DETROIT DIESEL v-71 91 TORQMATIC MARINE GEAR ASSEMBLIES (Single Engine Units) ‘The Torgmatic marine gears used on the single engine units and shown in Figs. 1 and 2, provide positive clutch engagement or release by imply ‘moving the selector valve lever to the desired po- sition for forward, neutral or reverse. Inaddition an emergency forward clutch lock is provided, Each marine gear consists of a flywheel and for. ward drive clutch assembly, a reverse drive clutel assembly with a drive shait and reduction gear assembly. Also each gear lias an oll pump for sup- plying oil under pressure for operating the forward land reverse clutches, a control valve to admit o!1 to the clutches, an cil strainer, 2 full-flow oil filter and an oil cooler, The Torqmatic marine gear is produced in two types; an “IM”? type which is available in three reduction gear ratios, and an “ME” type, available In seven reduction gear ratios. The application of the various gear ratios of the two marine gear types are given in the chart below, Marine Gear | Marine Geor 1, 31, 37541, 451 WA avr tt Power from the diesel engine is imparted to the reverse gear drive shaft by locking the forward or reverse clutch plate between the hydraulically op- erated piston and a drive plate, ‘The two types of marine gear are basically sim- ilar, The following general deseription and pro- cedures for removal, disassembly, assembly, and replacement, apply to either type. Although many parts are interchangeable between the two types some of the parts are not inter- changeable; therefore be sure of the gear type be- fore ordering replacement parts, Particular atten- tion should be given to the planetary assembly when replacement is made in a marine gear. Left-hand rotating engines incorporate a left-hand planetary identified by the letters LP stamped on the planet carrier; likewise, right-hand planetaries for right- hand rotating engines are marked Ri Bach flywheel assembly consists of a flywheel (157), ring gear, forward cluteh plate (177), forward clutch drive plate (179), forward clutch piston (172) and a forward clutch piston type dump valve, (Figs. 1 and 3). When inspection of the flywheel dump valve on a unit with a plain flywheel housing (with, no inspection hole) is necessary, the inspection ean be made at the starter mounting hole in the housing. ‘The flywheel, with the ring gear installed, ts bolted directly to the crankshaft. The forward cluten drive plate is bolted to the rear face of the flywheel, This plate also serves as a drive for the reverse plane- tary gear set since the gear teeth at the inner diameter mesh with the teeth of the sun gear. ‘The forward cluteh piston rides in the flywheel and Js driven by three olutch drive pins anchored in the flywheel. Movement of the piston is obtained by admitting oil under pressure into the cavity between, the flywheel and the forward face of the piston. Oil leakage from this cavity Is prevented by seal rings and expanders at the inner and outer diameters of the piston, When the oil pressure is released, nuuber of springs within the forward clutch drive plate move the piston forward, Facings on the forward clutch plate (177) are sand wiched between the drive plate (179) and the for- ward piston (172) and splines at the clutch plate hhub engage mating splines on the reverse wear drive shaft, When the facings on the clutch plate are locked between the piston and the drive plate by movement of the piston, the clutch plate and the shaft are driven in a forward direction, ‘Two different types of forward clutch dump valves are being used in the Torqmatic marine gears, for dumping the off