TwinDisc MG5114DC 1022655 - 0506 - CD

TWIN DISC
INCORPORATED
INCORPORATED
Ser vice
Service
Manual Marine
Transmission
Components:
MG-5114DC
Document Number: 1022655

Twin Disc, Incorporated
NOTICE
Twin Disc, Incorporated makes no warranty or guaranty of any

kind, expressed, implied or otherwise, with regard to the
information contained within this manual. Twin Disc, Incorporated
has developed this manual through research and testing of the
information contained therein. Twin Disc, Incorporated assumes
no responsibility for any errors that may appear in this manual
and shall not be liable under any circumstances for incidental,
consequential or punitive damages in connection with, or arising
out of, the use of this manual. The information contained within
this manual is subject to change without notice.
Document Number
1022655
May, 2006
Marine Transmission
Service Manual
TWIN DISC, INCORPORATED
EXCLUSIVE LIMITED WARRANTY
COMMERCIAL MARINE TRANSMISSION
A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which
written warranties issued by the respective manufacturers thereof are furnished to the original customer, as to which
Twin Disc, Incorporated makes no warranty and assumes no liability) against defective materials or workmanship for
a period of twenty-four (24) months from the date of shipment by Twin Disc, Incorporated to original customer, but not
to exceed twelve (12) months of service, whichever occurs first. This is the only warranty made by Twin Disc,
Incorporated and is in lieu of any and all other warranties, express or implied, including the warranties of
merchantability or fitness for a particular purpose and no other warranties are implied or intended to be
given by Twin Disc, Incorporated. The original customer does not rely upon any tests or inspections by Twin Disc,
Incorporated or on Twin Disc, Incorporated's application engineering.
B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the
applicable warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin
Disc, Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found
by Twin Disc, Incorporated to be defective and the labor to perform that work and to remove and reinstall (or
equivalent credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc,
Incorporated in the published Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect,
repair, reassemble, reinstall and test the Twin Disc, Incorporated product only. Authorized reasonable travel
and living expenses will be considered for payment. Under no circumstances, including a failure of the
exclusive remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, incidental or
punitive damages.
The above warranty and remedy are subject to the following terms and conditions:
1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted
to Twin Disc, Incorporated within sixty (60) days after completion of the in warranty repair.
2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from
abuse, neglect, improper maintenance or accident.
3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin
Disc, Incorporated.
4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of
shipment to the date placed in service.
5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of
the product or part with installations properly engineered and in accordance with the practices, methods and
instructions approved or provided by Twin Disc, Incorporated.
6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and
otherwise identical with components of the original equipment. Replacement parts or products not of Twin Disc
origin are not warranted by Twin Disc, Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin
Disc, Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or
property, including without limitation, the original customer's and subsequent purchaser's employees and property,
due to their acts or omissions or the acts or omissions of their agents, and employees in the installation,
transportation, maintenance, use and operation of said equipment.
D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense
in the service, repair or replacement of any part or product within the warranty period, except when such cost or
expense is authorized in advance in writing by Twin Disc, Incorporated.
E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without
being obligated to incorporate such changes in products of prior manufacture. The original customer and subsequent
purchasers will not use any such changes as evidence of insufficiency or inadequacy of prior designs or materials.
F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be
furnished on a no charge basis and these parts will be covered by the remainder of the unexpired warranty which
remains in effect on the complete unit.
November 30, 2005 TDWP2003 rev 2005

TWIN DISC, INCORPORATED
FLAT RATE HOUR ALLOWANCE
COMMERCIAL MARINE TRANSMISSION
(Hourly Labor Rate Must be Acceptable to Twin Disc, Incorporated.)
COMMERCIAL MARINE TRANSMISSIONS ALL RATIOS:

MODEL SERIES R&R UNIT REBUILD CLUTCH REPAIR
(BOTH PACKS)
• MG502, MG5005, MG5010, MG5011,
MG5012, MG5015, MG5020…………………………… 10.0 8.0 -
• MG506, MG5061, MG5062,MG5065, MG5050,
• MG5055………………………..………………… 10.0 11.0 -
• MG507, MG5081, MG5085, MG5090
MG5075, MG5091……………………………………… 10.0 12.0 -
• MG5112, MG5113, MG5085, MG5090,
MG509, MG 5111, MG5114, MGX5114………………. 10.0 17.0 -
• MG514C, MG514M, MG5141, MG514CHP
MGX5135, MGX5145, MGX5147………………………. 10.0 25.0 6.0
• MG516, MG5161, MG5170…………………………….. 10.0 28.0 8.0
• MG518-1………………………………………………….. 10.0 32.0 10.0
• MG520-1, MG 5202, MG5203, MG5204,
MG5205, MG6449, MG6557…………………………… 10.0 32.0 10.0
• MG530, MG530M, MG5301,MG6650, MG6690,
MG6848, MG6598, MG6600, MG6619, MG6620,
MG6984, MG61242, MGX6650, MGX6690,
MGX6848…………………………………………………. 12.0 32.0 16.0
• MG540, MG5506, MG5600…………………………….. 20.0 62.0 20.0
• MGN80, MGN232, MGN233, MGN272, MGN273,
MGN332, MGN334, MGN335, MGN432, MGN433,
MGN472, MGN493………………………………………. 10.0 32.0 10.0
• MGN650, MGN800, MGN1000, MGN1400,
MGN1600………………………………………………… 20.0 62.0 40.0
• PUMP (ALL MODELS).…………………………………. 1.0 -
• VALVE (ALL MODELS)…………………………………. 1.0 .5
November 30, 2005 TDWP2003A rev 2005

Twin Disc, Incorporated Table of Contents
Table of Contents
Introduction ......................................................... 11
General Information .......................................................................... 11
Safety and General Precautions ..................................................... 11
Preventative Maintenance ................................................................ 12
Backdriving or Towing ..................................................................... 13
Ordering Parts and Obtaining Services ......................................... 14
Source of Service Information......................................................... 15
Warranty .............................................................................................. 15
Description and Specifications .........................17

General................................................................................................ 17
Power Ratings .................................................................................... 18
Changing Rotation ............................................................................. 18
Direction of Drive ............................................................................... 18
Construction Features ...................................................................... 19
Lubrication Features......................................................................... 20
Specifications .................................................................................... 23
Optional Equipment .......................................................................... 25
Assembly Specifications .................................................................. 27
Torque Values for Fasteners ........................................................... 28
Operation ..............................................................31
General................................................................................................ 31
Hydraulic System with Manual Control Valve ............................... 32
General Overview of GP Control Valve w/Electronic Interface ... 41
GP Control Valve Hydraulic Portion ............................................................ 42
GP Control Valve Electronic Control Interface (Profile or E-Troll Module) . 44
Hydraulic System with GP Control Valve ....................................... 46
General Overview of PX-10285 Electric Control Valve................. 50
PX-10285 Electric Control Valve Hydraulic Operation ................................. 51
Hydraulic System w/Optional Electric Control Valve (1018084) . 52
Trolling Valve (Optional) ................................................................... 62
Power Take-off (Optional) ................................................................ 65
Trailing Pump (Optional)................................................................... 66
Power Flow ......................................................................................... 67
Marine Transmission Service Manual #1022655 7
Table of Contents Twin Disc, Incorporated
Preventative Maintenance ..................................71

In-boat Maintenance and Repair ..................................................... 71
General Maintenance ........................................................................ 72
Periodic Visual Inspection ............................................................... 74
Troubleshooting ..................................................77
Troubleshooting with Valves other than GP Control Valve ......... 77
Pressure Test Kit ............................................................................... 78
Troubleshooting of GP Control Valve w/Electronic Interface ..... 82
Electronic Interface LED Indicators ............................................................. 82
Disassembly ........................................................87
Prepare Transmission for Disassembly ........................................ 88
Prior to Removal ................................................................................ 89
Removal of External Parts ................................................................ 90
Internal Subassemblies .................................................................. 103
Disassembly of the Housings ........................................................ 110
Disassembly of Primary Clutch ..................................................... 111
Disassembly of Secondary Clutch ............................................... 118
Disassembly of Selector Valve - Mechanical Valve .................... 119
Disassembly of GP Control Valve w/Electronic Interface .......... 124
Disassembly ..................................................................................... 125
Disassembly of PX-10285 Electric Control Valve ....................... 130
Disassembly of 1018084 Electric Control Valve ......................... 132
Disassembly of Upper Valve Body Half (electric section).......... 138
Disassembly of Trolling Valve (Optional Equipment) ................. 140
Cleaning and Inspection ..................................145

Cleaning ............................................................................................ 145
Inspection ......................................................................................... 147
8
Marine Transmission Service Manual #1022655
Twin Disc, Incorporated Table of Contents
Assembly ............................................................151
Prior to Assembly ............................................................................ 152
Assembly of Main Housing ............................................................ 153
Assembly of Primary Clutch .......................................................... 154
Assembly of Secondary Clutch ..................................................... 160
Assembly of Output Shaft ............................................................... 161
Installation of Clutch Assemblies .................................................. 169
Installation of External Parts .......................................................... 176
Assembly of Mechanical Control Valve........................................ 183
Assembly of GP Control Valve with Electronic Interface ........... 188
Adjustment of Main Pressure ........................................................ 192
Assembly of PX-10225 Electric Control Valve ............................. 194
Assembly of 1018084 Electric Control Valve ............................... 197
Assembly of Trolling Valve (Optional Equipment) ...................... 203
Installation ..........................................................207
Prior to Installation .......................................................................... 207
Alignment (also reference SAE J-1033 and J-617) ..................... 208
Alignment .......................................................................................... 211
Electrical Controls ....................................................................................... 218
Control Harnesses and Wiring guidelines .................................................. 218
Wiring Connections for Optional GP Control Valve.................... 223
General ........................................................................................................ 223
Wiring Options ............................................................................................ 223
Make the following Connections ................................................................. 224
Final Checks ................................................................................................ 227
Special Tools .....................................................229

List of Special Tools ........................................................................ 229
T-18502 Release Spring Compressor .......................................... 230
TD-300389 Output Flange Puller .................................................... 231
TD-300427 Output Gear Press Sleeve .......................................... 232
TD-300428 Output Bearing Support .............................................. 233
TD-300429 Pinion Clamp (Secondary Shaft) ............................... 234
TD-300432 Clutch Lifting Tool ....................................................... 235
TD-300454 Expansion Plug Installation (Bearing Carrier)......... 236
TD-300456 Seal Installation (Input).............................................. 237

Table of Contents Twin Disc, Incorporated
TD-300464 Bearing Cup Installation ............................................ 238

1022474 GP Valve Adjustment ...................................................... 239
Illustrations ........................................................241
List of Illustrations ........................................................................... 241
MG-5114DC Transmission - Cross Section ................................. 242
Primary Clutch Shaft - Cross Section ........................................... 243
Secondary Clutch Shaft - Cross Section ..................................... 244
Input Group - Cross Section .......................................................... 245
Output Shaft - Cross Section ......................................................... 246
Housing Group - Cross Section .................................................... 247
Selector Valve - Cross Section ...................................................... 248
Engineering Drawings ......................................249

List of Engineering Drawings ........................................................ 249
PX-10250-A (sheet 1 of 8) MG-5114DC Cross Section ............... 251
PX-10250-A (sheet 2 of 8) MG-5114DC Cross Section ............... 252
PX-10250-A (sheet 3 of 8) MG-5114DC Installation ................... 253
PX-10250-A (sheet 6 of 8) MG-5114DC Installation w/Heat Ex-
changer ........................................................................................ 254
PX-10250-A ......... (sheet 8 of 8) MG-5114DC Installation w/Heat Ex-
changer & Twinco Electric Control Valve ............................... 255
PX-12011B Power Take-off (PTO).................................................. 256
PX-9975 Mechanical Control Valve Assembly ............................ 257
PX-10285 Electric Control Valve Assembly ................................ 258
1018084 Electric Control Valve Assembly .................................. 259
1021658 GP Valve Assembly ......................................................... 260
1020729 GP Valve Assembly ......................................................... 261
1020583 E-Troll Control Module (sheet 1 of 2) ........................... 262
1020585 Profile Control Module (sheet 1 of 2) ........................... 263
A7119J Hydraulic Diagram ............................................................ 264
10
Marine Transmission Service Manual #1022655
Twin Disc, Incorporated Introduction
Introduction
General Information
This publication provides service information for the Twin Disc model
MG-5114DC marine transmission. Specific engineering details and
performance characteristics can be obtained from the Product Service
Department of Twin Disc, International S.A., Nivelles, Belgium, or Twin Disc
Incorporated, Racine, Wisconsin, USA.
Operation and maintenance personnel responsible for this equipment should

be familiar with this publication and have it at their disposal. A thorough
understanding and application of the material in this manual will result in
consistent performance from the unit and help reduce downtime.
Safety and General Precautions
General
All personnel servicing this equipment should employ safe operating practices.
Twin Disc, Inc. will not be responsible for personal injury resulting from careless
use of hand tools, lifting equipment, power tools, or unaccepted maintenance/
working practices.

Introduction Twin Disc, Incorporated
Important Safety Notice
Proper installation, maintenance, and operation procedures must be followed

due to the possible danger to person(s) or property from accidents that may
result from the use of machinery. Twin Disc, Inc. will not be responsible for
personal injury resulting from careless maintenance/working practices.
Inspect as necessary to assure safe operations under prevailing conditions.

Proper guards and other safety devices that may be specified in safety codes
should be provided. These devices are neither provided by, nor are they the
responsibility of Twin Disc, Inc.
Selecting NEUTRAL disengages transmission clutches but does not

prevent propeller shaft rotation. If you require positive neutral (propeller
shaft locked), a shaft brake or other shaft-locking device must be used.
To prevent accidental starting of the engine when performing routine

transmission maintenance, disconnect the battery cables from the
battery and remove ignition key from the switch.
Most Twin Disc products have provisions for attaching lifting bolts. The
holes provided are always of adequate size and number to safely lift
the Twin Disc product. These lifting points must not be used to lift the
complete power unit. Lifting excessive loads at these points could cause
failure at the lift point (or points) and result in damage or personal injury.
Select lifting eyebolts to obtain maximum thread engagement with bolt

shoulder tight against housing. Bolts should be near but should not
contact bottom of bolt hole.
Preventative Maintenance
Frequent reference to the information provided in the Marine Transmission

Operator’s Manual, 1016313, regarding daily operation and limitations of this
equipment will assist in obtaining trouble-free operation. Schedules are provided
for recommended maintenance of the equipment.
12 Marine Transmission Service Manual #1022655

Backdriving or Towing
Backdriving (also called windmilling) occurs when an engine is shut down and
the propeller shaft is being driven by the flow of water across the propeller,
which, in turn, rotates the components in the marine transmission. During
prolonged backdriving conditions, the transmission does not receive proper
lubrication.
Conditions where backdriving may occur:
Vessel is being towed.
One or more engines on a multiple-transmission vessel are shut down

while under way.
Sailboat under sail with auxiliary engine shut down.
Vessel tied up or docked in a heavy current.
Any of the following solutions are applicable for all MG-5114DC

transmission if any of the above conditions are present:
Lock the propeller shaft to prevent rotation.
If a clutch pack has been damaged, causing heavy drag, the prop shaft
must be locked in place to prevent backdriving. The dragging clutch
can produce high amounts of heat, and further damage can occur.
Add an electric-driven auxiliary oil pump into the lubrication circuit.
Refer to the hydraulic system prints for more details on auxiliary pump
specifications for the applicable transmission, or contact your Twin Disc
Authorized Distributor.
Operate the engine for five minutes once every eight hours with the oil at
the proper level.
If the engine is inoperable, plug the dip stick tube and completely fill the
transmission with oil, and drain oil back down to the normal operating
level. Repeat this operation every eight hours.

Ordering Parts and Obtaining Services
All replacement parts or products (including hoses and fittings) must

be of Twin Disc origin or equal, and otherwise identical with components
of the original equipment. Use of any other parts or products will void
the warranty and may result in malfunction or accident, causing injury
to personnel and/or serious damage to the equipment.
Ordering Service Parts
Renewal parts, service parts kits, optional equipment and product service
assistance may be obtained from any authorized Twin Disc distributor or service
dealer. Contact Twin Disc for the distributor or service dealer near you.
Note: Do not order parts from the part numbers on the cross-
sectional drawings. These numbers may be referenced
for part identification; however, they should be verified on
the bill of material (BOM) before an order is placed. BOM
numbers are stamped on the unit nameplate.
Twin Disc, having stipulated the bill of material number on the unit’s nameplate,
absolves itself of any responsibility resulting from any external, internal, or
installation changes made in the field without the express written approval of
Twin Disc. All returned parts, new or old, emanating from any of the above
stated changes will not be accepted for credit. Furthermore, any equipment
that has been subjected to such changes will not be covered by a Twin Disc
warranty.

Source of Service Information
For the latest service information on Twin Disc products, contact any Twin Disc
distributor or service dealer. This can be done on the Twin Disc corporate web
site found at [http://www.twindisc.com]. Provide your model number, serial
number and bill of material number to obtain information on your unit. If
necessary, contact the Product Service Department of Twin Disc, International
S.A., Nivelles, Belgium, or Twin Disc, Incorporated, Racine, Wisconsin, 53405-
3698, USA by e-mail at service@twindisc.com.
Warranty
Equipment for which this manual was written has a limited warranty. For details
of the warranty, refer to the warranty statement at the front of this manual. For
details of the warranty, contact any Twin Disc Authorized Distributor, service
dealer, or the Warranty Administration Department, Twin Disc, Inc., Racine,
Wisconsin, U.S.A.

NOTES

Twin Disc, Incorporated Description and Specifications
Description and Specifications
General
The MG-5114DC is a reverse and integral reduction Marine Transmission which

offers helical gearing for quieter operation and is currently available in the
following ratios:3.28:1; 3.43:1; 4.17:1; 4.59:1, and 4.86:1.
This transmission is controlled completely by hydraulics. Both the primary and

the secondary clutches are operated by main pressure oil supply. The bearings,
clutches, and gears are lubricated and cooled with low pressure oil.
The model MG-5114DC transmission has an aluminum alloy main housing.
Nameplate
The nameplate identifies the model, bill of material (BOM) and the serial number
of the unit. These numbers are necessary to identify the correct parts for your
transmission.
Figure 1. Example of Nameplate.

Description and Specifications Twin Disc, Incorporated
Power Ratings
The MG-5114DC transmission is operated through a torsional coupling mounted

on the engine flywheel and splined to the primary shaft. They can be operated
through either the Primary Shaft or the Secondary Shaft at full rated horsepower
when driven by a standard right hand rotation engine (counterclockwise flywheel
rotation direction when viewing rear of engine).
Always reference the Bill of Materials (BOM) or Specification number when

ordering service parts.
Changing Rotation
When shipped form the factory, each unit is designated for use with a particular
engine rotation. Within their rated capacities, these units may be operated
continuously in either forward or reverse.
The unit can be adapted to either left or right-hand engine rotation. To adapt to
opposite engine rotation, remove the heat exchanger hose from the rear end of
the pump. Remove the pump, turn it 180° and reinstall it. Remove the plug from
the rear of the pump and install where the heat exchanger hose was. Install the
heat exchanger hose where the plug was. When changing from RH rotation to
LH rotation install an engine rotation plate (Arrow) to indicate the new direction
of rotation.
Direction of Drive
The primary (input) clutch shaft and driving transfer gear always rotates in engine
direction. The secondary clutch shaft and driven transfer gear always rotate in
anti-engine direction because the driven transfer gear is meshed with the driving
transfer gear on the primary clutch shaft. When the primary clutch is engaged,
the primary input pinion rotates in engine direction. The output gear, which is
secured to the output shaft, is meshed with the primary input pinion and so the
output gear and shaft are driven in anti-engine direction. When the secondary
clutch is engaged, the secondary input pinion rotates in anti-engine direction.
The output gear is meshed with the secondary input pinion and, therefore, the
output gear and shaft are driven in engine direction.

Construction Features
Housings
The MG-5114DC has a one-piece iron main housing with an integral SAE 1
housing, a cast-iron rear bearing carrier and a cast-iron manifold. A top cover
completes the enclosure.
Taper Roller Bearings
The primary, secondary, and output shafts have taper roller bearing which require
shimming to adjust the endplay settings of the respective shafts.
Oil Pump Drive
The oil pump is tang-connected and driven by the secondary clutch shaft.

Lubrication Features
Oil is directed by the control valve through horizontal drillings in the primary and
secondary clutch shafts to orifices through which the front and rear roller bearings
on the primary and secondary clutch shafts are lubricated. There are also orifices
in the shafts through which both clutches are cooled. Output shaft bearings,
gears and pinions are gravity and splash lubricated.
Suction Strainer
The marine transmission has a serviceable suction strainer located below the
oil pump. The strainer is between the sump and the oil pump in the hydraulic
circuit. The strainer can be replaced if necessary.
Filter Assembly
A spin-on oil filter is located between the heat exchanger outlet and the selector
valve in the hydraulic circuit. The replacement element is Twin Disc part number
PM11652. This should be replaced at 1000 hour or six month intervals, whichever
comes first.
Gears
All gears are helical, carburized, hardened and ground for smooth quiet
operation. All gears are in constant mesh. The primary and secondary transfer
gears and the output gear are mounted on keyless tapers.

