Volvo Penta Aquamatic 250A Workshop Manual

Brand: Volvo Penta

Model: Aquamatic 250A

Category: Engine

Type: Workshop Manual

This manual is also suitable for

Workshop Manual

Drive

Aquamatic 250

2(0)

Index

Workshop Manual

Outboard drive unit

AQ250A,B,C,D

Safety precautions .......................................................................... 2

General information ........................................................................ 5

Repair instructions ......................................................................... 6

Part l Descirption ............................................................................ 8

Part II Removing the outboard drive unit ..................................... 10

Part III Reconditioning the upper gear housing

A. Removing...................................................................................... 10

B. Adjusting the upper gear............................................................... 11

C. Fitting............................................................................................ 13

D. Reconditioning the gear mechanism ............................................ 14

Part IV Reconditioning the intermediate housing

A. Removing...................................................................................... 15

B. Fitting............................................................................................ 15

Part V Reconditioning the lower gear

A. Removing...................................................................................... 16

B. Fitting............................................................................................ 17

C. Adjusting the lower gear............................................................... 18

Part VI Assembling the outboard drive unit ................................. 20

Part VII Fitting the outboard drive on the transom...................... 20

A. Altering the propeller rotation ....................................................... 22

Part VIII Reconditioning the lift ..................................................... 23

Part IX Extending the outboard drive unit .................................... 25

Part X Specifications ...................................................................... 26

Part XI Special tools ....................................................................... 27

Safety Precautions

Check that the warning or information decals on

the product are always clearly visible. Replace

decals that have been damaged or painted over.

Engine with turbocharger: Never start the en-

gine without installing the air cleaner (ACL). The

rotating compressor in the Turbo can cause se-

rious personal injury. Foreign objects entering

the intake ducts can also cause mechanical

damage.

Never use start spray or similar to start the en-

gine. The starter element may cause an explo-

sion in the inlet manifold. Danger of personal in-

jury.

Avoid opening the filler cap for engine coolant

system (freshwater cooled engines) when the

engine is still hot. Steam or hot coolant can

spray out. Open the coolant filler cap carefully

and slowly to release pressure before removing

the cap completely. Take great care if a cock,

plug or engine coolant line must be removed

from a hot engine. It is difficult to anticipate in

which direction steam or hot coolant can spray

out.

Hot oil can cause burns. Avoid skin contact

with hot oil. Ensure that the lubrication system

is not under pressure before commencing work

on it. Never start or operate the engine with the

oil filler cap removed, otherwise oil could be

ejected.

Stop the engine and close the sea cock before

carrying out operations on the engine cooling

system.

Only start the engine in a well-ventilated area. If

operating the engine in an enclosed space, en-

sure that exhaust gases and crankcase ventila-

tion emissions are ventilated out of the working

area.

Introduction

This Workshop Manual contains technical data, de-

scriptions and repair instructions for Volvo Penta

products or product versions contained in the con-

tents list. Ensure that the correct workshop literature

is being used.

Read the safety information and the Workshop

Manual “General Information” and “Repair In-

structions” carefully before starting work.

Important

In this book and on the engine you will find the follow-

ing special warning symbols.

WARNING! If these instructions are not fol-

lowed there is a danger of personal injury, ex-

tensive damage to the product or serious me-

chanical malfunction.

IMPORTANT! Used to draw your attention to

something that can cause damage, product mal-

function or damage to property.

NOTE! Used to draw your attention to important infor-

mation that will facilitate work or operations.

Below is a summary of the risks and safety precau-

tions you should always observe or carry out when

operating or servicing the engine.

Immobilize the engine by turning off the power

supply to the engine at the main switch (switch-

es) and lock it (them) in the OFF position before

starting work. Set up a warning notice at the en-

gine control point or helm.

Generally, all servicing should be carried out

with the engine switched off. Some work (carry-

ing out certain adjustments for example) re-

quires the engine to be running. Approaching a

running engine is dangerous. Loose clothing or

long hair can fasten in rotating parts and cause

serious personal injury.

If working in proximity to a running engine,

careless movements or a dropped tool can re-

sult in personal injury. Avoid burns. Take pre-

cautions to avoid hot surfaces (exhausts, turbo-

chargers, charge air pipes and starter elements

etc.) and liquids in supply lines and hoses when

the engine is running or has been turned off im-

mediately prior to starting work on it. Reinstall

all protective parts removed during service op-

erations before starting the engine.

Always use protective goggles where there is a

danger of pieces of metal, sparks from grinding,

acid or other chemicals being thrown into your

eyes. Your eyes are very sensitive, injury can

lead to loss of sight!

Avoid skin contact with oil. Long-term or repeat-

ed contact with oil can remove the natural oils

from your skin. The result can be irritation, dry

skin, eczema and other skin problems. Used oil

is more dangerous to health than new oil. Use

protective gloves and avoid using oil-soaked

clothes and rags. Wash regularly, especially

before meals. Use the correct barrier cream to

prevent dry skin and to make cleaning your skin

easier.

Most chemicals used in products (engine and

transmission oils, glycol, petrol and diesel oil)

and workshop chemicals (solvents and paints)

are hazardous to health Read the instructions

on the product packaging carefully! Always fol-

low safety instructions (using breathing appar-

atus, protective goggles and gloves for ex-

ample). Ensure that other personnel are not

unwittingly exposed to hazardous substances

(by breathing them in for example). Ensure that

ventilation is good. Handle used and excess

chemicals according to instructions.

Be extremely careful when tracing leaks in the

fuel system and testing fuel injection nozzles.

Use protective goggles! The jet ejected from a

fuel injection nozzle is under very high pres-

sure, it can penetrate body tissue and cause

serious injury There is a danger of blood pois-

oning.

All fuels and many chemicals are inflammable.