from behind the forward cluteh piston. Fig. $ depicts the two types of dump valves being used in the marine gear flywheels, On the former and current design forward cluten piston type dunp valves, the oil pressure behind the forward clutch piston is controlled by the pressure- sensitive, centrifugally-balancad dump viave moving in the cavity at the outer diameter of the flywheel, ‘These valves are of such weight and area that their mass exactly balances the centrifugal force of the oil pressure, A spring behind the valve provides a constant force for returning the valve to the dump position when the oil pressure is shut off, Reverse rotation of the drive shaft (142) is ac- complished through & planetary gear set, (Figs, 2, 2 and 4). Teeth at the inner diameter of the {Grward clutch drive plate mesh with the teeth on the sun gear (126) which drives the planetary gear set, A ring gear (120) surrounding the planet gears is splined to a reverso clutch plate (121) which is held stationary in reverse between the reverse elutch drive plate (124) and the piston (115). @ Revised April, 1969 SEC. 9.1 PAGEta0ve 173) 157 lay 2e1 24s 28a ri \ \ tke ani ~ 246 247 248 242 (288 284 280 \Q268 ez Fig. 1 ~ Terqmatic Marine Gear Assambly (*M* Type) TINA SNIONS STONIS—UVaO ENRIVW TS 1Z-A 1aSa1g LIOwLaGGM DIESEL v-71 MARINE GEAR—SINGLE ENGINE UNIT 9.1 Fig. | = Torgmatic Marine Gear A:sombly (*M" Type) a 117, Expander—-Reverse Clutch Piston 162. Pine=Cluteh Drive. 5 Seal Ring (Outer) 16d. Beating Asy.—-Flywheel Pilot ¢ 118, Seel King-Raverse Cloth Pistsn 185. O1l Seai-Filor Bearing 2 (laser) 166. Snap Ring--PTlot Bearing Ot Seal 7. Brecther and Oil Filter Tube Amy. 119. Expander-—Reverse Clutch Piston 188. Snap Ring--Drive Shaft Thrust AL. Breother Cap Assy. eel Ring (Inner Washer 2 120, fevers Ring 16%. Thrust Washor (Steel) ~-Drive Sheft 13 ri. jeveree Clutch 170, Spacer--Drivo Pinion Gear Bearing v Driven Shaft Geet) 122" Snap Ring--Reverse Clutch Plate 171, Nozsle--Reduction Geer Hevsing 2B, rus! Beartag Ci 10 Bing Gear Sprey 25, Bearing Cover 123, Springe-Beverse Clutch Piston 172. Pleran——Forward Cloth 38. Drive Flange Retracving 173, Sol Ring--Ferward Clutch Piston 34, Nut~Drive Flange Retainer 124, Ploten-Reverse Clutch Drive 35. Cotter Ola 126. Snes Ring’-Reverse Clutch Drive 174, 36, Becting Assy.--Driven Shaft Filet Plote to Reduction Geor Housing 42. Covere-Reduction Gaur Pinicn 127. Theust Wesher=-Reverco Sun Gear 175. Seal Ring--Forward Clutch Piston Becring 128, Gear-Revere Sun nes) 43, Gosket--Pinien Bearing Cover 128. Thrust Wesher--Planetary Geor 178, Expander-Forword Clutch Piston 48, Belt—Pinicn Bearing Cover 181; Reverse Plonet Corrier Seal Ring (Inner 48. Goor=-Drive Pi 47. Beoting Assy.~ n 152! Shott--Reverse Planet Gear ‘inion Gear Ball 138, Gear--Reverse Planetary . Plate Spr Forward Clutch 1g--Forward Clutch Piston (Fron) 155, Ball=-shoft Rercining Retracting 40. Bectieg Assy.--Pinicn Gear Boll 136. Collecter--Reverse Planet Oil 179, Flate-cForward Clutch Drive (fear) 138. WasheresPlonetary Geor Retaining 180. Bolt=-Forward Clutch Drive Plate S51. Sump--Reduction Gear Oil 139. Snap Ring--Planctory Geor 18]. Lock Washer 52, Gasler—-Reduetion Gear Oil Sump Retaining 182! Retainer--Flywheel Pilot Beoring 58, Belt=-Oil Sump 140, Thrust Washer (Bronze)--Reverse 242. Housing--Cantral Valve zB Dsivet Geox OF Goer Drive Shalt Dad. Valve “Selector Control Driver Geer OF Bole 142, SaiteRevene Sear Drive 24s, Gil Seatenselactor lve 144, Tobe.