Flexible Torsional Input Coupling
The purpose of the torsional coupling is to transmit power from the engine to
the marine transmission through a rubber or silicone element that will:
Dampen torsional vibrations
Change the natural frequencies of a system to move critical frequencies

out of the operating speed range
Accommodate a certain amount of misalignment
Absorb shock and reduce noise
Minimize gear “rattle”
Several couplings are available from Twin Disc, and are selected based on the
customer supplied engine information. Final coupling selection must be
confirmed by the packager based on the torque/rpm ratings and the results of
the system torsional vibration analysis (TVA), and on engine rotation. Care
must be taken when servicing that replacement couplings are matched to this
criteria.

Heat Exchanger
The heat exchanger is designed to maintain the oil in the hydraulic system of
the marine transmission at the proper temperature by passing raw or fresh
water through the heat exchanger. The heat exchanger should be installed in a
location convenient to both coolant and marine transmission oil.
Table 1. Heat Exchanger Requirements

Specifications
Maximum operating speed: 3000 rpm
Maximum oil sump temperature: 85o C (185o F)
Operating temperature range: 65o - 85o C (150o - 185o F)
Oil type and viscosity: SAE viscosity number 40, meeting SAE-API service
class CD engine oil certified to meet TO-2 transmission oil specification or
type C-3 transmission fluid. Also approved is SAE-API service class CC engine
oil.
Note: Multi-viscosity oils (i.e. 10W-30W, etc.) must not be used

in TWIN DISC Marine Transmissions.
Oil Capacity: [MG-5114DC - 19.7 Liters (5.2 US Gallons)] plus volume in hoses
and heat exchanger.
Approximate Dry Weight: [MG-5114DC - 360 Kg (793 lbs.)] excluding heat

exchanger, hoses, companion flange, and trolling valve.
Oil Pump Capacity: 35.5 Liters/min (9.2 gpm) @ 2300 rpm.
Oil pressure: See following tables. Oil temperature to be in the normal operating
range.
Electronic Control Module (if equipped) operating voltage range.

12 to 24 Volts DC
Output Speed Sensor (if equipped) airgap: Two turns out from touching the
o.d. of the speed wheel.
Input Speed Sensor (if equipped) airgap: One turn out from touching the o.d. of
the transfer gear.

Table 2. Oil Specifications (230 psi Spring)
Note: It is required that lube pressure with primary clutch

engaged must equal lube pressure with secondary clutch
engaged within 21 kPa (3 psi).
Note: Oil temperature to be in normal operating range of 66o -

85o C (150o - 185o F).
Table 3. Oil Specifications (Hydraulic PTO)
Limits for Marine Transmission Equipped with Hydraulic PTO

PTO CONTROL VALVE PTO CONTROL VALVE
TRANSMISSION
INPUT DISENGAGED ENGAGED
CONTROL
(rpm) Actual kPa
kPa (psi) Actual kPa (psi) kPa (psi) VALVE
(psi)
600 0 (0) 1586 - 1724 (230 - 250)
Engaged
1800 0 (0) 1655 - 1793 (240 - 260)
600 0 (0) 1517 - 1655 (220 - 240)
Disengaged
1800 0 (0) 1586 - 1724 (230 - 250)
Note: Transmission control valve is the right valve and the PTO valve is the left valve, w hen view ed from rear of transmission.

Optional Equipment
The following optional equipment for use with the models MG-5114DC is
available through the nearest authorized Twin Disc distributor.
Power Take-off
A live power take-off pump mount is available in sizes SAE J-744 No. 127-4
and SAE J-744 No. 32-4 (XB-6243).
A clutchable pump mount power take-off is available in sizes SAE J-744 No.
127-4 and SAE J-744 No. 32-4 (PX-12011).
A clutchable shaft drive power take-off is available (PX-12011).
PTO adapter from SAE J-744 size 127-4 (32-4 shaft) to 101-2 (22-4 shaft).
Mounting Brackets
Welded steel mounting brackets for rigid mounting are available. They are
contained in set part number: 1016428-AH.
Torsional Input Coupling
Several models of torsional input couplings are available, including Vulkan VKE-
4010 (Non-Silicon), Vulkan VKE- 4011 (Silicon) and Centa CF-R-216 in 14
inch flywheel size.
Heat Exchanger
PM10685A heat exchanger is available, shipped loose as KS629 or mounted

as KS452.

Companion Flange Assembly
The XA-6988-B companion flange assembly consists of the companion flange

and nuts and bolts.
Mechanical Control Valve
The PX-9975 mechanical control valve is standard on the MG-5114DC.
Electric Control Valve
There are two optional electric control valves available for the MG-5114DC
with either 12 VDC or 24 VDC actuating solenoids. (PX-10285 and 1018084)
The GP Electric Control Valve is also available with proportional solenoids and
can be controlled with either 12 VDC or 24 VDC input power.
Trolling Valve
The following trolling valve kits are available for use with this transmission:
The PX-9975 series with mechanical selector valves use the PX-10790
series mechanical trolling valve.
The PX-10285 series with electric selector valves use the PX-10505
mechanical trolling valve.
The PX-10285 Series (24VDC) with an electric selector valve uses the
1020230 series electric trolling valve.

Assembly Specifications
Table 4. Gear Advance
TAPER ADVANCE
MIN ACTUAL MAX
TRANSFER GEAR
Primary 1.95 mm (0.077 in.) 2.93 mm (0.115 in.)
Secondary 1.95 mm (0.077 in.) 2.93 mm (0.115 in.)
OUTPUT GEAR 2.64 mm (0.104 in.) 3.45 mm (0.136 in.)
Table 5. Bearing End Play Specifications
TAPERED ROLLED BEARING ENDPLAY

MIN ACTUAL MAX TOTAL SHIM
PRIMARY 0.08 mm (0.003 in.) 0.13 mm (0.005 in.)
SECONDARY 0.08 mm (0.003 in.) 0.13 mm (0.005 in.)
OUTPUT 0.08 mm (0.003 in.) 0.13 mm (0.005 in.)
Output Flange Pilot Eccentricity
From main housing: 0.10 mm (.004 in.) max.
Output Flange Face Runout (near the o.d.)
From main housing: 0.10 mm (.004 in.) max.

Torque Values for Fasteners
Note: All threads and bearing face to be lubricated with light oil
film prior to assembly. Use SAE Grade 5 and Property
Class 8.8 torque values for all screws that are threaded
into aluminum.
Table 6. U.S. Standard Fine and Coarse Thread Capscrews, Bolts, and Nuts
Thread SAE Grade 5 SAE Grade 8

Diameter lb-ft Nm lb-ft Nm
1/4 6-8 8 - 11 10 - 12 14 - 16
5/16 13 - 17 18 - 23 20 - 24 27 - 32
3/8 25 - 29 34 - 39 35 - 41 48 - 55
7/16 37 - 43 51 - 58 55 - 65 75 - 88
1/2 60 - 70 81 - 95 83 - 97 113 - 131
9/16 82 - 98 111 - 132 120 - 140 163 - 190
5/8 120 - 140 163 - 190 165 - 195 224 - 264

3/4 205 - 245 278 - 332 295 - 345 400 - 467
7/8 330 - 390 448 - 528 470 - 550 638 - 745
1 495 - 585 671 - 793 715 - 835 970 - 1132

1 1/8 615 - 735 834 - 997 1015 - 1185 1377 - 1606
1 1/4 850 - 1000 1163 - 1355 1375 - 1625 1865 - 2203
Table 7. Metric Coarse Thread Capscrews, Bolts, and Nuts
Thread Property Class 8.8 Property Class 10.9 Property Class 12.9
Size lb-ft Nm lb-ft Nm lb-ft Nm
M6 6.5 - 7.5 9 - 10 9 - 10 12 - 14 10 - 12 14 - 16
M8 16 - 18 21 - 25 23 - 26 31 - 35 25 - 29 34 - 40
M10 32 - 36 43 - 49 44 - 51 60 - 68 51 - 59 70 - 80
M12 55 - 63 74 - 86 77 - 88 104 - 120 89 - 103 121 - 139
M16 132 - 151 179 - 205 189 - 217 256 - 294 219 - 253 298 - 342
M20 257 - 295 348 - 400 364 - 418 493 - 567 429 - 493 581 - 669
M24 445 - 511 603 - 693 626 - 720 848 - 976 737 - 848 1000 - 1150
M30 714 - 820 987 - 1113 1235 - 1421 1674 - 1926 1475 - 1697 2000 - 2301

Table 8. Tapered Pipe Plugs (with thread lubricant)
In Steel or Cast Iron In Aluminum

NPT F Size (in) Nm (+ or - 5 %) lb-ft (+ or - 5 %) Nm (+ or - 5 %) lf-ft (+ or - 5 %)
1/16-27 11.5 8.5 7.5 5.5

1/8-27 14 10.5 9 6.5
1/4-18 34 25 22 16
3/8-18 37 27 23 17
1/2-14 68 50 41 30
3/4-14 73 54 46 34
1 -11 1/2 108 80 68 50
1 1/4 - 11 1/2 115 85 75 55
1 1/2 - 11 1/2 115 85 75 55
Table 9. Straight Threaded Tube Fittings, Hose Fittings, and O-ring Plugs
Nominal Nominal
Nm lb-ft Nm lb-ft
Thread T hread
+ or - 5 % + or - 5 % + or - 5 % + or - 5 %
Diameter Diameter
5/16 5 3.5 1 5/8 108 80

3/8 11.5 8.5 1 7/8 108 80
7/16 16 12 2 1/2 108 80
1/2 20 15 M10X1.0 12 9
9/16 24 18 M12X1.5 16 12
5/8 24 18 M14X1.5 20 15
11/16 34 25 M16X1.5 24 18
7/8 54 40 M18X1.5 34 25
1 1/16 75 55 M22X1.5 54 40
1 3/16 88 65 M27X2.0 75 55
1 1/4 88 65 M33X2.0 88 65
1 5/16 108 80 M42X2.0 108 80

1 3/8 108 80 M48X2.0 108 80

NOTES

Twin Disc, Incorporated Operation
Operation
General
The control valve obtains primary, neutral and secondary positions. When these
positions are selected, the control valve directs high-pressure oil through internal
passages to operate the clutches. The pressure-rate control piston within the
control valve assembly provides a rapid, smooth, oil pressure increase in the
hydraulic system during clutch engagement.
There are several control valves available for the MG-5114DC. These will be
discussed individually.

Operation Twin Disc, Incorporated
Hydraulic System with Manual Control Valve
The oil pump draws oil through the strainer from the oil sump and discharges it
through the oil filter (if equipped). Filtered oil enters the control valve through
the inlet port. The incoming oil forces the pressure regulator piston against the
springs to open the path to the lubrication circuit. Oil not used for clutch
engagement flows past the regulator piston to become lubrication oil.
Lubrication oil flows through the heat exchanger to the lubrication oil circuit in
the transmission to lubricate and cool the clutches and bearings. There is a
lubrication oil pressure relief valve to limit maximum lubrication oil pressure to
approximately 690 kPa (100 psi).
In Neutral, the inlet port of both clutches is connected to the atmosphere. Since
the area behind the clutch pistons is open to sump, the clutches are disengaged.
Oil is distributed through the lubrication system. The area between the pressure
regulating piston and the rate-of-rise piston is connected to sump at all times to
prevent any leakage oil from affecting the pressure regulation.
When the control valve is shifted to engage either clutch, the valve directs main
pressure to engage the selected clutch pack. Oil is also directed to move the
rate-of-rise piston, compressing the pressure regulator springs. This
progressively increases the clutch engaging pressure causing the clutches to
engage at a controlled rate.
The control valve allows only one clutch to be engaged at a time, and the oil
from the disengaged clutch is vented to sump (atmospheric pressure). The
clutch return springs overcome any centrifugal head that may exist behind the
piston, and move the disengaged clutch’s piston to the disengaged position
minimizing clutch plate drag.

Figure 2. A7119J Hydraulic Schematic 1

Figure 3. A7119J Hydraulic Schematic 2

Manual Control Valve — Neutral
Refer to Figures 4 and 5. Oil enters the control valve body through passage A
and fills chamber B. The oil causes the pressure regulating piston to partially
compress the piston outer and inner springs against the pressure-rate control
piston. This pressurizes the oil in chamber B. This pressure varies with engine
speed.
The movement of the pressure regulation piston against the springs exposes
port C in the valve body. Port C directs overage oil to the lubrication oil circuit.
Passage D (which is the engaging outlet to the primary clutch) and Passage E
(which is the engaging outlet to the secondary clutch) are interconnected by
slot F in the control valve stem when in the neutral position. The slot is aligned
with a drilled hole and cored cavity in the face of the valve body. The drilled hole
and cored cavity are aligned and drilled holes that pass through the main housing
to sump. Therefore, passages D and E are at atmospheric pressure at this
time. Also, passage J is at atmospheric pressure because port H interconnects
with slot F. This area between pistons and around springs is vented to the
sump of the transmission. This area is at atmospheric pressure at all times
permitting the return to sump of any leakage oil past the pistons.

Figure 4. Manual Control Valve — Neutral — Sectional View
Figure 5. Manual Control Valve — Neutral — Cutaway View

Manual Control Valve — Primary
When a shift to the primary position is desired, the control valve lever is moved.
The shift causes the control valve stem to rotate and assume the position
indicated in Figures 6 and 7. The pressurized oil in chamber B is directed
through ports G and K to passages D and J. Passage D is aligned with a
passage directing main pressure oil to the primary clutch. Pressurized oil from
port K travels through passage J and enters chamber L through an orifice in the
orifice plate. The orifice in this plate meters the oil for a steady, smooth pressure
rise in chamber L. As chamber L fills with oil, the pressure rate-control piston
moves against the springs until the piston is stopped by a shoulder in the valve
body. This causes the pressure in chamber B to rise to clutch engaging pressure.
When in primary, passage E remains at atmospheric pressure because slot F
remains open to sump.
When a shift is made from primary to neutral, the valve stem is rotated to the
position illustrated by Figures 4 and 5. Under these conditions, passage D is
connected to sump by slot F. Passage J also is connected to sump by port H in
the valve stem. Because passage D is connected to slot F, oil drains rapidly
from the primary clutch to sump. Because passage J is now at atmospheric
pressure, the oil pressure in chamber L unseats the steel ball against the
compression spring permitting a rapid oil drain from chamber L to sump and
allowing the pressure-rate control piston to move back against the orifice plate.
The primary clutch is now disengaged and main system pressure reduced to
neutral pressure.

Figure 6. Control Valve — Primary — Sectional View
Figure 7. Control Valve — Primary — Cutaway View

Manual Control Valve — Secondary
When a shift to the secondary position is desired, the control valve lever is
moved. The shift causes the control valve stem to rotate and assume the position
indicated in Figures 8 and 9. The pressurized oil in chamber B is directed
through ports G and K to passages E and J. Passage E is aligned with a
passage directing main pressure to the secondary clutch. Pressurized oil from
port G travels through passage J and enters chamber L through an orifice in the
orifice plate.
The orifice in the plate meters the oil for a steady, smooth pressure rise in
chamber L. As chamber L fills with oil, the pressure rate control piston moves
against springs until the piston is stopped by a shoulder in the valve body. The
causes the pressure in chamber B to rise to clutch engaging pressure.
When in secondary, passage D remains at atmospheric pressure because

slot F remains open to sump. When a shift is made from secondary to neutral,
the valve stem is rotated to the position illustrated by Figures 4 and 5. Under
these conditions, passage E is connected to the sump by slot F. Passage J is
also connected to sump by port H in the valve stem. Because passage E is
connected to slot F, oil drains rapidly from the secondary clutch to sump. Because
passage J is now at atmospheric pressure, the oil pressure in chamber L
unseats the steel ball against the compression spring, permitting a rapid oil
drain from chamber L to sump and allowing the pressure rate control piston to
move back against the orifice plate. The secondary clutch is now disengaged
and main system pressure reduced to neutral pressure.

Figure 8. Control Valve — Secondary — Sectional View
Figure 9. Control Valve — Secondary — Cutaway View

General Overview of GP Control Valve w/Electronic Interface
The General Purpose (GP) control valve is a hydraulic valve assembly for use
with Twin Disc Marine Transmissions, that may include an integral electronic
interface control module. The valve assembly contains current controlled
proportional cartridges.
Figure 10. GP Valve Assembly mounted on Marine Transmission.

GP Control Valve Hydraulic Portion
The hydraulic portion of the GP Control Valve is made up of two blocks, a lower
main regulator valve body, and an upper valve body. The upper valve body
contains two electrically actuated proportional valves, and a manual direction
control cartridge valve. The lower valve body contains the hydraulic pressure
regulating valve and a temperature sensor if the application requires it. There
are two different versions of the lower valve assembly. The hydraulic pressure
regulating valve in earlier versions (Assembly 1020729) consist of two cartridge
assemblies, a pilot relief cartridge assembly and a main spool cartridge
assembly. The hydraulic pressure regulating valve in later versions (Assembly
1021658) is not a cartridge assembly, but is comprised of a spring and spool,
with an adjustment cover. The regulating valve body contains a ball check valve
assembly in parallel with an orifice with a filter that provides rapid fill and damping
for the rear cavity of the regulator valve. A kit is available to upgrade the earlier
version to the later version. A temperature sensor is housed in the main
regulator valve body on some applications. The manual direction control
cartridge valve contains a switch that is closed when the valve is in the neutral
position. Separate identical proportional cartridges are used for the primary
and secondary clutch actuation. When the primary or secondary clutch is
selected by the operator, the control valve directs high-pressure oil through
internal passages to operate the clutches. The pressure-rate of rise (profile) is
controlled electronically by the GP Control Valve Electronic Interface (Profile or
E-Troll Module) to provide a rapid, smooth, oil pressure increase in the clutch
hydraulic passages during engagement.
The proportional valve coils are low resistance devices that are current
driven. The use of an uncontrolled power source may supply too much
current and damage the proportional valve.
Note: Installations with this valve must include an oil filter with the
proper filtering characteristics. This valve requires a
filtration level of 16 micron at an efficiency of 98% (beta
ratio = 75) or better. Besides the valve's requirement on
filtration, the filter must meet the requirements of the
transmission (operating pressure, flow, etc.)

Figure 11. Top Hydraulic Valve Body Assembly
Figure 12. Main Regulator Hydraulic Valve Assembly (1020729)
Figure 13. Main Regulator Assembly (1021658)

GP Control Valve Electronic Control Interface (Profile or E-Troll Module)
Note: Some installations will consist of the hydraulic portion of

this valve, and the Electronic Control Interface will be
replaced by an appropriate electronic control system.
The electronic portion of the GP Control Valve fastens to the hydraulic portion
of the GP Control Valve, and is located on the top surface. This module contains
the electronic circuitry to control the proportional cartridges that are used to
engage the clutches based on the commands from the operator. Clutch apply
pressure rate of rise (profile) is factory set with the use of internal circuitry. The
initial fill level is factory set with an adjustment screw that is embedded in the
bottom surface of the Profile or E-Troll Module, and sealed. This can be field
adjusted if necessary by authorized personnel with the proper instrumentation.
There are two different types of control modules for the standard marine
transmission, with and without the trolling (E-Troll) feature. All electrical wiring
for the marine transmission system controls are routed through this interface
module. The vessel battery power (12 vdc or 24 vdc) is supplied to the
electronic interface only, and never directly to the hydraulic proportional valves.
Two red led lights are used to identify the proportional cartridge valve that is
energized, and a green led is used to identify when power is provided to
energize one of the clutches. Signals are provided to power a customer supplied
relay to allow engine starting only when in neutral. A transmission oil temperature
sensor is required for the standard marine transmission. Engine speed and
Propeller speed sensors are required for transmissions with E-Troll. The
following figures show the various versions of Electronic Profile or E-Troll
Module.
WARNING
Do not connect valve coils directly to battery power supply voltage.
Use an approved Twin Disc Control System.