Ensure that a naked flame or sparks cannot ig-

nite fuel or chemicals. Combined with air in cer-

tain ratios, petrol, some solvents and hydrogen

from batteries are easily inflammable and ex-

plosive. Smoking is prohibited! Ensure that ven-

tilation is good and that the necessary safety

precautions have been taken before carrying

out welding or grinding work. Always have a fire

extinguisher to hand in the workplace.

Store oil and fuel-soaked rags and fuel and oil

filters safely. In certain conditions oil-soaked

rags can spontaneously ignite. Used fuel and oil

filters are environmentally dangerous waste and

must be deposited at an approved site for de-

struction together with used lubricating oil, con-

taminated fuel, paint remnants, solvent, de-

greasing agents and waste from washing parts.

Never allow a naked flame or electric sparks

near the batteries. Never smoke in proximity to

the batteries. The batteries give off hydrogen

gas during charging which when mixed with air

can form an explosive gas - oxyhydrogen. This

gas is easily ignited and highly volatile. Incor-

rect connection of the battery can cause a

spark which is sufficient to cause an explosion

with resulting damage. Do not disturb battery

connections when starting the engine (spark

risk) and do not lean over batteries.

Never mix up the positive and negative battery

terminals when installing. Incorrect installation

can result in serious damage to electrical equip-

ment. Refer to wiring diagrams.

Always use protective goggles when charging

and handling batteries. The battery electrolyte

contains extremely corrosive sulfuric acid. If

this comes into contact with the skin, wash im-

mediately with soap and plenty of water. If bat-

tery acid comes into contact with the eyes, im-

mediately flush with copious amounts of water

and obtain medical assistance.

Turn off the engine and turn off power at main

switch(es) before carrying out work on the elec-

trical system.

Clutch adjustments must be carried out with the

engine turned off.

Use the lifting eyes mounted on the engine/re-

verse gear when lifting the drive unit.

Always check that lifting equipment is in good

condition and has sufficient load capacity to lift

the engine (engine weight including reverse

gear and any extra equipment installed).

To ensure safe handling and to avoid damaging

engine components on top of the engine, use a

lifting beam to raise the engine. All chains and

cables should run parallel to each other and as

perpendicular as possible in relation to the top

of the engine.

If extra equipment is installed on the engine al-

tering its center of gravity, a special lifting de-

vice is required to achieve the correct balance

for safe handling.

Never carry out work on an engine suspended

on a hoist.

Never remove heavy components alone, even

where secure lifting equipment such as secured

blocks are being used. Even where lifting equip-

ment is being used it is best to carry out the

work with two people; one to operate the lifting

equipment and the other to ensure that compo-

nents are not trapped and damaged when being

lifted.

When working on-board ensure that there is

sufficient space to remove components without

danger of injury or damage.

Components in the electrical system, ignition

system (gasoline engines) and fuel system on

Volvo Penta products are designed and con-

structed to minimize the risk of fire and explo-

sion. The engine must not be run in areas

where there are explosive materials.

Always use fuels recommended by Volvo Pen-

ta. Refer to the Instruction Book. The use of

lower quality fuels can damage the engine. On a

diesel engine poor quality fuel can cause the

control rod to seize and the engine to overrev

with the resulting risk of damage to the engine

and personal injury. Poor fuel quality can also

lead to higher maintenance costs.

General information

About the workshop manual

This workshop manual contains technical specifica-

tion, descriptions and instructions for repairing

the standard versions of the following drives

AQ250A, B, C, D. The product designation and

number should be given in all correspondence about

the product.

This Workshop Manual has been developed primarily

for Volvo Penta service workshops and qualified per-

sonnel. Persons using this book are assumed to have

a grounding in marine drive systems and be able to

carry out related mechanical and electrical work.

Volvo Penta is continuously developing their prod-

ucts. We therefore reserve the right to make

changes. All the information contained in this book

is based on product data available at the time of

going to print. Any essential changes or modifi

cations introduced into production or updated or

revised service methods introduced after the date

of publication will be provided in the form of Service

Bulletins.

Replacement parts

Replacement parts for electrical and fuel systems

are subject to statutory requirements (US Coast

Guard Safety Regulations for example). Volvo Pen-

ta Genuine parts meet these requirements. Any

type of damage which results from the use of non-

original Volvo Penta replacement parts for the prod-

uct will not be covered under any warranty provided

by Volvo Penta.

Repair instructions

Our joint responsibility

Each engine consists of many connected systems

and components. If a component deviates from its

technical specification the environmental impact of an

otherwise good engine may be increased signific-

antly. It is therefore vital that wear tolerances are

maintained, that systems that can be adjusted are

adjusted properly and that Volvo Penta Genuine Parts

as used. The engine Maintenance Schedule must be

followed.

Some systems, such as the components in the fuel

system, require special expertise and special testing

equipment for service and maintenance. Some com-

ponents are sealed at the factory for environmental

reasons. No work should be carried out on sealed

components except by authorized personnel.

Bear in mind that most chemicals used on boats are

harmful to the environment if used incorrectly. Volvo

Penta recommends the use of biodegradable de-

greasing agents for cleaning engine components, un-

less otherwise stated in a workshop manual. Take

special care when working on-board, that oil and

waste is taken for destruction and is not accidentally

pumped into the environment with bilge water.

Tightening torques

Tightening torques for vital joints that must be tight-

ened with a torque wrench are listed in workshop

manual “Technical Data”: “Tightening Torques” and

are contained in work descriptions in this Manual. All

torques apply for cleaned threads, screw heads and

mating surfaces. Torques apply for lightly oiled or dry

threads. If lubricants, locking fluid or sealing com-

pound are required for a screwed joint this informa-

tion will be contained in the work description and in

“Tightening Torques” Where no tightening torque is

stated for a joint use the general tightening torques

according to the tables below. The tightening torques

stated are a guide and the joint does not have to be

tightened using a torque wrench.