-On| Transtar 247. Scraue Selector Valte Uecating 14S. Snap Ring--Oil Transfer Tube 248, Weasher=-SelcerorVolwe Locating 14s. ingesDrive Shalt Oil Seok ion onward Chach Dur 14?! GoskctovRcherion Gest Howing 266, Pappat=Selectr Valve Sering--Dump Valve fo Flywheel Housing 257. Soring-Selector Valve Poppat 102! Flee Dame Valve 138, Belt=“Flywhgel 12 Gronkahalt 2A. Levers Selector Contol Velo 113 SleavercOll Yranser 15P, Flywiel Snap Ring Retainire Sering Na. eeChach Dove 138, PldgesFlyheel OF Ponoge ‘Oil Cente Valve Revere Clutch 16i. Bolfcctmergeney Engogenent Revaing Gvame Clireh Piston 162. Nutoofmergency Eogegere Solt 291, Balie-Control Valve Housing (ures) The roverse clutch drive plate (124) is retained by a snap ring (126) fn the reduction gear housing and 4s. prevented from rotating by three dowel pins at its periphery. A reverse clutch piston (115) is mounted inside the gear housing behind the reverse. clutch plate, Like the forward drive piston, the re verse piston is mounted on drive pins (114) to prevent radial motion. Figure 4 shows the construction and illustrates the working principle of the planet assembly which imparts a reverse motion to the crive shaft whan the engine is running, Four pairs of noodle bearing-mounted planet gears (180) and (133), meshing together, are carnied on Sails (192) i a carrier (131), ‘The mounting shafts for the four gears (189) are nearer the ce tor of the carrier than the four shafts for gears (150), tus gears (133) mesh with the sun gear (126) at the center of the carrier and gears (160) mesh with the ring gear (120) surrounding the planet 368, Housing--Flysheel carrier. The planet carrier is splined to and ro- tates with the drive shait (142), The sun gear (128) is free to rotate on the bub of the carrier (131) while the zing gear (120) may be locked from ro~ tating by the reverse clutch plate (121), Since the sun gear (128) meshes with and is driven by the forward clutch drive plate (179) which is a part of the flywheel, motion is imparted to the sun gear in a forward direction and, #f the ring gear (120) ts held stationary, the planet assembly will revolve in a reverse direction to the engine flywheel carzy- ing the drive shaft along with it, This reversal of motion is fully explained under operation. Operation Motion trom the engine is imparted to the drive shaft by locking efther the forward or reverse eluich plate between a hydraulically-operated piston and a drive plate. The following paragraphs explain, how the mechanism operates, February, 196@ PAGE 3GM DIESEL 9.1_MARINE GEAR-SINGLE ENGINE UNIT v-71 Fig. 2 = Torgmotic Marine Gear Assembly (OME Type) Figure 4 illustrates the direction of motion of the various gears and allied parts of the planet to impart reverse motion to the drive shaft, ‘The sun gear (128) is free to rotate around the hub of the planet carrier (131) which is, in turn, splined to the drive shait (142), Gear teeth at the inner diameter of the forward clutch drive plate (179) mesh with the teeth on the sun gear, Consequently, when the engine is running, the sun around with the flywheel. is carried Four pairs of planst gears (160) and (133) are needlesbaaring-mounted on shaits (152) in the rier (181), Four of the planet gears (138) mesh with, the sun gear; the other four planet gears (1! mesh with gears (133) and with ring gear (120) Surrounding the planet gears but separate from the PAGE 4GM DIESEL V-71 MARINE GEAR—SINGLE ENGINE UNIT 9.1 Torgmatic Marine Gear Assembly (*MK™ Type) A, Paniage--Ferward Oil B Driven. Geor Oil 138, Washer--Flonetory Gear 8, Pasege--Nevtral Oil TA. Bolt--Driven Gear O11 Baffle Retaining C Pattoge--Revese Oil 76. Driven Shaft Searing Retciner 199. snap Ring--Planetary Geor 2, Housing-Reduetion Geor 81. Flug--Oil Sump Drain Retaining 7. Brosther