Figure 14. Electronic Profile Module (non-troll)
Figure 15. Electronic E-Troll Module (with E-Troll)

Hydraulic System with GP Control Valve
through the heat exchanger to the oil filter. Filtered oil enters the control valve
through the inlet port. The incoming oil (Assembly 1020729) is supplied to the
main pressure regulating relief pilot cartridge and the main regulating valve
cartridge, satisfying the main pressure requirements of the transmission,
cascading all remaining oil flow into the lubrication circuit. The incoming oil
(Assembly 1021658) is supplied to the main pressure regulating valve and is
supplied in parallel paths through a ball check valve and an orifice with filter to
quickly regulate, and dampen pressure oscillations, satisfying the main pressure
requirements of the transmission, cascading all remaining oil flow into the
lubrication circuit. Oil not used for clutch engagement flows past the regulator
piston to become lubrication oil. Lubrication oil flows through the lubrication oil
circuit in the transmission to lubricate and cool the clutches and bearings.
Main pressure is supplied to the inlet of each proportional valve, and to the inlet
of the manual direction control valve. In Neutral, the inlet port of both clutches is
connected to the sump. Since the area behind the clutch pistons is open to
sump, the clutches are disengaged.
When one of the clutches is commanded to engage, the proportional valve

directs main pressure to engage the selected clutch pack. The rate-of-rise is
controlled electronically and prefills the engaging clutch at a predetermined
level, and then increases to full pressure, following a predetermined timing
sequence. The initial prefill level is factory adjustable by means of an adjustment
screw embedded in the bottom surface of the electronic interface. Field
adjustment of this feature should never be attempted without special equipment
and knowledge of its use to prevent serious mechanical damage to the marine
transmission or vessel.
The electronic interface portion of the control valve allows only one proportional
valve to be energized at a time, thus, only one clutch can be engaged at a time,
and the oil from the disengaged clutch is vented to sump (atmospheric pressure).
The clutch return springs move the disengaged clutch’s piston to the disengaged
position minimizing clutch plate drag.
Note: Installations with this valve must include an oil filter with the
proper filtering characteristics. This valve requires a
filtration level of 16 micron at an efficiency of 98% (beta
ratio = 75) or better. Besides the valve's requirement on
filtration, the filter must meet the requirements of the
transmission (operating pressure, flow, etc.)

Figure 16. Hydraulic Schematic (GP control valve)- Assembly 1020729

Figure 17. Hydraulic Schematic (GP control valve) - Assembly 1021658

Manual Direction Control Valve Operation
The manual direction control valve is locked in the neutral (center) position
during normal operation. There are three possible positions of the manual
direction control valve stem. If a condition occurs where the proportional valve
is not operational for any reason, the operator can remove the locking pin from
the direction control valve, and push the stem into the valve for the engagement
of clutch A, or pull it out of the valve for the engagement of clutch B. The manual
direction control valve has an integral switch with contacts that are closed only
when the manual direction control valve is in the neutral position.
Figure 18. Manual Direction Control Valve

General Overview of PX-10285 Electric Control Valve
The PX-10285 Electric Control Valve is an electrically controlled a hydraulic

valve assembly for use with Twin Disc Marine Transmissions. The valve
assembly contains on/off solenoids.
This valve arrangement is available with different solenoids and with optional
mechanical or electrical trolling valves..
Figure 19. PX-10285 Valve Assembly mounted on Marine Transmission

(without trolling valve, and with electric trolling valve.

PX-10285 Electric Control Valve Hydraulic Operation
The operation of this valve is nearly identical to the operation with the mechanical
control valve. The only difference is that instead of rotating the engaging
mechanical lever to engage the clutches, an electrical solenoid is energized to
engage the primary or secondary clutch pack assemblies. The clutch pressure
rate of rise is controlled by supplying oil behind the rate of rise piston through
an orificed plug in the body of the valve. A shuttle ball prevents the engaging oil
from leaking into the disengaged clutch.
In the event of an electrical solenoid failure, the solenoid can be removed, and
replaced by a manual override plug that is located in a housing bolted to the
side of the valve body. Some versions of this valve contain solenoids that can
be mechanically engaged by turning a knurled knob that is located on the outer
end of the solenoid.
Figure 20. PX-10285 Valve Assembly

Hydraulic System w/Optional Electric Control Valve (1018084)
through the oil filter. Filtered oil enters the control valve through the inlet port.
The incoming oil forces the pressure regulator piston against the springs to
open the path to the lubrication circuit. Oil not used for clutch engagement flows
past the regulator piston to become lubrication oil. Lubrication oil flows through
the heat exchanger to the lubrication oil circuit in the transmission to lubricate
and cool the clutches and bearings. There is a lubrication oil pressure relief
valve to limit maximum lubrication oil pressure to approximately 690 kPa (100
psi).
In Neutral, the inlet port of both clutches is connected to the atmosphere. Since
the area behind the clutch pistons is open to sump, the clutches are disengaged.
Oil is distributed through the lubrication system. The area between the pressure
regulating piston and the rate-of-rise piston is connected to sump at all times to
prevent any leakage oil from affecting the pressure regulation.

The pressure in the rate-of-rise chamber is controlled by a ball that is spring

loaded against the orifice plate. The passage behind the ball and spring is
connected to the sump (atmosphere) in Neutral and to main pressure when
either clutch is engaged. A shuttle ball, connected to both clutch pressure ports,
permits pressurizing this passage with oil from the engaged clutch without
allowing oil to flow to the disengaged clutch.
Figure 21. Location of Shuttle Ball
The electric control valve can be used in a manual override mode in the event
of an electrical power failure.
When the control valve is energized or shifted to engage either clutch, the valve
directs main pressure to engage the selected clutch pack. Oil is also directed
to move the rate-of-rise piston, compressing the pressure regulator springs.
This progressively increases the clutch engaging pressure causing the clutches
to engage at a controlled rate.
The control valve allows only one clutch to be engaged at a time, and the oil
from the disengaged clutch is vented to sump (atmospheric pressure). The
clutch return springs move the disengaged clutch’s piston to the disengaged
position minimizing clutch plate drag.

Control Valve Assembly in Neutral
Some of the main pressure oil from the oil inlet chamber flows through a passage
to the orifice in the orifice plate. The small flow of oil through this orifice fills and
begins to pressurize the rate-of-rise chamber.
Both clutches are connected to sump when the control valve is in Neutral. Since
there is no pressure acting on the shuttle ball from either clutch, the passage
behind the ball and spring regulator is also connected to sump. This allows the
oil pressure in the rate-of-rise chamber to be regulated by the ball and spring,
since the overage oil can flow to sump. The oil pressure in the rate-of-rise
chamber acting on the rate-of-rise piston causes it to stroke over partially, which
compresses the pressure regulating springs additionally.
This additional spring compression further resists the movement of the pressure
regulating piston, resulting in a force balance between the area at the pressure
regulator, the springs, and the area behind the rate-of-rise piston. Neutral main
pressure of approximately 40 psi is maintained by relieving excess oil behind
the rate-of rise piston through the ball and spring regulator.
Figure 22. Neutral Regulator and Rate of Rise Orifice

Control Valve Assembly in Primary or Secondary
Pressurized oil is directed to one of the transmission’s clutches to engage it.

The pressurized oil in the clutch port of the engaged clutch acts on the shuttle
ball, sealing off the passage to the opposite clutch. The pressurized oil also
forces the ball of the ball and spring regulator against its seat on the orifice
plate, stopping the flow of oil from the rate-of-rise chamber to sump. Since oil
continues to flow into the rate-of-rise chamber through the orifice, the oil
pressure in the rate-of-rise chamber increases. This increased oil pressure
forces the rate-of-rise piston to stroke over to its stop in the valve body,
compressing the pressure regulating springs even further yet.
Figure 23. Rate of Rise Piston in Neutral (left) and Rate of Rise Piston
with Clutch Engaged (right)
The travel rate of the rate-of-rise piston (and resulting pressure rate-of-rise) is
controlled by the orifice size, regulator spring stiffness and the final main
pressure after completion of the rate-of-rise cycle. Neutral main pressure controls
the start time of the rate-of-rise cycle. When the rate-of-rise piston is against
the stop (pressure regulating springs are compressed the most), the main oil
pressure reaches approximately 250 psi.
When the control valve is shifted to Neutral, the clutch that was engaged is
vented to sump within the valve. As a result, the passage behind the ball and
spring regulator is vented to sump and induces a high differential pressure
between the rate-of-rise chamber and the passage behind the ball and spring.
Since the pressure in the rate-of-rise chamber is much greater than the pressure
it is to be regulated at, the ball unseats from the orifice plate, allowing main oil
pressure to return to the neutral pressure level rapidly and again be regulated
by the ball and spring regulator. The ball returns to the pressure regulating
position once the spring force is equal to force induced by the pressure at the
rate-of-rise piston.

Electric Operation
The transmission normally operates with the control valve in the electric mode.
Two spools, each controlled by a solenoid operated pilot valve, control clutch
engagement. When a solenoid is energized, it opens the pilot valve and allows
main pressure oil to flow to the end of the spool. The pressure acting on the end
of the spool overcomes the return spring at the opposite end, causing the spool
to stroke over and connect the clutch passage with main pressure passage.
Figure 24. Pilot Spool Passages

Main pressure oil flows from the spools above to the clutch passages of the
transmission below via connecting slots in the manual override stem. These
connecting slots are aligned with passages in the valve body when the valve is
in the electric mode.
Figure 25. Flow Path in Override Spool
Main pressure from the energized solenoid operated pilot valve also acts on a
pin on the return spring side of the opposite spool to ensure the opposite spool
is connecting its clutch to sump. The clutch engagement cycle is outlined in the
previous section.

Hydraulic Lock Feature (some models)
Some control valve models have a hydraulic lock feature, and are identifiable
by a third solenoid operated pilot valve. This feature keeps the engaged clutch
pressurized as long as the engine remains running, should electrical power fail
or malfunction occur while the clutch is engaged. The hydraulic lock is
accomplished by allowing pressurized oil (from the pressurized clutch passage)
to flow inside the spool. Oil pressure inside the spool forces the dowel pin
against the O-ring plug.
Figure 26. Hydraulic Lock Units
The resulting reaction is a force on the spool that overcomes the spool’s return
spring force. Should the solenoid become de-energized while the spool has its
clutch pressurized, oil pressure will keep the spool in that position. This keeps
the transmission in gear as long as the engine is running.

The hydraulic lock is disabled when either the engine is stopped, or the neutral
solenoid is energized. When the neutral solenoid is energized, it sends
pressurized oil to the dowel pins at the return spring end of each spool.
Since the dowel pin used at the return spring side of the spool is larger in
diameter than the dowel pin inside the spool, the hydraulic force acting on the
larger pin forces the spool to connect the clutch passage to sump with
assistance from the return spring.
Figure 27. Neutral Solenoid Engaged

Manual Override Operation
The control valve has a manual override feature, which is a lever operated
selector. When the manual override lever is rotated counterclockwise and pulled
outwards, the upper portion of the valve is disabled because the connecting
slots in the manual override stem are no longer aligned with the oil passages in
the valve body. Oil pressure from the solenoid operated pilot valve controlled
spools cannot reach the clutch pressure passages in the transmission. The
main oil pressure regulator, shuttle ball, neutral pressure regulator, and rate-of-
rise functions remain exactly the same as when the valve is in the electric mode.
In the manual override position, shifting is controlled by rotating the lever on the
manual override stem.
In the Neutral position, both clutches are vented to sump by two pockets in the
stem.
Figure 28. Stem Pocket or Passage
Main pressure oil can flow through the hole in the end of the stem to a narrow
slot between the two pockets. This slot does not connect to any other passages
when the stem is in the Neutral position.
When the lever and stem are rotated to engage either the primary or secondary
clutch, main pressure oil flows through the slot in the stem to the appropriate
clutch pressure port. The opposite clutch port passage remains connected to
sump by the same pocket in the stem as when the stem was in the Neutral
position. When the stem is rotated back to the Neutral position, the main pressure
oil slot in the stem is no longer aligned with either clutch port. Both clutches are
again vented to sump by the two pockets in the stem.

Figure 29. Hydraulic Schematic (electric control valve)

Trolling Valve (Optional)
The trolling valve is used to reduce and control propeller speed below that
normally attained by operating the engine at low idle. Actuating the trolling
function reduces clutch apply pressure to reduce the propeller speed.

Mechanical Trolling Valve
This trolling valve is a variable orifice that controls the pressure in the rate-of-
rise chamber. The pressure in the rate-of-rise chamber determines the rate-of-
rise piston position, which ultimately controls the main and clutch pressures for
the transmission.
When the trolling valve lever is in the detent (non-trolling) position, the orifice in
the trolling valve is closed. Oil cannot exit from the rate-of-rise chamber through
the trolling valve’s orifice, and the rate-of-rise chamber is fully pressurized (the
ball and spring regulator is blocked when either clutch is engaged). This full
pressure causes the rate-of-rise piston to remain against its stop in the valve
body bore, and main oil pressure is not reduced.
Detent position Trolling mode
orifice closed orifice opened
Figure 30. Mechanical Trolling Valve
Rotating the trolling valve lever into the trolling mode opens the variable orifice,
allowing some of the oil to escape from the rate-of-rise chamber to sump. This
reduces the oil pressure in the rate-of-rise chamber. Since oil is always flowing
into the rate-of-rise chamber through the orifice in the orifice plate, the pressure
in the rate-of-rise chamber is controlled by how much oil is allowed to exit through
the trolling valve’s variable orifice. The trolling valve lever position determines
the pressure in the rate-of-rise chamber, which determines main oil pressure.
Main oil pressure is always the same as the oil pressure in the engaged clutch
with this type of trolling valve.

1020230 Electric Trolling Valve
This trolling valve is a variable orifice that controls the pressure in the rate-of-
rise chamber. The pressure in the rate-of-rise chamber determines the rate-of-
rise piston position, which ultimately controls the main and clutch pressures for
the transmission. The only difference between the electric trolling valve and the
previously described mechanical trolling valve is that the electric trolling valve’s
orifice size is controlled by electrical current instead of a lever.
When the trolling valve is in the cruise (non-trolling) mode, the orifice in the
trolling valve is closed. Oil cannot exit from the rate-of-rise chamber through the
trolling valve’s orifice, and the rate-of-rise chamber is fully pressurized (the ball
and spring regulator is blocked when either clutch is engaged). This full pressure
causes the rate-of-rise piston to remain against its stop in the valve body bore,
and main oil pressure is not reduced.
The trolling valve is actuated by sending a controlled amount of current through

the valve’s coil. As the current is increased, the orifice progressively opens,
allowing oil pressure from the rate-of-rise chamber to escape to sump. Since
oil is always flowing into the rate-of-rise chamber through the orifice in the orifice
plate, the pressure in the rate-of-rise chamber is controlled by how much oil is
allowed to exit through the trolling valve’s variable orifice. Since the oil pressure
in the rate-of-rise chamber is reduced, clutch pressure is reduced which allows
the clutch plates to slip. The amount of clutch slip is controlled by the current
flow (amps) through the valve’s coil. Decreasing the current through the valve’s
coil will increase clutch pressure and therefore reduce clutch slip. Main oil
pressure is always the same as the oil pressure in the engaged clutch with this
type of trolling valve. The 1017170 valve contains no user serviceable parts,
and is available only as an assembly.

Power Take-off (Optional)
There is a separate manual (part number 1020075) which describes the

operation, installation, troubleshooting, and service of the optional Power Take-
offs (PTO) for this marine transmission.
Live Power Take-off
The live PTO drives accessories using engine horsepower. Since the live PTO
connects the accessory to the primary shaft of the transmission via a direct
coupling, the accessory is driven whenever the engine is running.
Hydraulic Clutched Power Take-off
The hydraulic clutched PTO also allows accessories to be driven using engine
horsepower. Since the PTO is attached to the primary shaft of the transmission,
the accessories can be driven any time the engine is running. The PTO is
engaged by the PTO control valve, which is very similar to the valve used to
control the transmission clutches.
The hydraulic clutched PTO operates with an engaged clutch pressure greater
than that of the transmission’s primary and secondary clutches. For this reason,
the PTO control valve (pressure increasing valve) is in the transmission’s
hydraulic circuit before the control valve’s inlet and pressure regulator.
Pressurized oil from the filter is directed to the PTO control valve, with the
overage oil flowing to the transmission’s control valve.

Trailing Pump (Optional)
The trailing pump is used to supply oil flow to the transmission lubrication circuit
when the transmission is in a backdriving condition. Backdriving (sometimes
referred to “windmilling”) occurs when the engine is shut down and the
transmission output shaft is being driven by water flow across the propeller.
The remote trailing pump option is driven by an electric motor. This trailing
pump pulls oil through its suction strainer and discharges it through a filter to a
check valve. The oil then flows through an oil-to-air heat exchanger and into the
transmission’s lubrication circuit via one of the lubrication oil pressure test ports.

Power Flow
Input power to the transmission is through a torsional coupling mounted on the

engine flywheel. The coupling is splined to the forward end of the primary shaft
causing the primary shaft to rotate in engine direction during engine operation.
Power is transmitted to the secondary shaft by means of the transfer gear teeth
on the outer diameter of the primary clutch housing. These teeth are in constant
mesh with gear teeth on the of the secondary clutch housing causing the
secondary shaft to rotate in anti-engine direction. The primary and secondary
pinions on their respective shafts are in constant mesh with the output gear,
which is connected to the output shaft through a keyless tapered joint.
Application of the primary clutch locks the primary pinion to the primary shaft
causing the pinion to turn in the shaft direction and causing the output shaft to
rotate in anti-engine direction. Application of the secondary clutch locks the
secondary pinion to the secondary shaft causing the pinion to turn in the shaft
direction and causing the output shaft to rotate in engine direction.

Neutral
When in neutral the primary and secondary shafts, transfer gears and clutch
friction plates rotate at engine speed. Other parts, including the output shaft, do
not turn.
Figure 31. Example of Power Flow in Neutral

Primary
When the primary position is selected, hydraulic pressure is applied to the

primary clutch piston clamping the friction and steel clutch plates together. The
primary pinion will then rotate at engine speed and direction because the steel
plates are spline-connected through the clutch hub assembly to the pinion.
Because the primary pinion is in mesh with the output gear, the output gear and
shaft will rotate in anti-engine direction. The secondary pinion will be backdriven
(engine direction) when the unit is in the primary position.
Figure 32. Example of Power Flow with Primary Clutch Engaged

Secondary
In secondary, the same parts are turning that were turning in neutral. When the
secondary position is selected, hydraulic pressure is applied to the secondary
clutch piston clamping the friction and steel plates together. The secondary
pinion will then rotate at engine speed and anti-engine direction, because the
steel clutch plates are spline-connected through the clutch hub assembly to the
pinion. Because the secondary pinion is in mesh with the output gear, the output
gear and shaft will rotate in engine direction. The primary input pinion will be
backdriven (anti-engine direction) when the unit is in the secondary position.
Figure 33. Example of Power Flow with Secondary Clutch Engaged

Twin Disc, Incorporated Preventative Maintenance
Preventative Maintenance
In-boat Maintenance and Repair
Certain transmission maintenance/repair procedures can be accomplished

in the boat provided sufficient space exists to work. These procedures are:
Removing and installing the oil pump.
Changing the filter.
Removing, cleaning and installing the suction strainer.
Removing and installing the control valve.
Removing and installing the manifold.
Note: Further disassembly/reassembly of the primary or

secondary shafts will require removal from the engine, and
the use of tools and equipment normally not available on
board the vessel.

Preventative Maintenance Twin Disc, Incorporated
General Maintenance
Overhaul Interval
A complete overhaul and thorough inspection of the unit should be made at the
same time as the scheduled engine overhaul. Refer to Cleaning and Inspection
for more detailed inspection instructions.
Grease
Lubrication
Grease the oil seals on the output end of the output shaft through the grease
fitting with water pump grease. Apply grease once a week if there is water in
the bilge. Grease the seals at the same time the oil is changed if the bilge is
dry.
Oil System
Oil Level
The oil level should be checked daily or every 10 hours. Check oil level before
starting the engine to confirm that the transmission has oil in it. With the engine
running at low idle and the transmission in Neutral, check the oil again. The oil
level should be near the “low” oil level mark. Transmission oil temperature
should be in the normal operating range prior to finalizing the oil level between
the low and full marks on the oil level gauge.
Oil and Filter Change Interval (Maximum)
Note: A suction screen is located in the suction line to the pump,

and the oil filter (if equipped) is located in the pump outlet
line. Both should be checked and cleaned at the stated
intervals.
With a new transmission, change the oil and filter element (if equipped), and
clean the suction strainer (screen) within the first 50 hours of operation. Change
oil and filter element and clean the screen after each 1000 hours thereafter or
more often if conditions warrant.

For a rebuilt transmission, check the filter element (and/or screen) after eight
hours of operation. If the filter and/or screen is clean, install a new filter element
(if equipped) and then change the oil and filter element after 1000 hours of
service. If the filter is dirty, change the element and operate for another eight
hours. Check the filter again. Continue this cycle until the filter is clean and then
change the oil and filter after 1000 hours of service or more often if conditions
warrant.
Draining
Drain the transmission by removing the O-ring plug at the rear side at the bottom.
Oil Suction Strainer
Remove and clean the pump suction strainer at every oil change or sooner if
necessary. The suction strainer is located in the manifold below the pump.
See Engineering Drawings for suction strainer location. (See discussion under
oil change interval.)
Type Oil Recommended
See Description and Specifications.
Filling
1. Remove the filler breather in the top of the transmission.
2. Fill the transmission’s sump with the proper weight and type oil. See
Description and Specifications for oil recommendations.
3. Start the engine and let it idle with transmission in neutral until oil is
circulated throughout the hydraulic system. Add oil if necessary to
bring the oil level up to the “low” mark with the engine at low idle.
4. With the oil at operating temperature, transmission in neutral, and the

engine running at low idle, check the oil level with the oil gauge. Add
or remove oil if necessary to bring the oil level to “FULL” mark on the
oil gauge. Allow the oil temperature to cool to normal cold oil conditions
(perhaps overnight). Check the oil level while cold at low idle engine
speed while in neutral. This is the proper oil level with cold oil. Make
note of the oil level in the cold conditions for future reference.