Dimension Tightening Torques

Nm lbt.ft

M5 6 4.4

M6 10 7.4

M8 25 18.4

M10 50 36.9

M12 80 59.0

M14 140 103.3

The working methods described in the Service Man-

ual apply to work carried out in a workshop. The en-

gine has been removed from the boat and is in-

stalled in an engine fixture. Unless otherwise stated

reconditioning work which can be carried out with

the engine in place follows the same working

method.

Warning symbols occurring in the Workshop Man-

ual (for their meaning see

Safety information

)

WARNING!

IMPORTANT!

NOTE!

are not in any way comprehensive since it is im-

possible to predict every circumstance under which

service work or repairs may be carried out. For this

reason we can only highlight the risks that can arise

when work is carried out incorrectly in a well-

equipped workshop using working methods and

tools developed by us.

All procedures for which there are Volvo Penta spe-

cial tools in this Workshop Manual are carried out

using these. Special tools are developed to rational-

ize working methods and make procedures as safe

as possible. It is therefore the responsibility of any

person using tools or working methods other than

the ones recommended by us to ensure that there is

no danger of injury, damage or malfunction resulting

from these.

In some cases there may be special safety precau-

tions and instructions for the use of tools and chem-

icals contained in this Workshop Manual. These

special instructions should always be followed if

there are no separate instructions in the Workshop

Manual.

Certain elementary precautions and common sense

can prevent most risks arising. A clean workplace

and engine eliminates much of the danger of injury

and malfunction.

It is of the greatest importance that no dirt or for-

eign particles get into the fuel system, lubrication

system, intake system, turbocharger, bearings and

seals when they are being worked on. The result

can be malfunction or a shorter operational life.

Tightening torques – protractor

(angle) tightening

Tightening using both a torque set-

ting and a protractor angle requires

that first the recommended torque

is applied using a torque wrench

and then the recommended angle

is added according to the protractor

scale. Example: a 90° protractor

tightening means that the joint is

tightened a further 1/4 turn in one

operation after the stated tightening

torque has been applied.

Locknuts

Do not re-use lock nuts that have been removed

during dismantling as they have reduced service life

when re-used – use new nuts when assembling or

reinstalling. For lock nuts with a plastic insert such

as Nylock

the tightening torque stated in the table

is reduced if the Nylock

nut has the same head

height as a standard hexagonal nut without plastic

insert. Reduce the tightening torque by 25% for bolt

size 8 mm or larger. Where Nylock

nuts are

higher, or of the same height as a standard

hexagonal nut, the tightening torques given in the

table apply.

Tolerance classes

Screws and nuts are divided into different strength

classes, the class is indicated by the number on the

bolt head. A high number indicates stronger materi-

al, for example a bolt marked 10-9 indicates a high-

er tolerance than one marked 8-8. It is therefore im-

portant that bolts removed during the disassembly

of a bolted joint must be reinstalled in their original

position when assembling the joint. If a bolt must be

replaced check in the replacement parts catalogue

to make sure the correct bolt is used.

Sealants

A number of sealants and locking liquids are used

on the engines. The agents have varying properties

and are used for different types of jointing

strengths, operating temperature ranges, resistance

to oil and other chemicals and for the different ma-

terials and gap sizes in the engines.

To ensure service work is correctly carried out it is

important that the correct sealant and locking fluid

type is used on the joint where the agents are re-

quired.

In this Volvo Penta Workshop Manual the user will

find that each section where these agents are applied

in production states which type was used on the en-

gine.

During service operations use the same agent or an

alternative from a different manufacturer.

Make sure that mating surfaces are dry and free from

oil, grease, paint and anti-corrosion agent before ap-

plying sealant or locking fluid. Always follow the man-

ufacturer’s instructions for use regarding; temperat-

ure range, curing time and any other instructions for

the product.

Tow different basic types of agent are used on the

engine and these are:

RTV agent (Room temperature vulcanizing). Use for

gaskets, sealing gasket joints or coating gaskets.

RTV agent is clearly visible when a component has

been dismantled; old RTV must be removed before

the joint is resealed.

The following RTV agents are mentioned in the Ser-

vice Manual: Loctite

574, Volvo Penta 840879-1,

Permatex

No. 3, Volvo Penta P/N 1161099-5, Per-

matex

No. 77. Old sealant can be removed using

methylated spirits in all cases.

Anaerobic agents. These agents cure in an absence

of air. They are used when two solid parts, for ex-

ample cast components, are installed face-to-face

without a gasket. They are also commonly used to

secure plugs, threads in stud bolts, cocks, oil pres-

sure switches and so on. The cured material is glass-

like and it is therefore colored to make it visible.

Cured anaerobic agents are extremely resistant to

solvents and the old agent cannot be removed. When

reinstalling the part is carefully degreased and then

new sealant is applied.

The following anaerobic agents are mentioned in the

Workshop Manual: Loctite

572 (white), Loctite

241

(blue).

NOTE! Loctite® is the registered trademark of Loctite Corporation,

Permatex® is the registered trademark of the Permatex Corporation.

Part 1 Description

General description, Aquamatic 250

Outboard model AQ250 is compact unit suspended in

a shield on the boat’s transom. The unit can be ste-

ered horizontally using a steering lever on the inside

of the shield and can be raised with an electro-me-

chanical lift operated from the driving position. All ex-

terior components are manufactured from corrosion

resistant materials. In order to further increase the

corrosion resistance all components which are sub-

ject to corrosion are carefully surface treated. A zinc

ring, which eliminates corrosion caused by galvanic

currents, is fitted on the lower gear housing behind the

propeller. The engine cooling water is sucked in th-

rough the two cooling water inlets, which consist part-

ly of two gill-shaped inlets and partly of a round hole

located on the front edge of the lower gear housing.

The exhaust gases and cooling water are taken th-

rough the exhaust channel of the outboard drive and

released under the rear edge of the cavitation plate.

