Borg Warner Velvet Drive Installation Manual
Contents
1. CCW LH RH 27 2 56 25 10 04 000 033 815 70 291 1 291 1 CCW ccw RH LH 2 7 2 56 25 10 04 000 034 57 70 5 1911 1911 CW Cw LH LH 27 2 56 25 10 04 000 035 AS7 70CR 5 1 91 191 1 CCW RH 27 2 56 2 5 1 0 04 000 024 AS10 70C 11 11 CW 1 7 1 61 24 95 43 1 10 04 000 025 AS10 70CR 2 11 11 CCW BAT am AGE 222 dal 1 0 17 000 001 AS1 71C 1 1 11 cw RH 13 1 23 1 8 95 43 1 10 17 000 002 a 71 CR 11 1 1 CCW LH 13 123 18 95 43 1 1 1 7 000 003 T 71CB 6 11 11 CW RH 1 3 1 23 1 8 95 43 1 1 0 1 7 000 004 i m 11 1 1 CCW LH 13 123 1 8 95 43 1 1 0 17 000 005 1 52 1 152 1 W RH 27 2 56 2 5 145 65 8 10 17 000 006 ASD 1521 1 5211 27 2 56 25 145 65 8 1 o 1 7 000 009 AS3 71C 2 10 1 2 10 1 ew RH 27 2 56 25 145 65 8 1 o 1 7 000 010 AS3 71 CR 2101 2101 cew LH 27 2 56 2 5 145 65 8 1 0 1 7 000 01 1 AS14 71C 2 57 1 257 1 ew RH 2 7 2 56 25 145 65 8 1 0 1 7 000 012 AS14 71CR 2 57 1 2 57 1 cew LH 27 2 56 2 5 145 65 8 10 17 000 013 ASI 5 71 291 1 2 9 1 RH 2 7 2 56 25 145 65 8 10 1 7 000 014 AS1 5 71CR 291 1 2 91 1 LH 27 2 56 25 145 65 8 1 0 1 7 000 007 57 71 1911 1911 LH 257 2 56 2 5 145 658 1 0 17 000 008 57 71 1911 1 91 1 RH 27 2 56 25 145 65 8 1 0 17 000 015 AS20 71C 7 11 11 1 7 1 61 2 1 98 44 5 19 17 000 016 AS20 71 GR 7 11 1 1 17 161 21 98 44 5 _ 1 0 1 000 001 ASI 1 72C 11 1 10 1 c w RH 1 7 1 61 21 1092. RH 22 2 08 20 185 83 9 Discontinued Models 1 Input and output shaft rotation is described as clockwise CW or counter clockwise CCW when the observer is standing behind transmission coupling facing towards front or input shaft end of transmission 2 Pump rotation 18 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 opposite rotation CAUTION The pump Indexing on all assemblies except 2 10 1 reduction units is the only difference between C and CR units The planetary gears and cage assembly 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 permitted on these assemblies No warranty claims will 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 Transmission oil capacity only is given Additional oil will be requir
3. Raw water should be fed directly to cooler otherwise the 1109F 439C maximum water inlet temperature may be exceeded Water temperature above 1 109F 43 C is per missible only if larger sized coolers are used to maintain recommended transmission sump temperature LM EM DS WARNING You must always determine the trans mission to cooler and cooler return location for connecting lines to and from coolers forthe particular transmission which is being installed Several 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 be found on the various installation drawings which may be found in this manual and also in the various service manuals Be aware for future changes or differences which occur as new products are introduced W n a lh COOLER RETURN CURRENT SYSTEM ALWAYS CONNECT TO THIS LOCATION IF THERE IS A DRILLED AND TAPPED OPENING AT THIS LOCATION NOTE 2 10 1 00 REDUCTION UNITS ONLY HAVE COOLER OIL RETURNED TO THIS LOCATION COOLER RETURN ORIGINAL SYSTEM1 ALWAYS CONNECT TO THIS LOCATION IF THERE IS A DRILLED AND TAPPED HOLE LOCATED AT THIS POINT COOLER RETURN SECOND amp THIRD SYSTEMS CONNECT TO THIS LOCATION WHEN NEITHER LOCATION IS DRILLED AND TAPPED IN THE REDUCTION HOUSING 70C 72C 104 7 amp 10 1 8 IN LINE REDUCTION TRANSMISSIONS FIG
4. FIGURE 17 TYPICAL FLYWHEEL END INSTALLATION v PUMP HOUSING lt INPUT STERN EN w INBOARD OUTBOARD FIGURE 18 TWIN INSTALLATIONS Showing inboard amp outboard turning props Outboard turning props are preferred LEFT HAND RIGHT HAND FIGURE 20 For given direction of input shaft rotation assemble oil pump with arrow at top pointing in the sama direction Looking into pump the arrow points to your on above unit however this unit would be described 88 having clockwise rotation when standing behind unit wh describing shaft rotation FIGURE 19 SINGLE PROP INSTALLATION Showing right and left hand prop rotation Right hand propellers are used more often than left hand propellers 26
5. severe rusting The color and painting procedure will be similar to that used on the engine Care must be taken to keep paint away from areas which have precision dimensions or mating parts Masking tape or grease should be placed on these parts to prevent paint from sticking Paint must be kept from the following areas 1 The pilot diameter of the mounting face that mates with engine bell housing 2 The input shaft spline which mates with the vibration damper hub 3 The output shaft coupling flange which mates with the propeller shaft coupling half 4 The shift lever detent ball and spring An accumulation of paint here will prevent proper action of the detent 5 The name plate should not be painted otherwise the serial and model numbers may be impossible to read and this information should be available for ordering parts 15 COOLERS TRANSMISSION COOLING REQUIREMENTS N 5 WARNING transmission must never be operated without a cooler or by pass tube connected into the cooler 4 circuit m 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 overh
6. 10 50 and are Intended only as a general 10 17 266 70 guide for pleasure craft usage For 72C 11 44 a IVa additional application information 10 18 290 58 Warner Gear is not responsible for consult a Warner Gear marine total system related torsionals of distributor 73 13 47 this type 10 08 342 14 3 Direct drive model 71 only uses 4 101 60 coupling 5 IDENTIFICATION OF VELVET DRIVE IN LINE MODELS 70C 71C 72C amp 73C ama APACITY 4 a NEW TRANS INPUT TO OUTPUT ROTATION i 7 OIL CAPACITY 4 APPROX TRANS TRANS ASSEMBLY 15 IN F LINEO LE EIGI SPEED RATIO ETTING REQUIRED ASSEMBLY NUMBER INPUT ourPu T SHAFT 2 3 US urgRs 05 NUMBER 8 F RWARD REVERSE SHAFI ORWARD REVERSE ars ars 1 0 04 000 022 ASI 70C 1 1 1 Cw cw CCW LH RH r3 123 10 04 000 023 AS1 70CR 11 11 CCW ccw cw RH LH 13 1 23 Ve 8 1 0 04 000 026 AS2 70C 1521 1521 CW cw ccw LH RH 27 2 56 2 5 1 0 04 000 027 AS2 70CR 152 1 1 52 1 G cw ccw cw RH LH 27 2 56 25 10 04 000 028 AS3 70C 2104 2 10 1 CW cw ccw LH RH 2 7 2 56 2 5 10 04 000 029 AS3 70CR 2 10 1 2 10 1 CCW RH LH 27 2 56 25 10 04 000 030 514 70 2571 2 57 1 CW cw ccw LH RH 27 2 56 25 10 04 000 031 AS14 70CR 2571 257 1 CCW LH 2 7 2 56 215 1 0 04 000 032 ASI 5 70 2 91 1 291 1 CW
