoline and diesel oil), or chemicals used in the workshop (for example degreasing agents, paint and solvents) are dangerous to health.

Read the instructions on the product packaging carefully! Always follow the safety precautions for the product (for example use of protective mask, glasses, gloves etc.). Make sure that other personnel are not exposed to hazardous chemicals, for example in the air. Ensure good ventilation in the work place. Follow the instructions provided when disposing of used or leftover chemicals.

Exercise extreme care when leak detecting on the fuel system and testing the fuel injector jets. Use eye protection. The jet from a fuel injector nozzle is under extremely high pressure and has great penetrative energy, so the fuel can penetrate deep into the body tissue and cause serious personal injury. Danger of blood poisoning.

All fuels and many chemical substances are flammable. Do not allow naked flame or sparks in the vicinity. Fuel, certain thinner products and hydrogen from batteries can be extremely flammable and explosive when mixed with air.

Smoking is not to be permitted in the vicinity!

Ensure that the work area is well ventilated and take the necessary safety precautions before starting welding or grinding work. Always ensure that there are fire extinguishers at hand when work is being carried out.

Ensure that rags soaked in oil or fuel and used fuel or oil filters are stored safely. Rags soaked in oil can spontaneously ignite under certain circumstances. Used fuel and oil filters are environmentally dangerous waste and must be deposited at an approved site for destruction together with used lubricating oil, contaminated fuel, paint remnants, solvent, degreasing agents and waste from washing parts.

Never expose a battery to naked flame or electrical sparks. Never smoke in proximity to the batteries. The batteries give off hydrogen gas during charging which when mixed with air can form an explosive gas – oxyhydrogen. This gas is easily ignited and highly volatile. Incorrect connection of the battery can cause a single spark which is sufficient to cause an explosion with resulting damage. Do not shift the connections when attempting to start the engine (spark risk) and do not lean over any of the batteries.

Always ensure that the Plus (positive) and Minus (negative) battery leads are correctly installed on the corresponding terminal posts on the batteries. Incorrect installation can result in serious damage to the electrical equipment.

Refer to the wiring diagrams.

Always use protective goggles when charging and handling the batteries. Battery electrolyte contains sulfuric acid which is highly corrosive.

Should the battery electrolyte come into contact with unprotected skin wash off immediately using plenty of water and soap. If battery acid comes in contact with the eyes, immediately flush with plenty of water and obtain medical assistance at once.

Turn the engine off and turn off the power at the main switch(es) before carrying out work on the electrical system.

Clutch adjustments must be carried out with the engine stopped.

3

Use the lifting eyes fitted on the engine/reverse gear when lifting the drive unit. Always check that the lifting equipment used is in good condition and has the load capacity to lift the engine (engine weight including reverse gear and any extra equipment installed).

Use an adjustable lifting beam or lifting beam specifically for the engine to raise the engine to ensure safe handling and to avoid damaging engine parts installed on the top of the engine.

All chains and cables should run parallel to each other and as perpendicular as possible in relation to the top of the engine.

If extra equipment is installed on the engine which alters its center of gravity a special lifting device is required to obtain the correct balance for safe handling.

Never carry out work on an engine suspended on a hoist without other supporting equipment attached.

Never work alone when removing heavy engine components, even when using lifting devices such as locking tackle lifts. When using a lifting device two people are usually required to do the work, one to take care of the lifting device and another to ensure that components are lifted clear and not damaged during the lifting operations. If working onboard a boat check before starting work if there is enough room to carry out removal work without risking personal injury or damage to the engine or parts.

4

The components in the electrical system, in the ignition system (gasoline engines) and in the fuel system on Volvo Penta products are designed and manufactured to minimize the risk of fire and explosion. The engine must not be run in areas where there are explosive materials.

Always use the fuels recommended by Volvo Penta. Refer to the Instruction manual. Use of fuels that are of a lower quality can damage the engine. On a diesel engine poor quality fuel can cause the actuating rod to seize and the engine to overrev with resulting risk of damage to the engine and personal injury. Poor fuel quality can also lead to higher maintenance costs.

General Information About this Workshop Manual This Workshop Manual contains technical specifications, descriptions and instructions for the repair of the following drives in standard format: Aquamatic 100, Aquamatic 100B. The Workshop Manual can show operations carried out on any of the drives listed above. As a result the illustrations and pictures in the manual that show certain parts on the drives, do not in some cases apply to all the drives listed. However the repair and service operations described are in all essential details the same. Where they are not the same this is stated in the manual and where the difference is considerable the operations are described separately. The Drive Designations and Series Number (PZ-No.) can be found on the product plate. Please always include both the drive designation and the PZ number in all correspondence.

The Workshop Manual is produced primarily for the use of Volvo Penta workshops and service technicians. For this reason the manual presupposes a certain basic knowledge of marine propulsion systems and that the user can carry out the mechanical/electrical work described to a general standard of engineering competence.

Volvo Penta products are under a continual process of development and we therefore reserve all rights regarding changes and modifications. All the information in this manual is based on product specifications available at the time the book was published. Any essential changes or modifications introduced into production or updated or revised service methods introduced after the date of publication will be provided in the form of Service Bulletins.

Replacement parts Replacement parts for the electrical and fuel systems are subject to various national safety requirements, for example the United States Coast Guard Safety Regulations. Volvo Penta Original Spare Parts meet these specifications. Any type of damage which is the result of using replacement parts that are not original Volvo Penta replacement parts for the product in question will not be covered under any warranty or guarantee provided by AB Volvo Penta.

5

Repair instructions and methods The working methods described in the Workshop Manual apply to work carried out in a workshop. The drive has been removed from the boat and is installed in an overhaul fixture. Unless otherwise stated reconditioning work which can be carried out with the drive in place follows the same working method.

Warning symbols used in this Workshop Manual (for full explanation of the symbols refer to the section; “Safety Precautions”) WARNING! IMPORTANT! Note! are not in any way comprehensive since it is impossible to predict every circumstance under which service work or repairs may be carried out. Volvo Penta AB can only indicate the risks considered likely to occur as a result of incorrect working methods in a well-equipped workshop using working methods and tools tested by Volvo Penta AB. All operations described in the Workshop Manual for which there are Volvo Penta Special Tools available assume that these tools are used by the service technician or person carrying out the repair. Volvo Penta Special Tools have been specifically developed to ensure as safe and rational working methods as possible.

It is therefore the responsibility of the person or persons using other than Volvo Penta Special Tools or approved Volvo Penta working methods (as described in a Workshop Manual or Service Bulletin), to acquaint themselves of the risk of personal injury or actual mechanical damage or malfunction that can result from failing to use the prescribed tools or working method.

In some cases special safety precautions and user instructions may be required in order to use the tools and chemicals mentioned in the Workshop Manual.

Always follow these precautions as there are no specific instructions given in the Workshop Manual.

By following these basic recommendations and using common sense it is possible to avoid most of the risks involved in the work. A clean work place and a clean drive will eliminate many risks of personal injury and drive malfunction.

Above all when working on the fuel system, engine lubrication system, air intake system, Turbocharger unit, bearing seals and seals it is extremely important to observe the highest standards of cleanliness and avoid dirt or foreign objects entering the parts or systems, since this can result in reduced service life or malfunctions.

6

Our joint responsibility Every engine, drive or marine gearbox consists of many systems and components that work together. If one component deviates from the technical specifications this can have dramatic consequences on the environmental impact of the engine even if it is otherwise in good running order. It is therefore critical that the stated wear tolerances are observed, that systems which can be adjusted are correctly set up and that only Volvo Penta Original Parts are used. The stated service intervals in the Maintenance Schedule must be followed.

Some systems, such as the components in the fuel system (engine), require special expertise and special testing equipment for service and maintenance. Some components are factory sealed for environmental and product specific reasons. Under no circumstances attempt to service or repair a sealed component unless the service technician carrying out the work is authorized to do so.

