W3900 W4400 W 5200/5300. Masson-Marine Workboat Gearboxes Type W3900 W4400 W5200/5300 OPERATING INSTRUCTIONS

Transcription

1 W3900 W4400 W 5200/5300 Masson-Marine Workboat Gearboxes Type W3900 W4400 W5200/5300 OPERATING INSTRUCTIONS Description, commissioning guide, operation and maintenance manual Release: M-5200/v.05/

2 W3900 W4400 W5200/5300 page 2 / 42 M-W5200/v.05/

3 W3900 W4400 W5200/5300 CONTENTS I - RESPONSIBILITY... 4 II - BASIC GEARBOX DESCRIPTION: W5200 / W II-1 Gearbox identification... 7 II-2 General layout... 7 II-3 Operating data III - HYDRAULIC CONTROL (STANDARD) III-1 Hydraulic circuit III-2 Oil filter III-3 Option: Twin filter III-4 Oil cooler III-5 Hydraulic accumulator III-6 Clutch engagement III-7 Lubrication IV - GEARBOX INSTALLATION IV-1 Alignment IV-2 Gearbox fixation IV-3 Gearbox connections IV-4 Gearbox control equipment IV-5 Gearbox monitoring V - START-UP VI - OPERATION VII - COME-HOME PROCEDURE...27 VIII - REGULAR MAINTENANCE...28 VIII-1 Oil change VIII-1.1 LUBRICATION SPECIFICATIONS VIII-2 Oil filter VIII-3 Oil cooler VIII-4 Gear teeth VIII-5 Accumulator IX - TROUBLESHOOTING X SPARE PARTS XI MASSON MARINE AROUND THE WORLD Index Date Update: version initiale mise à jour des caractéristiques techniques adresses Internet vérin pneumatique mise à jour : lignage nouvelle version MASSON Marine M-W5200/v.05/ page 3 / 42

4 W3900 W4400 W5200/5300 I - RESPONSIBILITY The present manual applies to the standard version of the Masson-Marine gearbox type W3900, W4400, and W5200/5300. Variations are possible, depending on particular customer requirements, operating conditions and technical evolution. Where data in this manual differ from those of the technical and/or commercial specification of any particular gearbox, then the data which apply will be those of the latter specification(s). Technical modifications reserved. General Instructions The instructions of the present manual are binding. Whoever operates or otherwise works on the gearbox (e.g. set-up, maintenance, etc.) has to be acquainted with and to comply with the instructions. The manual should always be at hand. Masson-Marine rejects any liability for damages resulting from any disregard of the instructions of the manual. Changes of the parameters or machine elements are subject to Masson-Marine approval. Only trained personnel may operate or otherwise work on the gearbox. 2. The gearbox manufacturer, as a supplier of one individual component of the entire drive system of a ship, cannot be held responsible for vibrations or vibrational problems arising from this system. It follows from this, that Masson-Marine cannot accept liability for gearbox noise, or for damage to the gearbox, flexible coupling or other parts of the drive unit caused by such vibrations. We therefore recommend that a torsional vibration calculation be performed, that takes into account all directly implied driveline components and a maximum of associated elements. 3. For maximum warranty benefit, we recommend to have a Masson-Marine engineer assist to the start-up of the driveline and/or gearbox. For full warranty, please fill in and return a copy of the attached warranty form to your Masson-Marine dealer or to Masson-Marine factory as shown below. For any further information, please contact your Masson-Marine dealer or Masson-Marine factory, service department, at the following address: Gearbox warranty - Important note: 1. Warranty conditions agreed with Masson-Marine apply to these gearboxes. However, Masson-Marine can only honour warranty claims on the following conditions: the gearbox has been installed, monitored, operated and serviced in accordance with the instructions of the relevant operating manual and specifications, Masson-Marine approved lubricants have been used, the operation of the gearbox has always been within the limits allowed with respect to input power, input speed, and input power-to-speed ratio for the type of gearbox and its application. Masson-Marine S.A.S Service Department 5, rue Henri Cavallier F SAINT-DENIS LES SENS (France) +33+ (0) (0) Web: sav@masson-marine.com or: commercial@masson-marine.com page 4 / 42 M-W5200/v.05/

5 W3900 W4400 W 5200/5300 MARINE GEARBOXES WARRANTY CERTIFICATE Warranty certificate Please fill in and return to your Masson-Marine dealer or Masson-Marine factory The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action. Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance. Masson-Marine S.A.S - After Sales St.Denis les Sens (FRANCE) Tel Fax Type of gearbox: Internal order no. Serial number: Gear ratio: Forwarded on: Power take-off yes* no* Driven machine: Power:... hp Oil pressure at clutches: Put into service on: bars name: address: Purchaser: Shipyard: Fitter: Owner: User: Boat: Name: Type: Port of registry: Utilization: Propeller: Number of blades:... Outside diameter:... mm right-hand rotation* / left-hand rotation* Weight:... kg Shaft length between reduction sleeve and propeller:... m Average diameter of shaft:... mm Engine: Brand: Type: Number of cylinders:... in line* or V-type*... hp at... rpm with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise* Coupling Type: Oil used: Brand: Type: Cooling system: Sea water* Open circuit* Soft water* Closed circuit* Water temperature:... C. Combined control Type: Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED Oil pressure gauge on machine: yes* no* Oil temp. gauge on driving station: yes* no* RECOMMENDED Pressure switch lamp: yes* no* Temperature switch lamp: yes* no* Oil level alarm: yes* no* OPTIONAL Others: yes* no* Is the final user in possession of the maintenance manual? yes* no* Customer signature : name: Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox) title: date: *) : Please strike off the inadequate options. BV/Q M-W5200/v.05/ page 5 / 42

6 W3900 W4400 W5200/5300 MARINE GEARBOXES WARRANTY CERTIFICATE Warranty certificate Please fill in and return to your Masson-Marine dealer or Masson-Marine factory The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action. Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance. Masson-Marine S.A.S - After Sales St.Denis les Sens (FRANCE) Tel Fax Type of gearbox: Internal order no. Serial number: Gear ratio: Forwarded on: Power take-off yes* no* Driven machine: Power:... hp Oil pressure at clutches: Put into service on: bars name: address: Purchaser: Shipyard: Fitter: Owner: User: Boat: Name: Type: Port of registry: Utilization: Propeller: Number of blades:... Outside diameter:... mm right-hand rotation* / left-hand rotation* Weight:... kg Shaft length between reduction sleeve and propeller:... m Average diameter of shaft:... mm Engine: Brand: Type: Number of cylinders:... in line* or V-type*... hp at... rpm with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise* Coupling Type: Oil used: Brand: Type: Cooling system: Sea water* Open circuit* Soft water* Closed circuit* Water temperature:... C. Combined control Type: Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED Oil pressure gauge on machine: yes* no* Oil temp. gauge on driving station: yes* no* RECOMMENDED Pressure switch lamp: yes* no* Temperature switch lamp: yes* no* Oil level alarm: yes* no* OPTIONAL Others: yes* no* Is the final user in possession of the maintenance manual? yes* no* Customer signature : name: Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox) title: date: *) : Please strike off the inadequate options. BV/Q page 6 / 42 M-W5200/v.05/

7 W3900 W4400 W 5200/5300 II - BASIC GEARBOX DESCRIPTION: W5200 (AND RELATED) The present manual applies to the standard version of a Masson gearbox. For additional equipment such as power take-off gears, different controls, special monitoring equipment etc., additional or different instructions may apply. II-1 Gearbox identification All Masson-Marine gearboxes carry a name-plate showing the type of gearbox, serial number, ratio, and some other information. Ship and gearbox configurations may vary, the gearbox itself may evolve in terms of design, material, and so on. Therefore, whenever you need technical information, help, or order spare parts, ALWAYS mention the gearbox type and serial number. The name plate is located on the casing top, on the starboard side of the gearbox. In case the nameplate has been lost, the gearbox serial number is also stamped into the main casing, along the starboard edge, near the filler plug. II-2 General layout MASSON W3900 W4400 W5200/5300 gearboxes are comprised of one input shaft, one idler shaft (port side) meshing with the input shaft, and one output shaft. Being in permanent mesh, the input shaft and idler shaft rotate in opposite directions. Both shafts carry one clutch assembly each. Each clutch assembly is linked to its own drive pinion, which is in constant mesh with the output gear. As a result, depending on which one of the two clutches is engaged, either one or the other of the two drive pinions will be driving the output wheel. The main oil pump, coupled to the engine through the port shaft, supplies clutch operating pressure and lubrication of the gearbox. The clutches are hydraulically operated, via a shift valve attached to the hydraulic control block. As a rule, an oil cooler connected to the gearbox hydraulic circuit is supplied with the gearbox. W5200 / W5300 rear view W5200 / W5300 front view M-W5200/v.05/ page 7 / 42