Periodic Visual Inspection
General
Check the mountings for tightness or damage such as cracks. Tighten

loose mountings and replace damaged parts.
Check pressure and temperature gauge where applicable.
Periodically, inspect the drive line and the input and output shaft oil seals
for leakage. Replace parts as required.
Inspect unit nameplates for looseness and corrosion. Tighten mounting

screws that are loose and replace nameplates that are corroded.
Torsional Coupling
Do not obstruct the flywheel housing vents preventing the free flow of air for
cooling the coupling. The ambient temperature of the air around the coupling
should be between -6° C (22° F) and 80° C (176° F). Assure baffles are installed
properly so hot air is ported out of the housing.
Visually inspect the element after the first 100 hours of operation and every
2000 hours thereafter, or every six months, whichever comes first. Torsional
vibration, misalignment, degradation by contaminants (oil), heat, ultraviolet
radiation, and excessive system torque can cause cracks or other signs of
distress to appear on the surface of the rubber. The above-described items
affect the life of the coupling element. Perform a complete inspection whenever
the transmission is removed from the engine for any reason.
When inspecting the flexible coupling, look for evidence or conditions

identified in the following steps:
Cracks in the surface of the rubber. May be caused by torsional

vibrations, excessive misalignment or exposure to
contaminants (heat, petroleum products, chemicals, ozone,
ultraviolet radiation, etc.) excessive system torques.
Separation of rubber from flex plate on coupling plate or

deterioration of the rubber-to-metal bond. See above.

Deterioration of the rubber element, as evidenced by sponginess

or by black carbon-like dust on rubber surface may be caused
by contaminants or excessive heat, either external or internal to
the coupling.
Cracked, bent or otherwise damaged flex plate or coupling

plate.
Bolt holes in flex plate or coupling plate elongated or deformed.

This could be caused by improperly assembled parts, loose parts,
vibration or improperly torqued parts.
Bolts/nuts—bent, worn or stripped threads.
Inspect the hub, looking for the following:
Damaged or worn splines.
Cracked parts.
Oil seal surface for wear or damage.
Replace any defective parts including defective fasteners that are found.

Heat Exchanger Check
Inspect heat exchanger oil lines for leaky connections, kinks, cracks or other
damage. Replace damaged lines.
Heat exchangers furnished by Twin Disc to be used for salt water applications
have zinc rods installed at the inlet and outlet heads. These rods must be
checked every 90 days. If over 50% of the rod is disintegrated, it should be
replaced to provide effective protection.
Excessive corrosion of the zinc rod indicates electrolytic action. A careful

inspection should be made to determine if this action is caused by a short
circuit or external grounded electric current. If these conditions do not exist,
it is evident that the corrosion is due to local electrolysis. If rods are corroded
with foreign materials, they should be cleaned with a wire brush.

Twin Disc, Incorporated Troubleshooting
Troubleshooting
Troubleshooting with Valves other than GP Control Valve
Note: Some of the troubleshooting procedures vary, depending

on the type of control valve that is installed on the
transmission. A thorough understanding of the valve
operation is important to properly troubleshooting the
problem that is occurring.
The following charts are intended as a guide for determining the cause of
problems that could be encountered and the corrective actions for those
difficulties.
The transmission is one part of a complete power package. Problems in the

input power system or the output power delivery components can cause
problems to develop in the transmission. It is therefore important that the entire
power package be considered when problems are encountered.
The troubleshooting chart for all but the optional GP Control Valve begins on
the next page, followed by troubleshooting information for the GP control Valve.

Troubleshooting Twin Disc, Incorporated
Pressure Test Kit
The Digital Pressure Transducer Kit ( BOM 42168 ) provides two pressure
transducers (0 to 500 psi ) with hydraulic quick couplings, a power supply box
for the transducers, and cables needed to connect the transducers to the power
supply box and the signals out of the power supply box to a customer supplied
digital volt meter. Contact the Twin Disc Service Department, Racine Wisconsin
for specific information concerning this test kit.
One principle of troubleshooting is to start with the simple and move to the
more difficult. Check the simple items first. Run the simple test first. Then
move to the more difficult.
Figure 34. Pressure Test Kit

Table 10. Troubleshooting Chart
Symptom Cau se Remedy
Partially clogged oil Remove and clean oil

1. Low main oil pressure 1-1 1-1
strainer strainer.
Stuck pressure regulation Disassemble the valve
1-2 1-2
piston. and clean the piston.
Broken piston rings on Remove the collector

1-3 1-3
clutch shaft(s). and inspect piston rings.
Replace damaged or
Damaged or worn oil
1-4 1-4 worn oil pump assembly
pump assembly.
(pump is not ser viceable)
Adjust linkage so that

Incorrect linkage
control valve stem is
1-5 adjustment to control 1-5
indexed properly by
valve assembly.
detent.
Clogged or plugged
orifice in orifice plate of Remove orifice plate
1-6 1-6
control valve assembly. cover. Clean parts.
Shimming required
1-7 between regulator springs 1-7 Shim as required.
and rate-of-rise piston.
Engine idle speed too
1-8 1-8 Raise engine speed.
low.
No oil pressure, or
Oil pump suction strainer Remove and clean
2. erratic low pressure at 2-1 2-1
plugged. strainer.
control valve tap.
Check oil le vel and

2-2 Oil level low. 2-2
correct.
Air leak on suction side of

2-3 2-3 Correct cause of air leak.
pump.
Pump dri ve on reverse Disassemble and repair
2-4 2-4
clutch shaft broken. as required.
Remove, disassemble,
Regulating valve stuck in
2-5 2-6 clean and repair the
open position
regulating valve.
2-6 Oil pump defective 2-7 Replace oil pump.

Leaking heat exchanger
2-7 has caused oil to be lost 2-7 Replace heat exchanger
over board.

Table. 10. Troubleshooting Chart (continued)
Remove and clean

3. High main oil pressure. 3-1 Regulating valve stuck. 3-1
regulating valve.
3-2 Improperly shimmed. 3-2 Shim as required.
Lube relief valve Inspect, repair or replace

3-3 3-3
malfunction. parts as necessary.
Check and fill (or drain)

4. High temperature. 4-1 Improper oil level. 4-1 with proper oil to the
correct level.
Inspect, repair, or replace

4-2 Faulty heat exchanger 4-2
heat exchanger.
Check clutch apply oil

pressure. If pressure is
4-3 Clutches slipping 4-3 normal, remove,
disassemble, and repair
slipping clutch.
O verhaul marine
4-4 Bearing failure. 4-4
transmission.
Air leak on suction side of Inspect and correct

4-5 4-5
pump. cause of suction leak.
Inspect, repair, or replace

4-6 Control valve malfunction 4-6
control valve.
O verhaul marine
5. Excessive Noise 5-1 Bearing failure. 5-1
transmission.
Remove marine
Worn or damaged input transmission. Replace a
5-2 5-2
coupling. worn or damaged
coupling.
Excessive torsional Select proper torsional
5-3 5-3
vibration. coupling.
O verhaul marine
5-4 Worn or damaged gears. 5-4
transmission.
Check alignment of
engine and transmission
5-5 Improper alignment. 5-5 output flange to propeller
shaft. Correct as
necessary.
5-6 Damaged propeller. 5-6 Repair propeller.
5-7 Misfiring engine. 5-7 Repair engine.

Table. 10. Troubleshooting Chart (continued)
Remove clutch plates.

6. No neutral. 6-1 Clutch plates warped. 6-1
O verhaul unit.
Control valve incorrectly Check and adjust control
6-2 6-2
indexed. linkage.
Solenoid malfunction
Replace defective
6-3 (units equipped with 6-3
solenoid.
electric selector valve)
Hydraulic lock piston

stuck (units equipped with Inspect, repair, or replace
6-4 6-4
electric selector valve hydraulic lock spool.
and hydraulic lock).
Disassemble control
Regulating piston or rate- valve. Clean parts.
7. Harsh engagement. 7-1 7-1
of-rise piston stuck. Replace parts if
necessary.
Remove orifice plate

Orifice plate ball in
cover. Clean parts.
7-2 control valve not seating 7-2
Replace parts if
properly.
necessary.
Blown gasket on either
7-3 7-3 Replace gasket.
side of orifice plate.
8. Low lube oil pressure. 8-1 Pump flow output too low. 8-1 Replace pump.
Remove, clean, inspect,

Pump suction strainer
8-1 8-2 and install the suction
plugged.
screen.
Air leak on suction side of Inspect and correct
8-3 8-3
pump. cause of suction leaks.
Remove and clean or
Lube relief valve
8-4 8-4 replace parts as
malfunction.
necessary.
Replace damaged piston
8-5 Broken piston rings. 8-5
rings.
Oil spilling out of

9. 9-1 Oil level too high. 9-1 Adjust oil level.
breather.
Draw and refill with

9-2 Wrong type of oil. 9-2
recommended oil.

Troubleshooting of GP Control Valve w/Electronic Interface
The transmission is one part of a complete power package. Problems in the

input power system or the output power delivery components can cause
problems to develop in the transmission. It is therefore important that the entire
power package be considered when problems are encountered.
Electronic Interface LED Indicators
The electronic interface control modules have one green and two red led
indicator lights. The green power light is illuminated only when the transmission
is in gear.
The following table lists the reasons for the various conditions where lights are
illuminated. This should guide in troubleshooting problems. See the wiring
schematics in the Installation Section.
Troubleshooting Tables begin on the next page.
Table 11. LED Light Status
Light Status Profile Generator E-troll Module

(Non trolling)
Green light on Supply Voltage > 9.0 Volts Supply Voltage > 9.0 Volts
Red light on Valve coil commanded on Valve coil commanded on
One red light flashing All Units: Open circuit in an energized
Open circuit in an energized valve coil circuit, or Valve
valve coil circuit. coil leads shorted together,
MG Units only: or Low coil current
Valve coil leads shorted
together, or Low coil current
Both red lights flashing MG Units: After entering troll from
simultaneously Power is applied to Solenoid neutral with both voltage
A and B switch inputs at the and current troll speed
same time. signals present, or power is
MGX Units: Not Applicable. applied to Solenoid A and B
switch inputs at the same
time.
Both red lights flashing Not applicable Either or both speed signals
alternately missing.

Table 12. Troubleshooting Chart --- GP Valve Equipped Transmissions
Symptom Cause Remedy

1. Low main oil pressure 1-1 Partially clogged oil strainer 1-1 Remove and clean oil
strainer.
1-2 Contamination on Pilot 1-2 Disassemble the Pilot
Relief Valve seat. Relief Valve and clean.
Ser vice the transmission
oil filter.
1-3 Contamination in Main 1-3 Clean or replace the Main
Val ve Cartridge Valve Cartridge, and
service the transmission oil
filter.
1-4 Broken piston rings on 1-4 Remove the collector and
clutch shaft(s). inspect piston rings.
1-5 Damaged or worn oil pump 1-5 Replace damaged or worn
assembly. oil pump assembly (pump
is not ser viceable).
1-6 Engine idle speed too low. 1-6 Raise engine speed.
2. No oil pressure, or erratic 2-1 Oil pump suction strainer 2-1 Remov e and cle an
low pressure at control plugged. strainer.
valve.
2-2 Oil level low. 2-2 Check oil level and correct.
2-3 Air leak on suction side of 2-3 Correct cause of air leak.
pump.
2-4 Pump drive on reverse 2-4 Disassemble and repair as
clutch shaft broken. required.
2-5 Pilot Relief Valve or Main 2-6 Remove, disassemble,
Regulating Valve stuck in clean and repair the Pilot
open position Relief Valve. Remove,
clean, or replace the Main
Regulating valve. This
v al v e c a nno t be
disassembled.
2-6 Oil pump defective 2-7 Replace oil pump.
2-7 Leaking heat exchanger 2-7 Replace heat exchanger

has caused oil to be lost
over board.

Table 12. Troubleshooting Chart (continued)--- GP Valve Equipped Transmissions

3. High main oil pressure. 3-1 Pilot Relief Valve out of 3-1 Adjust the Pilot Relief
adjustment.. Valve. Replace if
necessary.
3-2 Main Regulating Valve 3-2 Replace Main Regulating
orifice missing. Valve Cartridge.
4. High temperature. 4-1 Improper oil level. 4-1 Check and fill (or drain)
with proper oil to the
correct level.
4-2 Faulty heat exchanger 4-2 Inspect, repair, or replace
heat exchanger.
4-3 Clutches slipping 4-3 Check clutch apply oil
pressure. If pressure is
normal, r em o v e ,
disassemble, and repair
slipping clutch. If pressure
is low, replace Proportional
Val ve, and ser vic e
transmission oil filter.
4-4 Bearing failure. 4-4 O v e r h au l mari ne
transmission.
4-5 Air leak on suction side of 4-5 Inspect and correct cause
pump. of suction leak.
4-6 Control valve malfunction 4-6 Inspect, repair, or replace
control valve.
5. Excessive Noise 5-1 Bearing failure. 5-1 O v e r h au l mari ne
transmission.
5-2 Worn or damaged input 5-2 Remove m a ri ne
coupling. transmission. Replace a
w o rn or d am a ge d
coupling.
5-3 E x c es si v e t o r si on al 5-3 Select proper torsional
vibration. coupling.
5-4 Worn or damaged gears. 5-4 O v e r h au l mari ne
transmission.
5-5 Improper alignment. 5-5 Check alignment of engine
and transmission output
flange to propeller shaft.
Correct as necessary.
5-6 Damaged propeller. 5-6 Repair propeller.
5-7 Misfiring engine. 5-7 Repair engine.

Table 12. Troubleshooting Chart (continued)--- GP Valve Equipped Transmissions

6. No neutral. 6-1 Clutch plates warped. 6-1 Remove clutch plates.
Overhaul unit.
6-2 Disengaged clutch has 6-2 Replace Proport ional
apply pressure. V alv e . Se r v i c e
transmission oil filter.
7. Harsh engagement. 7-1 Faulty Proportional Valve. 7-1 Replace Proport ional
Valve.
7-2 Faul ty Tem perat ure 7-2 Replace Temperature
Sensor (if equipped). Sensor.
7-3 Prof ile G e n e r a t o r 7-3 Replace Prof il e
defective or out of Generator. Adjust if
adjustment. proper equipment is
available.
8. Low lube oil pressure. 8-1 Pump flow output too low. 8-1 Replace pump.
8-1 Pump suction strainer 8-2 Remove, clean, inspect,
plugged. and install the suction
screen.
8-3 Air leak on suction side of 8-3 Inspect and correct cause
pump. of suction leaks.
8-4 L ub e r el ie f v a lv e 8-4 Remove and clean or
malfunction. r e p la c e p ar t s a s
necessary.
8-5 Broken piston rings. 8-5 Replace damaged piston
rings.
9. Oil spilling out of 9-1 Oil level too high. 9-1 Adjust oil level.
breather.
9-2 Wrong type of oil. 9-2 Draw and refill with
recommended oil.
10. Low Cl utch Appl y 10-1 Low Main Pressure 10-1 See Paragraph 1.
Pressure
10-2 Defective Proportional 10-2 Replace Proportional

Valve. Valve
10-3 Low voltage to Profile 10-3 Verify that green (voltage
Generator supply) light, and red
(clutch energized) lights
are bright

NOTES

Twin Disc, Incorporated Disassembly
Disassembly
The following procedure is for complete disassembly of the unit. Prior to this
procedure, the transmission should be removed from the boat. Qualified
personnel should do the work in a fully equipped facility.
Note: Photos used here are for the purpose of illustrating the
procedure and may not appear to be consistent with the
previous disassembly steps.

Disassembly Twin Disc, Incorporated
Prepare Transmission for Disassembly
Figure 35. Relationship of Transmission Components

Prior to Removal
1. Drain the oil from transmission by removing the O-ring plug on the rear
side at the bottom.
Figure 36. Drain Plug
2. Mark the output flange and companion flange so they will always be
assembled identically.
3. Disconnect the output and companion flanges.
4. Disconnect linkage, wiring, and plumbing and remove any items that
would interfere with the removal of the transmission. Remove the input
and output speed sensors (if equipped) to avoid damaging them during
transport.
5. Support the transmission with a hoist and remove the mounting

capscrews and mounting brackets.
6. Support the rear of the engine with blocks if necessary.
7. Remove the 12 capscrews that secure the transmission to the engine.
8. Push the transmission away from the engine. Remove the transmission.
Remove the input coupling from the engine flywheel.
Figure 37. MG-5114DC. Transmission Rear and Side Views

Removal of External Parts
1. Remove the input coupling assembly from the input shaft. The coupling
element is retained to the hub by snap rings, and the coupling will slide
off of the input shaft spline.
Figure 38. Removing Input Coupling
2. Remove the snap rings from the coupling hub and separate the hub
from the coupling .
Figure 39. Coupling Hub Removed
3. Remove oil filter (if equipped).

Figure 40. Removing the Oil Filter Unit
4. Remove the control valve assembly. Note that there are several optional
types of control valves available for this transmission.
A. (Mechanical Control Valve) Remove the four capscrews that

secure the selector valve assembly to the housing and remove
the selector valve assembly.
Figure 41. Manual Control Valve and Electric Control Valve Assemblies
B. (PX-10225 Electric Valve) Remove the two solenoid coils.

Remove the four capscrews that secure the selector valve
assembly to the housing and remove the selector valve assembly.

C. (1018084 Electric Control Valve) Remove the four capscrews

that secure the selector valve assembly to the ditch plate, remove
the four screws that retain the ditch plate to the housing, and
remove the selector valve assembly and gaskets.
Figure 42. 1018084 Electric Valve and GP Control Valve Assemblies
D. (GP Valve) Disconnect the wiring, and remove the electronic

module and six capscrews that secure the GP valve top plate to
the lower plate. Remove the gasket and four capscrews that
retain the assembly to the housing and remove the GP valve lower
half.
Figure 43. Removing the Control Module

Figure 44. Removing the GP Control Valve Top Section
Figure 45. Removing the GP Control Valve Lower Half

5. Remove the oil gauge and tube.
Figure 46. Loosening the Oil Gauge Tube Nut
Figure 47. Removing the Oil Gauge Tube

6. Remove the 11 capscrews and remove the housing top cover and gasket.
Figure 48. Removing the Top Opening Cover
7. Remove the breather.
Figure 49. Removing the Breather

The hydraulic pump can be installed two different ways; therefore, before
removing the pump, place indexing marks on the pump and the manifold
to insure correct installation. Do not remove the pump pipe plug. Do
not disassemble pumps. They are not serviceable.
8. Remove the four capscrews securing the hydraulic pump to manifold

assembly and remove the pump and gasket.
Figure 50. Removing the Pump
9. Remove the three capscrews from the end of the output shaft and remove
the retaining washer and shims.
Figure 51. Removing the Bolts, Plate and Shims from the Output Flange

10. Remove the rectangular rubber ring.
Figure 52. Removing the Output Flange Rubber Ring
11. Pull off the output flange using Special Tool TD-300389 or a 3-legged
puller.
Figure 53. Removing the Output Flange

12. Remove the M12 capscrew securing the plug cover, and screw an M8
eyebolt into the tapped hole in the cover. Remove the cover. Remove
the screen filter.
Note: This capscrew also retains the suction tube inside the
housing.
Figure 54. Removing Filter Screen Bolt and Cover
Figure 55. Removing Filter Screen

13. Remove the capscrews securing the manifold onto the main housing.
14. Remove the manifold from the bearing carrier taking care not to damage
the piston rings on the end of the clutch shafts. Remove the manifold
gasket.
Note: Two of the removed capscrews may be used as pusher

screws to separate the manifold from the bearing carrier
and the locating dowel pins.
Figure 56. Removing Manifold Using Pusher Screws
Figure 57. Manifold Removed

15. Remove the spacer and shims from the primary shaft bore in the bearing
carrier.
Figure 58. Remove Spacer and Shims from the Primary Shaft Bore
16. Remove the spacer and shims from the secondary shaft bore in the
bearing carrier.
Figure 59. Remove Spacer and Shims from the Secondary Shaft Bore

17. Remove the bearing carrier from the main housing. Remove the bearing
carrier gasket.
Note: Two of the removed capscrews may be used as pusher

screws to separate the bearing carrier from the main
housing and the locating dowel pins.
Figure 60. Remove Bearing Carrier using Pusher Screws
Figure 61. Bearing Carrier Removed

18. Remove the piston rings.
Figure 62. Piston Rings
19. Remove two capscrews securing the PTO cover strap to the manifold
and remove the strap.
Figure 63. Remove the PTO Cover Strap

Internal Subassemblies
1. Securely position the transmission on blocks so there is 50 mm (2 in.)

clearance between the housing and the floor or bench.
2. Screw an eyebolt into the end of the secondary clutch shaft and lift out
the clutch assembly. (Lifting tool TD-300432 may be used with tool TD-
300431 to lift the assembly.)
Note: The shaft front roller bearing cone, thrust bearings, thrust
races and pinion may remain in the housing. Remove
them. Remove the bearing cup only if it must be replaced.
Figure 64. Removing Secondary Shaft Assembly

3. Screw an eyebolt into the end of the primary (input) clutch shaft and lift
out the clutch assembly.
Note: Lifting tool TD-300432 may be used with tool TD-300430

to lift the assembly.
Figure 65. Removing Primary Clutch Assembly
Note: The shaft front roller bearing cone and snap ring retainer
may remain in the housing. Remove and identify them.
Remove the bearing cup only if it must be replaced.