Bear in mind that most of the chemicals used around boats are harmful to the environment if used incorrectly. Volvo Penta recommends the use of bio-degradable degreasing agents for all cleaning of components unless otherwise stated in the Workshop Manual. When working onboard a boat make a special point of preventing oil, waste water from washing components entering the bilges; instead remove all such waste for safe disposal at an approved site for destruction.

Tightening torques The correct tightening torques for critical joints which must be tightened using a torque wrench are stated in the method descriptions in the Workshop Manual. All tightening torques apply to cleaned threads, bolt heads and mating surfaces. Tightening torques stated are for lightly oiled or dry threads. Where grease, locking or sealing agents are required for screwed joints this is stated in both the operation description and in “Tightening Torques”. Where no tightening torque is stated for a joint use the general tightening torques according to the tables below. The tightening torques stated are a guide and the joint does not have to be tightened using a torque wrench.

Dimension Tightening torque Nm

lbf.ft.

M5

6

4,4

M6

10

7,4

M8

25

18,4

M10

50

36,9

M12

80

59,0

M14

140

103,3

Tightening torque with Protractor tightening (angle tightening) Tightening using both a torque setting and a protractor angle requires that first the recommended torque is applied using a torque wrench and then the recommended angle is added according to the protractor scale. Example: a 90° protractor tightening means that the joint is tightened a further 1/4 turn in one operation after the stated tightening torque has been applied.

Lock nuts Do not re-use lock nuts that have been removed during disassembly operations as these have reduced service life when re-used - use new nuts when assembling or reinstalling. For lock nuts with a plastic insert such as Nylock® the tightening torque stated in the table is reduced if the Nylock® nut has the same head height as a standard hexagonal nut without plastic insert. Reduce the tightening torque by 25% for bolt size 8 mm or larger. Where Nylock® nuts are higher, or of the same height as a standard hexagonal nut, the tightening torques given in the table apply.

Strength classes

Make sure that mating surfaces are dry and free from oil, grease, paint and anti-corrosion agent before applying sealant or locking fluid. Always follow the manufacturer’s instructions for use regarding temperature range, curing time and any other instructions for the product.

Two different basic types of agent are used: RTV agent (Room temperature vulcanizing). Used for gaskets, sealing gasket joints or coating gaskets.

RTV is visible when a part has been disassembled; old RTV must be removed before resealing the joint.

Example on RTV agents are: Loctite® 574, Volvo Penta P/N 840879-1, Permatex® No. 3, Volvo Penta P/N 1161099-5, Permatex® Nr 77. Old sealant can be removed using methylated spirits in all cases.

Anaerobic agents. These agents cure in an absence of air. They are used when two solid parts, for example cast components, are installed face-to-face without a gasket. They are also commonly used to secure plugs, threads in stud bolts, cocks, oil pressure switches and so on. The cured material is glass-like and it is therefore colored to make it visible. Cured anaerobic agents are extremely resistant to solvents and the old agent cannot be removed. When reinstalling the part is carefully degreased and then new sealant is applied.

The following examples on agents are anaerobic: Loctite® 572 (white), Loctite® 241 (blue).

Note: Loctite® is the registered trademark of Loctite Corporation, Permatex® the registered trademark of the Permatex Corporation.

Bolts and nuts are divided up into different classes of strength; the class is indicated by the number on the bolt head. A high number indicates stronger material, for example a bolt marked 10-9 indicates a higher strength than one marked 8-8. It is therefore important that bolts removed during the disassembly of a bolted joint must be reinstalled in their original position when assembling the joint. If a bolt must be replaced check in the replacement parts catalogue to make sure the correct bolt is used.

Sealant A number of sealants and locking liquids are used on the products. The agents have varying properties and are used for different types of jointing strengths, operating temperature ranges, resistance to oil and other chemicals and for the different materials and gap sizes.

To ensure service work is correctly carried out it is important that the correct sealant and locking fluid type is used on the joint where the agents are required.

In this Volvo Penta Workshop Manual the user will find where these agents are applied.

During service operations use the same agent or an alternative from a different manufacturer.

7

I. Description The outboard drive unit is manufactured of special light-alloy having high anti-corrosion properties. The propeller is made of the same material which together with the zinc ring (18), reduces galvanic corrosion to a minimum.

The unit pivots in a yoke which gives the boat very good steering properties. The yoke is attached to the breast plate (24) by means of two studs which also permit the unit to be tilted. When running astern the unit is retained in the lowered position by means of a catch (25).

The outboard unit has an ahead and astern gear with a shift mechanism of type Volvo Penta “Silent-shift”.

This mechanism has self-adjusting taper friction surfaces which permit quiet and easy engagement.

The unit consists of three main components, the upper gear housing (7) with drive joint (5) of “R-Zeppa” type (model 100B universal joint), the ahead and astern gear (9 and 13), intermediate housing (16) with oil pump (17) (not on model 100B) and the lower gear housing (23) with propeller gear. The function is briefly as follows: Power from the engine is transmitted to the upper gear housing through the vibration-damper (2), shaft (4) and drive joint (5). The R-Zeppa drive joint (universal joint on model 100B) permits the outboard drive unit to be pivoted both vertically and horizontally. From the drive joint the power is transmitted to the input gear (8) which is in constant mesh with the gear wheels (9) and (13).

The upper countershaft (14) for the propeller gear is carried in the gear wheels (9) and (13) so that the gears can rotate independently of the shaft. Between the bearing journals the shaft is provided with a thread on which the engaging sleeve (11) can be moved upwards and downwards under the influence of the control mechanism. Both ends of the engaging sleeve are tapered so that when the sleeve is moved upwards or downwards, the tapered surfaces engage with the corresponding tapers (10) and (12) screwed to the gear wheels for astern and ahead respectively. Since the engaging sleeve is carried on the thread of the intermediate shaft, increased transmission torque from the engine assists in a more positive engagement of the tapers.

8

When the control lever is moved to the “Ahead” position, the engaging sleeve (11) engages with the taper (12) of the lower gear wheel whereby the countershaft for the propeller gear is locked with the gear wheel.

The propeller will then rotate for running ahead. When moving astern the engaging sleeve is shifted upwards until it engages with the taper (10) of the gear wheel, thus producing the opposite direction of rotation. This is current for standard rotation.

The propeller gear rotates in oil, whereas the ahead and astern gear, drive joint and other rotating parts are pressure lubricated by oil supplied by an oil pump (17). The pump is fitted in the intermediate housing and sucks oil from the lower gear housing through the strainer (22) and feeds it through channels to the various lubricating points in the upper gear housing. The drive model 100B has an modified lubrication system, see under the heading “Model 100B” below.

Model 100B. The drive model 100B is an further development of the model 100. The essential modifications are that the “R-Zeppa” type of drive joint (5) is replaced by a double universal joint. The double bearing box in the upper gear housing is modified and fitted with a sealing ring. Extra rubber bellows as protection for the universal joint bellows are fitted on the mounting collar. The oil pump (17) and oil strainer (22) are deleted. In connection with this the oil capacity was increased from approx. 2 litres (4.2 US pints) to 3.1 litres (6.5 US pints).

The oil quality and viscosity also differs.

Reconditioning instructions for the universal joint, the double bearing box and the “Specifications” for the model 100B, see page 37. Remaining overhaul procedures for the 100B are the same as for model 100.

Fig. 1. Sectional view of outboard unit.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

Flywheel Vibration-damper Flywheel housing Drive shaft Universal joint Steering rod Upper gear housing Input gear Gear wheel “astern” Taper “astern” Engaging sleeve Taper “ahead” Gear wheel “ahead” Upper intermediary shaft Oil dipstick Intermediate housing Oil pump Zinc ring Bearing housing Needle bearing Lower intermediary shaft Oil strainer Lower gear housing Yoke Retaining pawl Breast plate

9

II. Reconditioning the upper gear It is most important that the workbench and tools should be kept clean when working on the outboard drive unit in order to prevent dirt from getting into bearings, bushings, etc. Always wash off the unit externally before removing it. The figures quoted in brackets in the text refer to the exploded drawing at the end of the book. The tools mentioned in the text are illustrated and described on page 27.