8 W3900 W4400 W5200/5300 W5200 / W General layout Power-flow The standard drive mode is called direct drive. In direct drive (usually the "ahead" gear), the clutch of the input shaft is engaged, and its corresponding drive pinion drives the output gearwheel. Input shaft and output shaft therefore rotate in opposite directions. In the indirect drive (usually the "reverse gear"), the lay shaft clutch (port side) is locked. Rotation from the input shaft is reversed and transmitted to the lay shaft through the transfer gears, and the lay shaft drive pinion moves the output gearwheel, reversing rotation again. Therefore, in the indirect mode, input and output shaft rotate in the same direction. W5200 / W Direct drive engaged W5200 / W Indirect drive engaged Gearbox type 5300 has a taller output gearwheel (different gear ratios), therefore the center distance between the input shaft and the output shaft increases by 59 mm. As a consequence, the overall height of type 5300 is 59 mm more than that of type Direction of rotation Input and output (i.e. propeller-) shafts are said to turn left-hand ("counter-clockwise") or right-hand ("clockwise"). This refers to an observer looking at the driveline from the propeller end, i.e. facing the engine flywheel, and is opposed to the notion of engine rotation seen from the governor end of the crankshaft. Thus, when a standard engine has right-hand crankshaft rotation, seen from the governor end, then its direction of rotation will be left-hand, or counterclockwise, seen from the flywheel end. Unless otherwise specified, all components attached to the gearbox use the same definition of left-hand and righthand rotation (counter-clockwise and clockwise rotation), always looking at the driveline from the propeller end (engine flywheel end). ENGINE FLYWHEEL & ELASTIC COUPL. GEARBOX Definition: clockwise / counter-clockwise rotation An example COUNTER-CLOCKWISE ROTATION CLOCKWISE ROTATION PROPELLER page 8 / 42 M-W5200/v.05/

9 W3900 W4400 W 5200/5300 A Oil dipstick B Lube oil hose, control block-to-cooler C Oil cooler D Lube oil hose, cooler-to-lubrication manifold E Lubrication pressure regulator F Inspection cover; main drive pinions & bull gear G Inspection cover, transfer gears & clutches H Oil pressure gauge I Pressure alarm switch J Filler plug and breather K Hydraulic accumulator L Shift valve (selector) M Drain plug N Operating pressure regulator O Oil filter P Pressure hose, pump-to-control block Q Clutch pressure feed pipe R Output coupling flange S Suction hose, sump-to-pump T Oil pump M-W5200/v.05/ page 9 / 42

10 W3900 W4400 W5200/5300 Gearbox shafts All shafts are 100 kg/mm² hardened steel shafts. The input coupling flange taper is 1:30 (hydraulic fitting). Output shaft taper is 1:30, the output coupling flange is hydraulically fitted to that shaft (neither puller nor heat!). The shafts may be plain shafts or hollow shafts. In most CPP applications, the output drive shaft will be hollow to accommodate CPP hydraulic control equipment. Pinions and gearwheels Their basic design principles include helical gears with root, tip and end relief. All gears are casehardened all-steel gearwheels. Almost all gear transmissions require some clearance, called backlash to accommodate thermal expansion and avoid permanent friction on both the leading and trailing flanks of the teeth. Backlash may tend to zero in the case of a gear pump, for example, or may be extremely high in the case of heavy load transmissions subject to shocks and vibration. So, the amount of backlash as such is no criterion for gear quality. In marine transmissions, a certain amount of backlash is required to ensure trouble-free operation of the transmission, though it should be kept small enough to reduce noise. Coupling flanges They are made of 100 kg/mm² plain steel. Maximum axial and radial deviation must not exceed 0.05 mm on the outer periphery. Both coupling flanges are hydraulically fitted to a 1:30 taper according to the SKF-draw-up method (neither puller nor heat!). The output coupling flange is machined along with the output shaft to ensure a perfect run-out. As a consequence, its position relative to the shaft should be marked before any disassembly! Clutch assemblies These comprise a toothed clutch drum with external gear teeth providing the "transfer gears". One assembly on the input shaft is directly driven by the engine. The second clutch drum on the lay shaft is in constant mesh with the first one. Inside each drum lies a stack of sinter metal lined discs (external teeth) engaging the splines on the inner perimeter of the clutch drum and steel plates (internal teeth) riding on the clutch hub splines. The clutch hub in turn is splined to the drive pinion. A hydraulically actuated piston compresses the stack of clutch discs so as to lock the clutch drum to the transfer shaft and thus establish positive driving engagement. As clutch discs have a sinter metal lining, lining "sludge" (bronze) will be found in the gearbox oil, especially with a new gearbox or reconditioned clutch. This, of course, is normal and is no need for alarm. Come-home device W5200 / W5300 gearboxes have come-home screws for mechanically locking the "ahead"-clutch in case of hydraulic failure. Two come-home screws fit through appropriate holes in the clutch bearing cover plate. Important: Upon installation, sufficient free space should be provided to access and engage the come-home screws! Once home, do not forget to unscrew the device again, and to remove the screws. Direct drive clutch 2- Come-home screw 1- Access hole plug For further details, refer to 7, "Come-home procedure" Casing The casing is basically made up of 3 non-dissociable main cast iron parts, i.e. a lower casing, top casing and a rear casing flange. These parts are machined as a whole to achieve proper bore alignment and parallel axes. Therefore, they cannot be purchased separately as individual spare parts! They are clamped together by means of screws and aligned by means of dowel pins provided for each pair of casing parts. page 10 / 42 M-W5200/v.05/

11 W3900 W4400 W 5200/5300 Power take-off, Controllable pitch propeller, etc. All Masson-Marine gearboxes can be supplied with various power take-off devices (PTO). W5200 / W5300 support constant drive and/or clutch type PTO designs with a wide range of applications, according to customer specification. Please mention the gearbox serial number whenever you need information or spare parts! Controllable pitch propellers (CPP) can also be fitted to W5200 / W5300 gearboxes; they require specific parts that are defined by the Masson-Marine engineering department. For all further information or spare parts request, please contact Masson-Marine, mentioning the gearbox serial number. M-W5200/v.05/ page 11 / 42

12 W3900 W4400 W5200/5300 II-3 Operating data W5200 / W5300 Remarks Oil type see list attached Oil capacity may vary with optional equipment (PTO, CPP, etc.) Oil capacity 120 l approx. Oil level check: check with engine running à idle! Oil temperature range 45 to 85 C recommended: 65 C Clutch oil pressure 25 bar / full speed 20 bar / idling speed At operating temperature, using Masson-Marine approved oil. Clutch pressure alarm level 16 bar Lube oil pressure 0.5 to 6.0 bar At operating temperature, using Masson-Marine approved oil. Lube oil pressure alarm level 0.5 bar (alarm) 0.2 bar (engine stop) Clutch engagement At engine idling speed only! 3 to 6 seconds approx. At operating temperature, using Masson-Marine approved oil. Max. pressure drop across filter (twin filter switch-over threshold) 2 bar approx. Pressure drop between filter IN and filter OUT Weight (approx.; dry; basic gearbox) 1900 kg Max. axial / radial deviation on 0.05 mm input shaft coupling flange OD Max. axial / radial deviation on prop. shaft coupling flange OD 0.08 mm Handy helper: Oil pressure conversion table (approximate values): bar (kg/cm²) psi Handy helper: Temperature conversion table (approximate values): Centigrade C Fahrenheit F Handy helper: Volume conversion table (approximate values): litre l US gallon gal. (US) page 12 / 42 M-W5200/v.05/