4. Remove four capscrews and washers securing the gear pan to the main
housing. Remove the gear pan.
Figure 66. Removing the Gear Pan
5. Remove capscrews from the output shaft seal carrier and remove it with
the gasket.
Figure 67. Removing the Output Seal Carrier and Shims
6. Remove the output flange seal from the seal carrier.
7. Remove the shims from the bearing housing face.
8. Remove seals from seal carrier.

9. Use a hoist and raise the output shaft and gear just until the gear comes
in contact with the housing.
10. Place blocks under the gear or shaft to hold in position while the bearing
cone is removed.
11. Using a 2- or 3-legged puller, remove the bearing cone from the output
shaft.
Figure 68. Removing the output shaft bearing cone
12. Remove the suction tube and o-ring.
Note: Retain the blocking to continue to hold the shaft and gear
in position.

13. Install a round metal spacer 75 mm dia. x 20 mm thick (3 in. dia. x 3/4 in.
thick) beneath the front end of the output shaft, inside the housing, resting
against the cup plug.
14. Again raise the shaft and gear, just enough to remove the blocks. Remove
the blocking. Then lower the output shaft so that the front end is resting
on the 75 mm (3 in.) spacer.
15. Remove the expansion plug from the housing by using a soft mallet to
drive the output shaft down against it.
16. Permit the front bearing cone to support the weight of the shaft and gear
after the expansion plug has been driven out.
17. Securely block under the gear to keep it and the shaft in that position
while the transmission is turned over.
18. Using a hoist, cautiously lift the transmission and turn it over so the input
side is up.
Be careful and be sure the blocks remain in position while the

transmission is being inverted so that damage does not occur to the
housing, gear or shaft .
19. Move the transmission to the bed of a 100-ton press.

20. Place the tubular piece of tool TD-300427 on the bed of the press. Place
a piece of hard wood beneath the tool, laying on the press bed to cushion
and protect the end of the shaft from being damaged when it is pressed
out. Lower the transmission so the shaft end enters the tool and the
output gear rests securely against the top end of the tool.
Figure 69. Sketch of Tool Locations Inside Housing
21. Remove the blocking inside the housing that was used to support the
gear.
22. Remove the snap ring from the output shaft.
23. Block under the housing so it is securely stabilized on the press bed
before and after the shaft is pressed out.
24. Place the plug piece of tool TD-300427 against the end of the shaft.

Figure 70. Removing the output shaft
25. Press the shaft down to separate it from the gear and continue pressing
until the shaft is also removed from the front bearing cone.
26. Remove the bearing cone.
27. Carefully lift the housing and output gear to remove the shaft.
Be sure the shaft does not fall to the floor as the housing is being
removed.
28. Remove the gear through the top cover opening of the housing.
29. Remove the front bearing cup only if it must be replaced.

Disassembly of the Housings
Main Housing
1. Remove the oil suction tube if it was not previously removed.
2. Remove input oil seal.
3. If replacement is necessary, remove bearing outer races from the housing

using an internal bearing puller.
Manifold and Bearing Carrier
1. Remove the tapered roller bearing cups from the bearing carriers.
2. Remove steel expansion plug from the primary shaft bore by driving it
out from the manifold’s front (input) side.
Note: If the expansion plug is removed, it should be replaced

with a new one upon reassembly as the original plug may
no longer be sufficiently tight.
4. Remove all plugs from the manifold to facilitate the cleaning of the oil
passages.

Disassembly of Primary Clutch
1. Support the primary clutch assembly on the workbench with the output
end down.
2. Remove the snap ring retainer if it remained on the shaft.
3. Remove the circular snap ring.
4. Remove the front thrust races and needle bearing.
Figure 71. Removing the Front Thrust Races and Needle Bearing

5. Remove the primary pinion.
Figure 72. Removing Primary Pinion
6. Remove the two rear thrust races and needle bearing.
Figure 73. Remove Rear Thrust Races and Needle Bearing

7. Remove the internal snap ring and back plate.
Figure 74. Clutch Backplate and Snap Ring Removed
8. Remove the clutch plates.
Figure 75. Remove Clutch Plates

9. Place Special Tool (T-18503) over the clutch release spring. Use a
hydraulic press to press tool downward and compress the spring.
Figure 76. Compressing Clutch Release Spring

10. Remove the snap ring from the shaft. Then release the press.
Figure 77. Removing Clutch Release Spring Retaining Snap Ring
11. Remove the clutch release spring and spring retainer.
Figure 78. Clutch Release Spring and Retainer Removed

12. Remove the clutch piston by installing two M8 x 1.25 threaded rods into
the holes provided and lifting out the piston.
Figure 79. Removing Clutch Piston
13. Remove the piston ring from the outer periphery of the clutch piston and
the o-ring from the inner diameter.
Figure 80. Clutch Piston, Piston Ring, and O-ring Removed

Do not remove rear tapered roller bearings on primary or secondary

shaft unless replacement of the parts is necessary. Close tolerances
between inner bearing cone and rear face of transfer gears prohibits
installation of bearing puller behind inner cone.
If the bearing must be removed, proceed as follows:
a. Split the bearing cage of front taper roller bearing and remove
the rollers.
b. Install a cheese-cutter type bearing puller onto the bearing cone,

gripping against the shoulder on the cone.
c. Heat bearing inner race by flash heating and remove inner race
and cone.
Prolonged or excessive heating must be avoided so the input and/or

secondary shafts will not be annealed.
Do not remove the driving transfer gear from the shaft. The shaft and
gear are supplied as an assembly.

Disassembly of Secondary Clutch
Disassemble the secondary clutch in a similar manner as the primary clutch.
Note: The primary and secondary clutch shaft assemblies differ

slightly. The secondary clutch has no retaining snap ring
to locate and retain the thrust bearings and pinion on the
shaft. They may have remained in the housing when the
clutch assembly was removed.

Disassembly of Selector Valve - Mechanical Valve
Steel ball is under pressure from the spring. Care must be taken when
removing the cover and orifice plate to prevent loss of steel ball.
1. Remove the orifice plate cover, orifice plate, and check ball.
Figure 81. Removing Orifice Plate and Check Ball
2. Remove the check ball spring and shim(s) from the valve body.
Figure 82. Removing Check Ball Spring

3. Remove the rate-of-rise piston and remove the pressure regulator

adjustment shims from the rate-of-rise piston.
Figure 83. Removing Shims from Rate of Rise Piston
4. Remove the pressure regulating springs and pressure regulator piston
Figure 84. Removing Regulator Springs and Regulator Piston

5. Remove the O-ring plug, detent spring, and detent ball.
Figure 85. Removing O-ring Plug, Detent Spring and Ball
6. Mark the lever and the stem to indicate the position the lever was installed
on the stem. Loosen the screw clamping the lever to the stem and
remove the lever. It may be necessary to splay the lever to be able to
remove it. DO NOT apply any impact force to the lever, as the stem,
lever, or bearing might get damaged.
Figure 86. Removing Lever

7. Remove the cover and stem together as a unit.
Figure 87. Removing Stem and Cover Together
8. Mark the stop collar and the stem to indicate the position the collar was
installed on the stem. While supporting the collar, drive the roll pin out of
the collar with a drift punch and remove the collar.
Figure 88. Removing Roll Pin and Stop Collar
9. Slide the stem out of the cover.
10. Remove the oil seal from the cover.

11. Remove the O-ring from the stem.
Figure 89. Removing O-ring from Stem
12. Remove the thrust bearing and races from the stem.
Figure 90. Removing Thrust Bearing and Races from Stem
13. Remove the remaining plugs from the valve body.

Disassembly of GP Control Valve w/Electronic Interface
The GP Valve is made up of a non serviceable electronic interface, and two

valve bodies with plugs and cartridges. O-ring kits are available for servicing
the plugs and cartridges, however none of the cartridges are field serviceable
beyond replacement of the o-rings. The later version (Assembly 1021658) of
the hydraulic pressure regulator valve is serviceable, and contains an orifice/
filter plug, and a ball check valve assembly that are replaceable.
Figure 91. GP Valve Assembly mounted on Marine Transmission.

Disassembly
1. Disconnect the connectors at the proportional valves, the neutral switch,

and the temperature sensor (if equipped), and loosen the four M6-1.0
capscrews that retain the Electronic Interface Module to the Hydraulic
portion of the valve assembly. If the Electronic Interface is not being
replaced, it can be set aside without disconnecting the remaining wires
from the installation.
Figure 92. Electronic Profile Module (typical)
2. Remove the six M10-1.50 x 70 capscrews that retain the top valve body
assembly to the transmission, and remove the top valve body assembly
with gasket (if not previously removed).

Figure 93. Top Hydraulic Valve Body Assembly
3. Remove the four capscrews that retain the main regulator valve assembly
to the transmission housing or ditch plate, and remove the valve assembly
and gasket.

4. Remove the Manual Direction Control Valve with switch or the Plug
Assembly from the Top Valve Body.
Figure 96. Manual Direction Control Valve or Plug
5. Remove the M6-1.00 x 16 Allen head capscrew, the retaining plate, and
the proportional Valve Cartridges from the Top Valve Body. A slight
rotating motion while pulling will help to with the removal of the valves.
Figure 97. Remove Proportional Valve Cartridges

6. Valve Assembly 1020729: Remove the Main Pressure Regulator Pilot

Relief Valve and Main Valve from the Main Regulator Valve body.
Figure 98. Remove Main Pressure Regulator Valve Components

7. Valve Assembly 1021658: Remove the Main Pressure Regulator from

the Main Regulator Valve body.
A. Remove the regulator adjusting screw cap, and loosen the jam
nut.
B. Turn the adjusting screw counter clockwise to reduce the spring

load on the valve.
C. Evenly loosen the four M-8 x 25 capscrews, and remove the cover
assembly and gasket, followed by the spring(s) and spool.
D. Remove the four M-8 x 20 capscrews, and remove the cover

and gasket.
E. Remove the orifice and screen assembly for cleaning.
F. Remove the ball check assembly only if necessary. Removal will

require destruction and replacement of the assembly.

Disassembly of PX-10285 Electric Control Valve
1. Remove the solenoid retaining nuts and remove the solenoids from the
spools.
2. Remove the solenoid spools.
Figure 101. Solenoid components
3. Remove the capscrew that retains the Override Valve Assembly to the
valve body. Slide assembly off of roll pin.
4. Remove the Override Valve Cartridge from the body if necessary.
Figure 102. Override valve cartridge Assembly
5. Remove the four screws that retain the end plate and ball seat plate to
the valve body.

6. Remove the check ball and spring.
7. Remove the rate of rise piston, springs (with any shims that may be
included in the rate of rise piston), and inner cup.
8. Remove the rate of rise orificed plug if necessary.
Figure 103. Rate of Rise components
9. Remove the plug and spacers, and the shuttle ball seat and ball. Make
sure the o-ring is removed from the bore if it does not remain on the ball
seat.
Figure 104. Shuttle ball and components

Disassembly of 1018084 Electric Control Valve
Steel ball is under pressure from the spring. Care must be taken when
removing the cover and orifice plate to prevent loss of steel ball.
1. Loosen and remove four of M8 x 25 socket head capscrews, and remove

orifice plate cover and gasket.
Figure 105. Removing Orifice Plate Cover Gasket
2. Remove orifice plate.
3. Remove steel ball and neutral pressure regulating spring.
4. Remove orifice plate gasket.

5. Remove rate-of-rise piston. Note that shims are located between the
piston and springs.
Figure 106. Rate of Rise Piston (left) and Regulator Springs (right)
6. Remove pressure regulating springs.
7. Remove pressure regulating piston with an external retaining ring pliers.
Figure 107. Removing Regulating Piston with Pliers
8. Remove external retaining ring from the lever end of the stem.
9. Loosen the clamping nut and remove the control lever from the stem. It
may be necessary to splay the lever to be able to remove it. DO NOT
apply any impact force to the lever, as the stem or dog-point setscrew
might get damaged.
10. Remove the washer and spring from the stem.

11. Remove four of M8 x 25 socket head capscrews.
12. Remove the cover assembly with gasket from the valve body.
13. Remove the O-ring and oil seal from the cover assembly.
Figure 108. Removing O-ring from Cover
14. Remove the two electrical switches from the sides of the valve body
and the two steel balls from each of the switch bores in the valve body
(some models).

15. Remove the detent setscrew, spring, and steel ball from the valve body.
Figure 109. Removing Detent Setscrew and Spring
16. Remove the dog-point setscrew. Note that the setscrew is retained with
MA908 threadlocker.
Figure 110. Removing Dogpoint Setscrew
17. Remove the stem from the valve body partially.

18. Remove the thrust washer from the stem.
Figure 111. Removing Thrust washer
19. Remove the stem from the valve body.

20. Remove the roll pin (retains the shuttle ball seat) with a needle-nose
pliers.
Figure 112. Removing Roll Pin Retaining Shuttle Seat
21. Thread a M8 x 1.25 screw (one of the cover screws works well) into the
seat and remove it from the valve body.
22. Remove the shuttle ball from the valve body.

Disassembly of Upper Valve Body Half (electric section)
1. Remove the Weatherpak connector from the valve body by sliding it in

the direction of the opening in the shroud.
2. Mark the wires with the location letters that are on the Weatherpak
connector. Open the end of the Weatherpak connector to allow removal
of the pins and wires.
3. Remove the pins (for the wires of all but one solenoid) from the
Weatherpak connector using the extraction tool. Tool is Packard Electric
P/N 12014012.
Figure 113. Removing Wires using Extraction Tool
4. Mark the two solenoids for location identification and remove them.
5. Remove the third (Neutral) solenoid (units with hydraulic lock) or plug
(units without hydraulic lock).

6. Remove the filter screen from the valve body.
Figure 114. Removing Filter Screen
7. Remove the two socket head O-ring plugs from the bores in the end of
the valve body.
8. Remove the two spools from the valve body.
9. Remove one dowel pin and spring from each of the spools (hydraulic
lock units only).
10. Remove the spool return spring and dowel pin from the bottom of each
of the spool bores in the valve body.

Disassembly of Trolling Valve (Optional Equipment)
1. Remove the trolling valve attaching screws.
Figure 115. Removing Trolling Valve Attaching Screws
Steel ball is under pressure from the spring. Care must be taken when removing
the trolling valve and orifice plate to prevent loss of steel ball.
2. Remove the trolling valve from control valve.
3. Remove the gaskets, orifice plate, and steel ball from control valve.
4. Remove the screw and nut clamping the lever to the stem.
5. Remove the lever from the stem. It may be necessary to splay the lever
to be able to remove it. DO NOT apply any impact force to the lever, as
the stem or dog-point setscrew might get damaged.

6. Remove the detent setscrew, spring, and detent ball.
Figure 116. Removing Detent Setscrew (left) and Detent Spring and
Ball (right)
7. Remove the dog-point setscrew from the valve body.
Figure 117. Removing Dog-point Setscrew

8. Slide the stem and adapter out of the valve body together as one piece.
Push the stem out of the adapter such that the spring end of the stem
exits the adapter first. Note that the inner spring will come out with the
stem.
Figure 118. Removing Stem and Adapter from Valve Body (left) and
Removing Stem from Adapter (right)
9. Remove the O-ring from the groove in the end of the stem.
Figure 119. Removing O-ring From Stem

10. Remove the inner spring and roll pin from the stem only if replacement
of parts is necessary.
11. Remove the washer from the bore of the valve body (some models).
Note: the washer may have been removed with the stem.
12. Remove the (outer) spring and piston from the bore of the valve body.
Note that there may be washer(s) in the bore of the piston (some models).
Figure 120. Removing Spring and Piston from Valve Body
13. Remove the O-ring from the groove and the oil seal from the end of the
adapter.
Figure 121. Removing O-ring From Adapter

NOTES

Twin Disc, Incorporated Cleaning and Inspection
Cleaning and Inspection
Cleaning
Note: Replace all oil seals, gaskets, O-rings piston rings, seal
rings, snap rings, etc., as a part of any maintenance or
overhaul procedure. Replace shims that are damaged or
destroyed in disassembly.
Clean all parts using EPA/OSHA approved solvents or by steam cleaning.

Parts must be dried and oiled immediately to prevent corrosion.
Examine all parts carefully for grit, dirt and abrasives and reclean them
if necessary.
Clean all oil passages by working a piece of wire back and forth through
the passages and then flushing them with cleaning solvent.
Use clean solvent to flush oil pumps, valves, etc.
Flush all hoses, tubing, coolers etc., particularly if the unit is being
disassembled because of an internal failure.
De-burr the housing and bearing carrier with a stone or file in the vicinity
of all pusher screw locations.

Cleaning and Inspection Twin Disc, Incorporated
Cleaning Bearings
Do not remove grease in which new bearings are packed. Thoroughly wash
bearings that have been in service. Soak bearings in solvent if they are
particularly dirty or filled with hardened grease.
Never dry bearings with compressed air. Do not spin unlubricated

bearings. Oil bearings with SAE 10 engine oil immediately after cleaning.
Oil bearings before inspection.
Preventing Dirt from Entering into Bearings
Dirt and grit in bearings are often responsible for bearing failure; consequently,
it is important to keep bearings clean. Do not remove grease from new bearings.
Keep the wrapper on new bearings until they are installed. Do not expose clean
bearings if they are not to be assembled at once. Wrap them with a clean lint-
free cloth or paper to keep out dust.
Previously Sealed Joints
For previously sealed joints, scrape surfaces to remove old gasket

material or loctite.
Clean surfaces with solvent to remove oil and grease residue.
Test for clean surfaces by applying a few drops of cool water to the
surfaces. Parts are sufficiently clean if water covers the surface in a film.
If the water puddles or forms beads, use fresh solvent and reclean.

Inspection
Housings, Cast Parts, and Machined Surfaces
Replace cast parts or housings that are cracked.
Inspect bores for wear, grooves, scratches and dirt. Remove burrs and
scratches with crocus cloth or soft stone. Replace deeply grooved or
scratched parts. Do not remove excess material by sanding or grinding.
This will cause loss of fit of bearings or races.
Inspect oil passages for obstructions. If you find an obstruction, remove

it with compressed air or work a wire back and forth through the passage
and flush it with solvent.
Inspect machined surfaces for burrs, scratches, nicks and foreign matter.
If you cannot remove the defect with crocus cloth or a soft stone, replace
the part.
Inspect ground tapers for scratches, galling or scoring damage. If any of

these are present, replace the part.
Inspect ground tapers for burrs or nicks. If you cannot remove the defect
with a soft stone, replace the part.
Inspect threaded openings for damaged threads. Chase damaged

threads with a tap of the correct size.
Inspect studs for damaged threads and looseness. Replace defective

studs.
Inspect dowel pins for wear or damage. Replace defective dowels.
Inspect dowel pin holes for wear due to movement between mating parts.
If a dowel pin hole is worn, re-bore and sleeve the hole when possible.
Otherwise, replace the parts. This applies where a matched set of parts
is not involved.

Valve Seats
Inspect valve seats for burrs, nicks and scratches. If you cannot remove these
defects with a crocus cloth, replace the part. Check to see that the valve is
seating properly after reworking the valve seat.
Bearings
Inspect bearings for roughness of rotation. Replace the bearing if the

rotation is rough.
Inspect bearings for corrosion, and for indication of wear of balls or

rollers. Inspect for scored, scratched, cracked, pitted or chipped races.
If you find one of these defects, replace the bearing.
Inspect bearing bores and shafts for grooved, burred, or galled conditions
that would indicate the bearing has been turning in its housing or on its
shaft. If you cannot repair the damage with a crocus cloth, replace the
part.
Bushings and Sleeves
Inspect bushings for size and out-of-roundness. Inspect for scores, burrs, sharp
edges, and evidence of overheating. Remove scores with a crocus cloth. If the
bushing is out-of-round, deeply scored, or excessively worn, replace it.
Thrust Washers and Spacers
Inspect thrust washers for distortion, scores, burrs and wear. Rework or replace
any defective thrust washers or spacers.