A. Disassembling the outboard drive unit 1.

Drain the oil from the outboard drive unit (see fig.

42) and screw out the oil dipstick.

2.

Remove the casing over the control mechanism and disconnect the control rod. Unscrew the four bolts which hold the gear housing and handle to the intermediate port.

3.

Knock the housing lightly with a rubber mallet until the gasket loosens and the housings can be separated. NOTE the oil pipe from the oil pump to the upper gear housing and the sleeve connecting the upper and lower intermediate shaft.

Fig. 2. Disassembling the universal joint.

10

4.

Unscrew the bolts which secure the lower gear housing to the intermediate housing and carefully knock one of the housings with a rubber mallet until the gasket loosens and the housings can be separated.

B. Removing the upper gear housing 1.

Clamp the gear housing with the help of tools 884162 and SVO 4109 as shown in Fig. 2.

Fig. 3. Removing the oil pump drive pinion.

Fig. 4. Pressing out the upper gear wheel.

Fig. 5. Removing the bearing for the upper gear wheel.

2.

Take off the circlip (62) with a pair of expanding pliers which are inserted through the recess in the joint for the input shaft (Fig 2). Pull off the joint.

11 .

Press out the lower gear wheel and bearing from the bearing housing, use sleeve 884224 and intermediate piece 884166 when pressing out.

3.

Place tool 884137 on the input shaft, engage a gear and remove the oil pump drive pinion as shown in Fig. 3.

12.

Pull off the ball bearing on the lower gear wheel with the help of a knife puller (see Fig. 6.)

13.

4.

Unscrew the cross recess screws for the control mechanism and remove this.

Wash the parts clean, check for wear and replace any parts if necessary.

5.

Unscrew the six recessed hexagon bolts which secure the double bearing box (17) for the input shaft and pull out the shaft with bearing box and gear wheel.

6.

Unscrew the four bolts on the gear housing cover and pull off the cover.

7.

NOTE. Gear wheels with engaging tapers are sold in matched sets in order to obtain the correct tooth contact.

Remove the circlips (40) and spacing rings (38).

Lift up the upper gear wheel and pull out the intermediate shaft.

Note. Be extremely careful with the engaging sleeve and tapers of the gear wheels so that these are not scratched.

8.

Unscrew the bolts for the lower bearing housing and knock this out together with the lower gear.

Make a note of the number of shims for all gear assemblies in case neither the gear wheels, housing nor bearings need replacing, in which case the same shim thickness is used again.

9.

Press off the upper gear wheel from the bearing with the help of a press and sleeve and intermediate piece as shown in Fig. 4.

10.

Press out the bearing from the bearing sleeve by using a press, drift 884167 and sleeve as shown in Fig. 5.

Fig. 6. Pulling off the ball bearing on the lower gear wheel.

11

C. Reconditioning the double bearing box

width of the spacing ring, this part is stocked in seven different sizes. Fitting the bearings and determining the width of the spacing ring is carried out as follows:

Removing

1.

Place a spacing ring on a surface table and place one of the bearings on this with the wide side of the bearing inner ring facing the spacing ring.

2.

Apply a dial indicator gauge to the bearing outer ring and set it to zero. See fig. 9.

3.

Move the dial indicator gauge over to the inner ring and note the reading.

4.

Repeat the process with the other bearing.

5.

Add together both these plus or minus values.

See the example in point 7 below.

6.

Measure the distance between the two contact surfaces of the bearings in the bearing box with a micrometer (see measurement A, Fig. 10).

7.

The width of the spacing ring is obtained by adding to or subtracting from measurement A the value obtained in accordance with point 5.

1.

Secure the gear wheel shaft in a vice provided with copper jaws.

2.

Knock up the locking washer and unscrew the round nut.

3.

Press the gear wheel together with the inner bearing from out of the bearing box using press 884163 and plate 884162 with sleeve 884224.

Note the spacing ring between the bearings. Use intermediate piece 884166 between the bolt and the gear wheel shaft in order to avoid damaging the shaft when pressing out (see Fig. 7).

4.

Press off the inner bearing from the gear wheel with the help of plate 884165 together with the special pins provided for the purpose. Use the shorter pins until they “bottom” and complete pressing out with the longer pins. Use the intermediate piece between the bolt and the gear wheel shaft when pressing out. See Fig. 8.

5.

Drive the outer bearing from the bearing box with drift 884167.

6.

Check for wear on the bearings and gear wheels and replace any ports if necessary.

Fitting the double bearing box The bearings in the double bearing box are angular contact ball bearings. They should have a certain take-up in order to absorb thrust from the gear wheel, so that a spacing ring is fitted between them. Since the take-up of the bearings is directly dependent on the

Fig. 7. Disassembling the double bearing box.

12

Example: When measuring the bearings, the dial indicator gauge gave readings of +5 and +6 respectively. Adding these two values together gives +11. Measurement A gave a micrometer reading of 11.99 mm. In this case the width of the spacing ring would have been 11.99 – 0.11 = 11.88 mm.

If the value obtained in accordance with point 5 should be negative (–), measurement A should be added to the measurements of the bearings in order to obtain the correct width for the spacing ring.

With the same values as in the above example, the width of the spacing ring in this case would be 11.99 + 0.11 = 12.10 mm.

Fig. 8. Removing the inner bearing from the input shaft.

Fig. 9. Measuring the angular contact ball bearing.

If it should happen that no spacing ring is available for the measurement obtained, shims should be used to obtain the exact value. In this connection it may also be necessary to grind down the spacing ring to the correct width.

8.

Lubricate the bearings and fit these together with the spacing ring in the double bearing box. Note that the bearings should be fitted so that the thinner sides of the inner rings on each bearing face each other (Fig. 10).

9.

Press the bearing box onto the gear wheel (Fig. 11).

Fig. 10. Double bearing housing.

Fig. 11. Pressing the double bearing housing onto the input gear wheel.

10.

Tighten the round nut and lock it with the locking washer.

11.

Secure the gear wheel assembly in a vice and wind a cord round the bearing box. If the take-up of the bearings is correct, the bearing box should begin to rotate when a weight of 1.0–1.5 kg (2.2– 3.3 lb) is hung on the end of the cord, see Fig. 12.

If the torque is too small, a thinner spacing ring should be fitted and if it is too large, a thicker ring should be fitted.

Fig. 12. Checking the bearing tension in the double bearing housing

13

D. Adjusting the upper drive In order for the gearing to have long useful life and to be quiet running, it is most important that the tooth contact between the gears is correct. For this reason both the gear housing and gear wheels are marked with figures which, as far as the gear wheels are concerned, indicate the deviation from the nominal measurement, and as far as the gear housing is concerned, indicate the distance from the center of the gear housing to the contact faces of the respective gear wheel assemblies.

These measurements are designated by D, E and F on the assembly drawing on page 36.

The measurements are stamped onto the face of the gear housing which seals against the intermediate housing, see Fig. 13. In order to assist in differentiating these measurements, these have letter designations conforming to those on the assembly drawing. In order to adjust the gearing, the measurements A, B and C must also be known. The nominal values of these measurements are 15.050, 23.390 and 31.475 mm respectively, but due to manufacturing tolerances in the bearings and bearing sleeves, these measurements must always be checked after any reconditioning has been carried out. In order for this to be possible, a measuring tool intended for use with a dial indicator gauge, and an adjusting master gauge with the above-mentioned nominal measurements, have been produced. Since it is very difficult to produce a master gauge with the exact measurements, we have permitted certain tolerances on this gauge. Deviations from the nominal measurements are therefore etched onto the respective “step” of the master gauge, see Fig. 14. If, for example, the measuring tool is set to 31.475 mm and the master gauge is marked +5, the dial indicator gauge should show +5 when adjusting. The correct measurement is thus obtained when the dial shows ±0 after adjustment.

fig. 13. An example of marking on the upper drive housing

14

Fig. 14 Master gauge.

