Operating Instructions: Marine Transmission ZF 9000 Series

OPERATING INSTRUCTIONS
Marine transmission
ZF 9000 series
ZF 9000 NR, ZF 9050 NR, ZF 9055 NR, ZF 9300 NR, ZF 9311 NR,
ZF9350NR, ZF 9351 NR, ZF 9355 NR, ZF 9356 NR
ZF 9000 NR2, ZF 9050 NR2, ZF 9055 NR2, ZF 9060 NR2
ZF 9000 NR2B, ZF 9050 NR2B, ZF 9055 NR2B, ZF 9060 NR2B
ZF 9000 NR2H, ZF 9050 NR2H, ZF 9055 NR2H
ZF 9000, ZF 9050, ZF 9055, ZF 9300, ZF 9311, ZF9350, ZF 9351,

ZF 9355, ZF 9356
ZF 9000 A, ZF 9050 A, ZF 9055 A
ZF 9000 ANR, ZF 9050 ANR, ZF 9055 ANR
ZF 9000 V, ZF 9050 V, ZF 9055 V
ZF 9000 VNR, ZF 9050 VNR, ZF 9055 VNR
ZF 9300 U / ZF 9350 U / ZF 9355 U
3103.758.101_b
2
The present operating instructions are protected by

copyright. Any reproduction or dissemination in wha-
tever form – including in adapted, paraphrased or ex-
tracted form – in particular as reprint,
photomechanical or electronic reproduction or as
storage in data processing systems or data networks
is prohibited without the approval of the holder of the
copyright and will be prosecuted under civil and crimi-
nal law.
Subject to alterations in design
Edition: 2009/11
Index of revisions: b
Document No.: 3103.758.101
Printed in Germany
© ZF Friedrichshafen AG, 2009
ZF MARINE GMBH
D-88038 Friedrichshafen
Germany
Telephone +49 7541 77-2207
Fax +49 7541 77-4222
info.zfmarine@zf.com
© ZF Edition: 2009/11 / 3103.758.101

Table of contents
Table of contents 3
TABLE OF CONTENTS 2.1.4.4 ZF 9000 NR2 /

ZF 9050 NR2 /
TABLE OF CONTENTS ........................................ 3 ZF 9055 NR2 /
ZF 9060 NR2 ................... 27
Foreword ............................................................ 7 2.1.4.5 ZF 9000 NR2B /
ZF 9050 NR2B /
1 Safety ................................................................. 9 ZF 9055 NR2B /
1.1 Conventions for safety instructions ZF 9060 NR2B ................. 29
in the text ................................................. 9 2.1.4.6 ZF 9000 NR2H /
1.2 General notes ........................................... 9 ZF 9050 NR2H /
1.3 Personnel and organisational ZF 9055 NR2H ................ 32
requirements .......................................... 10 2.2 Technical specifications .......................... 35
1.4 Safety regulations for service and repair 2.2.1 Cooler specifications for
works ..................................................... 10 transmission versions ZF 9000 NR2 /
1.5 Consumables and service fluids, fire ZF 9050 NR2 / ZF 9055 NR2 /
and environmental protection ................. 13 ZF 9060 NR2 ............................... 35
1.6 Transport ................................................ 14 2.2.2 Cooler specifications for
transmission versions
2 Product overview ............................................. 15 ZF 9000 NR2B / ZF 9050 NR2B /
2.1 Transmission overview ............................ 15 ZF 9055 NR2B / ZF 9060 NR2B /
2.1.1 General design principle .............. 15 ZF 9000 NR2H / ZF 9050 NR2H /
2.1.1.1 Oil supply and ZF 9055 NR2H ............................ 36
transmission cooler .......... 15 2.2.3 Cooler specifications for
2.1.1.2 Control unit and transmission versions
transmission control ........ 15 ZF 9000 / ZF 9050 / ZF 9055 /
2.1.1.3 Transmission design in ZF 9300 / ZF 9311 / ZF 9350 /
A and parallel version ...... 15 ZF 9351 / ZF 9355 / ZF 9356
2.1.1.4 Transmission designs in ZF 9000 NR / ZF 9050 NR /
V and U version ............... 16 ZF 9055 NR / ZF 9300 NR /
2.1.1.5 Transmission designs in ZF 9311 NR / ZF 9350 NR /
NR2 version ..................... 16 ZF 9351 NR / ZF 9355 NR /
2.1.2 Installation position in the ship .... 18 ZF 9356 NR
2.1.2.1 Motor transmission ZF 9000 A / ZF 9050 A / ZF 9055 A /
arrangement “standard” .. 18 ZF 9000 ANR / ZF 9050 ANR /
2.1.2.2 Motor-transmission ZF 9055 ANR
arrangement in U or ZF 9000 V / ZF 9050 V / ZF 9055 V /
V shape ........................... 18 ZF 9000 VNR / ZF 9050 VNR /
2.1.3 Direction of rotation of propeller ZF 9055 VNR
during forward travel ................... 20 ZF 9300 U / ZF 9350 U /
2.1.4 Transmission views ...................... 21 ZF 9355 U ................................... 36
2.1.4.1 ZF 9000 / ZF 9050 / 2.2.4 Oil types ...................................... 36
ZF 9055 / ZF 9300 / 2.2.5 Oil quantities ............................... 36
ZF 9311 / ZF 9350 / ZF 9351 2.2.6 Transmission ratio ........................ 37
/ ZF 9355 / ZF 9356 / 2.2.7 Transmission weight .................... 37
ZF 9000 NR / ZF 9050 NR / 2.2.8 Transmission description .............. 37
ZF 9055 NR / ZF 9300 NR / 2.2.9 Monitoring ZF 9000/9300 series
ZF 9311 NR / ZF 9350 NR / without versions NR2, NR2B, and
ZF 9351 NR / ZF 9355 NR / NR2H .......................................... 39
ZF 9356 NR ..................... 21 2.2.10 Monitoring values ZF 9000 NR2/
2.1.4.2 ZF 9000 A / ZF 9050 A / NR2B/NR2H, ZF 9050 NR2/NR2B/
ZF 9055 A / ZF 9000 ANR / NR2H, ZF 9055 NR2/NR2B/NR2H,
ZF 9050 ANR / ZF 9060 NR2/NR2B ..................... 40
ZF 9055 ANR .................. 23
2.1.4.3 ZF 9000 V / ZF 9050 V /
ZF 9055 V / ZF 9000 VNR /
ZF 9050 VNR /
ZF 9055 VNR ................... 25
3103.758.101 / Edition: 2009/11 © ZF