13 W3900 W4400 W 5200/5300 III - HYDRAULIC CONTROL (STANDARD) MASSON W5200 / W5300 gearboxes operate at a nominal clutch pressure of 25 bar*) at full speed and 20 bar at idling speed. The lubrication pressure is comprised between 0.5 bar at idle and 6 bar at full speed. *) refer to chapter "II-3: Operating data" above A- dipstick B- lube oil hose to cooler C- oil cooler D- lube oil hose (out) E- lubrication manifold H- pressure gauge I- pressure alarm switch J- filler plug K- accumulator L- shift valve (electric) L1- shift valve solenoid L2- solenoid manual actuation N- pressure regulator O- oil filter P- pressure hose S- suction hose T- oil pump U- clutch pressure pipe #2 V- clutch pressure pipe #1 Y- standby pump connect. Z- flow control valve III-1 Hydraulic circuit The oil pump takes in oil from the gearbox sump and sends it through the oil filter to the pressure regulator. The pressure regulator is set to 25 bar (355 psi) at nominal speed. All excess oil flows through the oil cooler to the lubrication circuit. Oil under operating pressure flows through a check valve to the accumulator, and along to the shift control valve. When the shift valve is in its "neutral" position, the oil flow will be stopped here. When the shift valve is in the "ahead" or "reverse" position, oil will flow through the external pipes into the clutch and actuate the clutch piston at operating pressure. Pp Oil pump Ps Standby pump (optional) S 2-way check-valve L1 Pressure relief valve IC Clogging indicator (option) F Oil filter Rp Pressure regulator R Oil cooler L2 Lube oil pressure regulator St Flow control valve A Accumulator PI2- Pressure gauge (clutch p.) D Shift control valve G Lubrication E1 Clutch E2 Clutch M-W5200/v.05/ page 13 / 42

14 W3900 W4400 W5200/5300 III-2 Oil filter Located right after the oil pump, the filter is moutned to the hydraulic control bloc, at the rear end of the gearbox. Oil flow through the cartridge goes from the outside to the inside. Filter cartridge replacement should be followed as specified in the "Regular maintenance section" hereafter. III-4 Oil cooler The oil cooler is a standard equipment, but different types of cooler assemblies will be supplied, depending on customer specification an machinery operating conditions. The oil cooler is usually fitted along the port side of the gearbox. See further information in the "Gearbox installation" and the 'Regular maintenance" sections. III-3 Option: Twin filter The optional twin oil filter allows filter replacement with the engine and gearbox still running. A clogging indicator (1) (visual indicator or electric transducer) is fitted to the filter carrier top. The red index means that the respective filter has to be changed. A selector lever (2) can be swung round from one filter to another (the split pin pointing to the "enabled" filter), so that the "disabled" filter can now be opened and replaced. Arrows on the casting show the direction to switch from filter "F1" to "F2" and vice versa. For further detail, refer to section "Regular maintenance" below. III-5 Hydraulic accumulator The accumulator contains two chambers separated by an elastic diaphragm. The bottom chamber is connected to the hydraulic circuit of the gearbox, downstream a check valve. The upper chamber contains nitrogen gas under pressure and a certain volume of compensating oil calculated to adapt the overall capacity of the accumulator to the volume of the clutch. In a steady-state condition of the system (and engine running at idle or full speed), the accumulator is "filled" with a certain amount of oil under operating pressure Accumulator shells 5- Compensating oil (welded assy.) 3- Membrane 6-4- Filler valve 7- Fitting (no refill or repair) Accumulators cannot be reconditioned; they are bought inflated & filled with the appropriate amount of compensating oil, ready for use. A rough check of the accumulator is possible, though. If uncertain about the condition of the accumulator, engine stopped and having shifted to ahead/reverse 2 or 3 times (to dump all pressure), remove the accumulator from the gearbox and insert a rounded-end (!) rod through the fitting hole ("7") to page 14 / 42 M-W5200/v.05/

15 W3900 W4400 W 5200/5300 push against the membrane. Nitrogen pressure behind the membrane being normally significantly higher than 2 bars, there should be a very clear resistance against the push rod action. If no resistance is felt, replace the accumulator. When ordering a new accumulator, specify your gearbox type and serial number! Accumulators are nitrogen filled. Therefore, even with the engine stopped, the hydraulic system of the gearbox may still be under pressure! III-6 Clutch engagement In steady-state conditions (neutral or clutch fully engaged), virtually all the oil flow from the pump goes to lubrication; pressure settles at 20 bar (idle) / 25 bar (full speed). Oil flow from pump through filter to oil cooler (lubrication circuit) and clutch feed circuit TO COOLER 18 ACCUMULATOR DISTRIB. flow control valve upwards against the bias of its spring. With the flow control valve now open, oil can travel through that passage, which has a large cross section, at a much higher flow rate. System pressure now "jumps" up to its nominal value, thus completely locking the clutch. The system has come back to a steady-state condition. The time span between the initial pressure drop and the return to normal during clutch engagement lies between 3 and 6 seconds, approximately. Schematic view of the hydraulic control block: 63 CLUTCH CLUTCH FILTER PUMP SUMP When a clutch is engaged, this clutch will absorb all of a sudden a certain quantity of oil for displacing the clutch piston. As a consequence, a general pressure drop occurs. As pressure drops, the spring-biased flow control valve (# "18") will close, the accumulator check valve will be closed and the nitrogen gas pressure of the accumulator will rush the oil contained in the accumulator into the clutch. The clutch starts dragging. Since the flow control valve is shut (system pressure being near 5 bar), oil supplied by the pump now has to travel through a flow control jet (flow restriction). Oil arriving through flow control jet (# "63") now gradually fills the accumulator, at a defined flow rate, and pressure in the system slowly grows. At the same time, pressure in the clutch grows accordingly, providing progressive clutch engagement. Once a threshold level of approx. 18 bar has been reached, the pressure in the circuit will shift the vertical section (section "D") M-W5200/v.05/ page 15 / 42

16 W3900 W4400 W5200/5300 Therefore, pressure evolution upon clutch engagement is as follows: The sketches hereafter show the 3 basic steps of that progression. TO COOLER ACCUMULATOR Distributor has been shifted. Empty clutch has to DISTRIB. be filled; oil pressure drops and accumulator expands, sending its oil reserve into the clutch. With oil pressure low, the biassing spring shuts flow control valve (#18). CLUTCH CLUTCH FILTER PUMP SUMP TO COOLER ACCUMULATOR Clutch piston is applied, oil is being reinjected into DISTRIB. the system through throttle jet (#63). The size of the throttle determines the slope of the gradual pressure rise. CLUTCH CLUTCH FILTER PUMP SUMP TO COOLER ACCUMULATOR bar threshold has been reached. That pressure will DISTRIB. shift the flow control valve (#18) back up. This reopens the normal wide cross-section flow passage, and the system pressure jumps back to normal. CLUTCH CLUTCH FILTER PUMP SUMP page 16 / 42 M-W5200/v.05/

17 W3900 W4400 W 5200/5300 III-7 Lubrication Excess oil from the control block travels through the oil cooler, and from the cooler to the lubrication manifold. From there, it flows through internal channels to the various bearings. An important part of lube oil is guided through holes in the rear bearing covers into through-bores of the input shaft end or port side shaft stud which protrude into the clutch assemblies. Here, the oil makes its way through jets into the clutch and clutch drum, is centrifugally thrown out on to the neighbouring parts and gears, and gathers down in the gearbox sump. The gear trains are lubricated via spray holes provided in the central lubrication pipe. The front bearings are lubricated through internal channels fed via the central lubrication pipe. M-W5200/v.05/ page 17 / 42