and Gil Filler Tube Ass 113) Sleeve--Oil Transfer 140, Thrust Wosher (Bronze)=-Reverse 1)! Brocther Cop Assy. Clutch Drive Gent Drive Shaft He Geerbiees ene Clan 12. Shfestavare Gost Drive 1a Shon-cbrven TN&. Set ingeevene Clutch Piston 14k Tuberc reer V2. Beatag Asy-Daiven Sho (Rost) (Sues 14S: Sno Rog-“ Sl Tso Tbe i ee Shet Booing 12. Neb-sbthe Sh Ol Sea Sve lenge 168. ap Rng--Drve Sha Tua z eotrg corer Seal fingsRevere Clutch Paton“ Water BE Selbeareg Cove inert 169, het Woe (Stelo-Drve Shot Bate lange vis, Eroarr-eRevese Cluch Piston 171. NoslesRoducton Geor Howing HE NureDrive Fong Retainer SE ing (ene Srey SE hoor hyesBeuce Shen Pilon 1, 242, Hasinge-Contel Valve 2 Cover Rellcion Sear a Eee VeheeSetoces Cen Bening 12 £5, GiSeak Seles Valve 43, CahelePinon Bearing Cover 2a. SctweSelecter Vee Locating Gh eittion Stag Cace v4 Eee Heppevcletio lee & Sta =Deive rnin 12s. E57. Slogcbacto Volos Poppet 47. Boarieg Asty.--Finion Gear Ba 128. Snap Ring--Reverse Clutch Drive 271, Levere-Selector Control Valve Gren Fale to Hodsetion Gear Housing 282, Pie" Snen fing Retcning Sra 48, Boutrg Any.--Finin Gor Bell 127, Tru Wather-Revene Sun Gost 290, Conkee-Ol Goal Valve ea) 12g: Goaaterur Son oming si. Soop—tedstion Geo 1Oe. Thea Wathers-Plonetny Gear 1 Belts"Bontrl Value Hewiog 52. GalerReducon Geor Oil Sump 1, Revere Favahany ay 1 Fite Ves OF Tobe planet carrlor (151), ‘The reverse clutch plate (121) When the reverse clutch is applied, the ring gear is splined to the ring gear (120), (120) is held stationary, Then, with the sun gear \ oun ae Y 7 ca SYS Fig. 3 - Torgmatic Marine Geor Dume Valves February, 1064 PAGE 5GM DIESEL 9.1 MARINE GEAR—SINGLE ENGINE UNIT Flo. 4 ~ Gege Train Diagram of Plonet and Revere Briver-Lins Rottion Eogice Geor--Reverse Ring Plate--Reverve Clurch : Gear--Reverse Sun . Carrier——Reverse Plonet Sheft=-Reverse Plonet Goat (428) rotating in the same direction as the engine and at engine speed, planet gears (133) will revolve counterelockwige and planet gears (150) will evolve clockwise Inside the stationary ring gear (120), thus turning the planet carrier (191) and drive shaft (142) in 2 counterclockwise direction at engine speed. The speed of the carrier for this particular design of planet gear set is computed from the formula: Carre ,(, No. teoth in ving gear y speed of speed “(1 Nocteeth'in sun gear ) Sun Gear Then by substitution, assuming the engine is running at 1000 zpm: Carrier Speed 2) s000 = - (2-49) 1000 = (2-2) 1000 - 1000xpms, ‘This shows that the carrier, which is splined to the shaft, is turning at engine Speed and in a reverse direction, as the quotient in the example is a minus quantity, Figures 5 and 7 show what happens inside the hy- Graule marine gear when oil is admitted under v-71 pressure through the control valve for the forward and reverse drives respectively; while Fiz, & illustrates the oil flow when the oil pump pressure 4s cut of from both the forward and reverse clutches (neutral position), FORWARD DRIVE, AS shown in Fig. 5, forward drive to the shaft (142) is accomplished by moving the selector control valve lever (271) to the forward position. ‘This ad- mits oil under pressure from the pump to the oil passage (A) in the reduction gear housing (2) and into a quill in the drive chatt (142), then through « radial passage in the flywheel to an intersecting horizontal "passage, leading to the cavity between the flywheel and the Zorward eluteh piston, The piston type cump valves which are located at the outer diameter of the flywhocl are backed up by a spring. When the flywheel is rotated, the spring pressure tends to push the valve out toward the