7. 173 48 60 45 486 41 295 91 194 06 10 14 1257 56 1 51 1 1 99 1 72C SERIES 10 19 96 1 1 21 1 7 76 2 64 20 06 12 59 8 58 258 83 2 49 1 3 14 1 10 05 197 10 67 061 509 52 319 79 217 93 10 14 257 56 1 51 1 1 99 1 GENERAL SPECIFICATIONS MAXIMUM SAE HP INPUT AVAILABLE OUTPUT DRY GASOLINE RATIOS ROTATION WEIGHT I 190 Ib 86 2 kg 2359 8 SLL OPTIONAL 9 380 4200 rpm 203 15 92 1 kg NOTE All specifications and descriptive data are and subject to change without notice Specific installations should be referred to Warner Gear for application assistance V DRIVE ASSEMBLIES MODEL INPU T OUTPUT ROTATION NUMBER ASSEMBLY NUMBER SHAFT RATIO INPUT QUTPUT SHAFT SETTING SHAFT PROPELLER REQUIRED amp TYPE xx ronwaRD REVERSE FORWARD REVERSE 1 0 04 000 002 13 08 41 0 002 10 04 000 005 13 08 41 0 005 10 04 000 007 1 3 08 41 0 007 10 04 000 009 1 3 08 41 0 009 1 0 04 000 0 LH inm 11 E 13 08 41 0 01 1 RH a 10 04 000 0 12 LH e 13 08 410 01 2 lt lt 10 04 000 003 c RH 13 08 41 0 003 LH e 10 04 000 004 RH gt 13 08 41 0 004 LH 2 1 0 04 000 006 3 10 1 3 10 1 gt 13
8. 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 used behind clockwise rotating engines The arrow showing right hand rotation should be nearer the top on units used behind counterclockwise rotating engines TO INDEX PUMP FOR OPPOSITE HAND ROTATION CAUTION This procedure is not applicable to CR2 units or the AS3 51 3 10 7 and 1 O 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 original factory settings 1 Remove the four bolts which hold the pump to the transmission Fig 1 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 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 FIG 1 V
9. 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 1 PROPELLER AND OUTPUT SHAFT ALIGNMENT 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 after the boat has been lifted by a hoist or moved on a trailer 2 SHIFT LEVER 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 3 BOLT TORQUE Check all bolts for tightness 4 COOLER CONNECTIONS Check water lines oil lines and connections for leakage Make sure lines are securely fastened to prevent shifting 5 CHANGING OIL A seasonal oil change is recommended in pleasure boats Work boats require more frequent changes Change oil any time the oil becomes contaminated changes color or becomes ranced smelling 6 TRANSMISSION FLUID ve Type F Dexron and other hydraulic fluids which meet the Detroit Diesel Allison Division of General Motors tion specifications for type C3 oils are recommended for use in all Velvet Drive marine ge
10. propeller shaft A 1 4 inch 6 35 mm stainless steel spring pin must then be driven into the coupling and shaft to retain these parts The spring pin should be selected so that it will be the same length as the coupling hub dia meter and should be approximately flush with the coupling when assembled 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 are also pilot drilled for spring pin installation TRANSMISSION COUPLING TO PROPELLER SHAFT COUPLING ALIGNMENT Vibration gear noise loss of RPM and premature oil seal and bearing failure can be caused by misalignment of the transmission coupling and propeller shaft coupling The propeller shaft is usually fixed in the boat structure and alignment is achieved by adjusting the engine mounts or by 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 T 14 It is common for a boat to change with age or various loads An alignment check should be made at the beginning of each boating season Check coupling alignment with all bolts removed from the couplings Ha
11. these units if they are driven in the wrong direction 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 HYDRAULIC PUMP INDEXING The transmission front adapter and pump housing are de signed 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 port first then past the crescent shaped portion of the pump housing which separates the inlet from the outlet and then past the pump outlet SELECTING A PROPER VELVET DRIVE 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 The wise mechanic will always check the pump setting prior to transmission installation to be sure that the arrow agrees with engine rotation Pump rotation is viewed from the opposite end
12. will sometimes develop after transmission over haul This noise is usually caused by a distorted damper The damper may be distorted during transmission removal or assembly when the transmission input shaft splines are still engaged and the rear of the transmission is permitted to drop down thus placing a bending load on the damper hub Transmission gears will sometimes rattle when a damper problem exists Gear rattle is usually the result of proper or a defective damper and is not normally caused by faulty transmission parts 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 0 00 640 004 Switch and 0 ring assembly 1 0 00 1 40 007 Switch 1 O 00 1 41 046 0 Ring 1 0 1 6 039 001 Valve cover 1 0 6 009 001 Switch cam 3 179796 1 4 20 Hex head bolt 3 103319 1 4 Lockwasher 1 71 14 Valve cover 71 14 Valve cover gasket 1 0 1340 Instruction sheet The new switch and valve cover have a 9 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 Kit 71 1A4A TRANSMISSION ALARM KIT A4867HN This is the recommended method for monitoring transmission functions The temperature will rise to indicate low
13. 08 41 0 006 C a 1 0 04 000 008 2 13 08 410 008 z 10 04 000 010 3 08 410 T 13 08 41 0 01 0 10 04 000 0 13 13 08 410 01 3 1 0 05 000 002 13 08 410 002 2 10 05 000 005 1 3 08 41 0 005 i 10 05 000 007 2 13 08 41 0 007 10 05 000 009 13 08 41 0 009 lt 10 05 000 011 9 9 13 08 410 01 1 NI 10 05 000 012 x us 13 08 41 Q 012 ig 10 05 000 003 1 98 1 211741 enm RH 13 08 410 003 ou n 10 05 000 004 2 50 1 2 75 1 A RH 3 13 08 41 0 004 LH ul 1 0 05 000 006 3 41 1 RH gt 13 08 41 0 006 gt LH 10 05 000 008 0 97 1 1 07 1 RH 2 13 08 410 008 m LH d 10 05 000 010 1 53 1 1 68 1 C cc C RH 5 13 08 410 010 cc LH 10 05 000 013 1 21 1 1 33 1 C I cc RH 13 08 410 013 LH CLOCKWISE C The 13 08 410 number below the number for the V Drive assembly is the part C COUNTER CLOCKWISE number forthe V Drive portion only 10 04 410 001 is the part number for the Front Bx only forward ahd reverse transmission for the 10 04 units and 10 05 410 001 is for the 10 05 units T RS FIG 4 INSTALLATION DRAWING FOR DROP CENTER TRANSMISSIONS FORWARD P NEUTRAL 12 31 30 M9 _ 322 santi 81 79 _ REVERSE 181 459 14597 6 8