4 Table of contents
3 Description - basis transmission and versions 41 4.1.10 Oil filling and oil level control ....... 56
3.1 Functions ............................................... 41 4.1.11 Connection of monitoring
3.1.1 Transmission in parallel design .... 41 equipment ................................... 57
3.1.2 Transmission in A design ............. 41 4.2 Installation control and commissioning ... 57
3.1.3 Transmission in V design ............. 42 4.3 Commissioning after standstill ................ 58
3.1.4 Transmission in NR2 design ......... 42 4.3.1 Standstill of 3 to 6 months ........... 58
3.1.5 Transmission in NR2B design ...... 43 4.3.2 Standstill of 6 to 9 months ........... 58
3.1.6 Transmission in NR2HR design .... 43 4.3.3 Standstill of 36 months and more 58
3.1.7 Transmission in NR2HL design .... 43 4.4 Operation control .................................... 58
3.1.8 Oil supply .................................... 44 4.4.1 Minimum transmission
3.1.9 Hydraulic multiple-disc clutch ...... 44 monitoring ................................... 59
3.1.10 Transmission cooling ................... 44 4.4.2 Additional transmission
3.1.11 Control unit and monitoring ................................... 59
transmission control .................... 44
3.2 Application area ..................................... 44 5 Operation ......................................................... 61
3.2.1 Application group P ..................... 44 5.1 Operating controls .................................. 61
3.2.2 Application group L ..................... 45 5.1.1 Electric transmission control with
3.2.3 Application group M .................... 45 three magnet valves
3.2.4 Application group C ..................... 45 (for ZF 9000 series without NR,
NR2, NR2B, and NR2H) ............... 62
4 Initial installation and 5.1.1.1 Electric transmission control
commissioning .................................................47 elements .......................... 62
4.1 Initial installation ..................................... 47 5.1.1.2 Mechanical emergency con-
4.1.1 Transmission support in the trol with three magnet valves
foundation ................................... 48 (for ZF 9000 series without
4.1.2 Connection to the motor .............. 49 NR, NR2, NR2B,
4.1.3 Connection to propeller shaft ....... 49 and NR2H) ....................... 63
4.1.3.1 Shaft installations with only 5.1.1.3 Operation using the
one support for propeller mechanical emergency
shaft (fig. A) .................... 50 control ............................. 65
4.1.3.2 Shaft installations with 5.1.2 Electric transmission control with
two or more supports two magnet valves
for the propeller shaft (for ZF 9000 series without NR,
(fig. B) ............................. 50 NR2, NR2B, and NR2H) ............... 67
4.1.4 Connection to the joint shaft ........ 51 5.1.2.1 Electric transmission control
4.1.5 Alignment of the transmission ..... 53 elements .......................... 67
4.1.6 Transmission cooling 5.1.2.2 Mechanical emergency con-
(cool systems) ............................. 53 trol with two magnet valves
4.1.6.1 Open sea water circuit ..... 53 (for ZF 9000 series without
4.1.6.2 Closed sea water circuit .. 53 NR, NR2, NR2B,
4.1.7 Transmission cooling and NR2H) ....................... 68
(Design of the cooler) .................. 54 5.1.2.3 Operation using the
4.1.7.1 Requirements for mechanical emergency
the cooling water circuit .. 54 control ............................. 69
4.1.7.2 Earthing ........................... 55 5.1.3 Electric transmission control
4.1.7.3 Drainage of the transmission (for ZF 9000 series without NR2,
oil cooler ......................... 55 NR2B, and NR2H) ........................ 70
4.1.8 Transmission cooling (pipework) . 55 5.1.3.1 Electric transmission control
4.1.8.1 Installation ....................... 55 elements .......................... 71
4.1.8.2 Screw-in nozzle ............... 56 5.1.3.2 Mechanical emergency con-
4.1.8.3 Flow velocity ................... 56 trol (for ZF 9000 series wit-
4.1.8.4 Materials for the hout NR, NR2, NR2B and
cooling-water pipe .......... 56 NR2H) ............................. 72
4.1.8.5 Earthing for the 5.1.3.3 Operation using the
cooling-water pipe .......... 56 mechanical emergency
4.1.9 Transmission cooling control ............................. 75
(general notes) ............................ 56
4.1.9.1 Clearance for
maintenance work ........... 56
© ZF Edition: 2009/11 / 3103.758.101