On certain types, some of the cooling water is rele-

ased through a separate outlet on the starboard side

of the mounting collar.The shift mechanism consists

of the Volvo Penta patented cone clutch, of

“Silent-Shift” type. The mechanism is fitted with servo

disengagement and self-adjusting friction cones and is

quiet in engagement and easy to operate.

Power transmission

Power from the engine is transmitted to the upper

gear housing through the vibration damper (27), Fig.

1, the shaft (25) and the double universal joint (5).

From the universal joint the power is transmitted to

the input gear (7) for forward and reverse, which is in

constant mesh with “Forward” and “Reverse” gears

(8). These gears are carried on the countershaft so

that they can rotate independently of the shaft. Bet-

ween the gears (8) there is a cone clutch which ma-

kes possible disengagement and reversal of the direc-

tion of rotation of the vertical drive shaft (14). The

lower end of this shaft drives the propeller shaft (18)

through the propeller gearing. The total reduction ratio

for Aquamatic 250A is 1.35:1, for the Aquamatic 250B

1.61:1, for the Aquamatic 250C 1.89:1, and for the

Aquamatic 250D it is 2.15:1.

Manœuvering

The countershaft is fitted with a thread between the

forward and reverse gears (8), and it is on this thread

that the engaging sleeve (11) can be moved up and

down by means of the control mechanism (12). Both

ends of the engaging sleeve are tapered so that when

the sleeve is moved upwards or downwards, the

tapered surfaces engage with the corresponding outer

tapers 9 which are screwed onto the forward and re-

verse gears. Since the engaging sleeve (11) is jour-

nalled on the countershaft thread, increased transmis-

sion torque from the engine assists in more positive

engagement and increased frictional power between

the engaging sleeve and the gear tapers.

When the control lever is moved to the “Forward” posi-

tion, the engaging sleeve (11) engages with the taper of

the lower gear, whereby the vertical drive shaft (14) is

locked in engagement with the gear. The propeller will

then rotate for running forward. When the control lever

is moved to the “Reverse” position, the engaging

sleeve is moved upwards until it engages with the taper

(9)on the upper gear, thus producing the opposite di-

rection of rotation. In the neutral position, the engaging

sleeve is retained in an intermediate position so that

both the gears rotate freely. The gearing described

above gives standard rotation to the propeller shaft,

that is, a propeller with a left-hand thread.

In the case of propeller rotation in the opposite direc-

tion (starboard drive in case of double installation),

then the upper gear (8) functions as forward gear and

the lower gear (8) as reverse.

When running in reverse, the outboard drive is kept in

its normal position by means of a retaining pawl (22).

Steering

The outboard drive is steered by the movements of the

steering wheel which are transmitted through an intern-

ally located steering rod (1) which is fitted on the steer-

ing yoke (3). The action of the steering rod is indepen-

dent of the degree to which the drive is tipped up. The

lower parts of the yoke arms are carried in a steering

casing (6) which is, in its turn, bolted to the upper gear

housing of the outboard drive. The steering angle of the

drive is about 30° from the neutral position.

Lift device

In order to facilitate tipping-up of the outboard drive, it

is fitted with an electrical-mechanical lift device (2),

which is operated from the steering seat. The lift device

is fitted on the inside of the transom shield and con-

sists of an electric motor which operates a push rod on

the pivot yoke through the medium of a worm gear.

This releases the retaining pawl and lifts out the drive

to its tipped-up position. The electric motor cuts out

automatically as soon as the drive has attained its fully

tipped-up or fully lowered positions. When the drive is

being lowered, it is automatically centred independent

of the position of the steering wheel. The maximum

tipped-up angle is about 60°. The outboard drive re-

mains in the required tipped-up position and for this

reason the unit can be run when partly tipped up during

shorter periods and at low speed.

Lubrication

The outboard drive is fitted with an oil system which is

common to both the upper and lower gear housing. The

oil is circulated through all the gears and bearings by

means of an oil circulation pump (17) which is fitted on

the gear in the lower gear housing. The oil is cooled by

the water flowing past the lower part of the outboard

drive. A dipstick for checking the oil level is fitted in the

cover above the upper gear housing. The double uni-

versal joint is lubricated for life and requires no period-

ical servicing.

Fig. 1. Cross-section through the Aquamatic 250

1. Steering rod

2. Lift device

3. Steering yoke

4. Rubber block

5. Universal joint

6. Steering casing

7. Input gear

8. “Forward”/“Reverse” gears

9. “Forward”/“Reverse” gear taper

10. Upper gear housing

11. Engaging sleeve

12. Control mechanism

13. Shift fork

14. Vertical drive shaft

15. Intermediate housing

16. Trimming tab

17. Oil circulation pump

18. Propeller shaft

19. Propeller gear

20. Lower gear housing

21. Water intake

22. Retaining pawl

23. Bellows for exhaust system

24. Mounting collar

25. Drive shaft

26. Supporting rubber pad

27. Vibration damper

28. Flywheel

29. Rubber element

Part II Removing the outboard drive unit

IMPORTANT! It is of the greatest importance to

ensure that the workbench and tools are kept clean

when working on the outboard drive unit to prevent im-

purities from getting into bearings, bushes, etc. Make

a habit of always washing the unit externally before

removing. The figures included in the text below refer

to the exploded drawings at the end of this book.

1. Remove the propeller by knocking up the tabs on

the lock washer 2, Fig. 2 for the propeller taper 1 and

unscrewing the taper. Take off the propeller and the

spacing sleeve (37).

2. Slacken the two crosshead screws (35) for the zinc

ring and remove the ring (see Fig. 3).

3. Drain off the oil from the outboard drive. To do this

slacken the dipstick (42) and the oil drain plug (40).