14. 2 03 1 2 23 1 L H OPPOSITE R H ENGINE ENGINE E 2 0 O4 4 000 005 2 47 1 2 72 1 L H ENGINE OPPOSITE a ENGINE E E 2 5 O4 4 000 006 2 47 1 2 7211 L H OPPOSITE ENGINE ENGINE R H 0 2 5 1o 14 000 007 2 93 1 3 22 1 L H ENGINE OPPOSITE x E ENGINE 0 1 4 000 008 2 93 1 3 22 1 L H OPPOSITE ENGINE 4 104 4 000 009 1 58 1 1 74 1 R H ENGINE OPPOSITE lt sii OPPOSITE 10 14 000 010 2 03 1 2 23 1 R H ENGI GINE ENGINE R H NE 2 0 OPPOSITE NE 2 5 10 14 000 011 47 1 32 H j 0 2 2 72 1 R H ENGINE ENGINE R H 10 14 000 012 2 93 1 3 22 1 R H ENGINE UE es R H NE 3 0 1 VIEWED FROM BEHIND COUPLING FACING ENGINE 2 VIEWED FROM IN FRONT OF TRANSMISSION INTO PUMP CAUTION Engine rotation must be I3 VIEWED FROM BEHIND BOAT the same as shown on the chart 4 L H LEFT HAND OR COUNTERCLOCKWISE haf ion Fail t6 son R H RIGHT HAND OR CLOCKWISE input shaft rotation Failure to c ply can result in premature gear damage 10 ADAPTER HOUSING Adapter housings for mounting the transmission to the engine are normally manufactured by the engine manu facturer or marine engine converter The rear face of the adapter and the adapter rear bore should have total ind icator reading of less than 005 of an inch when checked for run out All Velvet Drive transmissions which are currently available may be mounted to the same sized bell h
15. 25 t 1209 55 t DIA i t 45 i 18 45 971 16 35 4 x _ 450 H 144 301 a SPLINE DATA 144 301 1341 4 25 34 04 7 107 95 26 TEETH INVOLUTE 256 DH AMETRA PITCH 65021 c a re 30 PRESS ANGLE 1 300 33 02 PITCH DIA NOTE Parenthetical dimensions are In millimeters J OFFSET DIMS B REDUCTION OUTPUT ROTATION ENGINE OPPOSITE HO SEERIES 1 58 123 1 06 31 241 26 92 2 03 1 66 1 49 10 13 6 82 2 39 18 42 4 25 5 00 45 42 16 137 85 1173 23 60 71 467 87 1107 95 127 00 11 43 1 95 1 77 2 47 i 49 53 44 96 1 99 2 16 2 93 54 86 50 55 72 SERES 1 23 1 06 1 58 31 24 26 92 1 66 42 16 1 49 37 85 7 76 197 10 2 64 67 06 19 36 4 25 5 00 45 491 74 107 95 127 00 11 43 10 14 1 95 1 77 49 52 44 96 2 16 1 99 54 86 50 55 GENERAL SPECIFICATIONS w MAXIMUM SAE HP INPUT AVAILABLE OUTPUT DRY 4013 25504200 rpm 130 63200 rpm 1 58 2 03 2 47 162 Ib 73 5 kg 2 93 to 1 00 OPTIONAL 175 Ib 79 4 kg 2 47 NOTE The above transmission ratings are subject to change without notice and are Intended only as a general guide Specific applications should be referred to Warner Gear for engineering assistance NE NON AUTOMOTIVE ENGINE CR2 E AUTOMOTIVE ENGINE O AUTOMOTIVE OPPOS
16. 3 K2C 6 7 500 520 487 422 10 04 650 001 500 520 487 423 1 0 04 650 003 406 380 330 10 23 650 003 9 148 139 121 1 O 23 650 002 9 148 139 121 1 K1C 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 amp Beck and Long clutch cover plate locations 4 Will fit most of the bolt circles for Borg amp Beck and Long clutch plate locations which are under 12 25 inch diameter 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 amp 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 installation drawings are available from Warner Gear and may be referred to for hub spline data mounting bolt hole locations and other data which be required for making an installation See form 1109 SPLINE ENGAGEMENT The engine builder must check the bell housing design and damper design to be sure that the transmission input shaft splines have full engagement into the damper hub splines There shoul
17. 49 4 10 1 E 000 002 ASI 1 72CR 1 1 110 1 cc w LH 17 1 61 21 109 49 4 1o 18 000 003 AS12 72C 1 52 1 1 68 1 c w RH 28 2 65 2 7 154 69 9 10 18 000 004 ASI 2 72CR 1 532 1 1 68 1 cew LH 2 8 2 65 27 154 69 9 1 0 1 8 000 007 ASI 3 72 2 10 1 231 1 C W RH 2 8 2 65 27 154 69 9 10 18 000 008 ASI 3 72CR 2 10 1 231 1 LH 2 8 2 65 154 69 9 1 0 1 000 009 AS14 72C 2 57 1 2831 ew RH 28 2 65 27 154 69 9 10 18 000 010 AS14 72CR 2 57 1 2 8 1 LH 28 2 65 2 7 154 69 3 10 1 8 000 011 ASI 5 72C 291 1 3 20 1 c w RH 28 2 65 27 154 699 10 1 8 000 012 ASI 5 72CR 291 1 3 201 LH 29 2 65 27 154 69 9 1 o 18 000 005 ASI 7 72 5 1 91 1 2101 c w LH 2 9 2 65 27 154 69 9 1 o 18 000 006 AS17 72CR 5 1 91 1 2101 cew RH 28 2 65 27 154 699 1 0 1 000 01 3 AS20 72C 7 Ll 110 c w 1 7 1 61 2 1 112 50 8 1 0 1 000 01 4 AS20 72CR 7 11 1101 17 1 61 21 112 50 8 AS20 72CR 7 11 110 1 cw 17 1 61 21 116 52 6 AS30 72CR 7 11 1 10 1 1 7 161 21 116 52 6 10 06 000 004 ASI 73C 1 1 88 1 c w RH 15 142 16 135 61 2 1 0 06 000 005 AS1 73CR 11 88 1 LH 15 1 4 1 6 135 61 2 06 000 006 82 73 153 1321 c w RH 22 2 08 2 0 185 63 9 0 06 000 00 AS2 73CR 151 1 32 1 cew LH 2 2 2 08 20 185 83 9 10 06 000 008 AS5 73C 3 1 2 64 1 CW RH 22 2 08 20 185 83 9 1 0 06 000 009 AS5 73CR 31 2 64 1 CCW LH 22 2 08 20 185 83 9 10 06 000 010 57 73 2 1 1 76 l LH 22 2 08 20 185 83 9 1 0 06 000 01 1 AS7 73CR 5 21 176 1
18. 9 COOLER RETURN ALL CURRENT 70C 71C AND 72C REDUCTION UNITS EXCEPT 2 10 1 00 RATIOS FIG 10 CONNECTING COOLER TO TRANSMISSION NOTE Transmissions are currently being shipped with plastic plugs installed in the to cooler and cooler return openings to identify their location MOUNTING PADS REVERSE CLUTCH PRESSURE TAP BREATHER MAIN LINE PRESSURE TAP OIL OUTLET TO COOLER INLET FROM COOLER OIL FILLER CAP AND DIPSTICK ASSEMBLY DRAWING OF A CURRENT 2 10 1 00 REDUCTION UNIT FIG 11 RIGHT SIDE VIEW 73 REDUCTION TRANSMISSION an FIG 12 LOCATION OF SEVERAL TRANSMISSION DETAILS ARE SHOWN BELOW To cooler outlet Breather Cooler return outlet Input shaft Reverse clutch pressure tap Adapter Mounting bolt holes Drain plug Lube pressure tap Line pressure tap 2 c COOLER OUT LOCATION Cooler out is the oil leaving the transmission The cooler out location for all 70C 71C and 72C series In Line transmissions is located just behind the selector valve at the top rear of the forward and reverse transmission case The cooler out location for all 73C series transmissions is directly over the selector valve The cooler out location on V Drive units is located just behind the selector valve at the top rear of the forward and reverse transmission case The cooler out location on the Drop Center units is located just behind the selector valv
19. AN us T Eu DANSA XZ s 2 LEER 3 ay 4 TEM m 7L 8 2122224 aL SS S 17 TRER 74 N SESS N 22222272 S Eu a ae d EE cepa a x s Reduction Case i ae Forward Reverse Self contained Transmission Case Oil Pump General Performance Data Maximum SAE HP Input 1 Available Shaft Approximate Dry Weight 255 4200 rpm 145 3200 rpm 1 00 Outside 95 145 Ib 1 91 Engine unless 380 4200 rpm 200 noted 1 09 Ib 153 Ib or 210 3200 2 57 asterisk 49 4 kg 69 4 kg 2 91 to 1 00 560 4200 rpm 400 3200 rpm 1 output 135 Ib 185 Ib 1 50 same as 61 2 kg 83 9 kg 2 00 Engine unless 3 00 to oo noted by asterisk Rotation is opposite engine Dimensions Inches millimeters ieee Ba SEE TES ET usss 5 69 16 89 2 50 144 53 429 01 63 50 17 79 10 18 143 00 144 53 451 86 73c 5 94 6 88 19 45 1 0 06 150 88 494 03 4 25 5 00 107 95 127 00 4 75 5 75 120 65 146 05 I WAGNING System related ME or vibrations can occur at low engine speeds which can cause gear rattle and result in damage to the boat N engine as well as the transmission Y Notes 2 For dimension direct drive 1 The above transmission ratings units are subject to change without notice 71
