Workshop Manual
Drive
Aquamatic 250
C
2(0)
1
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
2
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.
3
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.
4
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.
5
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.
6
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.
7
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.
8
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.
9
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
10
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.
11
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.
12
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
13
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
14
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.
15
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
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
17
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.
18
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 ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
Page is loading ...
/