18 IV - GEARBOX INSTALLATION W3900 W4400 W5200/5300 When configuring the power pack, care must be taken to ensure sufficient free space for easy access to the filler plug, dipstick, drain plug and controls, as well as to allow replacement of the oil cooler, filter, oil pump and other repair and maintenance jobs. *) W 5300: input shaft output shaft center distance 59 mm higher. Add 59 mm to all dimensions marked with an * All dimensions shown in mm. Transmitting propeller thrust to the hull and being rigidly linked to the propeller shaft, the gearbox requires strong attachment, rigid foundation and perfect alignment! If either of these requirements is not met, severe damage or breakage may occur. Therefore: 1.- The connection between gearbox and hull has to be rigid (unless an elastic coupling is fitted between gearbox and propeller shaft)! 2.- The connection between gearbox and propeller shaft is preferably rigid. In that case, perfect gearbox to shaft alignment is required. 3.- The connection between gearbox and engine should preferably be elastic. The choice of the elastic coupling depends on engine data, gearbox design, torsional vibration behaviour of the driveline, etc. IV-1 Alignment Unless an elastic coupling or cardan shaft is provided between the gearbox and the propeller shaft, line shaft (propeller shaft) and gearbox output shaft have to be perfectly in line. The usual procedure is as follows: On load-carrying vessels, make sure the foundation is not affected by the degree of charge. If some deflection of the hull is not improbable (lightweight construction, wooden ships, etc.), the gearbox must be protected by means of an elastic coupling between the output coupling and the line shaft. For all particular installations, please contact Masson- Marine! A detailed description of the recommended alignment and clamping procedure can be obtained from Masson-Marine ("M-SAV Shaft Alignment Procedure" / ). Center the line shaft first. Align the gearbox on the line shaft axis. Align the engine relative to the gearbox. page 18 / 42 M-W5200/v.05/

19 W3900 W4400 W 5200/5300 Line shaft to gearbox connection To avoid shaft deflection and, at the same time, maintain sufficient elasticity, a recommended value for the free line shaft length from the gearbox coupling flange to the first shaft bearing is: approx. 10 to 20x shaft Ø * To avoid shaft droop during alignment, the propeller shaft coupling should be set true by means of some provisional support device. Angular misalignment will produce a gap between the gearbox flange and companion flange faces. Maximum allowance for that face gap is 0.10 mm*, depending on the free length & flexibility of the line shaft! Maximum axis (or parallel) misalignment allowed here is 0.15 mm*, according to the type and position of the 1 st line shaft bearing! *) Re. Masson-Marine specification MF Ø Ø Ø Bring the gearbox output shaft centerline parallel to, i.e. into perfect alignment with the line shaft (propeller shaft) centerline. Reference for angular alignment will be the gearbox output shaft flange face. Adjustment of the gearbox is done by means of the jacking screws ("A" below) (3 or 4 screws) fitted through the side brackets of the gearbox casing. The figures shown here are those measured on the hardware. So, they are TOTAL values, i.e. they already include 0.08 mm max. axial and radial deviation of the coupling flange (depending on gearbox see Masson-Marine for exact data). It is the object of the alignment procedure, to bring all combined deviations as closely as possible to zero, so as to prevent ultimate shaft or bearing breakage due to fatigue. < 0.10 mm Parallel misalignment line shaft < 0.15 mm gearbox Angular misalignment top gap line shaft gearbox bottom gap IV-2 Gearbox fixation Having determined the position and adjusted the gearbox for perfect alignment (using jack-screws A / see sketch below), secure the gearbox to the foundation. Various methods may be used; the most widespread ones are: Steel SHIMMING (thickness 10 to 30 mm max.) and/or cast iron pads (HB 170 minimum hardness), or moulding solid RESIN pads extending over the entire length of the gearbox support brackets, after adjustment of the gearbox alignment. M-W5200/v.05/ page 19 / 42

20 W3900 W4400 W5200/5300 A A B E, F B E, F D C D propeller thrust D C D propeller thrust Steel shimming Resin mounting A - jacking screws B - steel shims / resin pad C - fitted bolts (mind position!) D - clearance fit bolts (clamping action) minimum quality class 8-8 or above E/F - thrust stop device gearbox 1 spot facing 2 foundation (2-3 % slope) 3 ground fitted bolt 4 spherical contact washer 5 spot welding after adjustment 6 steel shim (2-3 % slope) 7 washer 8 split pin or pal-nut 9 The gearbox will be clamped with a set of clearance bolts and a pair of ground FITTED BOLTS ("C" above) to be installed through the gearbox support brackets and the foundation rail. The main thrust transmitted to the hull being the forward thrust, we recommend welding (or otherwise securing) a pair of rigid stop pads ("E" above) to the foundation, abutting the gearbox support brackets at the front end of the gear. In order to accommodate thermal growth of the assembly, the fitted bolts should be installed in the second-from-front hole of the 4 bracket holes on both sides of the gearbox (i.e. near the welded stops), % 4 5 Recommended clamping arrangement when thrust stops are used. If no axial thrust stops are used, the fitted bolts will have to be installed in the second-from-aft hole on each side (i.e. near the line shaft coupling). If moulded resin pads (or wood or other soft material) are used, the fitted bolts cannot transmit thrust! Due to the considerable thickness of the support pads, the bolts would be exposed to combined shear and bending stress and therefore would break before long! In that case, forward thrust stops transmitting axial thrust to the foundation & hull are imperative Having aligned the gearbox relative to the line shaft, proceed to align the engine relative to the gearbox, according to engine and coupling manufacturers' specifications. Gearbox to engine connection This connection will always be made through an elastic coupling defined for each specific installation. The appropriate coupling has to be determined as a function of all critical parameters, such as: inertia, number of propeller blades, engine stimuli, etc. Positioning of the engine with respect to the gearbox requires particular care; combined misalignment (tolerance, static and dynamic deformation of elastic mounting pads, etc.) should never exceed the capacity of the coupling. page 20 / 42 M-W5200/v.05/

21 W3900 W4400 W 5200/5300 IV-3 Gearbox connections Basically, only the remote control system for the gearbox (and PTO, if applicable) needs to be linked up and the oil cooler connected to the engine system (or separate cooling circuit). For remote control equipment, refer to chapter IV-4 "Gearbox control equipment". Oil cooler connection: Gearbox oil temperature should be about 65 C; it should NOT exceed 85 C. As a consequence, in a closed loop cooling system, the gearbox oil cooler should be connected to the water circuit upstream of the engine (i.e. after the heat exchanger outlet / "cold" side)! Make sure no foreign matter will enter the cooling system and clog the cooler tube nest(s); if necessary, provide a water intake strainer! Oil flow through the gearbox oil cooler goes from the pressure regulator to the lube oil manifold & lube pressure relief valve assembly at the front starboard angle of the gearbox. Water flow through the gearbox cooler should be opposite the oil flow. For all Masson-Marine gearbox oil coolers, the minimum and maximum water flow values are as follows: Cooler type: / / Cooler type: / / min.flow (m 3 /h) max.flow (m 3 /h) min.flow (m 3 /h) max.flow (m 3 /h) raw water (open circuit) engine water (closed circuit) m 3 = l; 1 US gal. = l; 1 imp.gal. (GB) = l hence: 1 m 3 = US gal. 1 m 3 = imp.gal. (GB) 1- tube nest 7- O-ring seal 2- cooler boby (end flange, water 3- end cover connection in/out) 4- water drain plug If the values above cannot be achieved (too much flow), an orifice and by-pass line may be required, splitting the water flow to the engine and the gearbox. If there is not enough water flow, the tube nest may become clogged. Masson-Marine gearboxes are NOT systematically provided with a thermostatic valve regulating oil temperature; this, however, is an optional equipment. M-W5200/v.05/ page 21 / 42

22 W3900 W4400 W5200/5300 IV-4 Gearbox control equipment The gearbox may be shifted from neutral into ahead or reverse directly by means of the selector lever on the hydraulic block. Cable control Remote control may be provided by means of: - cable control, - pneumatic control or - electric control. The Neutral position is the centre position of the control lever/ handwheel. Clutch engagement is obtained by rotating the control through 45 in either direction. An indicator plate on the control valve body shows the direction of rotation for ahead/reverse engagement from neutral position (there being only one position on W52xxNR gearboxes, of course.) A latch will hold the control in each one of its 3 positions. The inclination of the cable support bracket can be set to a number of different angles. With cable control, make sure the selector lever (or handwheel) reaches its latched positions in neutral, ahead and reverse. Make sure no excessive force is exerted on the lever and spool. Gearbox control should be advantageously linked to the engine injection pump control, so that shifting can only be carried out at idling speed. Solenoid control The shift valve is in neutral when none of the solenoids is being energized. Energizing one of the solenoids will engage the corresponding clutch. All solenoids are fed with 24 V DC. Emergency operation e.g. in case of electric supply failure is possible through a manual actuation device: either a push-button or a screw-in knob. The standard shift valve for propulsion clutch control is of the constant current type: the valve spool will remain in a given position as long as the corresponding solenoid is being energized. In other words, the solenoid has to receive 24V DC continually all the time the clutch has to be held engaged! Coil springs return the valve spool into "neutral" position as soon as voltage drops to zero. Exceptionally, certain CPP gearboxes (built before year 2000) may be fitted with toggle type shift valves. In that case, one 24V impulse on a first solenoid will place the valve spool in one position (e.g. "clutch engaged"). Another 24V impulse on a second solenoid will return the valve spool to its initial position (e.g. "neutral / disengaged"). The spool remains in any given position as long as there is no opposite impulse. page 22 / 42 M-W5200/v.05/