We would ask you to follow the instructions given below very carefully so that the gearing can be adjusted quickly and accurately.

DETERMINING THE SHIM THICKNESS FOR THE GEAR WHEEL ASSEMBLY ON THE INPUT SHAFT 1.

Adjust the measuring tool 884144 to 31.475 mm with the help of the master gauge 884160 (the upper ”step”), see Fig. 15. Note: If the master gauge is marked with a figure on the side of this “step”, the dial indicator gauge should be adjusted so that it gives the same reading when the measur-

Fig. 15. Adjusting the measuring tool with the master gauge on the upper “step”.

Fig. 16. Checking the measurement 31.475 mm (1.239") on the double bearing boxing.

Fig. 17. Pressing the bearing into the bearing housing for the upper gear wheel. ing pointer is in contact with the master gauge. If, for instance, the master gauge is marked +6, the dial should show the same figure on the right-hand side of the face. If the master gauge is marked with a figure having a minus sign in front of it, the dial should be adjusted to the same figure but on the left-hand side of the face.

2.

Apply the measuring tool to the double bearing box with the measuring rod of the tool inserted through one of the holes in the gear wheel, see Fig. 16.

3.

Read off the plus or minus value shown by the dial and add to it the value marked on the gear wheel. The value thus obtained indicates the deviation from the nominal measurement.

4.

Turn to Table 1 and look for the measurement of the housing on the horizontal scale and the measured value on the vertical scale. By drawing a horizontal line and a vertical line respectively from these points until the lines intersect, the shim thickness expressed in hundredths of a millimeter can be read off from the diagonal lines in the nomogram.

3.

Apply the measuring tool to the bearing housing with the measuring rod of the tool on the inner ring of the bearing and note the dial indicator gauge reading (Fig. 18). Add the reading to the figures etched on the gear wheel.

4.

Read off the shim thickness in Table 2 in the same way as in the previous case.

DETERMINING THE SHIM THICKNESS FOR THE UPPER GEAR WHEEL 1.

Lubricate the ball hearing and press it into the gearing housing so that the recesses in the bearing races for fitting the balls face away from the gear wheel. Use drift 884168 which fits on the outer ring of the bearing (Fig. 17).

2.

Set the measuring tool to 15.050 mm (the lowest “step� on the master gauge). Note the marking on the side of the master gouge.

Fig. 18. Checking the measurement 15.050 mm (0.593") for the upper gear assembling.

15

Fig. 21. Pressing the bearing housing onto the upper gear

Fig. 19. Pressing the bearing into the bearing housing for the lower gear wheel.

DETERMINING THE SHIM THICKNESS FOR THE LOWER GEAR WHEEL 1.

Press the bearing into the bearing housing.

When doing this, the bearing should be stuck to prevent it from moving up when disengaging, which otherwise may happen. A suitable adhesive is Locktite or similar. Turn the bearing so that the recesses in the races for fitting the balls face away from the gear wheel. Use drift 884168 for pressing in, see fig. 19.

2.

Determining the shim thickness for the lower gear is carried out in the same way as in the previous case (Fig. 20) except that the measuring tool should be adjusted to 23.390 mm (the middle “step”) and that Table 3 should be used.

CHECKING THE BACKLASH 1.

Press the bearing and bearing housing of the upper gear assembly on the gear wheel using drift 884167. Use 884165 as backing and place 884214 between the backing and the gear wheel so that the taper is not damaged while being pressed on, see Fig. 21.

Note. If any of the tapers is marked with “B”, the gear wheel with this marking should be used as “Astern” gear.

Fig. 20. Checking the measurement 23.390 mm (0.921") for the lower gear assembling.

16

2.

Place the O-ring on the bearing housing and drive in the dowel. Do not confuse the hole for the dowel with the oil channel.

3.

Coat the teeth of the gear wheels on the input shaft with marking paint as well as the upper gear assembly and then fit first the upper gear assembly and then the input pinion together with their respective shims into the gear housing. Red lead mixed with lubricating oil should preferably be used as marking paint. This is dissolved by the oil in the gear housing during operation and does not need to be wiped off after test running.

4.

Pull round the gear assembly in the right direction of rotation and at the same time braking sharply so that a clear contact pattern appears on the teeth. Use tools 884137 and 884216, see Fig. 22.

Fig. 22. Pulling round and braking the gear assembly.

5.

Measure the backlash with a rocker indicator gauge as shown in Fig. 23. The backlash should be 0.10–0.20 mm (0.004–0.008").

6.

Remove the gear wheel assembly and compare the contact pattern on the teeth with that shown in Fig. 24. Adjust the thickness of the shims for the upper gear assembly if necessary.

Fig. 23. Checking the backlash.

Fig. 24. Correct tooth contact pattern on upper drive gears.

7.

Press the lower gear assembly bearing with bearing housing onto the gear wheel using drift 884167. Use plate 884165 as backing and place 884214 between the gear wheel and backing so that the taper is not damaged while being pressed on, see Fig. 25.

8.

Check the tooth contact of the lower gear assembly in the same way as described previously and if necessary adjust the shim thickness of the lower gear assembly if the contact pattern is not correct.

Fig. 25. Pressing the bearing housing onto the lower gear wheel.

17

be stretched out more than is necessary to place them in their grooves. Do not confuse the hole for the guide pin with the oil channel when fitting the cover (5). The cover bolts should be tightened to a torque of 15–20 lb.ft. Tighten the bolts evenly and in diagonal sequence so that the intermediate shaft is not “pinched”.

E. Reconditioning the control mechanism Removing 1.

Knock out the pin (47) and pull off the lever.

2.

Separate the cover and bearing support. Be careful when lifting out the eccentric rod and eccentric plunger so that the ball between them does not fly out.

5.

Fit the spacing ring (38) and circlip (40) on the lower part of the intermediate shaft and check with a feeler gauge that the clearance between the circlip and spacing ring is 0.3–0.5 mm (0.012–0.02") Fig. 27. Since the clearance depends, amongst other things, on the thickness of the spacing ring, this item is held in five different thicknesses.

Fitting

6.

Fit the drive pinion (53) for the oil pump.

4.

7.

Fit the input shaft together with shims.

8.

Check to see whether any of the tapers is marked with a “B” and if so, this should be used on the “Astern” gear.

9.

Tighten the control mechanism and then check that the lever (46) has a clearance of at least 3 mm (0.12") measured at the hole for the control rod. This clearance should be felt when the respective gear is disengaged with the lever, so that if the lever is moved gently towards the neutral position, it should move at least 3 mm (0.12") before the engaging sleeve begins to disengage. If the clearance is too small, the control mechanism should be inspected.

10.

Fit the universal joint. The joint which has an inner ring with a raised part on the inside should be fitted on the input shaft of the outboard drive unit, after which it is secured in position with the circlip (62).

3.

Wash the parts clean, check for wear and replace any parts where necessary.

Fit the control mechanism in the reverse order to removing. Note that in cases where one end of the spring only is tapered, this end should be turned to face the ball.

F. Fitting the upper drive 1.

Secure the lower gearing, together with the necessary shims, into the gear housing.

2.

Fit on the intermediate shaft locking ring (42), spring (41), engaging sleeve (37) and needle bearings (27), spacing rings (28) and locking pins (39), see Fig. 26.

3.

Fit the shaft in the lower gear wheel.

4.

Place the O-ring in its groove in the housing, place on the shims and fit the upper gear assembly, spacing ring (38) and circlip (40).

NOTE. The circlips (40) should always be replaced with new ones and, when fitting, should not

Fig. 26. The intermediate shaft assembled.

18

Fig. 27. Checking the clearance between the circlip and spacing ring.