periphery of the flywheel, When the control valve is, ‘opened to admit oll to operate the forward piston (172), the pressurized oil overrides the tension of, the valve spring and pushes the valve in toward the center of the flywheel, When the valve Is pushed in, the valve uncovers the port in the flywieel, leading to the piston, and admits pressurized oll into the cavity forward of the piston, The pressurized oil moves the piston toward the drive plate, therey locking the clutch plate between the piston and the drive plate, Since the drive plate (179), which is bolted to the flywheel, is in constant mesh with the sun gear (12) and the planet carrier (131) is splined to the drive shait, there is no relative motion between the sun gear and the planet gears (138) when in forward drive with the result that the planet assembly, in- cluding the ring gear (120) and the reverse clutch plate (121), revolves in a forward direction with, the flywheel, NEUTRAL. When the selector control valve lever is moved to the neutral position, oil pump pressure is relieved from the dump valve and the pressure of the spring pushes the valve out, cutting off the oll supply to the forward piston, thereby permitting the oi! to drain from the cavity forward of the piston (Fis. 8). ‘Thus, the piston moves forward, releasing the elutch plate. With the selector control valve lever set in neutral, position, pump pressure is cut off from botn the forward and reverse clutei, passages (A) and (C), but not from passage (B), as shown in Fig, 6, PAGE 6GM DIESEL V-71 MARINE GEAR-SINGLE ENGINE UNIT 911 TORAET STON TPE DUMP VALVE aon ES power para FEBBEE IL UNDER PUMP PRESSURE ‘O1L NOT UNDER PUMP PRESSURE Fig. 5 - Oil Flow Diagram for Application of Ferward Drive Cluteh Including Power Flow A, Panoge--Ferward Oi 156, Flywheel Assy. 2A1. Control Valve Ass 172, Pistons -Forward Clutch 2A! Lever--Selector Control Valve V7. 310. 6) 105. Vaive--Forward Clutch Dump 179. 390. 3 142, Shaft--Reverse Gear Drive 189, 468. Oil Cooler Assy. February, 1984 PAGE 7GM DIESEL Vv-71 9.1_ MARINE GEAR—SINGLE ENGINE UNIT TORAEE PISTON TYPE DUMP VALVE, J a 100 Ww 9 POWER PATH BEE On UNDER PUMP PRESSURE 3 OW Nor UNDER PUMP PRESSURE Fig. 6 = Oil Flow Diogram for Lubrication of Reverse Gear in Neutral onward Oi 172, Piston«-Forward Clutch 271. Levor~Selsetor Control Valve feutral Ol 177. Plate--Forward Clute 310; Gil Strainer Aesy. ge--Reverse Oil 179, Plate--Forword Clutch Drive 390. Oil Filter Aesy. 100. Vaivee-Ferward Clutch Dump 18%, Oil Purp Assy, 468. Oil Cooler Assy. 156. Flywheel Aesy. 241. Conteal Valve Atiy. PAGE 8GM DIESEL V-71 MARINE GEAR—SINGLE ENGINE UNIT 91 FORNER PISTON PE DUMP VALVE POWER PATH (ERBBE on UNDER PUMP PRESSURE ‘O1L NOT UNDER PUMP. PRESSURE 121. Plate-cReverse Clutch 241. Control Valve Ass 124) Flate--Reverse Clutch Drive 221 Levere-Selector Control Valve 142! Shatt—-Revene Geor Drive 310. i 156. Flywheel As. 380. Oil Filter Ase, 159, Oi Pump Assy. 468. Oil Cooler Ay. February, 1964 PAGE 9GM DIESEL 9.1 _MARINE GEAR—SINGLE ENGINE UNIT | 408 | 398 v-71 celeron re a EE eect saoey/| END VIEW OF REDUCTION Gear SUMP ie Fig. @ = Schematic Oil Supply System for Toramatie Reverse Gear 2. Housing--Redvetion Gear 332. Tube. Oil Strainer to Pump 382. Tubo--Oil Filter to Oil Cooler 169. Oil Pomp Ars 368. Hovsing—Flysshest 390. Gil Filter Assy 241. Control Valve Assy. 380, Tube--Oil Pomp to Oil Filter 468. Oil Cooler Assy. 310, Oil Strainer Asay 381. Tobe--Oil Cooler ta Conteol Valys REVERSE DRIVE As shown in Fig, 7, when the engine is running, reverse drive to the shait (142) is accomplished by moving the selector control valve. lever to