23 W3900 W4400 W 5200/5300 If a clutch type PTO (or PTOs) is/are provided, their solenoid valve(s) will have to be connected, too. Just as the gearbox solenoids, the PTO solenoid is usually wired to a 24V DC source. PTO-control valves usually fitted on these gearboxes are of constant current type: the valve spool will remain in the "PTO-engaged" position as long as the solenoid is being energized. In other words, the solenoid has to receive 24V DC continually all the time the clutch has to be held engaged! A coil spring will return the valve spool into the "disengaged" position as soon as voltage drops to zero. Pneumatic control The shift valve is the same as in the case of mechanical cable control, with the same operation and shifting positions. Actuation is provided through a pneumatic cylinder. Its operating pressure is 4,5 bars (± 2 bars) / 65 psi (± 30 psi). Response fails at pressures < 2.5 bars (35 psi). 3 proximity switches are provided for feedback of the 3 shifting positions (neutral, ahead, reverse) to the bridge. proximity switches supply fittings = Ø 1/4" gas pipe thread All elements are pre-set in our factory and need only be connected. However, if some part had to be replaced for repair, make sure to: adjust the linking rod and swinging arm accurately for good alignment in all 3 shifting positions (as above; see "cable control") adjust the gap between the pointer and the proximity switches to 1 ± 0.2 mm. Connect proximity switches as shown below : proximity switch relay 24V - 270Ω/2W +24V DC control light ground Air pressure in the cylinder will engage the:... PORT side clutch STARBOARD clutch M-W5200/v.05/ page 23 / 42

24 W3900 W4400 W5200/5300 IV-5 Gearbox monitoring At least the installation of a pressure gauge is strongly recommended. operating pressure: PI 2 lubrication pressure: PI 3 A pressure gauge should be connected to the gearbox; operating pressure is read at PI 2 (cf. section III-1 "Hydraulic circuit"; hydraulic block top, adjacent the accumulator) using a connector Ø = M 10x100. A clutch pressure alarm switch may be connected at the same point. The alarm switch will be set to 16 bar minimum pressure (pressure drop). Oil temperature gauges may be installed on the oil cooler intake and outlet. Temperature alarm switches may be installed on common fittings. A lube oil pressure gauge and/or alarm switch may be installed on the lubrication manifold at PI 3. The alarm switch will usually be set to: 0.5 bar (alarm level) or 0.2 bar (engine stop). Other monitoring and alarm equipment may be installed, such as clogging alarm, clutch engaged/ disengaged sensor, etc., according to customer specification. Refer to Masson-Marine commercial department to explore all possibilities; contact Masson- Marine service department to find out which items have been installed on your particular gearbox, and their respective settings. For further detail, contact Masson-Marine service dept., mentioning your gearbox type and serial number! page 24 / 42 M-W5200/v.05/

25 W3900 W4400 W 5200/5300 V - START-UP Before start-up (New gears or after repair) For maximum warranty benefit, we recommend to have a Masson-Marine engineer assist to the start-up of the driveline and/or gearbox. Check up the gearbox condition. Sea-side environment may corrode the mechanical parts. If a gearbox has been held in stock for more than 3 months, remove the inspection covers and make sure no corrosion has occurred on the gearwheels and bearings. Clean up if necessary. If corrosion has occurred inside the gearbox, fill in some thin oil (enough to have the suction pipe intake port immersed at all times), start the engine at idling speed and operate the gearbox for about 2 hours in neutral, and shift to ahead and reverse for a few minutes, respectively. Drain all oil. Clean oil filter. Proceed to start-up. Start-up Make sure the gearbox selector is in NEUTRAL. Fill in the appropriate amount of oil (cf. section II- 3: "Operating data"). Caution: If the gearbox sump serves as the supply tank for a CPP system or other, add the appropriate amount of oil to the figures shown. Start the engine at idling speed. When all systems are filled, check the gearbox oil level using the DIPSTICK (# A), engine at idling speed! Top up to the dipstick MAX-mark as necessary. Always check the gearbox oil level using the dipstick, engine at tick-over! If the gearbox is not installed horizontally, refer to Masson-Marine service dept. for information about the required dipstick reading. Check operating pressure (gauge #H) and lube oil pressure; ask Masson-Marine for advice, if necessary. Pressure readings should be taken when the oil has reached its operating temperature only. (Operating pressure is set to approx. 20 bar/idle and 25 bar/full speed. Lube oil pressure is set between min. pressure of 0.5 bar and 6 bar max. pressure. These readings may be somewhat higher with cold oil.) Engage AHEAD and REVERSE gears a few times, at idling speed, to bleed the clutch circuit. Routine check Check oil level at least every 100 h / once a week; top up to dipstick "max." if necessary. Always check the oil level with the dipstick, engine running at idling speed. Check operating pressure at least each time the engine is started; permanent monitoring is recommended. Carry out the 1 st oil change & oil filter replacement after approx. 100 h of operation. With the first oil change, you are likely to find a relatively high concentration of bronze "powder" in your oil. This is no reason for alarm; the sinter metal linings of the gearbox clutches "wear in". M-W5200/v.05/ page 25 / 42

26 W3900 W4400 W5200/5300 VI - OPERATION Care should be taken to always maintain the driveline in good condition. With a new gearbox, first proceed to a regular start-up (cf. chapter above). Refer to section VIII-"Regular Maintenance" to make sure about oil level, oil filter replacement, etc. Before starting Make sure the gearbox is in NEUTRAL. In fact, the nitrogen-filled accumulator may still apply pressure to a clutch, if a clutch is engaged, even though the engine has been stopped! Normal clutch operation - At ENGINE IDLE, shift the selector lever or solenoid valve to AHEAD or REVERSE. - Gradually increase engine speed. Clutch engagement may take between 3 and 6 seconds (approximately), depending on oil viscosity, temperature, inertia, and other things. If, for some reason or another, the comehome device has been used beforehand, make sure the clutch previously locked with the come-home device has now been UNLOCKED and is free to move! Cold start After starting the engine, gearbox in NEUTRAL, we recommend waiting until the propulsion unit has reached a fair operating temperature at idling speed (gearbox oil at about 30 to 40 C), before gradually increasing speed and load. This is particularly important in a cold environment; very cold oil may damage the gearbox (i.e. crush oil filter). Manual shift valve (cable control) Warm start No particular procedure has to be followed when the propulsion unit has warmed up. Always make sure the gearbox is in NEUTRAL before starting. Clutch engagement - Engage clutches at idling speed only! - Increase engine speed once clutch engagement is completed! Clutch engagement/disengagement may be effected from the bridge, through the remote control device, or directly in the engine room, acting on the manual selector lever on the hydraulic block (or push button of the shift solenoid, if an electrical remote control is used). Electric solenoid control 24V DC / 48 W Crash-stop maneuvers (= full speed ahead to full speed reverse) These should be avoided to prevent excessive clutch wear. However, being a legal requirement, these maneuvers are possible. PTO-clutches (if applicable) As for the gearbox, these should be engaged at IDLING SPEED only, NO LOAD on the PTO-device (winch or other), increasing engine speed and PTO load once the clutch engagement is completed. page 26 / 42 M-W5200/v.05/