III. Reconditioning the intermediate housing, yoke and oil pump A. Disassembling

B. Assembling

1.

Remove the yoke by unscrewing the three bolts (128) which secure the steering shaft cover and drive out the shaft with a drift, see Fig. 28. Notice both the wear washers between the yoke and intermediate housing.

1.

2.

Remove both the sealing rings (125) and knock out the needle bearings.

All oil channels must be cleaned out particularly carefully before assembling in order to avoid damage to the bearings and other moving parts.

Fit the oil pump in the intermediate housing. Make sure that the oil delivery channel in the pump coincides with the one in the intermediate housing.

3.

Drive out both the plastic bushings in the yoke.

2.

4.

Unscrew the locking screw (133) and drive out the pin (132) for the reverse catch.

Fit the oil pump drive gear wheel and drive in the pin.

3.

Screw the lubricator into the yoke.

4.

Fit the reverse catch with spring on the yoke and secure the pin with the locking screw.

5.

Drive both the plastic bushings into the intermediate housing and fit the pin and reverse pawl.

6.

Pack both the needle bearings with ball bearing grease and drive them into the yoke with the help of a drift.

7.

Press both the sealing rings into the yoke with drift 884118.

8.

Fit the yoke with wear washers onto the intermediate housing and drive in the steering shaft.

9.

Tighten the cover and gasket for the steering shaft to the yoke with the three bolts.

10.

Fit the oil suction pipe (154) and the oil strainer (156).

5.

6.

7.

Remove the control arm and give the pin (138) for the reverse pawl a sharp blow axially in order to break off the locking pin for the pawl. Use a copper or lead mallet and apply a backing piece to avoid damaging the pin attachment. Drive out the pin and bushings.

Remove the gear wheel for the oil pump by knocking out the locking pin. Unscrew the two bolts which secure the pump and lift this off. Dismantle the oil pump (Fig. 29).

Wash the parts clean, check for wear and replace any parts if necessary.

Fig. 28. Driving out the steering shaft.

Fig. 29. Oil pump disassembled.

19

IV. Reconditioning the lower gear A. Disassembling 1.

Secure the gear housing with tool 884162 and fixture SVO 4109 in a vice, see Fig. 30.

2.

Knock up the locking washers and unscrew the two domed nuts which secure the propeller bearing housing (157).

3.

Place tool 884214 together with 884161 on the propeller shaft and insert the driving pin. Knock with the cylindrical weight until the propeller shaft together with the gear wheel and bearing release from the gear housing, see Fig. 30.

4.

Knock up the locking washer for the nut (170) which retains the gear wheel on the intermediate shaft and unscrew the nut. Use flange 884152 as a counterhold on the shaft.

5.

Pull out the intermediate shaft by using tool 884161 as shown in Fig. 31.

6.

Remove the locking ring (163) and shims on the intermediate shaft.

7.

Press off the bearing (161) by using the press and plate and intermediate piece.

8.

Secure the bearing housing in tool 884162 as shown in Fig. 32 and unscrew the locking screw on the bearing housing.

9.

Unscrew the large hexagon nut from the bearing housing, see Fig. 32.

Fig. 30. Removing the propeller bearing housing.

20

Fig. 31 Removing the intermediary shaft.

10.

Turn the gear wheel assembly in the fixture so that the gear wheel faces downwards and carefully knock the propeller shaft with a wooden or rubber mallet until the bearing housing releases from the bearing.

11.

Knock up the locking washer and unscrew the round nut (174).

12.

Press off the gear wheel with the help of press 884163, plate 884162 and intermediate piece 884166 as shown in Fig. 33. Note any shims there may be between the gear wheel and bearing.

Fig. 32. Removing the hex nut from the propeller bearing housing.

13.

Press off the bearing on the propeller shaft by using the same tool as under point 12, see Fig. 34.

14.

Remove the two sealing rings in the propeller bearing housings.

15.

Check the needle bearings (166) and (172) and the thrust bearing (165), and if they show signs of wear, remove them in the following manner: Split the needle retaining ring of the bearing (166) with a chisel and take out the ring and needles.

Warm up the gear housing to about 80°C (176°F).

Place the expander of tool 884140 in the bearing and insert the drift into the expander from above so that it grips the bearing. Knock the drift with a hammer until the bearing releases from the housing.

Take out the thrust bearing.

16.

Pull out the needle bearing (172) with puller 884169.

17.

Take off the retaining ring (173) on the propeller shaft and remove the bearing race of the needle bearing by laying the race on a vice and splitting it with a hammer.

18.

Check the gear wheels and bearings for wear.

(Note that the gear wheels are only sold in matched pairs in order to obtain the correct tooth contact.)

Fig. 34. Removing the outer bearing from the propeller shaft.

B. Determining the thickness of shims for the gear assembly on the propeller shaft 1.

Determine the thickness of the shims (179) which must lie between the gear wheel and bearing as follows: Read off the measurements H + J (see the assembly drawing). Measurement H is stamped onto the sealing face of the gear housing against the intermediate housing and measurement J is stamped on the bearing housing. In order to calculate the shim thickness, measurement J must be added to measurement H.

2.

Measure the width of the inner ring on bearing (180) and calculate the deviation from the nominal measurement, which is 23.75 mm.

3.

Add the measurement which is etched on the gear wheel to the deviation.

4.

Turn to Table 4 and look for the measurement of the housing (H + J) on the vertical scale and the plus or minus value, which is obtained when adding together the measurements of the bearing and gear wheel, on the horizontal scale.

5.

Draw straight lines from both these points until they intersect and read off the correct shim thickness on the nearest diagonal lines.

Fig. 33. Removing the gear from the propeller shaft.

21

C. Assembling the propeller shaft gear wheel assembly 1.

Lubricate both the sealing rings (182) with grease and fit them into the propeller bearing housing using tool 884213. Note that the sealing rings should be turned to face in such a way that they both seal against water trying to force its way in and against the oil in the gear housing.

2.

Press the bearing (180) onto the propeller shaft so that the recesses in the bearing races for fitting the balls face towards the pinion. Use drift 884167 for pressing on and 884165 as backing, see Fig. 35.

3.

Fit the necessary shims and the key for the gear wheel.

4.

Lubricate the propeller bearing housing with grease and drive it onto the bearing. When fitting, be careful to ensure that the bearing does not come askew in the bearing housing.

5.

Tighten the nut (177) and lock it with the locking stud (178).

6.

Press on the gear wheel using drift 884167 and fit the locking washer and round nut, see Fig. 36.

Fig. 35. Pressing the propeller bearing onto the propeller shaft.

22

Fig. 36. Pressing the gear onto the propeller shaft.

7.

Press on the bearing race for the propeller shaft pilot bearing (173) and fit the retaining ring.

8.

Secure the propeller shaft in a vice (use copper jaws) and tighten the round nut and lock it with the locking washer.

Fig. 37. Fitting the needle bearing in the lower drive housing.

D. Fitting the intermediate shaft with bearing and gear wheel 1.

Secure the gear housing with the help of the plate and fixture as shown in Fig. 37.

2.

Fit the thrust bearing.

3.

Knock in the needle bearing (166) with tools 884161 and 884170, when the later tool is secured in the bearing with the nut on the spindle of the pulling-in tool. When fitting, the tool should locate in plate 884162, see Fig. 37.

Note. The side of the bearing from which the needle retaining ring is fitted in the bearing race should face away from the gear wheel in order to enable the bearing to be removed if necessary at a later occasion.

4.

Fit the needle bearing for the propeller shaft.

5.

Press on the intermediate shaft bearing (161).

6.

Fit the intermediate shaft in the gear housing together with gear wheel, locking washer and nut.

7.

Tighten the nut and lock it with the locking washer.

8.

Measure the clearance between the bearing (161) and locking ring (163) with a feeler gauge and fit the appropriate number of shims. When measuring, make sure that the gear wheel comes up against the thrust bearing and that the bearing (161) is knocked home against the shoulder in the housing.