the reverse position which admits oil under pressure from the pump to the ofl passage (C) in the reduc tion gear housing (2) and to the cavity behind the piston (115), When oil pressure is applied to this piston, it moves forward to lock the clutch plate (121) between the piston and the stationary drive plate (124) and, since the clutch plate 1s splined to the ring gear (120), the ring gear is held stationary, Shifting from forward to reverse drive through neutral may be made at any speed; however, it is advisable to shift at low engine speeds, For longest clutch life, reduce the engine speed to idle, make ‘the shift and then increase the engine speed. PAGE 10DETROIT DIESEL V-71 It is recommended that all vessels utilizing the Torqmatic marine gear have a locking (brake) dovice to prevent the propeller shaft from rotating, when not under direct propulsion, ‘The forward motion of the vessel causes the propeller shaft to rotate, Thus, with the marine gear oil pump not operating, lubricating off is not circulated through the marine gear. Therefore, overheating and dam~ age to the marine gear is possible unless the rota~ tion of the propeller shaft is prevented. Oil Supply System OW for operating the forward and reverse clutches, ‘and to lubricate the reverse gear is contained in the reduction gear housing sump, The oil is circu- lated throughout the system by the oil pump, (Fig. 8). Oil flow within the system is controlled by the selector control valve. An oil strainer is introduced between the oil sump fand the ail pump to remove any foreign material, From the pump the oil passes through a full-flow oll filter, Introduced into the oil system to further filter out any fine particles in the oil, then, through the oil cooler to the selector control valve, From the selector control valve, oil is admitted to the forward and reverse clutches through the oil pas~ sages in the reverse or reduction gear housing, (Fig, 8), An ofl pressure regulator valve in the system, ensures constant oil pressure to operate the marine gear at all times, The oil pressure regulator valve is incorporated in the oil pump body. ‘The operating ofl pressure range for the marine gear at operating speed is 90 to 150 p.s.i, in for- ward, and 60 to 125 p.s.1. in reverse, The average operating oll temperature is 2009F, in forward and ‘a maximum of 2500F. in reverse. Lubrication ‘The marine gear is lubricated by pressure and splash, The central ofl passage (B), Figs. 5, 6 and 7, is open to oll pump pressure whenever the engine 45 running, and all of the moving parts inside the marine gear are lubricated from this source. The drive (pinion) gear, driven gear and bearings in the reduction gear housing are lubricated by splash and spray from the nozzle in the top of the reduction gear housing. An ofl level dipstick for checking the oil level is located at the right or the left-hand side of the re- duction gear housing, The ofl level should be checked daily. For hori- zontal applications, keep the oil level to the FULL, mark on the dipstick; otherwise, the oil level should MARINE GEAR-SINGLE ENGINE UNIT 9.1 be raised 1/16" per degree of angularity above the FULL mark, If the engine propulsion unit is set at an angle, 2 true FULL mark may be established on the dipstick after the boat is water-borne, Drain the marine gear oil every 200 hours of operation, Flush with light engine oil, and refill to the FULL mark on the dipstick (approximately 6 quarts on the “M” type gear, and 8 quarts on the “MH type gear). NOTE: Series 3 oll should not be used in the torqmatic marine gears, Use the same type and SAE viscosity lubricating oil used