Gears
Inspect gears for scuffed, nicked, burred or broken teeth. If you cannot
remove the defect with a soft stone, replace the gear.
Inspect gear teeth for wear that may have destroyed the original tooth
shape. If you find this condition, replace the gear.
Inspect thrust faces of gears for scores, scratches and burrs. If you cannot
remove these defects with a soft stone, replace the gear.
Splined Parts
Inspect splined parts for stripped, twisted, chipped or burred splines. Remove
burrs with a soft stone. Replace the part if other defects are found.
Springs
Inspect springs for broken or distorted coils. Replace the spring if either of
these defects is found.
Flexible Hoses
Inspect all flexible hoses for cracks and sponginess. Replace damaged hoses.
Clutch Plates
Inspect clutch plates for signs of overheating, pitting, or excessive wear of the
friction and splined surfaces. Replace the clutch plates if one of these defects
is found. Refer to wear limits in Description and Specifications.

NOTES

Twin Disc, Incorporated Assembly
Assembly
Unless otherwise specified, all torque values listed are for capscrews that have
been lubricated on the threads and contact surfaces.
The following discussion contains frequent reference to the transmissions parts

and components. Refer to Engineering Drawings.
Note: Photos used here are for the purpose of illustrating the
procedure and may not appear to be consistent with the
previous assembly steps.

Assembly Twin Disc, Incorporated
Prior to Assembly
Use the following reference: The input side of the transmission is the front and
the output side is the rear. Left and right sides are determined by facing the
output side of the transmission from the rear.
1. Identify and place the following bearing components in an oven at

120° C (250° F) for 30 minutes: output shaft rear tapered roller bearing
cone and both bearing cones for both clutch shafts.
Handle the bearing cones with care. The heated bearing cones are
extremely HOT.
2. Identify and place the following bearing components in a deep freeze

-51° C (-60° F) for at least two hours prior to assembly: all output bearing
cups, both front clutch shaft bearing cups.
Handle the frozen bearing cups with care. The bearing cups are
extremely COLD.
3. Submerge all new friction clutch plates in transmission oil for a minimum
of one hour prior to installation.

Assembly of Main Housing
1. Install a new suction tube o-ring into the main housing.
2. Lubricate the o-ring with light grease and push the suction tube into its
bore.
Note: Ensure that the caged nut in the suction tube assembly
lines up with the hole in the main housing.
3. If replacement is necessary, press new bearing cups to the bottom of

their bores in the Main Housing. Use Special Tool TD-300464 to install
the bearing cups for the primary and secondary shafts.
4. Coat the input seal bore of the main housing and the outer diameter of a
new input shaft seal with a thin film of M2828 anaerobic sealant (do not
apply excessive sealant, as seal and/or bearings may be damaged).
Apply a film of oil or assembly grease to the seal surface. Using Special
Tool TD-300456, press the oil seal into the bore with the spring-loaded
lip of seal toward the front (input) side of the housing. Press seal into
bore until it is flush with the inner face of the of the main housing.
Figure 122. Installing the Input Seal

Assembly of Primary Clutch
1. Install the heated rear bearing cone onto the input shaft (if removed).
Note: Heat the rear bearing cone in a 120° C (250° F) maximum

oven for 30 minutes prior to installing it on the shaft.
Handle the bearing cone with care. The bearing cone is extremely HOT.
2. Install a new piston ring and O-ring onto the clutch piston.
Figure 123. Clutch Piston, Piston Ring, and O-ring to be Installed
3. Install two 5/16 - 18 threaded rods into the piston. Install the clutch piston
in the driving transfer gear. Then remove the threaded rods.
Be sure the inner and outer seal rings are not cut or damaged during
installation of the clutch piston.

Figure 124. Installing Clutch Piston
4. Install the clutch release spring and spring retainer.
Figure 125. Installing Clutch Release Spring and Retainer

5. Compress the spring using a hydraulic press and Special Tool T-18502
and install the snap ring into the groove provided on the input shaft.
Figure 126. Installing Clutch Release Spring Retaining Snap Ring
6. Install the clutch plates as follows: Install a friction (faced) clutch plate
and alternate with steel and friction plates until the ten steel and eleven
friction plates are installed, finishing with a friction plate.
Note: Submerge all friction plates in clean SAE 40 engine oil

for one hour minimum prior to installation.
Figure 127. Install Clutch Steel Plates and Friction Plates

7. Install the clutch backplate.
Figure 128. Install Clutch Back Plate
8. Install the snap ring.
Figure 129. Installing Snap Ring

9. The two rear thrust bearing races are designed with different inside and
outside diameters. Install the rear thrust bearing onto the input shaft in
this order: thrust race (with the smaller i.d.; the i.d. pilots on the shaft),
needle bearing, and thrust race (with the larger o.d).
Figure 130. Installing Front Thrust Needle Bearing and Thrust Races
10. Pre-align splined teeth on steel clutch plates and install the forward pinion
onto the input shaft aligning the steel plates with the splines on the pinion.
Figure 131. Installing Pinion on Clutch Shaft

11. The two front thrust bearing races are designed with different inside
and outside diameters. Install the front thrust bearing onto the forward
pinion in this order: thrust race (with the larger o.d.; the O.D. pilots in the
pinion bore), needle bearing, and thrust race (with the smaller O.D.; this
thrust race pilots on the shaft).
Figure 132. Installing Rear Thrust Needle Bearing and Thrust Races
12. Install the Snap Ring.

Assembly of Secondary Clutch
Assemble the secondary clutch in a manner similar to assembly of the primary

clutch.
Note: The secondary clutch assembly differs from the primary

clutch assembly. The front thrust bearings and pinion are
not retained with a snap ring. However, there is a spacer
located between the thrust washer and the front bearing
cone.

Assembly of Output Shaft
Note: In order to ensure correct assembly of tapered gear and

shaft assemblies the advance of the gear on the shaft
must be measured and compared to the requirements of
the assembly. The advance is the distance that the gear
will be pressed onto the shaft after metal-to-metal contact
has been made by installing the gear onto the shaft firmly
by hand.
The following example is given to illustrate a method of

calculating the advance for the gear on the output shaft.
1. Prepare to assemble the output shaft and gear as follows:
a. Degrease the tapered bore of the gear and its mating surface
on the output shaft with 1, 1, 1-trichloroethane which meets OSHA
requirements.
b. Remove all traces of grease and oil from the tapered surfaces.
Dry with clean paper towels.
2. Press the gear onto the shaft and use 890 to 1335 N (200-300 lb) max.
force to seat it on its taper.
Do not chill the shaft nor heat the gear. Parts must be at room
temperature during assembly.
3. Calculate and measure gear advance.
a. Move the gear and shaft unit into a position to be able to accurately
measure the gear advance as shown in the figure that follows.
b. Measure and record the distance A from the front (input) end of
the shaft to the shoulder at the small end of the taper.

Figure 133. Calculate Output Gear Advance
c. Measure and record the width (C) of the bearing cone that will be
used in the assembly.
Figure 134. Measure Bearing Cone Width
d. Measure and record the distance B from the front of the shaft to
the front face of the gear.
e. Advance = A - B - (C) (measured above).
f. The advance created by pressing the gear on the shaft must be

2.64 to 3.45 mm (0.104 to 0.136 inches) in order to ensure correct
assembly.
4. Remove the gear from the shaft.
5. Position the main housing on the bed of a press with the input side
down. (output side up)

6. Install the front output bearing cup in the bore.
7. Again prepare to assemble the output shaft and gear as follows:
a. Degrease the tapered bore of the gear and its mating surface
on the output shaft with 1, 1, 1-trichloroethane which meets OSHA
requirements.
b. Remove all traces of grease and oil from the tapered surfaces.
Dry with clean paper towels.
Do not chill the shaft nor heat the gear. Parts must be at room
temperature during assembly.
8. Place the Special Output Bearing Support Tool TD-300428 through the
front bearing bore of the housing resting on the bed of the press.
9. Place the output shaft’s front bearing cone on the tool.
Be sure the bearing rollers are facing down toward the bearing’s cup
previously installed in the housing.
10. Carefully slide the output gear into the housing, resting on the front
bearing cone.
Be sure the large end of the taper is up.

11. Block the housing securely to insure stability.
12. Install the output shaft into the housing and into the tapered bore of the
output gear.
Be sure the large end of the taper is up.
Figure 135. Install the Output Shaft into the Gear and Bearing Cone
13. Press the output shaft into the gear and bearing cone to seat it on the
taper. Use a force of 687 to 902 KN (77 -101 tons) to install the shaft in
the output gear.
A force of 687 to 902 KN (77 - 101 tons) is required to install the output
gear. Therefore, the press should be shielded as a precaution.

14. Measure the distance from the end of the shaft to the bearing cone face.
Note: After the initial dimension is achieved, the gear must have
advanced to within 0.000 to 0.050 mm (0.000 to 0.002
inches) of the shaft shoulder at the small end of the taper.
15. Lift the shaft and gear to remove the blocks and the Special Output
Bearing Support Tool.
16. Then, gently lower the shaft and gear until the front bearing cone rests
securely in the front bearing cup.
17. Install the external snap ring to retain the bearing on the shaft.
Use extreme caution to prevent damage to the bearing rollers. Severe

impact may damage the bearing rollers and/or rolling surface. Damaged
rollers cause bearing failure.
18. If not already done, heat the rear roller bearing cone in a 120° C (250° F)
oven for not more than 30 minutes. Install the rear bearing cone on the
shaft and hold securely in place until the bearing returns to room
temperature.
Do not use excessive heat.
Handle the bearing cone with care. The bearing cone is extremely HOT.
19. Install rear output bearing cup into seal carrier.
20. Place carrier assembly, less the o-ring, onto rear output bearing cone.
Install two M10-1.5x30 capscrews 180 degrees apart and torque to
5.4 Nm (4 lb-ft).
21. Rotate shaft three turns and re-torque capscrews.
22. Use feeler gauge and measure the gap between face of housing and
seal carrier assembly in three locations and average the readings.

23. Select a shim pack that is 0.038 mm (0.0015 in.) thicker then the average
measurement taken above.
24. Remove the seal carrier and add the selected shim pack. Reinstall the
carrier assembly, less the o-ring. Install all eight M10-1.5x30 capscrews
and torque to 46 Nm (34 lb-ft).
25. Use a dail indicator and measure the shaft endplay.
Mark end of shaft with a locator towards the outside

circumference of shaft.
With assist of chain fall, lift shaft and rotate three turns.
Install dial indicator from housing to end of shaft mark locator
and zero the indicator.
Remove tension from lifting device, rotate shaft three additional
turns. Read dial indicator.
Adjust shims as necessary to obtain 0.00 - 0.08 mm (0.000 to
0.003 in.) shaft endplay.
Remove seal carrier and shim pack.
26. Coat the seal bore of the output seal carrier and the outer diameter of
new output shaft seals with a thin film of M2828 anaerobic sealant (do
not apply excessive sealant, as seal and/or bearings may be damaged).
Apply a film of oil or assembly grease to the seal surface. Press seals
into bore.
27. The first seal should be installed with the lip away from the bearing to a
depth of 18 mm (0.71 in.) from seal carrier face. The second seal should
be installed with the lip toward the bearing, and be flush with the seal
carrier face.
Note: Lubricate the seal lip with clean engine oil to ease
assembly without damage.

Figure 136. Seal locations
28. Install two M-10 guide studs, and place the final shim pack onto the
housing.
29. Install and lubricate o-ring on seal carrier.
30. Apply anaerobic sealant meeting MA937 (Loctite 290) requirements in

the entire cavity between the inner diameter of the shims and the outer
diameter of the housing.

31. Immediately install the output seal carrier and secure with the eight
capscrews. Torque the M10 x 30 capscrews to 46 Nm (34 lb.-ft.)
Note: Avoid excessive application of sealant that could increase

the thickness of the selected shim pack.
Figure 137. Installing Output Shaft Seal Carrier
32. Secure the gear pan with four 5/16 -.88 capscrews and sealing washers.
Torque the capscrews (well oiled) to 13-17 Nm (9-12 lb.-ft.).
Figure 138. Installing Gear Pan

Installation of Clutch Assemblies
1. Place the housing on a bench with the input side down.
2. Ensure that the primary and secondary front bearing cups are installed
in the housing.
3. Install the secondary shaft front bearing cone, retainer washer, first thrust
race, thrust bearing and second thrust race into the main housing. Be
sure they are stacked in the proper sequence.

Figure 139. Installing Secondary Clutch Bearing Cone & Races
4. Attach hoist and Special Pinion Clamp Tool TD-300429 on the

secondary clutch assembly. The tool arm will prevent the pinion from
falling from the shaft when the assembly is lifted into position.
Figure 140. Installing Secondary Clutch Assembly
5. Using a hoist, install the secondary clutch assembly into the housing.
Reach through the top cover and assemble the first thrust race, bearing,
second thrust race and spacer onto the shaft. Use a steel ruler or similar
device to hold them in place while lowering the shaft into the front bearing.
Note: The special tool may prevent the clutch assembly from
fully seating in place. If so, support the clutch assembly
and reposition the hoist to lift the clutch assembly, remove
the tool and lower the clutch into its correct position.

Figure 141. Installing Secondary Clutch Assembly
6. Install the primary shaft’s front bearing cone and snap ring retainer into
the main housing.
Insure that the bores of these parts are perfectly aligned.
Figure 142. Installing Primary Clutch Bearing and Snap Ring Retainer
7. Using a hoist, install the primary clutch assembly into the housing. Reach
through the top opening and correctly position the snap ring retainer on
the shaft and lower the assembly through the front roller bearing cone.
Note: A special tool is not required for installation of the primary

clutch assembly.
Use extreme caution to be sure the shaft passes correctly through the
retainer and bearing while the clutch is being lowered into place.
Figure 143. Clutch Assemblies Installed
8. Install the bearing carrier gasket and bearing carrier onto the housing.
Install several M10 x 1.5 capscrews and torque to 46 Nm (34 lb.-ft.).
9. Install the bearing cups into the bearing carrier.
10. For each shaft location, fabricate two steel bars - each drilled and tapped
with a 1/4 inch threaded hole - that can be bolted to the housing in such
a manner that the two tapped holes can be located behind the bearing
cup, approximately 180 degrees apart. The bars should be strong enough
that they do not bend.
11. Bolt the fabricated bars to the housing.
12. Screw 1/4 inch capscrews against the bearing cups, and torque to 1.13
Nm (10 lb.-in.).
13. Rotate the shaft at least three complete revolutions and re-torque the
capscrews to 1.13 Nm (10 lb.-in.). Repeat this process until the torque
remains consistent on the capscrews after the shaft is rotated.
14. With the clamping bars in place, use a depth micrometer to measure
from the rear surface of the housing to the rear face of the bearing cup in
two locations 180 degrees apart. Average the two measurements to
determine the gap. Record this as “E” in the following chart.

Figure 144. Typical tool being used to measure the Bore Depth in the
Output Seal Carrier
15. Measure the thickness of the manifold gasket (G). Record the
measurement in the following chart.
16. Calculate the primary and secondary shaft shims. Use the charts below.
The allowable range of endplay is 0.0 - 0.08 mm (0.0 - 0.003 in.).
Table 13. Cast Iron Main Housing

Calculate final shim thickness.
Secondary Shaft
Primary Shaft Nominal
Primary and Secondary Shafts With Nominal
Cast Iron Housing
mm inches mm inches
Dimension - Top of bearing cup to housing face (E)
Thickness of the manifold gasket (G)
Shim gap (E + G)
Desired clearance (P) 0.0381 mm 0.0015 in. 0.0381 mm 0.0015 in.
Select shims (E + G) - P
Final shims (E + G) - P
17. Remove the special measuring bars.

18. Prepare a correct shim pack for each of the shafts above.
Figure 145. Preparing and measuring final shim packs
19. Place the appropriate spacers and shims into their respective bores.
20. Install the piston rings on both clutch shafts, if they are not already
installed.

21. Install the manifold with the new gasket on the housing. Secure with
hex-head capscrews and torque them to 46 Nm (34 lb.-ft.).
Figure 146. Reinstall the Manifold
22. Replace all plugs that were removed from the manifold during
disassembly.
23. Apply a bead of M2828 anaerobic sealant around the edge of a new
expansion plug. Using Special Tool TD-300454, drive the plug into its
bore until it is flush with the rear face of the bearing carrier.
24. Install the pto cover strap. Secure with hex-head capscrews and torque
them to 80 Nm (59 lb.-ft.).

Installation of External Parts
1. Install the oil filter screen and O-ring plug. Install the M8 x 1.25 x 80
capscrew with the clamp plate, washer and o ring. Torque the capscrew
to 23 Nm (17 lb.-ft.).
Figure 147. Installing the Filter Screen
Figure 148. Installing the Filter Screen Bolt and Cover

2. Install the gasket and the oil pump. Ensure that the pump drive tang is
correctly engaged in the slot in the end of the shaft. Secure the with four
M12 x 1.75 x 35 capscrews and torque them to 80 Nm (59 lb.-ft.).
Figure 149. Installing the Pump
3. Install the output flange being careful not to damage the oil seal. This
operation has to be done by aid of Special Tool TD-300389 and 10-ton
hydraulic press.
Figure 150. Installing Output Flange

Figure 151. Installing Output Flange
4. Measure the distance from retainer washer shoulder in the output flange
to the end of the output shaft. Select shims 0.0508 mm to 0.1016 mm
(0.002 inches to 0.004 inches) thinner than the gap.
Figure 152. Measuring for Output Flange Shims
5. Install rectangular rubber washer.

Figure 153. Installing Output Flange Rubber Ring and Retainer Washer
6. Install the appropriate shims and output flange retainer washer. Apply
Loctite 242 to the threads of the three M12 x 45 place-head capscrews.
Install and torque them to 112 Nm (82 lb.-ft.).
Figure 154. Installing Output Flange Shims and Output Flange
7. With the back side up, install a dial indicator to read the output flange
pilot outer diameter eccentricity. Maximum eccentricity must not exceed
the value shown in the description and specifications section of this
manual. Specification is 0.10 mm (0.004 in.) maximum.

Figure 155. Checking Output Flange Eccentricity
8. With the back side up, install a dial indicator to read the output flange
runout. Maximum runout must not exceed the value shown in the
description and specifications section of this manual. Specification is
0.10 mm (0.004 in.) maximum.
Note: If the runout measurements exceed the requirements,

remove the output flange and index it 90 degrees, then
repeat the measurements.
Figure 156. Checking Output Flange Face Runout

9. Install the input coupling unit onto the input shaft and securely wire it to
the housing for transit.
Figure 157. Installing the Input Coupling
Figure 158. Installing the Input Coupling Unit
10. Install the oil gauge fitting and tube on the main housing. Torque the
fitting to 23 Nm (17 lb.-ft.).
Figure 159. Installing the Oil Gauge Tube

11. Orient the tube to the appropriate direction and tighten the oil gauge
tube nut.
Figure 160. Tightening the Oil Gauge Tube Nut
12. Install the breather.
Figure 161. Installing the Breather
13. Place a bead of anaerobic sealant around the edge of a new expansion
plug in the bore of the main housing at the front of the output shaft. Knock
the center of the plug to expand it securely into the bore.
14. Install the output speed pickup (on E-Troll units only). Turn speed pickup
until it touches the gear tooth o.d. and back off two complete turns and
tighten the jam nuts to 27 Nm (20 lb.-ft.)
15. Install the input speed pickup (on E-Troll units only). Turn speed pickup
until it touches the gear tooth o.d. and back off one complete turn and
tighten the jam nut to 27 Nm (20 lb.-ft.). If no speed pickup is used,
install the plug and o-ring, and torque to 88 Nm (65 lb.-ft.).

Assembly of Mechanical Control Valve
1. Install the thrust race, thrust bearing, and remaining thrust race onto the
stem.
Figure 162. Installing Thrust Bearing and Races
2. Install a new oil seal and O-ring into the valve cover.
3. Apply assembly grease or oil to the shaft of the valve stem, the oil seal,
and the O-ring. Install the stem into the valve cover.

4. Install the stop collar onto the stem so that the roll pin holes are aligned
as well as the marks made at disassembly. Drive the roll pin into the
collar and stem while supporting the stem to prevent damage to the
parts.
Figure 163. Installing Stop Collar (left) and Roll Pin (right)
5. Place the cover gasket over the stem assembly against the cover. Install
the assembly into the valve body, and torque the attaching screws to
33 Nm (24 lb.-ft.).
Figure 164. Installing Stem Assembly into Valve Body

6. Install the detent ball, spring and O-ring plug. Torque the plug to 37 Nm
(27 lb.-ft.).
Figure 165. Installing Detent Ball, Spring, and O-ring Plug
7. Install the valve lever, aligning the marks made at disassembly. Torque
the screw to 15 Nm (11 lb.-ft.).
8. Install the pressure regulator piston and springs into the valve body.
Figure 166. Installing Regulator Piston (left) and Springs (right)

9. Install the pressure regulator adjustment shims into the rate-of-rise piston.
Figure 167. Pressure Regulator Adjustment Shims
10. Install the rate-of-rise piston (with shims) into the valve body.
11. Install the check ball spring shim(s) and spring into the valve body.
Figure 168. Installing Check Ball Spring Shim(s) and Spring

12. Place one orifice plate gasket, the check ball, and the orifice plate onto
the valve body.
Figure 169. Installing Gasket, Check Ball, and Orifice Plate
13. Install the remaining gasket and orifice plate cover onto the valve body.
Install the attaching screws and tighten them alternating and evenly to
33 Nm (24 lb.-ft.).
14. Install valve onto the transmission and torque the attaching screws to
20 Nm (27 lb.-ft.).
Figure 170. Installing Selector Valve Assembly
15. Install the remaining O-ring plugs. Torque the M12 plugs to 16 Nm
(12 lb.-ft.), and the M27 O-ring plug to 75 Nm (55 lb.-ft.).