Fig. 38. Pulling round and braking the gear assembly.

E. Checking the backlash 1.

Coat the gear wheels with marking paint, see page 16.

2.

Place the O-rings (183) on the bearing housing.

Fit the gear wheel assembly into the gear housing and tighten both the domed nuts.

3.

Pull round the gearing in the correct direction of rotation while braking sharply, see Fig. 38.

4.

Check the backlash, which is measured directly against the splines of the intermediate shaft. The play here should be 0.04–0.08 mm (0.0016– 0.0032"), which gives a backlash on the gears of 0.10–0.20 mm (0.004–0.008").

5.

Unscrew the domed nuts and pull out the propeller shaft.

6.

Check that the contact pattern on the tooth surfaces agrees with the pattern shown in Fig. 39.

7.

Dry off the marking paint from the gear teeth and fit the gear assembly in the drive housing. Then secure both the domed nuts with lock washer.

8.

Fit the oil draining screw in the gear housing.

9.

Tighten the zinc ring with the two countersunk screws on the bearing housing. Make sure that there is good metallic contact between the zinc ring and the bearing housing. The zinc ring should be replaced when it is worn down to about 50% of its original size.

Fig. 39. Correct tooth contact pattern on the lower drive gears.

23

F.

Assembling the outboard drive unit

1.

Check that the guide (193) is fitted on the lower gear housing with the milled out part facing the oil pump.

2.

Fit the lower gear housing together with a new gasket onto the intermediate housing. Tighten the bolts evenly and in diagonal sequence.

3.

Fit the oil pipe (121) in the intermediate housing and the spline sleeve (194) on the intermediate shaft. Note. On outboard drive unit part number 814000 (right-hand pitch propeller), the spline sleeve is marked “Top”, which should be fitted against the upper gear housing intermediate shaft.

4.

Fit the upper gear housing together with a new gasket on the intermediate housing.

5.

Fit the control arm on the intermediate housing and connect the control rod, locking it with a flat washer and split pin.

6.

Move the control lever (1, Fig. 40) to the “astern’’ position. The clearance between the pin (3) and catch should now be max. 1 mm (0.04"). The clearance is adjusted if necessary by turning the pin (3).

7.

Set the control lever (1, Fig. 41) to the neutral position. Move the catch (4) to the rear and check that the clearance between the pin (3) and catch (4) is about 0.5 mm (0.02"). For adjusting, slacken the control lever clamping screw (2) after which the shaft with pin is turned.

8.

Touch up any damaged paintwork on the unit, particularly at the joints between the gear housings. Use Volvo Penta original touching-up paint, which has been specially produced to give the best possible protection against corrosion. Note.

Do not paint the zinc ring.

9.

Press multi-purpose type grease into the lubricating cup of the yoke and fill up the outboard drive unit with oil. (See “Lubricating instructions”).

Fig. 40 Retaining pawl mechanism.

Fig. 41 Retaining pawl mechanism.

1.

2.

3.

4.

1.

2.

3.

4.

Control arm in “astern” position Clamping screw Pin Pawl

Control arm in “Neutral” position Clamping screw Pin Pawl

“A” = 161 mm

24

V. Test-running the outboard drive unit

Lubricating of the yoke and operating controls

1.

Make sure that oil is filled up to the correct level.

2.

Start up and run at idling speed. Check that oil feeds up to the upper gear housing by slackening the screw (58) in the gear housing cover.

The operating controls should be lubricated when necessary with engine oil.

3.

Check while running that no oil leakage or any abnormal noise occurs. If so, stop running at once, make any necessary adjustments and then resume test-running. Note. Gear shifting must not be done at a higher engine speed than 600 r.p.m.

4.

After a satisfactory test run, fit the protecting sleeve on the universal joint.

The yoke is lubricated through the grease nipple once every season. Use multi-purpose type grease.

VI. Lubricating instructions Capacity The lubricating oil capacity of the outboard drive unit is about 2 liters (4 US pints = 3 1/2 Imp. pints).

Oil changes The oil should be changed every 100 running hours or at least once every season.

Lubricating oil Oil quality / viscosity Model 100: Hypoid oil EP, API GL-4 SAE 80W-90

Fig. 42 Lubricating points

Model 100B: Same as engine (engine oil)

1.

2.

3.

SAE 10W/30 alt. 20W/50

Filling hole Draining hole Lubricating nipple

25

VII. Specifications Upper drive Type of gears ................................................................................

Spiral bevel

Ratio ............................................................................................

27/26

Lower drive Type of gears ................................................................................

Spiral bevel

Ratio ............................................................................................

32/20

Overall ratio Overall ratio ...................................................................................

Engine speed 1.66

Backlash Backlash, upper gearing, measured directly on the gear wheels ..................................................................................

0.10–0.20 mm (0.004–0.008")

Backlash, lower gearing, measured on spline joint of intermediate shaft ..........................................................................

0.04–0.08 mm (0.0016–0.0032") = 0.10–0.20 mm (0.004–0.008") backlash in gearing

Oil pump Type ............................................................................................

Gear pump

Number of teeth .............................................................................

15

Lubricating oil capacity The capacity of the outboard drive unit is about 2 liters (4 US pints = 3 1/2 Imp.pints) Concerning choice of lubricating oil, see “Lubricating instructions”.

26

VIII. Special tools list

Ref. no.

Part no.

Description

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

884161 884168 884167 884169 884163 SVO 4109 884170 884166 884224 884162 884165 884214 884216 884137 884152 884140 884144 884151 884160 884118 884213 SVO 1801 884210

Slide hammer Bearing drift (large diam.)

Bearing drift (small diam.)

Puller for needle bearing, propeller shaft Screw press and legs Fixture for base plate 884162 Needle bearing installer (adapter for tool 884161) Intermediate piece Support sleeve Base plate Plate with drill stock Puller for propeller assembly (adapter for tool 884161) Tool for braking the upper unit Tool for testrunning, upper unit Tool for testrunning, lower unit Puller for needle bearing, lower unit Special measuring tool Dial indicator for measuring tool 884144 Gauge block for measuring tool 884144 Seal installer Seal installer for propshaft bearing housing Standard handle 18Ă—200 Tool for pressure test

27

IX. Tables, assembly drawings Table 1 Nomogram for determination of shim thickness for the input gear

Paketets mått Master Shimstjocklek Husets mått

Example.

= = = =

Assembly measurement Master measurement Shim thickness Housing measurement

When measuring the assembly with tool 884144 a reading of +4 is obtained on the indicator dial. The gear was marked +9. Addition of these values gives +13. The measurement marked in the drive housing was 78.11 mm. Draw a horizontal line from +13 in the column “Assembly measurement” and a vertical line from the measurement 78.11 in the column “Housing measurement” until these lines intersect.

Reading off on the diagonal lines gives a shim thickness of 0.50 mm (0.020").

28

Table 2 Nomogram for determination of shim thickness for the reverse gear

Paketets mått Master Shimstjocklek Husets mått

Example.

= = = =

Assembly measurement Master measurement Shim thickness Housing measurement

Measurement of the assembly with tool 884144 gave a reading of -3 on the indicator dial. The gear was marked +10.

Addition of these values gives +10 + (–3) = +7.

The measurement of the housing was 61.82 mm.

The required shim thickness is 0.30 mm (0.012").

29

Table 3 Nomogram for determination of shim thickness for “ahead” gear between the bearing housing and drive housing

Paketets mått Master Shimstjocklek Husets mått

Example.

30

= = = =

Assembly measurement Master measurement Shim thickness Housing measurement

The indicator dial on tool 884144 showed a reading of +6 on the gear assembly. The gear was marked –10.

Addition of these values gives +6 + (–10) = –4.

The housing measurement was 70.05 mm. For these values the table shows a shim thickness of 0.30 mm (0.012").

Table 4 Nomogram for determination of shim thickness for the propeller shaft

Husets mått Shimstjocklek Paketets mått Master

Example.