Table of contents 5
5.1.4 Electric transmission control 8 Maintenance .................................................... 95

(for ZF 9000 NR2/NR2B/NR2H 8.1 Maintenance schedule ............................ 95
series) ......................................... 76 8.1.1 Maintenance schedule concept ... 95
5.1.4.1 Electric transmission control 8.1.2 Maintenance work before
elements ......................... 76 taking out of operation/standstill .. 96
5.1.4.2 Mechanical emergency con- 8.1.2.1 For closed cooling circuit . 96
trol (for ZF 9000 NR2/NR2B/ 8.1.2.2 For closed cooling circuit . 96
NR2H series) ................... 77 8.2 Corrosion protection and conservation .... 99
5.1.4.3 Operation using the 8.3 Plan for maintenance work ................... 101
mechanical emergency 8.4 Tool kit .................................................. 102
control ............................. 78 8.4.1 Tool kit W1 for maintenance ...... 102
5.2 Switching operation ............................... 79 8.5 Spare parts and spare part orders ......... 103
5.2.1 Switching Neutral > Forward and 8.6 Maintenance system job sheets ............ 104
Neutral > Reverse ........................ 79
5.2.2 Switching Forward > Reverse and
vice versa .................................... 79
5.2.3 Switching in case of Danger
(crash stop) ................................. 79
5.3 Trailing operation .................................... 79
5.3.1 Occasional trailing operation ....... 80
5.3.2 Regular trailing operation ............ 80
5.4 Operation by means of emergency circuit
(“Come home screws”) ........................... 80
5.4.1 Emergency circuit activation ........ 81
5.4.2 Emergency circuit deactivation .... 82
6 Special equipment/special designs ................. 83

6.1 Trolling ................................................... 83
6.1.1 Electrical trolling .......................... 83
6.1.2 ZF AUTOTROLL ........................... 84
6.2 Trailing operation oil pump
(trailing pump) ........................................ 85
6.3 PTO=Power Take Off .............................. 85
7 Troubleshooting ............................................... 87
7.1 Troubleshooting information ................... 87
7.2 Table of possible faults ........................... 88
7.2.1 Table of possible faults
(overall transmission) ................... 88
7.2.2 Table of possible faults
(transmission oil cooler) ............... 90
7.3 Fault removal (transmission oil cooler) .... 92
7.3.1 Seal leaking pipes ....................... 92
7.3.2 Leaking O-rings ........................... 92
7.4 Diagnosis for ZF AUTOTROLL
(Special equipment) ............................... 93
3103.758.101 / Edition: 2009/11 © ZF