27 VII - COME-HOME PROCEDURE W3900 W4400 W 5200/5300 Upon arrival, remember: With the clutch thus locked, Neutral and Reverse are disabled! As a consequence, no maneuvers are possible! Once home, make sure to unlock the clutch again, unscrewing and then removing the come-home screws. Otherwise, damage might occur upon engine restart, if the ahead clutch has been left locked! In case of failure of the hydraulic system, the AHEAD clutch can be engaged mechanically, using the come-home screws (# 2). With the clutch thus locked, Neutral and Reverse are disabled! As a consequence, no maneuvers are possible! With the hydraulic system disabled, lubrication of the gearbox is poor. As a consequence, operate at reduced speed and watch gearbox oil temperature! Take care not to overheat the gearbox. Stop the engine! For SAFETY reasons, make sure to lock the input and output shafts against rotation before introducing the come-home device. Disconnect remote control cable etc. from selector to avoid erroneous clutch engagement. Lock shift selector in NEUTRAL position. Remove both access hole plugs from the AHEAD clutch cover (cf. # 1). The "AHEAD" clutch is identified by a tag showing a ship steaming ahead: If an electric remote control is used, and if the failure is only an electric black-out, the gearbox shift solenoids can be actuated by hand. To engage a clutch, push or screw (as the case may be) the corresponding solenoid knob fully home to shift the distributor spool into the appropriate position. This will direct oil to the desired clutch. Caution: In this case, maneuvres are still impossible! Insert the come-home screws (# 2) through these access holes, into the corresponding threaded holes in the clutch hub, and using a wrench, tighten (clockwise rotation) the screws until the clutch is mechanically locked. Tightening torque for the come-home screws is: 2.0 mdan Reinsert the plugs to prevent dirt from getting inside the gearbox. Unlock input and output shafts. Start the engine and sail home at slow speed. M-W5200/v.05/ page 27 / 42

28 W3900 W4400 W5200/5300 VIII - REGULAR MAINTENANCE Basically, gearbox maintenance involves regular oil changes and oil filter replacement. Visual inspection of the gears themselves may be required at longer intervals. Overhaul intervals should also be respected. Prior to any work on the gearbox and its hydraulic system (accumulator may still contain up to one pint of oil under pressure of 20 bar or more!), STOP the engine, THEN shift to AHEAD and REVERSE two or three times to dump all pressure from the system. JOB INTERVAL REMARKS Check oil level (# A) every 100 h dipstick (#A), engine idling Clean oil filter (# O) Replace oil filter (# O) Oil change (# A, J, M) Clean oil cooler (# C) every 500 h at least once every year (2500 h) every 2500 h or at least once a year raw water: every 500 h closed circuit soft water: every 8000 h first replacement after 100 hours (new or reconditioned gearbox) first oil change after 100 h (new or reconditioned gearbox) Visual gear inspection every 8000 h remove inspection covers from the casing (#F, #G) We further recommend the following parts to be systematically replaced within the corresponding reconditioning cycle: JOB INTERVAL REMARKS Replace PTO coupling spider (if any) every 6000 h Replace hydraulic accumulator and oil cooler tube nest every h # K, C Replace remote control solenoid (if applicable) Replace oil pump, suction hose and pressure hoses Replace alarm switches (if applicable) every h # T # B, D, S, P Replace clutch discs, seals, etc Replace input shaft bearings, clutch and drive pinion bearings As above, plus: every h Replace output shaft bearings Detailed information to be obtained from Masson-Marine. page 28 / 42 M-W5200/v.05/

29 VIII-1 Oil change W3900 W4400 W 5200/ st oil change is due after 100 h of operation. Subsequently, perform an oil change every 2500 h or once a year. Only use Masson-Marine-approved oil! If the ship has been on dry dock or laid-up for more than 3 months, oil should be changed prior to any new start-up. Make sure all system pressure has been dumped. Remove drain plug (# M, drwg. above) to remove old oil. Re-insert plug. Refill: Remove filler plug (# J) and refill the gearbox, using the appropriate quantity and type of oil. Start engine at idling speed and check the oil level, using the dipstick (# A, drwg. above) VIII-1.1 LUBRICATION SPECIFICATIONS Gearbox oil is supposed to provide lubrication for all moving parts and to cool the assembly, yet leaving enough friction for the clutches to transmit torque without slipping (a clutch that slips will be destroyed before long). Therefore: As a general rule, gearbox oil should be high quality mineral oil complying with the following standards: ISO VG 150 (DIN 51519) ISO VG 100 " ISO VG 68 " according to gearbox operating conditions, cooling system, etc. Basic viscosity grade should be SAE 20 or 30 or 40 (SAE 30 being the most commonly used under standard gearbox operating conditions) Furthermore, the gearbox oil should: have a viscosity index above 100 include anti-corrosion, anti-foaming and anti-oxidizing additives show good de-emulsifying properties in water show good detergent and dispersive properties have an aniline point 95 C for good compatibility with conventional elastomeric materials have a very low proportion of anti-wear dopants contain very low sulfur phosphorous additives contain no EP-additives. It should be selected among the following oil families: "engine" type oil "hydraulic" type oil "Turbine" oils, ATF Dexron II oils, Extreme Pressure additives, Turbo additives etc. are prohibited! Grease: Grease must be compatible with nitrile rubber and should resist operation temperatures of up to 90 to 95 C. It should comply with the following specifications (ASTM D 217) : minimum penetration 265 NLGI consistency 1 or 2 dropping point < 200 C The list hereafter shows a number of oil brands and types known to give satisfactory results in MASSON gearboxes. It cannot be comprehensive, though. However, no type or brand of oil not included in this list should be used, unless specifically accepted by Masson-Marine. For any enquiry, contact Masson-Marine ( or contact sav@masson-marine.com or commercial@masson-marine.com ). M-W5200/v.05/ page 29 / 42

30 W3900 W4400 W5200/5300 RECOMMENDED OIL for MASSON GEARBOXES see also: Brand name "Engine oil" "Hydraulic oil" ADDINOL MINERALÖL GMBH, KRUMPA / D ADDINOL TURBO DIESEL ADDINOL MARINE MS 4011 AGIP PETROLI SPA, ROMA / I DIESEL SIGMA S AGIP CLADIUM 120 AGIP SCHMIERTECHNIK, AUTOL CPM HD S3 WÜRZBURG / D AMPOL, DEULUBE S3 SYDNEY / AUS ARAL AG, ARAL TURBORAL MOTORÖL BOCHUM / D AVIA MINERALÖL-AG, AVIA SPECIAL HDC MÜNCHEN / D BAYWA AG, BAYWA MOTORENÖL HDC MÜNCHEN / D BEL-RAY WESTERN PTY, BEL-RAY 21ST CENTURY MOTOR OIL WELSHPOOL / AUS BLASER SWISSLUBE, BLASOL 257 / 258 / 259 HASLE-RÜEGSAU / CH BP OIL DEUTSCHLAND, HAMBURG / D ARISTOL HDC ENERGOL HLP 68 BARTAN HV 68 BP OIL INTERNATIONAL, VANELLUS C3 LONDON / GB BUCHER+CIE AG, MOTOREX MOTOR OIL EXTRA LANGENTHAL / CH CALPAM GMBH, HD FLEET ASCHAFFENBURG / D CALTEX PETROLEUM CORP., CALTEX DELO 500 LONDON / GB CASTROL LTD, SWINDON / GB CASTROL RX SUPER CASTROL MARINE MPX CASTROL CRD CEPSA, CEPSA SUPER SERIE 3 MADRID / E DE OLIEBRON B.V., HD FLEET OIL ZWIJNDRECHT / NL DEA MINERALÖL AG, DEA CRONOS SUPER HAMBURG / D DEUTSCHE SHELL AG, MAC HD SUPERIOR MOTORENÖL EB HAMBURG / D DUCKHAMS OIL, FLEETOL 3 BROMLEY / GB ELF LUBRIFIANTS, PARIS / F ELLER-MONTAN-COMP., DUISBURG / D ENGEN PETROLEUM, CAPE TOWN / ZA ERTOIL SA, MADRID / E ESSO AG, HAMBURG / D FINA EUROPE SA, BRÜSSEL / B MILANTAR 2B ANTAR GRAPHOLIA MS ELF PERFORMANCE 3D ELF PERFORMANCE SUPER ELLMOTOL HD C3 ENGEN DIESELUBE 300 SUPER SERIE 3 ESSOLUBE XD 3+ EXXMAR CM+ FINA KAPPA SUPER ELFOLNA 68 or 100 ELF VISCA 68 HYDRELF 68 UNIVIS N 68 UNIVIS N 100 page 30 / 42 M-W5200/v.05/