= = = =

Housing measurement Shim thickness Assembly measurement Master measurement

Measurement marked on bearing housing (measurement H + J from the assembly drawing fig. 53). = 94.05 mm. Deviation of bearing from the nominal measurement = –6. The gear was marked –2. Addition of these values gives –6 + (–2) = –8.

Draw a vertical line from -8 in the column “Assembly measurement” and a horizontal line from the measurement 94.05 in the column “Housing measurement” until these lines intersect.

The diagonal lines in table show a thickness of 0.30 mm (0.012").

NOTE. On late production units, the measurements H and J are stamped on the drive housing and the bearing housing so these values must be added when determining the thickness of shims.

31

Table 5 Conversion table for inches and millimeters Basic factor: 1" = 25.40 mm Inches

Inches

Millimeters Fractions

32

0.001 0.0015

0.025 0.038

0.002 0.003

0.051 0.076

0.004 0.005

0.102 0.127

0.006 0.007

0.152 0.178

0.008 0.009

0.203 0.229

0.010 0.011

0.254 0.279

0.012 0.013

0.305 0.330

0.014 0.015

0.356 0.381

0.016 0.017

0.406 0.432

0.018 0.019

0.457 0.483

0.020 0.022

0.508 0.559

0.024 0.026

0.610 0.660

0.028 0.030

0.711 0.762

0.035 0.040 0.045 0.050

0.89 1.02 1.14 1.27

Millimeters Decimals

1/64

0.0156

0.397

1/32

0.0312

0.794

3/64

0.0468

1.191

1/16

0.0625

1.588

5/64

0.0781

1.984

3/32

0.0937

2.381

7/64

0.1093

2.778

1/8

0.1250

3.175

9/64

0.1406

3.572

5/32

0.1562

3.969

11/64

0.1718

4.366

3/16

0.1875

4.762

1/4

0.2500

6.350

5/16

0.3125

7.94

3/8

0.3750

9.52

7/16

0.4375

11.11

1/2

0.500

12.70

9/16

0.563

14.29

5/8

0.625

15.88

3/4

0.750

19.050

7/8

0.875

22.22

1

1.000

25.40

Table 6 Comparison between metric and British/US units

British/US unit

Metric unit

Metric unit

British/US unit

1 Mile .......................................

1.609 km

1 km ..............

0.621 miles

1 Yard (yd) ...............................

0.914 m

1 m ................

1.094 yards

1 Foot (ft) ..................................

0.305 m

1 m ................

3.281 feet

1 Inch (in) .................................

25.4 mm

1 cm ..............

0.394 inches

1 Square inch (sq.in) ................

6.452 sq.cm.

1 sq.cm. .........

0.155 sq. in.

1 Square foot (sq. ft) .................

0.093 sq.m.

1 sq.m. ...........

10.76 sq. ft

1 Square yard (sq. yd) ..............

0.836 sq.m.

1 sq.m. ...........

1.196 sq. yd

1 Cubic inch (cu. in) .................

16.39 c.c.

1 c.c. ..............

0.061 cu. in.

1 Cubic foot (cb. ft), ..................

0.02832 cu.m.

1 cu.m. ...........

35.315 cu. ft

1 Cubic yard (cu. yd), ...............

0.765 cu.m.

1 cu.m. ...........

1.307 cu. yd

1 Imp. gallon ............................

4.546 liters

1 liter .............

0.219 Imp. gallon

1 Imp. pint ................................

0.568 liters

1 liter .............

1.761 Imp. pint

1 US gallon ..............................

3.785 liters

1 liter .............

0.264 US gallon

1 US pint ..................................

0.472 liters

1 liter .............

2.119 US pint

1 Ounce (oz.) ...........................

28.35 grams

1 kg ...............

35.27 ounces

1 Pound (lb) .............................

0.454 kg

1 kg ...............

2.205 pounds

1 Long ton (G.B.) ......................

1016 kg

1 ton ..............

0.984 long ton

1 Short ton (US) .......................

907.2 kg

1 ton ..............

1.102 short ton

1 Foot pound (lb.ft) ...................

0.138 kgm

1 kgm ............

7.233 lb.ft.

1 Horse Power (h.p.) ................

1.014 h.p. (metric)

1 h.p. (metric)

0.986 horse-power

1 Mile/hour (m.p.h.) ..................

1.609 km/hour

1 km/hr. .........

0.621 m.p.h

1 Imp. gallon/mile .....................

28.25 lit/10 km

1 lit/10 km ......

0.035 Imp. gallon/mile

1 US gallon/mile ......................

23.52 lit/10 km

1 lit/10 km ......

0.042 US gallon/mile

1 Pound/h.p./hr. .......................

447 g/h.p./hr.

1 g/h.p./hr. .....

0.002237 pound/h.p./hr.

1 Imp. pint/h.p./hr. .....................

560 c.c./h.p./hr.

1 c.c./h.p./hr ...

0.001786 Imp. pint/h.p./hr.

1 US pint/h.p./hr. ......................

467 c.c./h.p./hr.

1 c.c./h.p./hr ...

0.002141 US pint/h.p./hr.

33

Fig. 43. Upper gear housing

Fig. 44. Intermediate housing 34

Fig. 45. Lower gear housing

35

Fig. 46. Assembly drawing

36

X. Reconditioning instructions for drive model 100B The reconditioning instructions applies for the drive model 100B and covers only the service procedures that differ from those of model 100.

The following are essential differences between drive model 100 and 100B: 1.

The drive joint “R-Zeppa” has been replaced by a double universal joint.

2.

The double bearing box is modified and is provided with a sealing ring.

3.

Extra rubber bellows as protection for the joint bellows have been fitted on the mounting collar.

4.

The oil pump and oil strainer is not fitted. In connection with this, the oil quality and viscosity have been altered.

See “Lubrication Recommendations” on page 41.

The instructions below cover the reconditioning of the double bearing box and the drive joint. Text applying only to one drive type is marked either “drive 100” or “drive 100B”.

RECONDITIONING THE DOUBLE BEARING BOX Removing 1.

Unscrew the internal hex bolts securing the double bearing box (18, Fig 13) for the input shaft, and pull out the shaft with bearing box, joint and drive. Note the shims, guide pin (3) and O-ring (21). (The guide pin and O-ring are not fitted on drive 100).

2.

Drive 100B Secure the joint yoke (the one nearest the double bearing box) in a vice (with protective jaws) and unscrew the centre bolt (29), see Fig 1. Remove the assembly from the vice and pull the joint out of the gear unit. Note the support washer (27).

3.

Drive 100B Lift off the sealing cover (17, Fig 13). If it is difficult to remove, carefully tap it loose with a rubber mallet. Remove the sealing ring (30) from the sealing cover. Use tool 884491.

4.

Fix the gear with the double bearing box in a vice with protective jaws. Knock up the lock washer and unscrew the round nut. Use tool 884486.

5.

Press the gear wheel together with the inner bearing out of the bearing box by using press 884163, plate 884162 and sleeve 884224. Note the spacer ring and possibly shims between the bearings. Use spacer 884166 between the bolt and gear shaft to prevent damage to the shaft when pressing out. See Fig 2.

6.

Press the inner bearing loose from the gear wheel by using plate 884165 together with the studs intended for this purpose. Use first the short ones until these bottom and complete the pressing out with the longer studs. Use spacer 884166 between the bolt and gear wheel shaft. See Fig 3.

Fig 1. Removing the centre bolt

Fig 2. Removing gear wheel from the double bearing box 37

7.

Press loose the outer bearing from the bearing box with sleeve 884224 and drift 884167. See Fig 4.

8.

Check for wear on bearings and gear wheel and replace parts that are worn.

Fitting The bearings in the double bearing box are known as angular contact ball bearings. These must have a certain mounting in order to be able to take up forces from the gear wheel, so that a spacer ring must be fitted between them.