Assembly of GP Control Valve with Electronic Interface
Prior to assembly, all parts must be properly cleaned. Carefully inspect all o-
rings for any damage, and replace as necessary. Lubricate all o-rings, and
replace both gaskets.
1. Valve Assembly 1020729: Assemble the Main Regulator Valve body.
A. Install the Main Pressure pilot relief valve into the valve body and
torque to 27 Nm (20 lb.-ft.).
B. Install the Main Valve into the valve body and torque to 33 Nm
(24 lb.-ft.).
C. Install the 3/8 nptf pipe plug or optional temperature sensor into
the valve body and torque to 23 Nm (17 lb.-ft.).
D. Install the M27 x 2.0 o ring plug into the valve body and torque to
75 Nm (55 lb.-ft.).
Figure 171. Main Pressure Regulator Components Assembly 1020729

1. Valve Assembly 1021658: Assemble the Main Regulator Valve body.
A. Install the filter into the threaded hole of the valve body, and torque
to 7.5 Nm (5.5 ft.-lb.). If removed, install a new check valve
assembly into the bore of the valve body, and drive it with a drift
until it is flush with the face of the body. Install the 3/8 nptf pipe
plug or optional temperature sensor into the valve body and torque
to 23 Nm (17 lb.-ft.).
B. Install the gasket and cover without the adjustment screw to the
valve body with four M8 x 20 capscrews and torque to 23 Nm (17
lb.-ft.).
C. Install the spool with washer, and spring into the bore. Install the
gasket, and cover with the adjustment screw, using four M8 x 25
capscrews. Evenly tighten the capscrews, and torque to 23 Nm
(17 lb.-ft.).
D. Install the cap onto the adjusting screw finger tight as the main
pressure must be set at the time of installation or testing.
Figure 172. Assemble Main Pressure Regulator Components

2. Assemble the Top Valve Body. Install the two proportional valve
assemblies into the valve body, install the retaining plate, and torque the
M6-1.00 x 16 socket head capscrew to 9.5 Nm (7 lb.-ft.). Install the
Manual Direction Control Valve into the valve body, and torque to 27 Nm
(20 lb.-ft.). Install the M12 x 1.50 o-ring plug into the valve body and
torque to 16 Nm (12 lb.-ft.). Connect the wires for the Neutral Switch.
Figure 173. Assemble Top Valve Body Components
3. Install a new gasket, and the Main Regulator Valve Assembly to the
transmission or ditch plate, using the four twelve point capscrews. Torque
the capscrews to the level specified for the appropriate sized capscrew
into aluminum threads. See the torque specifications in Description and
Specifications.
Figure 174. Install Regulator Valve Body to Transmission

4. Install a new gasket, and the Top Valve Body Assembly on the Main
Regulator Valve Assembly, using six M10 -1.50 x 70 hex head
capscrews, and torque to 46 Nm (34 lb.-ft.).
Figure 175. Install Top Valve Body onto Regulator Valve Assembly
5. Install the Electronic Profile or E-Troll Module on the top Valve Body,
and torque the four M6-1.0 capscrews to 9.5 Nm (7 lb.-ft.).
Figure 176. Place Profile or E-Troll Module onto Valve and tighten screws
6. Connect the electrical wires to the proportional valves, and connect any
other wires that were removed during disassembly.

Adjustment of Main Pressure
Valve Assembly 1020729: It is recommended that following the servicing of

the GP Valve Assembly off of the transmission that a procedure be followed to
ensure the flushing of oil through the valve assembly, followed by adjustment of
the main pressure.
1. Install a main pressure gauge into the port on top of the Top Valve body.
2. Remove protective cover cap located at the end of the cartridge. This
will expose a 1/4" hex head adjustment stem. Loosen the jam nut on the
stem.
Figure 177. Pilot Relief Valve Assembly
3. Turn this adjustment stem counterclockwise until it reaches a positive

stop. This allows the engine/transmission to be started and flush any
debris past the relief valve.
Note: This must be done with the transmission in Neutral.
4. Start engine with controls in neutral. Main pressure should be

approximately 100 psi or less. Allow the fluid to flush the valve for
approximately 1 minute.
5. Turn the 1/4" hex head adjustment stem clockwise to achieve the main
pressure setting. A helpful practice is to turn the adjustment stem slightly
beyond the desired setting (approximately 5 psi) and then adjust for the
target pressure. This aids in reducing variance in pressure setting due
to torsional windup of the spring.
Note: If main pressure is to be set with cold oil, adjust the main
pressure approximately 5 to 10 psi higher than the desired
value with hot oil.
6. Tighten the jam nut to a torque of 20 Nm (15 lb.-ft.), install the protective
cap, and torque it to 14 Nm (10 lb.-ft.)

Valve Assembly 1020729:
1. Install a main pressure gauge into the port on top of the Top Valve body.
2. Remove protective cover cap located at the end of the adjusting stem.
This will expose a slotted adjustment stem. Loosen the jam nut on the
stem.
Figure 178. Main Pressure Regulating Valve Assembly 1021658
3. Start engine with controls in neutral.
Note: This must be done with the transmission in Neutral.
4. Turn the slotted adjustment stem clockwise to achieve the main pressure
setting. See the specifications in Description and Specifications.
5. Tighten the jam nut to a torque of 20 Nm (15 lb.-ft.), install the protective
cap, and torque it to 14 Nm (10 lb.-ft.)

Assembly of PX-10225 Electric Control Valve
Prior to assembly, all parts must be properly cleaned. Carefully inspect all o-
rings for any damage, and replace as necessary. Lubricate all o-rings, and
replace both gaskets.
1. Install the o-ring on the end of the shuttle ball seat and lubricate. Insert
the shuttle ball, followed by the seat with o-ring. Place the spacers against
the shuttle ball seat, and install the plug with sealing washer. Torque the
plug to 152 Nm (112 lb.-ft.).
Figure 179. Shuttle ball and components

2. Install the rate of rise orificed plug if it was removed. Torque it to 8.5 Nm
(11.5 lb.-ft.).
3. Install the inner cup, followed by the spring set. Insert shims (if necessary)
into the rate of rise piston, and insert it into the bore of the valve body,
and over the springs.
4. Insert the check ball spring and ball into the proper cavity, and install the
gasket, ball seat plate, gasket, and end cover. Install four screws, and
torque to 28 Nm (20.7 lb.-ft.).
Figure 180. Rate of Rise components
5. Lubricate the o-rings, and install the override cartridge into its housing if
it was removed.
6. Install the override valve assembly over the roll pin, install retaining screw,
and torque to 12 Nm (8.9 lb.-ft.).

Figure 181. Override valve cartridge Assembly
7. Lubricate the o-rings, and install the solenoid spools into the bores and
torque to 33.9 Nm (25 lb-ft).
8. Install gasket and valve onto the transmission and torque the attaching
screws to 20 Nm (27 lb-ft).
9. Install the solenoid coils onto the spools, and torque the retaining nuts to
6.8 Nm (5 lb-ft).
Figure 182. Solenoid Components

Assembly of 1018084 Electric Control Valve
Assembly of Electrical Control Valve (upper body half)
1. Install one dowel pin (large diameter) into each of the two bores of the
valve body.
2. Install one spring into each of the two bores of the valve body.
Figure 183. Dowel, Return Spring, Spool, and Plug
3. Install one spool into each of the two bores of the valve body.
4. On units equipped with the hydraulic lock feature, install one spring
followed by one pin (small diameter) into each of the spools.
5. Install the two O-ring plugs into the valve body and tighten to 75 Nm
(55 lb.-ft.)
6. Apply lubricant (such as Dow Corning 200® 30,000cSt fluid) to the O-

rings of the solenoids and plug (plug used on units without hydraulic
lock). Install solenoids (and plug, if equipped) into the valve body and
torque them to 34 Nm (25 lb.-ft.).
7. Insert the wires (pins) into the Weatherpak connector according to the
location markings made at disassembly. Close the end of the
Weatherpak connector to lock the wires in position.
8. Install the Weatherpak connector onto its retaining clip on the top of the
valve body.

Assembly of Electrical Control Valve (lower body half)
1. Install the steel shuttle ball into its bore in the valve body.
2. Install the O-ring onto the shuttle ball seat.
3. Apply lubricant such as Dow Corning 200® 30,000cSt fluid to the O-

ring, and install the seat into the valve body. Be sure to align the roll pin
holes in the seat with the holes in the valve body. One of the valve’s M8
x 1.25 cover screws threaded into the seat can be used to adjust the
seat location in the valve body.
4. Install the roll pin to retain the shuttle ball seat. Drive the roll pin in until it
is flush with the gasket surface of the valve body.
Figure 184. Installing Shuttle Ball Seat Roll Pin
5. Install the stem into the valve body, aligning the slot in the stem with the
threaded hole in the valve body for the dog-point setscrew. Be sure the
slot in the stem is aligned with the setscrew hole in the valve body to
prevent damage to the stem and valve body.

6. Apply MA908 threadlocker to the threads of the dog-point setscrew and

install. Tighten the dog-point setscrew until snug, then back off 1/2 turn.
Figure 185. Installing Dogpoint Setscrew
7. Install the steel detent ball into the valve body.
8. Install the detent spring over the detent ball.
9. Apply MA908 threadlocker to the threads of the hollow setscrew and

install into the threaded hole. A stepped Allen wrench, or one wrapped
with tape will ease the installation of the hollow setscrew. Tighten the
setscrew until it is flush with the gasket surface of the valve body. Check
the stem rotation and detent action.
Figure 186. Installing Detent Ball Setscrew

10. Install the thrust bearing and races (thrust washer on earlier units) over
the end of the stem.
11. Press the oil seal into the cover assembly until flush with the adjacent
cover surface.
12. Install the O-ring into the counterbore in the cover assembly.
13. Apply grease to the stem, O-ring, and oil seal lip.
14. Install cover assembly and gasket onto valve body. Be sure to align the
oil drain hole in the gasket with the hole in the valve body.
Figure 187. Holes in Gasket and Cover Must be Aligned
15. Install cover capscrews and torque to 23 Nm (17 lb-ft).
16. Install washer over stem and against oil seal.
17. Install spring over stem against washer.
18. Install lever onto the stem. It may be necessary to splay the lever to be
able to install it. DO NOT apply any impact force to the lever, as the
stem or dog-point setscrew may be damaged. Torque the lever’s
attaching screw to 9.5 Nm (7 lb.-ft.).
19. Install external retaining ring onto stem .
20. Install the steel balls and electrical switches into the bores in the sides
of the valve body (if equipped). Note that the small diameter ball is
inboard of the large diameter ball at each switch location.

21. Install the pressure regulating piston into valve body with spring pocket
out.
22. Install pressure regulating springs into valve body and into piston spring
pocket.
23. Install the shims that were removed into the bore of the rate-of-rise piston.
Install the rate-of-rise piston over the springs and into valve body.
24. Install neutral pressure regulating spring into the pocket of valve body.
Figure 188. Neutral Pressure Regulating Spring Location
25. Install the orifice protection screen into the valve body.
Figure 189. Installing Screen

26. Install orifice plate gasket onto valve body.
27. Install orifice plate and steel ball (against spring) onto valve body.
28. Install orifice plate cover and gasket onto valve body. Install cover
capscrews and torque to 23 Nm (17 lb.-ft.).
29. Install gasket over lower valve body half.
30. Set upper valve body half over lower valve body half. Insert the valve
attaching screws through valve body halves to keep parts in alignment
until installation onto the transmission. When installing the valve onto
the transmission, torque the screws to 54 Nm (40 lb.-ft.).
31. Install control valve ditch plate and gasket. Torque the ditch plate
attaching capscrews to 52 Nm (38 lb.-ft.).
32. Install control valve and gasket. Torque the valve attaching capscrews
to 54 Nm (40 lb.-ft.).
Figure 190. Installing O-ring onto Adapter

Assembly of Trolling Valve (Optional Equipment)
1. Press a new oil seal into the counterbore in the end of the adapter.
Install a new O-ring into the groove of the adapter.
Figure 191. Installing O-ring onto Adapter
2. Install a new O-ring into the groove of the stem.
3. Install the roll pin into the end of the stem (if removed).
4. Install the inner spring onto the roll pin in the stem end with a
counterclockwise twisting motion. The spring is to be installed onto the
roll pin such that the first coil contacts the end of the stem.
5. Apply assembly grease to the stem, from the O-ring to the reduced
diameter end. Install the stem into the adapter, with the reduced diameter
end entering the adapter first. Adjust the position of the stem if necessary
to bring the helical slot into alignment with the dog-point setscrew hole.
6. Install the large diameter washer (used on some models) inside the
bore of the adapter and over the inner spring until it lays flat on the end
of the stem.
7. Install the small washer (used on some models) inside the piston. The
washer must lie flat at the bottom of the bore in the piston.

8. Apply assembly grease to the adapter (where it contacts the trolling

valve body) and install the adapter into the valve body. Be sure to align
the setscrew holes in the adapter with those in the valve body.
Figure 192. Installing Trolling Valve Parts Into Trolling Valve Body
9. Apply MA908 threadlocker to the threads of the dog-point setscrew and

install. Tighten the dog-point setscrew until snug, then back off 1/2 turn.
The end of the setscrew should protrude approximately 3 mm (0.12 in.)
from the valve body when the dog point of the setscrew is fully engaged
in the helical slot.
Figure 193. Installing Dog-point Setscrew
10. Check the action of the stem in the trolling valve. If the stem does not
rotate 90° smoothly, loosen the dog-point setscrew 1/8 turn and recheck
the action of the stem.

11. Install the detent ball and spring into the remaining hole in the valve
body. Apply MA908 threadlocker to the threads of the detent setscrew
and install until flush with the valve body.
Figure 194. Installing Detent Ball, Spring, and Setscrew
12. Check the torque required to overcome the detent. The torque should
be 1.1-1.7 Nm (10-15 lb.-in.). Adjust the detent setscrew if necessary to
achieve the proper torque to rotate the lever out of the detent position.
13. Install the lever onto the stem. It may be necessary to splay the lever to
be able to install it. DO NOT apply any impact force to the lever, as the
stem or dog-point setscrew might get damaged.
14. Rotate the lever (if necessary) on the stem to the position shown on the
valve installation drawing (see Engineering Drawing Section of this
manual). Install the screw and nut to clamp the lever to the stem. Tighten
the screw and nut to 9.5 Nm (7 lb.-ft.).
15. Install the neutral pressure regulating spring into the bore of the control
valve (if removed).

16. Install the steel ball onto the neutral pressure regulating spring.
Figure 195. Installing Neutral Pressure Regulating Spring and Ball
17. Install the orifice plate gasket, orifice plate, trolling valve gasket, and
trolling valve onto the control valve. Install the attaching screws and torque
them to 23 Nm (17 lb.-ft.).
Figure 196. Installing Orifice Plate (left) and Trolling Valve Onto Valve
Body (right)

Twin Disc, Incorporated Installation
Installation
Prior to Installation
Most Twin Disc products mount directly onto the flywheel of the engine,
or are attached to the flywheel through external shafting or adapters.
Flywheel-to-driven component interference is possible due to mismatch
of components or other reasons. Therefore, engine crankshaft endplay
as well as flywheel alignment checks must be made before the driven
component is installed.
After installation of the driven component, the crankshaft endplay should be

measured again. The endplay at the second measurement should be the same
as the first. A difference in these two endplay measurements could be an
indication of interference. Consequently, the driven component should be
removed and the source of interference found and corrected.
Twin Disc will not be responsible for system damage caused by engine to
Twin Disc component interference regardless of the cause of interference.
This engine crankshaft endplay check is considered mandatory.
The transmission housing flange and pilot, the engine flywheel and the flywheel
housing must be checked for trueness. Clean the engine flywheel and flywheel
housing mounting surfaces thoroughly before any measurements are made.
Note: To isolate engine vibration and prevent transferring it to

the hull through the propeller shaft, the distance from the
marine gear output flange to a fixed stuffing box or the
first fixed bearing must be a minimum of 20 times the
shaft diameter. If the distance is less than this, a flexible
coupling may be necessary to isolate the engine vibration.

Installation Twin Disc, Incorporated
Alignment (also reference SAE J-1033 and J-617)
1. Bolt a thousandths increment dial indicator or gauge to the engine flywheel

so that the indicator is perpendicular to the face of the engine flywheel
housing, and the indicator stem is riding on the face of the flange.
Figure 197. Checking Flywheel Housing Flange for Deviations
2. Rotate the engine flywheel, always keeping a thrust in the same direction,
and note the face deviation of the engine flywheel-housing flange. The
face deviation must not exceed the figures given in Table 14.
Table 14. Total Indicator Readings for Engine Flywheel Housing Flange
Face Deviations and Bore Eccentricity

SAE Housing Number
mm (in)
00 0.48 (0.019)
0 0.41 (0.016)
1/2 0.36 (0.014)
1 0.30 (0.012)
2 0.28 (0.011)

3. With the indicator mounted as in the previous paragraph, adjust the

indicator stem so that it will ride on the bore of the engine flywheel
housing.
Figure 198. Checking Flywheel Housing Bore Eccentricity
4. Rotate the engine flywheel and note the bore eccentricity of the engine
flywheel-housing bore. See the previous Table for allowable tolerances.
5. Bolt a thousandths dial indicator or gauge to the engine flywheel housing

so that the indicator is perpendicular to the engine flywheel, and the
indicator tip is riding on the inner face of the flywheel. Rotate the flywheel.
The variation of the face runout of the surface to which the driving ring is
bolted should not exceed 0.013 mm (0.0005 in) per inch of diameter.
Figure 199. Checking the Flywheel Face Runout

6. With the indicator mounted as in the paragraph above, adjust the indicator
tip so that it will ride on the driving ring pilot bore of the engine flywheel.
Rotate the flywheel. The driving ring pilot bore eccentricity of the engine
flywheel should not exceed 0.13 mm (0.005 in) maximum total indicator
reading. Thrust on the flywheel should be in one direction at all times to
obtain a correct reading.
Figure 200. Checking the Flywheel Pilot Ring Bore Eccentricity

Alignment
Propeller Shaft
Before any attempt to align the engine and gearbox to the propeller shaft, proper
alignment of the propeller shaft must be determined. This includes alignment
of the propeller shaft through all struts and intermediate bearings. Failure to
properly align the propeller shaft may result in premature wear on bearings,
vibrations, or possible damage to other components.
If the length of the shaft from the last support bearing to the gearbox is excessive
or a flexible stuffing box is used, the shaft must be centered prior to engine and
gearbox to propeller shaft alignment.
Engine and Marine Transmission
Proper alignment of an engine and marine unit is critical, both during the initial
installation and at frequent intervals during the life of the boat. It is rather common
for a boat to change its form with various loads and with age. Engine and shaft
alignment can also change on a boat due to varying loads and the boat’s age.
The following steps may be taken to secure proper marine transmission
alignment.
When reinstalling a marine gear after a repair, or when installing a new marine
gear to an engine already mounted in the bed rails, the flywheel housing should
be checked for deflection using the following procedure:
Install the mounting brackets on the side mounting pads of the marine gear.
Install the driving ring on the engine flywheel. Bolt an indicator to the engine
block and set the indicator stem on the engine flywheel housing.
Note: If soft mounts are used, and only one softmount is used
on each side of the transmission (without being over-
loaded), place the softmount as far as possible from the
SAE flange mounting face.

Figure 201. Marine Gear Alignment
Set the indicator gauge at zero (0). Lift the marine gear with a hoist, or other
suitable means, and place the unit in position against the engine flywheel
housing. Secure the flange of the marine gear main housing to the engine
flywheel housing. Use a feeler gauge between each mounting bracket and
engine bed rail. Add shims between the brackets and bed rails to equal the
feeler gauge readings. Carefully release the lifting force on the marine gear
while observing the indicator. The indicator gauge must remain steady at the
zero mark. Torque the bed bolts to the proper rating. If the reading moves from
zero, lift the marine gear and insert additional shims. Continue this procedure
until the marine gear is completely at rest on the bed rails and the gauge
maintains a steady zero reading. After obtaining the correct zero reading,
indicating no distortion of the engine flywheel housing, secure the mounting
brackets to the engine bed rails. Before securing the mounting brackets to the
engine bed rails, the propeller shaft should be checked for alignment.
Note: The transmission output flange and companion flange

bolts must be torqued to the proper value as identified in
Description and Specifications.