31 W3900 W4400 W 5200/5300 FUCHS MINERALÖL WERKE, MANNHEIM / D GINOUVES GEORGES SA, LA FARLEDE / F GULF OIL (GB) LTD, CHELTENHAM / GB HOMBERG GMBH+CO KG, WUPPERTAL / D IGOL FRANCE, PARIS / F INA RAFINERIJA RIJEKA / CROATIA ITALIANA PETROLI, GENOVA / I KÄPPLER K., STUTTGART / D KLÖCKNER ENERGIEHANDEL, KÖLN / D KOMPRESSOL-OEL, KÖLN / D KRAFFT SA, ANDOAIN / E KROON OIL BV, ALMELO / NL KUWAIT PETROLEUM, HOOGVLIET / NL LEPRINCE+ SIVEKE GMBH, HERFORD / D LIQUI MOLY / MEGUIN, ULM / D LUBRICATION ENGIN, FORT WORTH / USA MAGNA INDUSTRIAL, HONK KONG MIN.ÖL-RAFFIN. DOLLBERGEN, UETZE / D MOBIL OIL, WEDEL / D MORRIS LUBRICANTS, SHREWSBURY / GB NESTE OIL, ESPOO / SF OEST G. MINERALÖLWERK, FREUDENSTADT / D OMV AG, SCHWECHAT / A OPTIMOL ÖLWERKE, HAMBURG / D ORLY INTERNATIONAL, VIEUX-THANN / F OSWALD KLUTH, BARGFELD-STEGEN / D PAKELO MOTOR OIL, SAN BONIFACIO / I TITAN UNIVERSAL HD YORK 730 GULF SUPER DIESEL (GB) HOMBERG-MOTOR-OEL HD-SC 4 IGOL ULTRA DUTY 4D INA SUPER 3 INA SAGARTIA INA SUPER 5 INA GORGONELA S AXIA D DRIVOLIN SUPERIOR HD MOTORÖL S3 DEUTZ OEL SGHD-C HD-S3-C-OEL MONOGRADO SUPER S-3 MULTIFLEET SCD Q8 T 400 MONOGRADE LEPRINXOL SUPER THT MOTOROIL E MONOLEC GFS ENGINE OIL OMEGA 643 PENNASOL MOTOR OIL - EXTRA C MOBIL DELVAC 1300 MOBILGARD SHC 120 MORRIS RING FREE XHD NESTE DIESEL CD DIMO HDC-MOTORÖL OMV TRUCK OPTIMOL OPTILUB C ORLY DRACO 3001 HOCHLEISTUNGMOTORENÖL HDC C3 PAKELO PKO HD 4 MOBIL DTE 16 M MOBIL DTE 18 M MOBIL SHC 526 M-W5200/v.05/ page 31 / 42

32 W3900 W4400 W5200/5300 PANOLIN AG, MADETSWIL / CH PENNZOIL PRODUCTS, ZAANDAM / NL PLAMA SA, PLEVEN / BG PRINZ-SCHULTE, FRECHEN / D RAIFFEISEN HG NORD AG, HANNOVER / D REPSOL DISTRIBUCION SA, MADRID / E SASOL OIL, RANDBURG / ZA SCHMIERSTOFFRAFFINERIE SALZBERGEN / D SHELL ASEOL AG, BERN / CH SHELL INTERNATIONAL, LONDON / GB SONOL ISRAEL LTD, HAIFA / IL STATOIL STAVANGER / N STRUB+CO AG, REIDEN / CH SUN OIL COMPANY, AARTSELAAR / B TEXACO SERVICES LTD, BRÜSSEL / B TOTAL RAFFINAGE DISTR., PARIS / F TURBOTANK BÖSCHE+BÖDEKER, BREMEN / D UNIL DEUTCHLAND GMBH, BREMEN / D VALVOLINE INTERNAT., DORDRECHT / NL VEEDOL INTERNATIONAL, SWINDON / GB WEYERS+VAGEDES, BOCHOLT / D YACCO SA, ST.PIERRE-LES-ELBEUF /F ZELLER+GMELIN GMBH&CO, EISLINGEN / D issue: PANOLIN EXTRA DIESEL HD MOTOR OIL Z-7 EMERA AERO-LINE M-C HG MOTORENÖL HD UNIVERSAL HD CS MIZAR SERIE-3 SASOL TOPAZ 30 WINTERSHALL REKORD ASEOL MILOR TELLUS T 68 or T 100 TELLUS T 46 SHELL RIMULA X MONOGRADE SADOL X-400 DIESEL WAY STRUB MOTOR OIL TURBO HD SUNOCO SUPER C URSA SUPER LA TOTAL TALASSA AZZOLA ZS 68 or 100 TOTAL RUBIA S TURBO HD MOTORENÖL CIII UNIL MOTOR HP 4 DS ALLFLEET PLUS / HDS TOPFLITE C3 VEELDOL DIESEL HDC VEELDOL DIESELSTAR WEVAGOL EXTRA C3 YACCO AS3-SERIE YY, Y, M, X DIVINOL MULTIMAX page 32 / 42 M-W5200/v.05/

33 W3900 W4400 W 5200/5300 VIII-2 Oil filter Oil filter (# O, drwg. above) replacement is required after the first 100 operating hours. The remaining time, the frequency of filter cleaning is every 500 hours, or once every month. Replace filter at least every 2500 h (each oil change)! Note: Although the filter may be cleaned, we rather recommend its replacement. However, if you do want to clean the filter, make sure this is performed with all necessary care. Clogging of the filter will result in a loss of the internal lubricating pressure of the gearbox and faulty operation of the hydraulic circuit. Check condition of the coil spring (11); replace if necessary. Twin filter option If the gearbox is equipped with a twin oil filter, oil filter replacement is possible without stopping the engine and gearbox. Standard oil filter The filter cartridge (10) can be removed by unscrewing its bowl (3) carrying a hexagonal nut portion (4) at its lower end. Check condition of O-ring seals (1) and (2) upon reassembly; replace if necessary. VIII-3 Oil cooler Oil cooler inspection/cleaning is required every: raw water: 500 h closed circuit soft water: 8000 h. Check for calcification, deposit and foreign matters in the tube nest pipes. Clean if necessary. Removal of the tube nest (Masson-Marine standard coolers): Disconnect water and oil pipings, dismount the oil cooler assembly, withdraw end covers and O-ring seals (6, 7). Pull out the tube nest (1) from the cooler body (2); clean externally with kerosene and pass a fitting brush through the inside of the tubes. After completion Proceed as follows: - Swing lever (1) around by 180 (from F1 to F2 or vice versa). - Open bleeder screw (2) of the disabled filter to bleed residual pressure. - Remove filter bowl (3) and replace oil filter as above. The filter elements, seals, etc. are the same as in the single oil filter. Once a new filter cartridge has been fitted and the bowl tightened (with new seals), do not forget to retighten the bleeder screw! of the clean-up, reassemble the cooler, using new O- ring seals. VIII-4 Gear teeth Every 8000 hours, or once a year, remove the top casing cover (covers) for inspection of the gear teeth condition. Clean the casing prior to opening and eliminate all objects which may lie on it: rags, screws, etc. Make perfectly sure no object will fall into the gearbox. As soon as the inspection is finished, re-place the cover (covers). M-W5200/v.05/ page 33 / 42

34 W3900 W4400 W5200/5300 VIII-5 Accumulator The accumulator is pre-set, pre-filled in our factory. It does not require any maintenance; when clutch engagement becomes harsh ("clunky") and the pressure rise during shifting is not gradual, replace the accumulator. The accumulator has to be replaced as a whole; it cannot be reconditioned (diaphragm trapped in welded body). For details, see chapter III-3 "Hydraulic accumulator". 3 times (to dump all pressure), remove the accumulator from the gearbox and insert a rounded-end (!) rod through the fitting hole ("7") to push against the membrane. Nitrogen pressure behind the membrane being normally significantly higher than 2 bars, there should be a very clear resistance against the push rod action. If no resistance is felt, replace the accumulator. A rough check of the accumulator is possible, though. If uncertain about the condition of the accumulator, engine stopped and having shifted to ahead/reverse 2 or When ordering a replacement accumulator, always mention gearbox type & serial number! page 34 / 42 M-W5200/v.05/