20. IBRATION DAMPERS Im 20 DAMPER APPLICATION CHART 21 DAMPER INSTALLATION roy xac Fete XO E a ib ide ae 22 NEUTRAL SAFETY 23 ROUTINE CHECKS AND 24 MATCHING ENGINE TRANSMISSION AND PROPELLER ROTATION 25 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 com ponents 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 MODEL71 MODEL 70 1 0 NO MODEL 72 FORWARD HAND OF 10 TC 1 0 NO RATIO ROTATION 0 2 Direct Both 04 14 24 1 523 to Both 05 15 25 2 100 to Counterclockwise 15A 25A 2 100 to Clockwise 06 16 26 2 571 to Both 07 17 27 2 909 Both These numbers are stamped on serial number plates preceding the serial numbers 10 17 amp 10 18 UNITS The 1 1 ratio units in the 1 O I 7 and 1 O4 8 series are identical except for the nameplate to the 71 72C units wh
21. IEW FACING PUMP AND INPUT SHAFT PROPELLER ROTATION A right hand propeller is a propeller which will thrust for ward when turned clockwise when viewed from behind the forward boat looking A left hand propeller which will thrust for turned counterclockwise as viewed from behind is a propeller ward when the boat looking forward will occur when the to obtain CAUTION transmission must be operated in Early gearfailure reverse forward when the wrong hand of operated with a propeller having rotation n The required propeller is designated in the various charts as left hand L H or right hand R H for each trans mission assembly TRANSMISSION RATIO SELECTION Propeller shaft speed Every boat has a most desirable shaft is determined by engine speed transmission ratio speed which has a direct relationship to boat speed A small propeller must be used when shaft speeds are too high and this turning at high speed would overload the engine results in poor performance A large propeller Fast require runabouts do best with direct drive units Cruisers reduction gears The heavier and slower boats require One hundred minute of the propeller shaft for each mile correspondingly greater ratios of reduction revolutions per hour of boat speed is considered a very good rule of thumb for selecting the drive ratio EXAMPLE A boat which runs 20 MPH has an engine whi
22. ITE DROP CENTER ASSEMBLIES y SHAFT ROTATION 1 2 3 NAME REDUCTION RATIO ASSEMBL GUTBUT PUMP PROPELLER LATE NUMBER INPUT SETTING REQUIRED STAMPED FORWARD REVERSE FORWARD REVERSE 4 OPPOSITE O I 3 000 58 1 1 58 1 H L H E 1 6 0 1 3 000 001 1 58 58 L H ENGINE ENGINE 10 13 000 002 1 58 1 1 58 1 L H OPPOSITE gt R H 0 1 6 8 ENGINE ENGINE 1 3 000 003 2 03 2 03 1 L H ENGINE OPPOSITE n m ENGINE gt 13 000 RH B 1 o 13 000 004 2 03 2 03 1 L H OPPOSITE ENGINE 0 2 0 OPPOSITE 3 000 H L H E 2 5 1 3 000 005 2 47 1 2 47 1 L H ENGINE ENGINE gt IO 13 000 006 2 47 47 1 L H OPPOSITE R H 5 ENGINE 9 25 104 3 000 007 2 93 2 93 1 LH ENGINE OPPOSITE TA ay ENGINE 101 3000 008 2 93 1 2 93 1 L H OPPOSITE ENGINE R H 0 3 0 ENGINE 1 o 13 000 009 1 58 1 1 58 1 RH ENGINE OPPOSITE m NGINE lt IO 3 000 010 2 03 1 2 03 1 R H ENGINE OPPOSITE lt RH ENGINE Ne 104 3 000 011 2 47 1 2 47 1 RH ENGINE OPPOSITE R H n ENGINE EM 1 O I 3 000 012 293 1 2 93 1 R H ENGINE OPPOSITE R H NE 3 0 ENGINE 1 1 0 14 000 001 1 58 1 134 L H ENGINE RROSHE L H E 1 6 14 000 1 58 1 14 1 L H E R H 14 000 002 REOREE ENGINE 0 16 20 14 000 003 2 03 1 2 23 1 L H ENGINE OPPOSITE L H E ENGINE 104 4 000 004
23. N THESE MODELS Optimum performance can only be obtained when all com ponents are properly selected for the application Appli cations having components which are excellent for a ticular use may be completely unsuitable for another use Basic considerations for component selection are discussed in this manual Specific information is given for the various Velvet Drive models Reference to various forms will be made to help you find information which is not included ENGINE ROTATION Transmission selection will be simplified when the following method is used to describe engine rotation This method may not agree with the engine manufacturers for des cribing engine rotation Face the end of the engine on which the transmission is mounted and describe rotation as clockwise if the engine rotates clockwise Describe the engine rotation as counter rotating if the engine rotates counterclockwise TRANSMISSION ROTATION Describe transmission input and output shaft rotation as clockwise or counterrotating counterclockwiseMWwhen stand ing behind the transmission coupling facing towards the in put or engine end ot the transmission All Velvet Drive units except the 2 10 1 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 different for opposite rotating 2 10 1 In Line units and early failure will occur on
24. ROTATION ENGINE ROTATION DESCRIBED 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 amp 17 It is therefore necessary to describe engine rotation with respect to the transmission when selecting an engine and transmission combination Transmission selection will be simplified when the follow ing method is used to describe engine rotation This method may not agree with the method used by the engine manu facturer 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
25. SERVICE PRICE 33 00 Velvet Drive Marine Installation Manual 5 lt Warner Gear 25 52 T Division of Borg Warner Corporation 5 BORG WARNER P 0 Bax 2688 Muncie Indiana 47302 Of Telephone 3171286 6100 Telex 27 491 TABLE OF CONTENTS dues eue iar ERE EE E SERIES 10 17 AND 10 18 SERVICE INSTRUCTIONS 2 SELECTING A PROPER VELVET 3 PROPELLERSELECTION acces ierra amid So aie 4 INSTALLATION DRAWING FOR IN LINE TRANSMISSIONS 5 CHART SHOWING IN LINE MODELS AND MISCELLANEOUS DATA 6 INSTALLATION DRAWING FOR V DRIVE TRANSMISSIONS 7 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 i U ul ess Tao HAE paquqa s I 11 TRANSMISSION 11 TYPICAL INSTALLATIONS SHOWN PICTORIALLY 12 TRANSMISSION OPERATION 13 PROPELLER SHAFT COUPLINGS 14 COO ERS on ors mnaq a asam st ug e saab es dul waqu s Nawa w Sub on aves 16 CONNECTING COOLER TO TRANSMISSION 17 V
26. ars Lubricating oils which are recommended for use diesel engines and fall within Allison specifications for 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 10W 40 are not acceptable The first choice Is SAE API service class CD oils The second choice is SAE API service class CC oils The equivalent DOD mil specs CD MIL L 21048 cc MIL L 45199 Detroit Diesel Allison Division of General Motors developed the specifications for oils to be used in their hydraulic automatic and power shift transmissions used in heavy duty or severe service conditions The oils are very well suited for use in all Velvet Drive marine gears Each oil company will provide information and speci fications on their products which fall in the above specifications 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 DAILY CHECKS 1 Check transmission oil level 2 Check for any signs of oil leakage in the bell housing at gasket sealing surfaces or at the output shaft oil seal 3 A quick visual check of the general condition of the equipment may cause faulty equipment to be detected 4 Listen for any unusual noises and investigate to deter mine the cause