Since the mounting of the bearings is directly dependent on the width of the spacer ring, this ring is stocked in seven different sizes. The bearings are fitted and the width of the spacer ring selected as follows: 1.

Place a spacer ring on a flat disc and put one of the bearings on the ring with the broader side of the bearing inner ring facing the spacer ring.

2.

Zero-set a dial indicator on the bearing outer ring.

See Fig 5.

3.

Move the dial indicator over to the inner ring and read off the gauge.

4.

Repeat the same procedure with the other bearing.

5.

Add plus and minus values of both these. See the example given below, point 7.

6.

Measure the distance between both the contact surfaces for the bearings in the bearing box with a micrometer.

7.

Drive 100B

See meas. A, Fig 6

Drive 100

See meas. A, Fig 7

Fig 3. Removing bearings on the input shaft

The width of the spacer ring is now obtained by adding to or subtracting from measurement A the value obtained in point 5.

Ex. On the bearings being measured, the dial indicator gauge showed +5 and +6 resp. Adding these values together gives +11. Measurement A was measured, and the micrometer indicated 11.99 mm (0.4720"). The width of the spacer ring was in this case 11.99 - 0.11 = 11.88 mm (0.4720 - 0.0043 = 0.4677"). If the measurement obtained under point 5 had been minus (–), then measurement A would have had to be added to the bearing measurement in order to get the correct spacer ring width. With the same values as in the example, the width of the spacer ring in this case would thus be 11.99 + 0.11 = 12.10 mm (0.4720 + 0.0043 = 0.4763").

Fig 4. Removing bearings from the double bearing box

If a spacer ring of this size is not available, shims can be used in addition in order to get the exact value. It may be, of course, necessary to grind the spacer ring to the correct width.

Fig 5. Measuring the bearings

38

8.

Coat the bearings with ball bearing grease and fit them together with the measured spacer ring and, if necessary, shims in the double bearing box.

Note that the bearings should be fitted so that the thinner side of the inner ring on the respective bearing lies opposite to the thinner side of the inner ring on the other bearing (see Figs 6 and 7).

9.

Press the bearing box into the gear wheel shaft.

The bearings are pressed at the same time into position. Note. Place some kind of protection under the gears. See Fig 8.

10.

Tighten up the round nut (24, Fig 13) to a torque of 110–166 Nm (11.0–16.6 kpm = 80–120 lb. ft.).

Do not lock the lock washer at this point.

11.

Drive 100B Fix the gear wheel assembly in a vice provided with protective jaws, by means of the gear wheel shaft.

12.

Drive 100

Fig 6. Double bearing box, drive 100B

Fix the gear wheel assembly in tool 884137 and secure the tool in a vice.

13.

Wind a cord round the bearing box. If the bearings are mounted correctly, the bearing box should start rotating when a weight of 1.0–1.5 kg (2.2–3.3 lb.) is applied to the cord (see Fig 9). If the torque is insufficient, fit a thinner spacer ring, and if it is excessive, fit a thicker ring.

14.

After accurate adjustment, the round nut (24) should be tightened to a torque of 110–166 Nm (11.0–16.0 kpm = 80–120 lb. ft.) and locked with the lock washer (25).

15.

Drive 100B Press the sealing ring (30, Fig 13) into the sealing cover (17) with the open side (sealing side) against the gear drive, see Fig 6. Use tool 884491.

Place the sealing cover (17) with packing (20) in position. Note. Make sure that the recess for the guide pin coincides with the corresponding recess in the double bearing box, see Fig 6. Apply Permatex to the contact surfaces.

Fig 7. Double bearing box, drive 100

Fit the drive joint together with the support washer (27) in the gear drive shaft and tighten the centre bolt (29) to a torque of 55–69 Nm (5.5–6.9 kpm = 40–50 lb. ft.). See Fig 1.

16.

Fit the input drive together with shims. Note. Make sure on drive 100B that the recesses for the guide pin in the shims, sealing cover and double bearing box coincide with the guide pin. Coat the contact surfaces with Permatex. Tighten the bolts evenly all round and in diagonal sequence to a torque of 20–27 Nm (2.0–2.7 kpm = 15–20 lb. ft.).

Fig 8. Pressing on the double bearing box

39

RECONDITIONING THE DRIVE JOINT Removing 1.

Remove the circlips (75, Fig 13) holding the needle bearings in the yokes.

2.

With a hammer and drift drive out the needle bearings. See Fig 10. Remove the spider.

3.

Check the spider and needle bearings for looseness and scoring in the bearing races. If there are any faults, replace the spider complete with needle bearings and sealing rings.

4.

Also check to make sure that the needle bearing housing is not loose in the yokes. If there is looseness, the yokes must be replaced.

Separate brass bushings for the outer spline shaft are stocked so that the bushing can be replaced if necessary.

Fig 9. Checking the mounting for the bearings

Fitting 1.

Place new sealing washers on the spider pins. Fit the spider in the flange yoke.

2.

Push the spider over in the one direction so far that the needle bearing can be pushed into the pin. Then press in the needle bearing so far that the circlip can be installed.

3.

Fit the other needle bearing and circlip in the same way.

Fig 10. Removing needle bearings in the drive joint

SPECIAL TOOLS Pos

Part No.

Description

1

884486

Wrench for double bearing box round nut

2

884491

Drift for removing and fitting sealing ring in double bearing box cover

Pos 1

Pos 2

Fig 11. Special tools, drive 100B

40

SPECIFICATIONS Description, Aquamatic 100B and 100 Type designation ..........................................................................

Aquamatic 100B from PZ No 500000 Aquamatic 100 to PZ No 45350

Gear mechanism ...........................................................................

Self-adjusting cone clutch, type Silent Shift

Max. propeller diameter ................................................................

14"

Tilt-up angle, approx .....................................................................

60°

Lifting device, type (optional) ........................................................

Electrical, hydraulic

Steering angle, max ......................................................................

25°

Total reduction ratio (forward and reverse) ...................................

1.66:1

Backlash Upper gear, measured directly on gear wheel ..............................

0.10–0.20 mm (0.0039–0.0079")

Lower gear, measured on intermediate shaft s splines .................

0.04–0.08 = 0.10–0.20 mm (0.0016–0.0031 = 0.0039–0.0079") Backlash in gear

LUBRICATION RECOMMENDATIONS Capacities Oil capacity, drive 100, approx. 2 dm3 (2 litres = 3.5 Imp. pints/4.2 US pints) Oil capacity, drive 100B, approx. 3.1 dm3 (3.1 litres = 5.5 Imp. pints/6.5 US pints) Oil capacity, between max. and min. marks, approx. 0.2 dm3 (0.2 litre = 0.4 pint) Check the oil level with the drive down and after the engine has been stopped for a little while by inserting the oil dipstick down as far as it can go but without screwing it down. Lift up the dipstick and note the level. Top up when necessary. Note. Remember that there is a washer just under the dipstick head.

Oil change intervals The oil should be changed after every 100 hours running or at least once a season.

Lubricating oils Drive 100 Oil quality

Hypoid oil

Viscosity

SAE 90

Drive 100B Oil quality

Multigrade Service SE1)

Viscosity

SAE 10W/30 alt. 20W/40

Fig. 12.

1.

Lubrication, steering arm

Lubricating steering shaft and controls

2.

Dipstick and oil filler hole

Lubricate the steering shaft through the lubricating nipple once a season. Use multipurpose grease. Lubricate the controls when necessary with engine oil.

3.

Drain hole

4.

Lubricating nipple, steering shaft

1)

Previously “Service MS” 41

EXPLODED VIEW

Fig. 13. Upper gear housing, drive 100B

42

Notes ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ 43

Notes ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ ________________________________________________ Printed in Sweden by Novum Grafiska AB. 98.29311

44

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AB Volvo Penta Technical Information Dept. 42200 SE-405 08 Gรถteborg Sweden

7716760-9 English 12-1998