35 IX - TROUBLESHOOTING W3900 W4400 W 5200/5300 This section tries to show your way to some possible remedy for 10 basic types of "failure" other than noise or vibratory problems. The symptoms treated here are: No response Clutch drags Clutch slips Slow clutch engagement Harsh clutch engagement Low or no oil pressure High or irregular oil pressure Low or no lubrication pressure High lubrication pressure Temperature rise It tries to proceed from the simplest to the most complex job, stating: a) the possible cause: where to look at? b) the action to be taken or further investigation suggested: what to do? Noise and vibration problems will be examined apart hereafter. 010 No response: - engine-gearbox coupling: -check input shaft rotation - gearbox-prop.-coupling: - check output shaft rotation - oil level too low: - top up - no oil pressure: - cf. "low or no pressure" # control : - check control cable connection to gearbox; gearbox selector handwheel loose 020 Clutch drags: - oil level: - drain oil to correct level - water in oil: - drain all oil, change oil; check oil cooler seals - pressure leak to clutch: - check pressure in the clutch feed path (either selector outlet; selector-to-clutch feed pipe) - check selector spool position - check control position - clutch damaged: - rebuild clutch 030 Clutch slips: - oil level: - top up oil - water in oil: - drain all oil, change oil; check oil cooler seals - oil quality: - check type of oil (additive?) - oil pressure: - pressure too low cf. "Low or no pressure" # 060 or: - [p neutral - p engaged ] > 1.0 bar feed pipe or piston ring leak: rebuild clutch - air bubbles in oil: - check suction pipe - control - check control cable connection to gearbox; gearbox selector handwheel loose - distributor spool: - check spool position; spool/body wear - clutch damaged: - rebuild clutch M-W5200/v.05/ page 35 / 42

36 W3900 W4400 W5200/ Slow clutch engagement - oil level: - top up oil - low oil pressure: cf. "Low or no pressure" # control: - check control cable connection to gearbox; gearbox selector handwheel loose - distributor spool: - check spool position; spool/body wear - feed throttle (it. "63"): - check for correct size (too small) or clogged? (see chap. III-3 "Clutch engagement") - flow control valve (it. "18") stuck closed? (see chap. III-3 "Clutch engagement") - feed passage: - distributor to clutch passage clogged or leaky - clutch damaged: - rebuild clutch 050 Clunky or harsh clutch engagement both clutches: - engine speed: - check engine idling speed - oil pressure: - check oil pressure at idling - oil quality: - check quality (additives?) - feed throttle (it. "63"): - check correct size (too big)? (see chap. III-3 "Clutch engagement") - flow control valve (it. "18") stuck open/ loose/ spring broken? (see chap. III-3 "Clutch engagement") - accumulator deflated: - progressive pressure rise over 3-6 seconds? (see chap. III-3 "Clutch engagement") - check / replace accumulator (see chap. III-2 "Hydraulic accumulator") one clutch only: - clutch damage: - shaft splines or discs: rebuild clutch 060 Low or no oil pressure or irregular pressure - pressure gauge: - double-check first - oil level: - top up oil - oil filter clogged - oil filter relief valve (30 bar) open or leaky (it. "7" on fig. above) - feed throttle clogged (it. "63") - feed throttle size too small? - air bubbles in oil: - check suction pipe - clutch feed leaks: - check: [p neutral - p engaged ] > 1.0 bar? feed pipe or piston ring leak; rebuild clutch - regulator - check: - set screw (loose?) - regulator spring (broken?) - piston (stuck?) - pump drive - check input shaft rotation - check pump drive coupling broken/ pump broken - check correct pump fitted? (size; rotation; etc.): check & contact Masson- Marine page 36 / 42 M-W5200/v.05/

37 W3900 W4400 W 5200/ High oil pressure or irregular pressure - low temperature - check temperature - oil quality - check; drain & change if necessary - pressure gauge: - double-check - regulator - check: - set screw (over-tight?) - piston (stuck?) - oil cooler - check: cooler oil passage clogged? - oversize pump fitted? - check gearbox file or contact Masson-Marine 080 Low or no lube oil pressure - pressure gauge - double-check first - oil level: - top up oil - oil filter clogged - oil filter relief valve (30 bar) open or leaky (it. "7" above) - air bubbles in oil: - check suction pipe - lube p. regulator: - check: - set screw (loose?) Contact Masson-Marine. - regulator spring (broken?) Contact Masson-Marine. - piston (stuck?) Contact Masson-Marine. - oil cooler (oil path) clogged - oil pump: - (as above) 090 High lube oil pressure - low temperature: - check temperature - oil quality: - check; drain & change if necessary - pressure gauge: - double-check - regulator: - check: - set screw (over-tight?) Contact Masson-Marine. - piston (stuck?) Contact Masson-Marine. - oversize pump fitted? (check gearbox file or contact Masson-Marine) 100 Temperature rise - oil level: - check oil level; top up & look for possible leak - oil pressure: - check pressure (insufficient?) - cf. "low or no pressure" # oil cooler: - check: - cooler water passage (clogged?) - water supply (pump / grid / etc.) - oil passage through cooler (clogged?) - clutch slip: - check: - oil pressure (insufficient?) - rope around propeller? M-W5200/v.05/ page 37 / 42

38 W3900 W4400 W5200/5300 NOISE / VIBRATION PROBLEMS Noise problems are particularly difficult to analyse. In fact, the "noisy" part of the driveline may not necessarily be the faulty part but merely an amplifier for a phenomenon that has its origin somewhere else. Here are a few explanations to "common noise problems". For any particular problem, please contact Masson-Marine. Irregular / transient noise or vibration: Appears under certain conditions only, and/or at certain engine speed ranges only. Possible causes may be: - engine injection pump regulator - engine to gearbox elastic coupling - propeller - gear backlash (cf. chap. II-2 "General layout") Continuous noise Permanent noise, may change in pitch and volume with engine speed and/or load. Try to localize, under which condition & where the noise occurs: - in neutral (= all the time)? check input drive-line: engine and/or gearbox - in ahead or reverse only? check gearbox drive-line - in ahead and reverse, with clutch engaged only? check output drive-line: gearbox and/or propeller shaft Continuous rumble - gearbox bearing trouble - propeller trouble - drive shaft (input shaft or prop-shaft) bearing trouble Continuous whining - oil pump noise - suction pipe air leak - gear defect Recurring rattle - gear defect - bearing failure - backlash (cf. chap. II-2 "General layout") page 38 / 42 M-W5200/v.05/

39 W3900 W4400 W 5200/5300 X SPARE PARTS Whenever you need technical information, help, or order spare parts, ALWAYS mention the gearbox type and serial number! Electric remote control Pto controls 1- Solenoid valve assembly, complete 2- Shift solenoid (24 V DC / 48 W) 1- Shift solenoid assy. (24 V DC) 2- Carrier block M-W5200/v.05/ page 39 / 42

40 W3900 W4400 W5200/5300 Pneumatic remote control 1 proximity switch (3x) (Set proximity switches to 1 ± 0.2 mm gap size.) 2 - control cylinder 2a- control cylinder spare seals & gaskets 3 - connecting rod 4 - ball joint link (2x) 5 - crank Oil cooler Oil filter 1- Cooler tube nest 2- Cooler body 3- Cooler end caps (2 pc.) 4- Water drain plugs (2 pc.) 5- O-ring seals; oil-water interface (4 pc.) 6- Collar ring 7- O-ring seals; water-air interface (2 pc.) For a detailed list of (recommended) spare parts, reconditioning parts (clutch components, set of bearings, etc.), seals and gaskets, specific PTO parts or any particular spare part request, as well as for repair instructions (e.g. no pullers nor heat on the coupling flanges and gearwheels!) please contact Masson- Marine, stating your gearbox type and serial number. Contact Masson-Marine at sav@masson-marine.com or commercial@masson-marine.com. page 40 / 42 M-W5200/v.05/

41 W3900 W4400 W 5200/5300 XI MASSON MARINE AROUND THE WORLD see: sav@masson-marine.com commercial@masson-marine.com (Notes:) M-W5200/v.05/ page 41 / 42

42 W3900 W4400 W 5200/5300 Your Masson-Marine dealer MASSON-MARINE S.A.S Sens France