27. ch runs 4000 RPM MPH x 100 RPM propeller shaft optimum shaft speed or 20 x 100 2000 RPM would be optimum shaft speed 4000 Engine Speed 2 or Reduction Required 2000 Shaft Speed PROPELLER SELECTION The propeller is selected to to be developed The propeller load the engine and still per mit full power must allow the engine to come up to rated speed It is incorrect to use a propeller so large that the engine will be overloaded be cause this will not only propeller shaft but more reduce the power delivered to the importantly it will cause ab normally high loading within the engine This can result in destructive pressures and temperatures which cause pre mature bearing and valve failure For ski towing permit the engine to maintain rated RPM when under load it is best to select a propeller which will Figure 2 Installation drawing for In Line transmissions 2 10 1 00 ratio illustrated Reverse Planetary Reverse Clutch Gear Set Forward Forward Neutral Clutch Reverse Selector Reduction Planetary 5 rn Gear Set x 22 Double Row Th t i A ONT Pie pao Beating N VAIE M Coupling SS NS ZP A m Uf T UE i ud mS 5 42 DE P N J Map x pori L A 2 past VA INB 22 Z AN Soe HZ oo Edn SS 2 SAV WF SD TKS 5226 S So m ia D
28. d also be adequate clearance between the damper and transmission case The pump bolts have been overlooked and have caused interference in a few installa tions Rotate the engine slowly by hand after completing the installation to verify non interference The splines of the input shaft should be lubricated and fit freely into splines of damper hub 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 assembly S EARLY DAMPER SPLINES The early Velvet Drive transmission input shaft has 10 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 DAMPER PROBLEMS unusually rough engine can cause the damper to rattle This noise usually will go away as the engine speed is in creased above 1000 to 1200 RPM The rattle is caused by the springs in the damper bottoming out or going solid A damper which is not correct for the particular engine will rattle even thoughthe engine runs_ properly noise
29. d to the cooler circuit and the size and type of engine and transmission The amount of cooling required depends upon the input power which also governs transmission size and the reduction ratios RECOMMENDATIONS FOR SIZING COOLERS COOLER SIZE TRANS MODEL TRANSMISSION RATIO 5 127 70C DIRECT DRIVE 5 127 71C DIRECT DRIVE 9 228 6 70 ALL REDUCTION RATIOS 9 228 6 71 ALL REDUCTION RATIOS EXCEPT 2 1 1 9 228 6 72 DIRECT DRIVE 9 228 6 1 0 04 ALL V DRIVE 12 304 8 71C 2 1 1 RATIO 12 304 8 72 ALL REDUCTION RATIOS 12 304 8 73c ALL RATIOS 12 304 8 IO 05 ALL V DRIVE The recommendations given above are based on typical marine engine installations which have a maximum water temperature at the cooler inlet of 1 10 F or 43 C and a minimum water flow of 10 U S gallons per minute or 63 liters seconds A larger sized cooler will be required when water entering the cooler has a temperature in excess of 11 OOF or 43 C 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 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
30. de input Drive marine trans missions into the hub of a vibration damper Vibration dampers may be attached to the engine crankshaft at either the flywheel or timing gear end 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 These vibrations can exceed the spring capacity of the vibration damper and result in gear rattle and may cause transmission failure Raising the idle speed slightly will usually quiet this vibration Thediesel enginewith its high compression ratio has stronger vibration pulses than a gasoline engine Compression ratio and the number of cylinders have a direct bearing on engine vibration frequency amplitude 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 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 or near idle RPM Many types of transmission failures such as broken gear teeth broken shafts and clutch plates are the result of improper choice of damper SELECTION Each engine has its own characterist
31. e at the top rear of the forward and reverse transmission case COOLER RETURN LOCATION Cooler return is the oil returning to the transmission The cooler return location for all direct drive units of the 70C 71 C 72 1 O l 7 and 1 8 series transmissions is the drain plug opening in the transmission sump Early reduction units of the 70C 71 C 72C 1 O l 7 and 1 Q 18 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 location M Reduction units of the 70C 71 C 72C 1 7 and 1 O4 8 series which do not have the reduction housing tapped in any location must have the cooler oil returned to the sump fitting on the lower right side of the forward and reverse transmission case The 2 10 1 reduction transmissions of the 70C 71 C 72C 1 O4 7 and 1 O4 8 In Line series are currently being drilled and tapped to return cooler oil to the top of the reduction housing figure 9 Any 2 10 1 reduction housing which is drilled and tapped for a 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 trans mission case figure 12 The other cooler return opening sh
32. e 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 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 Pump rotation is viewed from the opposite end of the trans mission 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 1 7 and 10 18 models which have 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 reinde
33. e propeller turning or at trolling speeds with one of two engines shut down the design of the Velvet Drive gear maintains adequate cooling and lubrica tion PRESSURE TESTS For detailed checks of the hydraulic system a pressure gauge should be installed in the hydraulic line The trans mission should be run until the oil temperature is 1550F to 165 F 689C 749C Pressure specifications are available in the repair manuals 13 PROPELLER SHAFT COUPLINGS COUPLING TO SHAFT ASSEMBLY See form 1044 for specifications of couplings available from Warner Gear The propeller shaft coupling must be keyed to the propeller 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 NOTE Propeller shaft coupling distortion 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 undersize shaft Distorted coupling may be refaced in a lathe Two optional methods for fastening the coupling to the propeller shaft are used Type 1 couplings are pilot drilled through one side only and the shaft and opposite side of the coupling must be drilled with the coupling in position on the