4. Remove the casing (84) from over the control

mechanism and disconnect the control cable from the

yoke (2) and unscrew the securing block (43). Re-

move the control cable locking plate (39), which is

mounted on the front edge of the intermediate hous-

ing.

5. Loosen the steering casing (12) from the upper

gear housing, the rubber bellows over the universal

joint, the exhaust bellows from the intermediate hous-

ing and the water hose from the cooling-water connec-

tion (30) on the yoke.

6. Unscrew both the lock screws (28) which retain the

pivot pins (27) in the mounting collar. Place a block

under the drive end and knock out the pivot pins and

lift off the drive unit.

NOTE: Do not lose the two bushes (42) in the yoke.

7. Loosen the control rod (19) unscrew the screws

(15) and loosen the nuts (17) retaining the upper gear

housing to the intermediate housing. Strike carefully

with a rubber mallet on one of the housings until they

can be separated.

8. Count the number of shims between the different

housings and on all the gear assemblies in case there

is no need to replace the gears, housings, or bearings

since, in this case, the same number of shims must

be fitted when assembling.

9. Unscrew the seven bolts retaining the lower gear

housing to the intermediate housing and strike care-

fully with a rubber mallet on one of the housings until

they separate from each other. Lift off the splined

sleeve (49).

Fig. 2 Fig. 3

Part III Reconditioning the upper gear housing

A. Removing

1. Loosen the screws (60) for the control mechanism

and remove the mechanism.

2. Unscrew the internal hexagon screws for the clamp

ring (5) and pull out the universal joint with the double

bearing box.

3. Unscrew the four bolts on the gear housing cover

(2) and pull off the cover.

NOTE: The front right bolt is of the tubular type.

4. Slacken the nut (37) at the top of the countershaft,

NOTE: left-hand thread. Use tool 884264 as a coun-

terhold on the splines when the nut is released. Re-

move the split circlip (36) and washer (35).

5. Push out the shaft (30) and the lower gear with bea-

ring sleeve (25). Lift off the engaging sleeve and the

spring from the shaft and then take out the shaft.

6. Knock out the upper gear with the bearing sleeve.

Mark the gears so that they can be replaced in the

same position when assembling.

NOTE: Be very careful with the engaging sleeve and

the gear tapers to avoid scratches on these parts.

7. Remove the needle bearings and the spacing rings

(28 and 29) from the upper and lower gear assemb-

lies. Press loose the upper and lower gears out of the

bearings (9). Use for this purpose tools 884258 and

884259.

8. Press the bearings (9) from out of the bearing

sleeves (25). Use for this purpose tools 884258 and

884265.

9. Loosen the internal hexagon screw (24) in the cen-

tre of the input drive and pull off the double bearing

box (11) from the universal joint and also lift off the

clamp ring (5).

10. Remove the washer (17) from the double bearing

box. Remove the circlip (27) and the seal (19) and

press out the input drive (8) with the help of tools

884258 and 884259.

11. Press the roller bearing out of the drive. Use tool

884165.

12. Clean the parts carefully and check for wear. Re-

place parts where necessary.

NOTE: The gears and tapers are sold in sets to obtain

the correct mesh. Since the double bearing box is

precision-machined on the basis of the bearing races,

the complete bearing box with pressed-in bearing ra-

ces must be changed when necessary.

B. Adjusting the upper gear

When assembling the upper gear housing, it is ex-

tremely important to ensure that the drive and gears

are in their correct position relative to each other. This

concerns not only the clearance between the gears

but also the engagement of the gear teeth. Correct

tooth contact means that the stresses to which the

gears are subjected while the unit is running, are dis-

tributed over a large part of the tooth surface. This

helps to prevent tooth failure and abnormal wear of

gears at the same time as it contributed to smooth

shifting.

1. Press onto the drive the large roller bearing which

is included in the complete double bearing box (11).

Use here tool 884263.

2. Fit the drive into the double bearing box and press

on the smaller roller bearing so that a certain tension

is obtained. Use tools 884263 and 884259. Check the

tension by using a spring balance and a cord which is

placed round the bearing housing, see Fig. 4. The ten-

sion should be 0.1–0.5 kg (0.22–1.1 lb.).

3. Determine the measurement “B”, see Fig. 5. Use a

depth gauge micrometer and measure first from the

double bearing box to the inner ring of the bearing and

then to the shaft on the input gear. Then calculate the

difference.

Fig. 4

Fig. 5

4. Measure the depth of the recess in the washer (17)

and add to this measurement so many shims (22) that

the measurement “B” according to point 3 is obtained.

5. Then place the washer in position and draw to-

gether the gear assembly in the double bearing box

with the help of tool 884483. Tighten the internal hexa-

gon screw to a tightening torque of 125 Nm (90 lb.ft.).

Again check the tension which should be between

0.1–0.5 kg (0.22–1.1 lb.), see Fig. 4. If the tension is

too high, the washer should be removed and the gear

pressed back somewhat after which a shim is tried

again under the washer. The double bearing box is

then drawn together with tool 884483. Again check the

tension.

6. Lubricate the ball bearings (9) and press them into

their respective bearing boxes (25).

NOTE: It is important that the bearings are turned so

that the recesses in the bearing races for the fitting of

the balls are turned in the direction opposite to the

gears.

7. Then press on the bearings (9) and the bearing

boxes (25) on the gear (8).

NOTE: When compressing, protect the taper so that it

is not deformed.

8. Adjust start adjustment with the “Forward” gear.

Should the previously removed gears be used, it is

important that the “Forward” and “Reverse” gears are

not confused when fitting. For an outboard drive with

standard rotation, i.e. propeller with a left-hand thread,

the “Forward” gear is the lower gear. An outboard

drive with reversed rotation has the upper gear as

“Forward” gear.

9. In order to obtain a clear picture of the tooth con-

tact pattern, smear the teeth on the input gear and

meshing gear with a thin coating of marking paint.