in the engine and shown in the table below. “Antiew Tepewiee | Viseity Grade Above 5° F Sat 30 So ee F SAE Bow ots He E Sas tow © When refilling after an oil drain, bring the oil up to the FULL mark on the dipstick: Start and run the engine at idle speed for a few minutes to fill the lubrication system; then, with the engine running at {dle speed, check the level again. Bring the oil level up to the FULL mark on the dipstick. DO NOT OVERFILL. Every time the marine gear oil is changed, remove the oil strainer clement, rinse thoroughly in clean fuel oil, blow dry with com- pressed air and reinstall. ‘The full-flow oil filter element should be removed, the element shell cleaned, and a new element and gasket installed each time the marine gear oll is changed, Refer to “Remove and Install Filter Elements” in Section 9.1.2. Emergency Clutch Engagement If for any reason the clutches of the engine cannot be engaged hydraulically, the forward clutch plate may be engaged with the emergency engagement bolts (161) provided, (Fig. 1). NOTE: The flywheel assembly equipped with the former design piston type dump valve, incorporates six emergency en- gagement bolts, and the flywheel assem- bly with the current piston type dump valve, incorporates three emergency engagement bolts. Refer to Fig, 1 for the location of the emergency engagement bolts and lock the forward clutch plate (177) in forward drive as follows: 1, Remove the large pipe plug in the forward face of the flywheel housing. ‘@ Revised February, 1905. PAGEDETROIT DIESEL V-71 9.)_MARINE GEAR-SINGLE ENGINE UNIT With the engine Uurottle set in the STOP posi tion, rotate the engine flywheel until one of Ue emergency engagement bolts (161) is in Line with the pipe plug opening in the Qywheel housing, 3, Remove the emergency engagement bolt and jam mut from the flywheel through the pipe Plug opening. 4, Remove the jam nut (102) from the bolt and save the nut; then, thread the bolt back into the flywheel until the end of the bolt just contacts the forward clutch piston. 5, Remove the remaining emergency engagement bolis and jam nuts, and reinstall the bolts as oxtlined above, 8, Tighten all of the bolts uniformly, thus locking the forward clutch plate (177) betweon the piston (172) and the drive plate (179), Install the pipe plug in the flywheel housing, NOTE 1: The emergency engagement bolts must be tightened uniformly to prevent bind between the close-fitting piston and the bore in the flywheel. NOTE 2: When the emergency en- gagement bolts are engaged, do not use reverse drive or the gear will be damaged. NOTE 3: Whenever the forward clutch is engaged with the emergency eugage- ment bolts, and assuming the hydraulic ofl pump is inoperative, at least one additional gallon of Mbricating oil should be added to the gear housing oil sump to reduce the possihility of over- heating. Remove Marine Gear from Engine If reconditioning of the marine gear assembly becomes necessary, the marine gear assembly must be removed from the engine. ‘Since the installation of the Torqmatie marine gears and the external components on the engine may vary, the following procecure has been complied to eover the removal of aM” type marine gear on a typical single engine unit, and should be modified as required for other marine gear units, Fig. 9 = Typical Mounting of "MY ond *MH* Type Tergmetic Marine Gear: 1, Redetion Gear Assy. 148, Belr-—Geor Housing to Flywheel Hous 169. Oil Pump Assy 241, Central Valve Assy. 310, Oi! Straines Assy. 38]. Tube--il Cecler to Control Valve “Oi Sine o Fume 38. Tuber to OM Cooler “yuhhee! 390, Cil Filter Any. “Sil Pump 10 O11 Filter PAGE 12,