34. eating is apt to occur Better efficiency and extended gear life will result when the transmission sump temperature is maintained between 140 F and 190 F or 60 C and 88 C Transmission pressures are dependent upon cooler flow It is important to select a cooler which has suitable flow characteristics as well as proper cooling capacity Cooler back pressure affects line and cooler pressure Low cooler pressure after an extended 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 COOLER LINES Hydraulic hose with a minimum of 13 32 inch or 10 32mm inside diameter standard pipe or flare fittings should be used Fittings should be large enough to avoid restricting the oil flow Copper tubing should be avoided due to its tendency to loosen fittings and fatique crack when sub jected to vibrations WARNER GEAR COOLERS The coolers built and sold by Warner Gear have been dis continued These coolers were of the single pass type and were approximately 2 inches 5 08 cm in diameter The 5 9 amp 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 16 COOLER SIZE The cooler size must be matche
35. ed for filing oil cooler and cooler lines 5 All AS7 and AS 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 ASt 71 AS1 71 CBR units are for heavier reverse duty and diesel applications 7 Warner Gear supplies 510 70 AS1 0 70CR AS20 71C AS20 71CR 520 72 AS20 72CR 530 70 and AS30 72C units for use with stern drives V Drives or other auxilary reduction gears Contact the manufacturer of the supplementary gearing for details of the complete assembly 8 All Model 70C units have been discontinued Pipher SU REE we geo s E FIG 3 INSTALLATION DRAWING FOR V DRIVE TRANSMISSIONS INPUT SPLINE DATA 26 TEETH INVOLUTE ALL UNITS ARE ADAPTABLE TO EITHER RIGHT 1 20 40 DIAMETRAL PITCH HAND OR LEFT HAND ENGINE ROTATION BY 30 PRESS ANGLE INDEXING THE HYDRAULIC PUMP HOUSING RIGHT HAND ROTATION SHOWN PITCH DIA 1 300 133 02 8 25 DIA 209 50 45 vain DIA E arene Q E 159 2 6 DIA i sj 3 GON touc PROPELLER FLANGE ROTATES SAME DIRECTION ASENGINE TX EXCEPT WHEN ORDERED FOR N OPPOSITE PROPELLER ROTATIO 9 00 288 60 E REDUCTION 10 19 96 1 1 21 1 6 83 2 38 19 15 11 65 7 64 258 83 2 49 1 3 14 1
36. ed nearest the bottom of the cooler and the located nearest the upper end of thie cooler outlet FIG 15 COOLER MOUNTED VERTICAL1 Y TATER gt OIL OUT WATER OUT 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 temper ature falls between 14OoF 60c and 1909F 88 The 190 F maximum sump temperature should not be exceed ed 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 prevent the possibility of catching the thermometer in the rotating gears Continuous monitoring of sump 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 Cooler pressures can be checked by connecting a pressure gage in the cooler out circuit near the transmission When operating the engine at 2000 RPM the normal cooler pressure at operating temperature should be approximately 40 p s i 2 81 kg Cm2 WATER DRAIN PLUG Coolers are usually supplied with a drain
37. 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 behind the boat see figures 18 amp 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 trans mission 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 shaft and propeller rotation seem to disagree how ever 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 HYDRAULIC PUMP INDEXING Th e transmission front adapter and pump housing are de signed 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 th
38. gain after the engine has been stopped for more than one hour overnight is excellent A noticeable increase in the oil level after this waiting period indicates that the oil is draining from cooler and cooler lines The external plumbing should be changed to prevent any drain back TRANSMISSION OPERATION STARTING ENGINE Place transmission selector in neutral before starting engine Shifts from any selector position to any other selector position may be made at any time and in any order if the engine speed is below 1000 RPM however it is recommend ed that all shifts be made at the lowest feasible engine speed 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 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 FREEWHEELING Under sail with th
39. ich 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 10 1 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 1 O I 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 7 and 1 8 reduction units An oil baffle is bolted to the reduction of 2 57 1 and 2 91 1 reduction units of the 1 7 and 1 8 series transmissions IMPORTANT SERIES 10 17 AND 10 18 SERVICE INSTRUCTIONS Practically all information which has been written for the 71 and 72C Velvet Drive transmissions applies to the IO I 7 and 1 O4 8 assemblies Use the appropriate instructions given in the 71 and 72C service manuals when servicing the 1 O I 7 and 10 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 cu
40. ics of vibration and The application engineer most suitable for inertia must select the specific damper the particular model of engine 20 shifting and chafing Sharp bends should be avoided be cause possible hose damage and restrictions can be caused by such practices It is possible for cross leaks to occur inside the cooler per mitting oil to flow into the water or water flow into the oil DAMPERS Some dampers due to the particular elements of their de sign may be suitable for one engine rotation only Refer to damper charts on page 21 Warner Gear does not assume the responsibility for re commending engine flywheel for the installation of our transmission supply all permit a total the proper drive Gear will and damper Warner assistance and information which is available to torsional system analysis The following procedure is recommended for selecting a suitable engine flywheel and damper drive when a suitable damper is not available 1 If possible select a flywheel with a moment of inertia as nearly equal to one which is being successfully used in other automotive or industrial applications of the engine If this is impossible select a flywheel with a slightly greater moment of inertia Never select a flywheel with less inertia if it can be avoided as the lighter wheel usually contributes to more severe low RPM torsional problems 2 Obtain and their operating radius as assembled