10. First fit the “Forward” gear in the gear housing (1).

Start by inserting 0.2 mm (0.008") shims under the

bearing box (25).

11. Fit the attaching plate with part No. 884285 for the

upper gear housing in a vice.

12. Fit the upper gear housing on tool 884285 so that

the bearing coincides with the corresponding recess

in the tool.

13. Fit the input gear with 0.3 mm (0.012") shims un-

der the double bearing box (11).

NOTE: The guide pin in the double bearing box should

face downwards.

14. Fit the clamp ring together with sufficient shims so

that the ring actually presses in the double bearing

box (there must be clearance between the gear hous-

ing and the clamp ring).

15. Rotate the gear in its correct direction of rotation

(clockwise) while braking hard the gear at the same

time by pushing against the taper on the gear with a

suitable rod, see Fig. 6. The marking paint on the

gears is removed on the surfaces where they mesh

and this gives a picture of the tooth contact pattern

and its position.

16. Measure the backlash by using a rocker arm indi-

cator, see Fig. 7. The backlash should be 0.10–0.20

mm (0.0039–0.0079").

17. Remove the gear assembly and compare the con-

tact pattern on the teeth with the pattern shown in Fig.

8 which is on ideal pattern.

NOTE: The contact pattern is practically rectangular

and, on the driving side, should be on the centre of the

teeth vertically but rather more towards the toe than

the heel. If the input gear is moved from the outside

inwards, the contact pattern moves from a low posi-

tion to o high position on the gear. If the contact pat-

tern is too high on the gear teeth, the input gear

should be moved outwards and if it is too low, the in-

put gear should be moved inwards.

18. When the correct tooth contact and backlash have

been obtained for the “Forward” gear, adjust the “Re-

verse” gear in a corresponding way.

NOTE here that only the shims under the reverse gear

must be moved since otherwise it will alter the num-

ber of shims required under the “Forward” gear.

Fig. 6

Fig. 7

Fig. 8

Dismantling the universal joint

1. Remove the snap rings (80) which hold the needle

bearings in the yokes.

2. Use a hammer and drift to drive out the needle

bearings, see Fig. 9. Remove the spider.

Inspecting the universal joint

Examine the spider and needle bearings for looseness

and scoring in the bearing races. If there are any

faults, the spider should be replaced completely with

the needle bearings.

Also make sure that the needle bearing cages are

not loose in the yokes. If there is looseness, fit new

yokes.

3. Place the upper gear together with its shims in the

gear housing. Fit the needle bearings (28) with the

spacer ring (29) between the bearings and the lower

shaft circlips (35 and 36).

4. Tighten the nut (37) on the top of the countershaft

to a tightening torque of 59 Nm (45 lb.ft.).

NOTE: The nut has a left-hand thread. Use tool

884264 as a counterhold. In order to obtain the correct

axial clearance on the shaft (30), a choice can be

made between three nuts (37) with flats of different

thicknesses. Begin by fitting the nut with part No.

897311. Then measure the clearance between the nut

(37) and the bearing (9). The axial clearance should

be between 0.1–0.50 mm (0.004–0.020"). If the clear-

ance is greater up to 0.75 mm (0.030"), fit the nut with

part No. 814360. Where the clearance exceeds 0.75

mm (0.030") up to 1.05 mm (0.041"), fit the nut with

part No. 814361. If the clearance is greater than 1.05

mm (0.041"), the bearings (9) must be defective.

5. Measure the shoulder on the double bearing box by

using a micrometer, see measurement “A”, Fig. 5.

NOTE: The previously measured thickness of shims

(16) between the bearing box and the gear housing

should be included here.

6. Then measure up the corresponding recess in the

clamp ring (5). Use a depth gauge micrometer when

measuring.

7. Fit so many shims between the clamp ring and the

bearing box that the measurement “A” together with

the shims (16) exceeds the depth measurement in the

clamp ring by 0.03–0.05 mm (0.0012–0.0020").

8. Example: The measurement “A” is found to be 9.83

mm (0.387") and the shoulder in the clamp is 10.08

mm (0.397"). The difference is 10.08–9.83 = 0.25 mm

(0.397–0.387 = 0.010"). To this is then added 0.03–

0.05 mm (0.0012–0.0020").

In this case the shim thickness will be 0.25 + 0.05 =

0.30 mm (0.010 + 0.0020 = 0.0120"). With this thick-

ness of shims, the clearance between the clamp ring

and the gear housing will be the smallest possible but

the pressure on the double bearing box will be suffi-

ciently large.

9. Remove tool 884483 from the double bearing box.

Remove the spacer washer (17) and the shims, and fit

the seal ring (19) with tool 884312 so that the seal ring

does not lie against the bearing. Fit the circlip (27)

and spacer washer with shims.

10. Fit the O-ring (18) on the spacer washer (17)

using grease.

11. Fit the shims and the two O-rings (15) on the dou-

ble bearing box.

12. Place the clamp ring (5) and the double bearing

box on the universal joint. Fit the screw (24) and the

washer (23). Use VP thread sealant 1161053-2 on the

screws. Tighten the screw to a torque of 122 Nm (90

lb.ft.).

Assembling the universal joint

1. Fit new seal washers on the spider trunnions. Fit

the spider in the flange yoke.

2. Push the spider so far in one direction that the

needle bearing can be slid into the trunnion. Then

press in the needle bearing so far that the snap ring

can be fitted.

3. Fit the other needle bearing and snap ring in the

same way.

C. Fitting

Before fitting, clean the marking colour from all the

gears and lubricate all bearings and bolts

1. Fit the “lower” gear together with the measured

shims.

2. Fit the snap ring (32), the washer (34), the spring

(33) and the engaging sleeve (31) on the shaft (30).

Place the shaft in the lower gear.