Engine and Marine Transmission Alignment to Propeller Shaft
When mounting the engine and transmission in the boat, all of the
mounting pads on both the engine and transmission must be used.
Failure to do so may result in damage to the transmission or the engine
flywheel housing.
Figure 202. Transmission Mounting Configurations
When mounting the engine and transmission in the boat, all of the mounting
pads on both the engine and the transmission must be used. Failure to do so
may result in damage to the transmission.

It is important to align the engine and transmission only when the boat is afloat,
and NOT in dry-dock. During this alignment period, it is also advisable to fill
the fuel tanks and load the boat in the typical manner that it is to be used.
Some boats are built with flexibility and may change shape as the loading varies.
When a heavy boat is dry-docked, it naturally undergoes some bending.
Therefore, it is always good practice to unbolt the marine transmission coupling
to prevent bending of the shaft.
With the engine and transmission in position on the engine bed, arrangements
must be made to have a controlled lifting or lowering of each of the four
corners of the engine. If threaded holes are provided in each of the engine
mounts, jacking screws can be used in them. The engine can be raised by
screwing down, or lowered by backing off on the jacking screws to obtain the
desired adjustment.
Steel plates must be inserted under the jacking screws so that the bolts will
not damage the engine bed. Lifting can also be accomplished by the use of
chain hoists or properly placed jacks. Adjustable shims also are available and
can simplify the alignment process, particularly for future realignment.
It may also be necessary to move the engine and transmission to one side or
the other on the engine bed to obtain horizontal alignment. This can be done
with a jack placed horizontally between the engine and the foundation. At the
same time, a straight edge is laid across the edges of the flanges at the top
and side to check the parallel alignment of the coupling edges.
Figure 203. Checking Parallel Alignment of the Coupling

As the engine and marine transmission come into their aligned position, it will
be possible to mate the output flange and propeller coupling, and prepare for
bolting together. Care should be taken not to burr or mar this connection
because the fit is very critical. Place a 0.05 mm (0.002 in) feeler gauge
between the flanges of the coupling. Move (slide) the feeler gauge completely
around the coupling. Rotate the marine transmission flange coupling in 90
degree increments, and move the feeler gauge around the flange in each
successive position. The feeler gauge will fit snugly, with the same tension, all
around the flange coupling in all four positions if the alignment is correct.
If the alignment varies during rotation, additional alignment is necessary, or

the marine transmission and shaft couplings should be checked for proper
face runout. Runout must not exceed 0.10 mm (0.004 in). Excessive face
runout on the marine transmission output flange can usually be corrected by
repositioning the coupling on its spline or taper. Excessive shaft coupling
runout is usually due to inaccuracy of the taper fit or key to keyway interference.
The optimum relative mating location will be where the measured runout
dimensions of the transmission flange and the shaft coupling flange compliment
each other to result in the least relative out of true parallel measurement.
Figure 204. Checking Output Flange Face Runout

Figure 205. Checking Output Flange Pilot Eccentricity
Some boats are not structurally rigid and some carry their load in such a way
that they will “hog” or go out of normal shape with every loading and unloading.
Where this condition exists, it important to apply common sense alignment
techniques to minimize the potential damage to any of the components.
During the process of securing final alignment, it may be necessary to shift the
engine many times. When the final alignment is accomplished, mark and drill
the holes for the lag studs or locating dowel pins. Then with final alignment
secured, make up the necessary poured, steel, or hardwood shims, and
fasten the engine and transmission in place. Then recheck the alignment, and
if satisfactory, bolt the coupling together.

There are many types of flexible couplings in the market today that solve a
variety of problems:
Couplings to reduce noise and vibration.
Couplings to allow a permanent angular misalignment.
Couplings that allow engines to be flexibly mounted and take out the
momentary misalignment.
In some cases, the proper alignment of these couplings requires an accuracy

equal to that of rigid couplings. Always use the alignment procedures
recommended by the coupling manufacturer.

Electrical Controls
All electrical cables and connectors must be adequately supported to prevent

rubbing, chafing, or distress from relative movement. All electrical connections
must be tight and free from any corrosion. It is strongly recommended that the
control harnesses and wiring guidelines be followed to ensure proper installation
of all wiring.
Control Harnesses and Wiring guidelines

Install all control cables and harnesses as follows:
1. The connector end of each control cable or harness must be secured
within twelve inches of control connectors, other connectors, and all other
termination points. The cable or harness must be secured to frame
supports at sixteen inch intervals along its entire length unless installed
in rigid ducting or conduit.
2. Keep cable or harness away from hot surfaces, moving parts and oil
locations.
3. Attach cable or harness to vessel, making the connector the highest

point of the cable. If not possible, install cable or harness with a drip
loop.
4. Protect cable or harness with grommet, loom or flex guard at any “rub”
point, particularly when passing a sheet metal hole.
5. Locate cable or harness away from potential hazards. For example, a

screw cutting through the jacket and shorting a conductor to the chassis,
welding, drilling, heat/exhaust, burrs, sharp edges, etc.
6. Prevent the cable from becoming a step or hand rail.
7. Make sure connectors will mate properly. Locate and use the connector
orientation key.
8. Circular connectors must be hand tightened and lock wired if possible..
9. Cable or harness bend radius must not be less than eight times the
cable diameter.

10. Avoid twisting or winding the cable along its axis during installation or
removal.
11. Whenever mating connectors, always inspect each for damage or

defects. For example: bent pins, pushed-back sockets, broken keys,
etc.
12. Boots must be secured to cable or harness with cable tie to prevent
boot from sliding off connector. Cable tie must be installed over cable
or harness and butted up against boot where the cable or harness exits
the boot.
13. Cables must not be installed in a manner which puts strain on the
connector or results in more than twenty-four inches of excess length.
14. Ensure metal clamps and cable ties do not cut through cable installation.
15. Check that all circular connectors are hand (finger) tight. Check that
Sure-Seal connectors have clip/clamps in place. Check that Weather
Pack, Metri Pack and Deutsch connectors are snapped together.
16. Check cable or harness tiedowns. Keep cable securely fastened to

vessel frame.
17. Check the condition of the cable or harness at any “rub” point and
wherever the cable or harness passes through a sheet metal hole, and
wherever clamps or metal cable ties are used..
18. Check cable or harness for cracks, effects of vibration, abrasion,

brittleness or abuse.
19. Visually inspect for evidence of moisture or corrosion.

Figure 206. Mechanical Control Valve Installation Specifications

Figure 207. Optional Electric Control Valve Installation Specifications

Figure 208. Optional PX10285 Electric Control Valve Install Specs

Wiring Connections for Optional GP Control Valve
General
The vessel wiring for the Profile or E-Troll Module must be of sufficient size to
prevent excessive voltage drop (no greater than 0.5 VDC) between the battery
connections (positive voltage and ground) and the Profile or E-Troll Module.
The modules operate from nominal 12 VDC or 24 VDC batteries. The battery
power connection must be protected by an electrical over-current protection
component (fuse or circuit breaker) as required by the vessel’s approval agency.
The minimum current capacity should be 5 amps.
DO NOT connect valve coils directly to battery power supply voltage.

Use an approved Twin Disc Control System.
The customer supplied selector switches for each of the transmission clutches
and for troll (if equipped) must be connected directly to the wires of the Profile
or E-Troll Module, and connected to the power source as shown in the table
that follows. No other electrical loads should be connected to this circuit.
Wiring Options
The following power connection schematics show the possible configurations

for connecting Electronic Profile or E-Troll Module to the power source for the
three possible wiring options.
Option 1 connections are used when the Profile or E-Troll Module

direction control is mechanically switched.
Option 2 connections are used when the Profile or E-Troll Module

direction control is from an electronic controller that provides switched
battery positive direction outputs.
Option 3 connections are used if the electronic propulsion controller

provides switched battery negative direction outputs. Twin Disc must
be consulted for additional information.

Make the following Connections
The customer supplied normally closed not in neutral relay must be

located in a position to not be affected by vibration. The coil must have
a 200 maximum current draw. The coil must be connected to the two
“not in neutral” wires of the Profile Generator. When the “not in neutral”
circuit is not used, the following wires must be insulated and secured.
MGX Profile Module - Black and White wires

All others - Blue and Black wires
EC200/EC250 applications: Remove weather pack connector from

the control’s solenoid harness. If EC250, insulate and secure the blue
and brown wires of the ASM203452 harness.
Plug the appropriate connectors from the Profile Generator into the
appropriate Proportional Valves.
Engine Speed sensor and the Propeller speed sensor (if equipped).
Temperature sensor (if equipped).
To initiate troll without the 0.5 volt dead band at minimum troll, add a 100
ohm resistor between the potentiometer and the green wire.
When troll speed current input is used to control trolling speed, the orange
and green troll speed potentiometer input wires must be electrically
connected together with a solder shrink connector. The red wire must
be insulated and all three wires secured.
When troll speed voltage input is used to control trolling speed, the violet
and green wires must be insulated and secured.

PINK
BATT-
RED +5V TROLL ENABLE SWITCH
TROLL SPEED POTENTIOMETER 1K OHM
ORANGE CLOSED = TROLL MODE
0.0 TO 0.5 VOLT = MINIMUM TROLL
OPEN = CRUISE MODE
GREEN 4.75 TO 5.0 VOLT = MAXIMUM TROLL (SEE NOTES 2 & 4) (CUSTOMER SUPPLIED)
SOLENOID B ON (CUSTOMER SUPPLIED)
(RED LED) VIOLET +
TROLL SPEED CURRENT INPUT
GREEN - 4 - 20 MA. (SEE NOTE 1)
WIRING DIAGRAM (OPTION 1)
GREEN
1
TEMPERATURE SENSOR
USED IF DIRECTION IS MECHANICALLY SWITCHED.
TAN
2
DH
TAN
1
TAN ENGINE SPEED SENSOR
2
DH
RED
A
POWER OK
BROWN
(GREEN LED) C PROPELLER SPEED SENSOR
GREEN
B
DH
BLACK NORMALLY CLOSED
A
BLACK SOLENOID "A" "NOT IN NEUTRAL" RELAY
B
MP CLOSED IN NEUTRAL
RED
A (CUSTOMER SUPPLIED)
RED SOLENOID "B"
B
BLUE MP
BLACK 200 mA. MAXIMUM

SOLENOID A ON 86 85
(RED LED)
WHITE
BATT+
87
BLACK SOLENOID "B" ENGAGE SWITCH 30
(CUSTOMER SUPPLIED)
YELLOW TO
BATT+ 87A
START
SOLENOID "A" ENGAGE SWITCH CIRCUIT
(CUSTOMER SUPPLIED)
TRANSMISSION MANUAL
SOLENOID RETURN OVERRIDE SWITCHES
BATT-
PINK
BATT-
RED +5V TROLL ENABLE SWITCH
TROLL SPEED POTENTIOMETER 1K OHM
ORANGE CLOSED = TROLL MODE
0.0 TO 0.5 VOLT = MINIMUM TROLL
OPEN = CRUISE MODE
GREEN 4.75 TO 5.0 VOLT = MAXIMUM TROLL (SEE NOTES 2 & 4) (CUSTOMER SUPPLIED)
SOLENOID B ON (CUSTOMER SUPPLIED)
(RED LED) VIOLET +
TROLL SPEED CURRENT INPUT WIRING DIAGRAM (OPTION 2)
GREEN - 4 - 20 MA. (SEE NOTE 1)
USED IF ELECTRONIC PROPULSION CONTROLLER
GREEN PROVIDES SWITCHED BATTERY POSITIVE
1
TAN TEMPERATURE SENSOR DIRECTION OUTPUTS.
2
DH EC200/250 CONTROLLER SHOWN AS EXAMPLE.
TAN
1
TAN ENGINE SPEED SENSOR
2
DH
RED
A
POWER OK
BROWN
(GREEN LED) C PROPELLER SPEED SENSOR
GREEN
B
DH
A
B
RED
RED SOLENOID "B"
B
BLUE MP

SOLENOID A ON 86 85
(RED LED)
WHITE BLACK +
BLACK WHITE - SOLENOID "A" OUTPUT SOLENOID HARNESS 87
30
EC200 = 1018045 SERIES
YELLOW RED + EC250 = ASM203452 SERIES TO
87A
SOLENOID "B" OUTPUT SEE NOTE 6 START
GREEN -
CIRCUIT
TRANSMISSION MANUAL

USED IF ELECTRONIC PROPULSION CONTROLLER PROVIDES
SWITCHED BATTERY NEGATIVE DIRECTION OUTPUTS.
CONSULT TWIN DISC FOR MORE INFORMATION.
Figure 209. MG E-Troll Wiring Diagram


SOLENOID B ON USED IF DIRECTION IS MECHANICALLY SWITCHED.
(RED LED)
GREEN
1
TAN TEMPERATURE SENSOR
2
DH
POWER OK
(GREEN LED)

A
B
RED
RED SOLENOID "B"
B
BLUE MP

SOLENOID A ON 86 85
(RED LED)
WHITE
BATT+
87
BLACK SOLENOID "B" ENGAGE SWITCH 30
(CUSTOMER SUPPLIED)
YELLOW TO
BATT+ 87A
START
SOLENOID "A" ENGAGE SWITCH CIRCUIT
(CUSTOMER SUPPLIED)
TRANSMISSION MANUAL
BATT-

USED IF ELECTRONIC PROPULSION CONTROLLER
SOLENOID B ON PROVIDES SWITCHED BATTERY POSITIVE
(RED LED) DIRECTION OUTPUTS.
EC200/250 CONTROLLER SHOWN AS EXAMPLE.
GREEN
1
TAN TEMPERATURE SENSOR
2
DH
POWER OK
(GREEN LED)

A
B
RED
RED SOLENOID "B"
B
BLUE MP

SOLENOID A ON 86 85
(RED LED)
WHITE BLACK +
BLACK WHITE - SOLENOID "A" OUTPUT SOLENOID HARNESS 87
30
EC200 = 1018045 SERIES
YELLOW RED + EC250 = ASM203452 SERIES TO
87A
SOLENOID "B" OUTPUT SEE NOTE 3 START
GREEN -
CIRCUIT
TRANSMISSION MANUAL

USED IF ELECTRONIC PROPULSION CONTROLLER PROVIDES
SWITCHED BATTERY NEGATIVE DIRECTION OUTPUTS.
CONSULT TWIN DISC FOR MORE INFORMATION.
Figure 210. MG Profile Module Wiring Diagram

Final Checks
Be sure the transmission is filled with oil before starting. See Description and
Specifications and Preventative Maintenance for proper oil and filling procedure.

NOTES

Twin Disc, Incorporated Special Tools
Special Tools
List of Special Tools
The following pages include the special tool drawings that are specific to these
models. The special tool drawings included are listed below and continue on
the following page.
T-18502 Release Spring Compressor
TD-300389 Output Flange Puller
TD-300427-A Output Gear Press Sleeve
TD-300428 Output Bearing Support
TD-300429 Pinion Clamp (Secondary Shaft)
TD-300432 Clutch Lifting Tool
TD-300454 Expansion Plug Installation (Bearing Carrier)
TD-300456 Seal Installation (Input)
TD-300464 Bearing Cup Installation
TD-1022474 GP Valve Adjustment

Special Tools Twin Disc, Incorporated
T-18502 Release Spring Compressor
Release Spring Compressor

T-18502

TD-300389 Output Flange Puller
Output Flange Puller

TD-300389

TD-300427 Output Gear Press Sleeve
Output Gear Press Sleeve

TD-300427

TD-300428 Output Bearing Support
Output Bearing Support

TD-300428

TD-300429 Pinion Clamp (Secondary Shaft)
Pinion Clamp (Secondary Shaft)

TD-300429

TD-300432 Clutch Lifting Tool
Clutch Lifting Tool

TD-300432

TD-300454 Expansion Plug Installation (Bearing Carrier)

TD-300456 Seal Installation (Input)

TD-300464 Bearing Cup Installation

1022474 GP Valve Adjustment

NOTES

Twin Disc, Incorporated Illustrations
Illustrations
List of Illustrations
The following pages include illustrations that are specific to this model. The
illustrations included are listed below.
Note: Any part numbers listed in the following illustrations are

for reference only. Please refer to your bill of material for
part numbers specific to your model.
MG-5114DC Transmission -Cross Section
Primary Clutch Shaft - Cross Section
Secondary Clutch Shaft - Cross Section
Input Group - Cross Section
Output Shaft - Cross Section
Housing Group - Cross Section
Selector Valve - Cross Section

Illustrations Twin Disc, Incorporated
MG-5114DC Transmission - Cross Section

Primary Clutch Shaft - Cross Section

Secondary Clutch Shaft - Cross Section

Input Group - Cross Section

Output Shaft - Cross Section

Housing Group - Cross Section

Selector Valve - Cross Section

Twin Disc, Incorporated Engineering Drawings
Engineering Drawings
List of Engineering Drawings
The following pages include the engineering drawings that are specific to these
models. The engineering drawings included are listed below.
Note: Any part numbers listed in the following engineering

drawings are for reference only. Please refer to your bill
of material for part numbers specific to your model.
PX-10250-A (sheet 1 of 8) MG-5114DC Cross Section
PX-10250-A (sheet 2 of 8) MG-5114DC Cross Section
PX-10250-A (sheet 3 of 8) MG-5114DC Installation
PX-10250-A (sheet 6 of 8) MG-5114DC Installation with H.E.
PX-10250-A (sheet 8 of 8) MG-5114DC Installation with H.E.

& Twinco Valve
PX-12011B Power Take-Off (PTO)
PX-9975 Electric Control Valve Assembly
PX-10285 Electric Control Valve Assembly
1018084 Electric Control Valve Assembly
1021658 GP Valve Assembly
1020729 GP Valve Assembly
1020583 E-Troll Control Module (sheet 1 of 2)
1020585 Profile Control Module (sheet 1 of 2)
A7119J Hydraulic diagram

Engineering Drawings Twin Disc, Incorporated

#1022655 05/06
TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM

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TWIN DISC

Document Number: 1022655

Twin Disc, Incorporated makes no warranty or guaranty of any

November 30, 2005 TDWP2003 rev 2005

COMMERCIAL MARINE TRANSMISSIONS ALL RATIOS:

November 30, 2005 TDWP2003A rev 2005

Description and Specifications .........................17

Preventative Maintenance ..................................71

Cleaning and Inspection ..................................145

Special Tools .....................................................229

Marine Transmission Service Manual #1022655 9

TD-300464 Bearing Cup Installation ............................................ 238

Engineering Drawings ......................................249

Operation and maintenance personnel responsible for this equipment should

Safety and General Precautions

Marine Transmission Service Manual #1022655 11

Important Safety Notice

Proper installation, maintenance, and operation procedures must be followed

Inspect as necessary to assure safe operations under prevailing conditions.

Selecting NEUTRAL disengages transmission clutches but does not

To prevent accidental starting of the engine when performing routine

Select lifting eyebolts to obtain maximum thread engagement with bolt

Frequent reference to the information provided in the Marine Transmission

12 Marine Transmission Service Manual #1022655

Conditions where backdriving may occur:

 Vessel is being towed.

 One or more engines on a multiple-transmission vessel are shut down

 Sailboat under sail with auxiliary engine shut down.

 Vessel tied up or docked in a heavy current.

Any of the following solutions are applicable for all MG-5114DC

 Lock the propeller shaft to prevent rotation.

 Add an electric-driven auxiliary oil pump into the lubrication circuit.

Marine Transmission Service Manual #1022655 13

Ordering Parts and Obtaining Services

All replacement parts or products (including hoses and fittings) must

Ordering Service Parts

14 Marine Transmission Service Manual #1022655

Source of Service Information

Marine Transmission Service Manual #1022655 15

16 Marine Transmission Service Manual #1022655

Description and Specifications

The MG-5114DC is a reverse and integral reduction Marine Transmission which

This transmission is controlled completely by hydraulics. Both the primary and

The model MG-5114DC transmission has an aluminum alloy main housing.

Figure 1. Example of Nameplate.

Marine Transmission Service Manual #1022655 17

The MG-5114DC transmission is operated through a torsional coupling mounted

Always reference the Bill of Materials (BOM) or Specification number when

18 Marine Transmission Service Manual #1022655

Taper Roller Bearings

Oil Pump Drive

Marine Transmission Service Manual #1022655 19

20 Marine Transmission Service Manual #1022655

Flexible Torsional Input Coupling

 Dampen torsional vibrations

 Change the natural frequencies of a system to move critical frequencies

 Accommodate a certain amount of misalignment

 Absorb shock and reduce noise

 Minimize gear “rattle”

Marine Transmission Service Manual #1022655 21

Table 1. Heat Exchanger Requirements

22 Marine Transmission Service Manual #1022655

Maximum operating speed: 3000 rpm

Vessel is being towed.

One or more engines on a multiple-transmission vessel are shut down

Sailboat under sail with auxiliary engine shut down.

Vessel tied up or docked in a heavy current.

Lock the propeller shaft to prevent rotation.

Add an electric-driven auxiliary oil pump into the lubrication circuit.

Dampen torsional vibrations

Change the natural frequencies of a system to move critical frequencies

Accommodate a certain amount of misalignment

Absorb shock and reduce noise

Minimize gear “rattle”