41. in the clutch plate used with the above flywheel information concerning the damper drive springs so that Warner Gear may determine if it has available a damper drive which has similar characteristics 3 If a damper drive cannot be furnished by Warner Gear from its production assemblies based upon information from part 2 trial installations will have to be made using a take a part damper drive assembly This will allow the determination of proper damper by experimenting with various springs DAMPER APPLICATION CHART AND DAMPER ASSEMBLIES WHICH ARE CURRENTLY AVAILABLE FROM WARNER GEAR The following chart gives suggested maximum torques 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 oz MAXIMUM FOOT POUNDS ENGINE TORQUE ERIES ASSEMBLY 8 GASOLINE DIESEL zz 8 CYL 6 CYL 4 CYL 1 3 CYL 8 CYL CYL 4 CYL 1 3 CYL 512 1 7 175 89 83 72 AS1 K1C 7 250 128 120 104 54 1 7 330 248 232 202 AS5 K1C 8 370 348 325 283 AS7 K1C 8 430 400 375 325 AS1 4 1 8 430 400 375 325 AS12 K2C 3 7 175 89 83 72 AS1 K2C 3 7 250 128 120 104 AS4 K2C 3 7 330 248 232 202 N ASB K2C 4 7 330 248 232 202 Q AS5 K2C 3 8 370 348 325 283 Y AS7 K2C 348 430 400 375 325 51 0 2 5 8 430 400 375 325 AS
42. lic automatic and power shift transmissions used in heavy duty or severe service conditions These oils are very well suited for use in all Velvet Drive marine gears Each oil company will provide information and fications on their products which fall in the above specifications at NOTE Be sure the cooler is properly installed and the transmission contains oil before cranking or starting the engine CHECKING OIL LEVEL The oil level should be maintained at the full mark on the dipstick Check oil level prior to starting the engine 11 FILLING AND CHECKING THE HYDRAULIC SYSTEM Check oil daily before starting engine The Velvet Drive hydraulic circuit includes the transmission oil cooler cooler lines and any gauge lines connected into the circuit The complete hydraulic circuit must be filled when filling the transmission and this requires purging the system of air before the oil level check can be made The air will be purged from the system if the oil level is maintained above the pump suction opening while the engine is running at approximately 1500 RPM The presence of air bubbles on the dipstick indicates that the system has not been purged of air New applications or a problem installation should be checked to insure that the oil does not drain back into the transmission from the cooler and cooler lines Check the oil level for this drain back check only immediately after the engine is shut off and a
43. nd 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 com plete turn stopping at 900 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 CAUTION Do not lift or pry against the transmission coupling to move the engine as this can distort the coupling Bent or distorted couplings can be refaced in a lathe USE OF FLEXIBLE COUPLINGS Flexible couplings are used to reduce noise and for vibration dampening Most boats are rigid enough to permit direct coupling of the propeller shaft coupling to transmission coupling and this is recommended Hulls which are rigid enough to prevent undue twisting in heavy will permit shifting of engine and transmission with respect to propeller shaft suitable flexible coupling may be used when this condition exists TRANSMISSION COUPLING 003 FEELER GAGE PROPELLER SHAFT STRAIGHT EDGE FIG 8 CHECKING COUPLING ALIGNMENT he alignment of the pr
44. of any such noises WINTER STORAGE 1 Drain water from the transmission Oil cooler This will prevent freezing in cooler climates and prevent harmful deposits from collecting GENERAL CHECKS 1 Check coupling alignment each time a transmission is replaced in the boat 2 Check shift linkage adjustment to insure that the trans mission 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 ing or starting the engine Various cooler circuits have been used and the correct cooler connections should be found from service literature prior to making the cooler installation 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 transmission to engine 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 10 Use a clean container for handling transmission fluid 11 Replace cooler line after a transmission failure prior to installing a new or rebuilt transmission 12 Check fluid level at operating temperature SUBJECT MATCHING ENGINE TRANSMISSION AND PROPELLER
45. opeller shaft to the transmission put shaft should always be maintained even when flex ilg couplings are used nbolt couplings to prevent bending of the shaft when bats are trailered or dry docked SHIFT LEVER he oil flow to the hydraulic clutches is controlled by a barrel valve which is operated by the shift lever To make the clutches function properly the shift lever must be in the exact positions dictated by the detent ball and spring Connect the push pull cable to the shift lever so that proper travel and positioning will be obtained at the transmission when the control lever is shifted at the boat operators station The warranty is jeopardised if the shift lever poppet spring and or ball is permanently removed or if the control lever is changed in any manner or repositioned or if the linkage between the remote control and the transmission shift does not have sufficient travel in both directions MOUNTING BRACKETS Removing bolts in order to mount brackets clamps etc can create leaks at gasketed joints Removing and reinstalling bolts over brackets can weaken the thread engagement Proper bolt length and quality are required When brackets are bolted to the output shaft bearing re tainer and seal mount oil leaks tend to occur in this area Failure of the transmission due to loss of oil thru external causes is not covered by the warranty PAINTING The cast iron transmission should be painted to prevent