Fig. 9

13. To protect the surfaces against corrosion, smear

the surfaces between the clamp ring and the gear

housing with sealing compound VP sealing compound

1141570-0 before assembling.

14. Fit the double bearing box with the universal joint

in the gear housing. The guide pin in the double bea-

ring box should face downwards. Screws should be

secured with VP thread sealant 1161053-2 or similar

and tightened to a torque of 34 Nm (25 lb.ft.).

Fitting the cover on the upper

gear housing

1. Determine the measurement “B” in the cover (2),

see Fig. 10.

D. Reconditioning the control mechanism

Removing

1. Strike out the tension pin (57), see Fig. 12, and pull

out the pin (56). Remove the locking wire (50), the

spring (53), the ball (58) and pull out the eccentric

plunger (48). Remove the seal ring (59).

2. Clean the parts, check for wear and replace with

new parts if necessary.

Fig. 10.

2. Measure the distance from the outer bearing race

to the gear housing, measurement “A”, Fig. 11, and fit

sufficient shims so that the measurement exceeds “B”

by max. 0.1 mm (0,004").

Fig. 11

3. Apply sealing compound and place the seal ring (41)

so that the seal for the front, right screw fits into the

recess in the cover provided for this purpose and then

fit in measured shims and tighten the cover. NOTE:

The front, right screw is a tubular screw and should

have a washer under its head. The tightening torque for

the tubular screw is 14–18 Nm (11–13 lb.ft.).

Fig. 12

Fitting

NOTE! Lubricate all movable parts and bolts before

fitting

1. Fit the seal ring in the cover, the side with the

spring being turned inwards.

2. Fit in the eccentric plunger. Fit the pin (56) and lock

it with the tension pin (57). Make sure that the tension

pin is centrally located in the eccentric plunger.

3. Fit the ball and the spring. Insert a locking wire in

the slot in the cover and use this to compress the

spring. Cut off the wire and turn down the end in the

cover recess. The only function of the locking wire is

to hold the spring while the control mechanism is fit-

ted in the gear hauling.

4. Fit the spring and friction lug (55) as well as the O-

ring (61). Apply VP sealing compound 1141570-0.

Tighten the control mechanism in the gear housing so

that the screw (51) in the cover (47) is displaced to-

wards starboard.

5. Move the control mechanism to its neutral position

and remove all the shims (54) under the screw (51). It

is now impossible to rotate the shaft (30). Then add

shims one at a time until the shaft can be rotated. Af-

ter adjusting, smear the shims and bolt with VP seal-

ing compound 1141570-0 and then complete the final

fitting.

Part IV Reconditioning the intermediate housing

A. Removing

1. Loosen the two screws (32) which hold the hose at-

tachment (30) to the yoke. Remove the hose attach-

ment and the packing.

2. Remove the yoke by knocking out the guide spindle

(24). Use tools 884311 and 9991801. See Fig. 13.

Fig. 14

Fig. 13

3. Replace the guide plugs (18) and remove the re-

taining pawl, the plastic washers (66) and the wear

washer (26).

4. Remove the two seal rings (14) and the needle

bearing (13) with the help of tools 884259 and

9991801. Press out the bushing (12), see fig. 14.

5. Remove the shaft (4) for the shift yoke (2) and pull

out the yoke.

6. Pull out the bearing race (18, Fig. 40) for the axial

bearing. Use tools 884140 and 884143, see Fig. 15.

7. If necessary, the retaining pawl is removed as fol-

lows: Remove the shaft pins (53), take off the spring

(63) as well as the spring (54) and release the springs

(64).

NOTE: Grip the spring shaft (55) so that it does not

fly off. Unscrew the nuts (61), unhook the spring

hooks (58) and (60), also remove the spacer washers

(49) and the retaining pawl (47). Lift off the journalling

(48) as well as the shaft (59) and thrust rod (50).

8. Clean the parts, check for wear and replace with

new ones if necessary.

Fig. 15

B. Fitting

NOTE! Lubricate all the movable parts and screws

before fitting.

Fig. 16

1. Grease the needle bearing (13) with Universal

Grease and drive the bearing into the yoke by using

tools 884259 and 9991801. Press in both the seal

rings (14) with the help of the same tools.

NOTE: The seal rings should prevent water from

forcing its way in, see Fig. 17. Glue on the bush (12)

with VP 1161351-0 and fit the bush in the yoke with

the flange facing down towards the retaining pawl.

2. Fit the shaft (59) on one of the retaining pawls (47)

and install the spacer washer (49) and the spring hook

(58). Screw one of the nuts (61) onto the shaft. Then

place the thrust rod (50) on the stop shaft (62) and fit

the journalling (48) in the retaining pawl half. After this

place the thrust rod (50) and the stop shaft (62) in the

retaining pawl half. Then fit the other retaining pawl

(47) and the spring hook (60) with spacer washer (49)

on the shaft (59) and journalling (48). Screw tight the

other nut (61).

NOTE: The nuts (61) are tightened fully and then

slackened about 1/8 of a turn so that the spring hooks

are movable without being loose. Now fit the lock

clamp (52) and the shaft pins (53) with spring (63) and

washer (56) in the journalling (48). Place the spring

shaft (55) in position with the help of the springs (64)

and fit the spring (54) between the journalling (48) and

the stop shaft (62). Paint the retaining pawl with a thin

coating of original VP touch-up paint.

3. Fit the retaining pawl in the yoke and screw tight

the guide plugs (18).

Fig. 17

4. Fit the yoke with the retaining pawl on the interme-

diate housing.

NOTE: Do not forget the wear washer (26) between

the lower attachment of the yoke and the intermediate

housing, also the two plastic washers (66) on each

side of the journalling (48). Observe due care when

fitting the guide spindle not to damage the seal ring.

5. Fit the hose attachment and packing on the yoke.

Coat the surfaces with VP sealing compound

1141570-0.

6. Fit the shift yoke and push in the shaft (4) and lock

with a split pin.

NOTE: A washer (5) should be fitted on each side of

the split pin.

Part V Reconditioning the lower gear

A. Removing

1. Lift up the oil strainer out of the oil channel. (Only

the later type gear has an oil strainer).

2. Remove the two screws (8) retaining the propeller

bearing housing (3). Remove the propeller shaft (14)

and the propeller bearing housing with the help of tool

884161, see Fig. 18. If no such tool is available, then

removal can be carried out by holding the propeller

shaft and striking on the gear housing with a rubber

mallet until the propeller shaft together with the pro-

peller bearing housing loosens from the gear housing.

3. Turn the lower gear housing upside down in tool

884264. Then bend up the lock washer (23) on the nut

(22), which retains the gear on the vertical drive shaft

and unscrew the nut.

4. Strike up the lock washer (20) and unscrew the

round nut (21). Remove the lock washer and spacer

ring (19).

5. Loosen the gear with the help of tools 884267 and

884264, see Fig. 19.

Fig. 18

Fig. 19

12. If the needle bearing (7) for the vertical drive shaft

(9) is damaged, it should be removed with the help of

tools 884143 and 884281. Place tool 884281 in the

outer race from underneath the needle bearing after

the needles and needle carrier have been removed by

deformation, then press drift 884143 downwards. After

the expander has been pressed apart by the drift,

strike out the bearing race.

13. If the needle bearing (15) for the propeller shaft is

damaged, remove it with the help of tools 884316 and

884298. Place puller 884298 in the needle bearing so

that the hooks are on the rear side of the bearing.

Then screw in extractor 884316 so that the hooks are

tensioned apart and the bearing can be removed. After

this remove the bearing race off the needle bearing on

the propeller shaft by splitting the bearing race.

14. Check all the components for wear and replace

any if necessary.

NOTE: The gears are sold in pairs to ensure correct

tooth contact.

B. Fitting

Lubricate all movable parts and bolts before fitting

1. Coat both seal rings (36) with grease and fit them in

the propeller bearing housing with the help of tools

884283 and 9991801.

NOTE: The seal rings should be turned so that they

seal against oil in the gear housing and also against

water trying to force its way in, see Fig. 21.

Fig. 20

6. Press off the ball and roller bearings from the verti-

cal drive shaft with the help of tool 884265, see Fig.

20.

7. Loosen the washer (30) from the propeller bearing

housing and strike the propeller shaft out of the bear-

ing housing.

8. Strike up the lock washer (25) and unscrew the

round nut (26) on the propeller shaft.

9. Press the gear (27) and the bearing (24) off the pro-

peller shaft at the same time. Use tool 884265.

10. Remove the circlip (28) and the pump impeller

(29) from the gear.

NOTE: To avoid damaging the pump impeller during

disassembling, exert pressure close to the two drive

pins.

11. Strike out the two seal rings (36) in the propeller

bearing housing.

Fig. 21

2. Fit the pump impeller (29) and the circlip (28) on

the gear (27).

3. Press on the bearing race (17) for the propeller

shaft needle bearings (15).

4. Fit the gear pump and the washer (30) on the pro-

peller shaft and press on the bearing (24). Use tool

884263. The bearing is fitted so that the recess in the

bearing race for the assembly of balls is turned to

face in the direction of the propeller. Fit the lock

washer (25) and the nut (26). Secure the nut with the

lock washer.

5. Place an 0.2 mm (0.008") shim (46) in the propeller

bearing housing and then fit the propeller shaft with

the bearing in the housing. Be careful when fitting to

ensure that the bearing is correctly located in the

bearing housing.

Fig. 22

6. Tighten the washer (30) and the nuts (32).

7. Pull in the needle bearing (7) for the vertical drive

shaft (9). Use tool 884241. See Fig. 22.

NOTE: The side of the bearing where the bearing des-

ignation is stamped must face downwards.

8. Fit the needle bearing (15) for the propeller shaft.

The side of the bearing where the designation is

stamped should face astern. Use tools 884283 and

9991801.

9. Press the ball bearing (10) an the vertical drive

shaft with the help of tool 884266. Hold the bearing in

position by means of a spacer sleeve and the round

nut (21) so that the bearing does not move during as-

sembly.

10. Place an 0.3 mm (0.012") shim (11) in the gear

housing and fit the gear (27) together with the drive

shaft, the lock washer (23) and the nut (22). To guide

the shaft during assembly, first locate the gear in po-

sition.

11. Tighten the nut (22) to a tightening torque of 160

Nm (115 lb.ft.). Use tool 884264 in the splined end as

a counterhold. See Fig. 23.

Fig. 23

Adjusting the lower gear

1. Apply marking paint to the gears.

2. Fit the propeller shaft with bearing housing into the

gear housing.

3. Place tool 884264 on the splined end and rotate the

gears in their correct direction of rotation while brak-

ing them hard at the same time with the propeller

shaft.

4. Check the backlash which is measured directly on

the vertical drive shaft splines. The backlash here

should be 0.04–0.08 mm (0.0016–0.0031") which

gives a backlash of 0.10–0.20 mm (0.0039–0.0079")

on the gears. See Fig. 24.

5. Loosen the screws and pull out the propeller shaft.

6. Check that the contact pattern on the tooth sur-

faces agrees with that shown in Fig. 25. The pattern

should lie near the toe on the teeth. If the contact pat-

tern is not correct, move the shims (11) and (46) as

follows:

Page is loading ...

Volvo Penta Aquamatic 250A Workshop Manual

Brand: Volvo Penta

Model: Aquamatic 250A

Category: Engine

Type: Workshop Manual

This manual is also suitable for

Download PDF

report

Volvo Penta Aquamatic 250A Workshop Manual

This manual is also suitable for

Volvo Penta Aquamatic 250A Workshop Manual

Related papers

Other documents