46. ould 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 Drop Center reduction units have cooler oil returned to the sump fitting on the lower right side of the forward and reverse transmission case Better cooling efficiency will be obtained when oil and cooling water flow in opposite directions A larger sized cooler may be required where oil and water flow in the same direction through the cooler MOUNTING COOLER Air can be trapped above the oil in a cooler unless the cooler out fitting is located at the highest point on the cooler Trapped air reduces cooling capacity causes foaming pump cavitation loss of oil through the breather and erratic oil level indication Horizontal mounting is preferred because it prevents oil from draining from the cooler Drain back from a cooler which is mounted higher than the transmission sump will give a misleading high reading of the sump oil level there fore it is best to mount the cooler at sump level i e at or below transmission centerline FIG 13 COOLER MOUNTED HORIZONTALLY OIL IN WATER OUT WATER IN coolers which are mounted on an angle should have cooler lines connected for oil to flow into the lower oil fitting and out of the higher oil fitting FIG 14 COOLER MOUNTED ON AN ANGLE OIL IN WATER OUT artically mounted oil coolers should have the oil inlet ticat
47. ousing Warner Gear does manufacture and have available the following adapters 71C 1 for flywheel end mounting to the Ford V 8 engines which have 239 256 272 292 and 312 cubic inch displacement TRANSMISSION INSTALLING TRANSMISSION TO ENGINE The transmission may be installed to either the flywheel or timing gear end of the engine A suitable damper assembly should be selected and installed to either the flywheel or to an adapter which is attached to timing gear end of the crankshaft A transmission adapter should be purchased or manufact ured to adapt the transmission to the engine The adapter or spacers must be selected to cause the input shaft splines to make full engagement with the damper drive hub Check for interference between the various parts as they are assembled Damper and transmission adapter alignment should be held to 005 inch total indicator reading for both bore and face readings Lubricate the input shaft and damper hub splines as the transmission is assembled to the engine Two studs should be screwed into center mounting bolt holes to insure transmission alignment and to support transmission weight to insure that damper will not be damaged as transmission is assembled to engine INSTALLATION ANGLE The transmission and engine should be installed so that the maximum angle relative to horizontal does not exceed 15 when the boat is at rest and should not exceed 209 when operating at the worst b
48. ow high condition A higher angle of installation along with low oil level can permit pump cavitation when operating in rough water where pitching and rolling tends to throw the oil away from the pump inlet 71 C4 for flywheel end mounting to the Ford of England engines which have 220 and 330 cubic inch displacement diesel engines 71 C4 C for flywheel end mounting to Mercury Edsel and Lincoln engines of 383 410 and 430 cubic inch displace ment and Ford Edsel and Mercury engines of 332 and 352 cubic inch displacement 4 INSTALLATION TRANSMISSION FLUID Type F Dexron and other hydraulic fluids which meet the Detroit Diesel Allison Division of General Motors tion specifications for type C3 oils are recommended for use in all Velvet Drive marine gears Lubricating oils which are recommended for use diesel engines fall within Allison specifications for 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 jf high operating temperatures anticipated Multi vrsosity oils such as 10W 40 are not acceptable The first choice is SAE API service class CD oils The second choice is SAE API service class oils The equivalent DOD mil specs are CD MIL L 21046 MIL L 45199 Detroit Diesel Allison Division of General Motors developed the C3 specifications for oils to be used in their hydrau
49. p 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 parts on a suitable block placed under the carrier or other parts attached to the output shaft so that the reduction housing can be rotated as the coupling nut is being tightened A tool should be used to hold the coupling while the output shaft nut is being tightened A helper should rotate the reduction housing and the coupling nut should be tightened until an increase in effort required to turn the reduction housing is noted Lay the reduction housing on its side and use a torque wrench to tum the output shaft through the bearings to check the bearing drag caused by the bearings being preloaded A maximum of 45 Ib ins 5 1 Nm but perferably 15 to 30 Ib ins 1 7 to 3 4 Nm torque should be required to rotate the output shaft through the oil seal and properly preloaded bearings A new bearing spacer should always be used after the output shaft nut has been loosened after being properly preloaded If the spacer must be reused always go to a slightly higher preload than the sleeve had been torqued to previously IMPORTANT SEE LATE BULLETINS O
50. 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 connection so that the most direct cooler hook up may be made COOLING PROBLEMS Water passages inside of the cooler will sometimes become clogged and this will reduce cooling capacity and cause 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 re placed in the event a failure has occurred Metallic icles 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 Water hoses may collapse and reduce or completely shut off all flow to the cooler 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 some
51. times 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 some times 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 th cooler to the transmission Reports from the field indi cate that the 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 hose size recommendations or proper plumbing practices The flexible oil hoses and fittings used to connect the cooler to the transmission must insidediameter of size to prevent restricting the oil flow The oil lines should not be too short or engine roll or shifting could stretch and possibly break such hoses Secure all hoses to prevent VIBRATION TRANSMISSION REQUIREMENTS The splined shaft on all Velvet is designed to sli
52. xed 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 belt 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 PORT STARBOARD Right 5 Left Left i Handi Rotation Rotation Rotation Rotation FLYWHEEL OF ENGINE __ FRONT OR TIMING GEAR END OF ENGINE TIMING GEAR END OF ENGINE EX a at e CRANKSHAFT ADAPTER CRANKSHAFT FLYWHEEL DAMPER DRIVE DAMPER ORIVE TRANSMISSION ADAPTER TRANSMISSION LEFT HAND ENGINE SIGHT FROM THIS POSITION BEHIND TRANSMISSION AND DESCRIBE TRANSMISSION SHAFT AND ENGINE ROTATION AS CLOCKWISE OR COUNTER CLOCKWISE FIGURE 16 TYPICAL TIMING GEAR INSTALLATION
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