6 Table of contents
© ZF Edition: 2009/11 / 3103.758.101

Foreword
Foreword 7
FOREWORD
This operating manual is a fundamental part of the

transmission and must accompany it.
The operating manual is to be used for avoiding pro-
blems and damages during operation and should be
made available for the maintenance and operating
personnel.
The warranty terms and conditions agreed upon with
ZF Marine GmbH for the transmission are to be app-
lied accordingly. ZF Marine GmbH will only accept
warranty claims when:
– The transmission has been installed, controlled,
operated and maintained according to the
instructions of this operating manual.
– The ZF-approved lubricants have been used (ZF
TE-ML 04).
– The maximum engine output speed ratio accor-
ding to the specification plate as well as the
engine speed according to the transmission clas-
sification has not been exceeded.
ZF Marine GmbH does not assume any liability or war-
ranty obligations for damages and defects resulting
from unauthorized changes or modifications to the
transmission and transmission components.
This operating manual applies to standard transmissi-
ons. Differences due to customisation and operating
conditions are possible. If the information in the ope-
rating manual deviates from the technical and/or com-
mercial specifications then the information in these
specifications is binding.
This operating manual was issued in consideration of
the following current standards and regulations:
DIN EN 62079; DIN EN ISO 12100-2; DIN EN
60204-1; DIN 31052
ANSI Z535
VDI guideline 4500
3103.758.101 / Edition: 2009/11 © ZF

8 Foreword
© ZF Edition: 2009/11 / 3103.758.101

Safety
Safety 9
1 SAFETY 1.2 General notes
1.1 Conventions for safety instructions General

in the text In addition to the present operating instructions the
general applicable local, legal, and other compulsory
regulations on accident prevention and environmental
protection are to be observed. This transmission was
DANGER! constructed according to the current state of the art
and the applicable rules and regulations. However,
In case of imminent Danger. the transmission can still present personal and physi-
cal risks, in case of:
Consequences: Death or very serious injury.
• unintended use
• Countermeasures
• operating, servicing, and commissioning by
unqualified personnel
• changes or modifications
WARNING! • noncompliance with safety instructions
Intended use
In possibly Dangerous situation.
The transmission is designed exclusively for the pur-
Consequences: Death or very serious injury. pose defined in the contract and/or as foreseen at de-
• Countermeasures livery. Any other or further use is considered as
unintended.
The manufacturer of the transmission does not as-
sume any liability for damages resulting of such use.
The risk will be borne solely by the user. The intended
CAUTION! use also comprises compliance with the operating in-
structions as well as compliance with the service and
In Dangerous situation. repair instructions. Special and emergency modes
must remain limited to the maximum admissible time
Consequences: Minor injuries or material damage. or number of cycles according to the operating in-
• Countermeasures structions.
Changes or modifications
Note: Unauthorized changes to the transmission impair the
This document specially highlights safety instructions safety.
according to US standard ANSI Z535 which are intro-
duced by one of the signal words listed above accor- ZF Marine GmbH will not assume any liability or war-
ding to the degree of Danger. ranty obligations for damages resulting from unautho-
rized changes or modifications.
Safety instructions:
Spare parts
1. Ensure that you read and understand all warnings
prior to commissioning or repair the product. Only ZF original spare parts may be used for replace-
ment of components or assembly groups. For dama-
2. Pass on all safety instructions also to the opera- ges resulting from the use of other spare parts all
ting, service, and repair personnel and/or trans- liability and warranty claims against the manufacturer
port personnel. of the transmission will expire.
Note:
Used to point out special procedures, methods, infor-
mation, use of devices, etc.
3103.758.101 / Edition: 2009/11 © ZF

10 Safety
1.3 Personnel and organisational • that all lose parts of rotating machines have been
requirements removed,
• that all persons are clear of the Danger area of
Personnel requirements moving parts.
Works on the transmission must be left to trained and Immediately after commissioning of the transmission
instructed qualified personnel. Based on their appro- and/or the plant, ensure that the operating and display
priate training and experience the qualified personnel instruments and the monitoring, signalling, and alarm
must be capable to recognize risks and to avoid possi- systems operate properly.
ble hazards which may be caused by the operation or
the repair of the transmission. Safety regulations for operation
The legal minimum age must be observed. • The operator must be familiar with the operation
The operating instructions must be read and under- and display elements.
stood by the personnel. • The operator must be aware of the effects of
The responsibilities of the personnel for operation, ser- every operating sequence performed by him. The
vice, and repair are to be defined. operator must perform the individual operating
sequences according to the instructions.
Organisational measures • During operation the display instruments and
The present operating instructions must be passed on monitoring assemblies must be constantly moni-
to the operating, service, repair and/or transport per- tored according to the momentary operational
sonnel. They must be readily available at the site conditions to ensure compliance with the limit
where the transmission is operated at any time and be values and for warnings and alarms.
accessible to the operating, service, repair and/or If a fault is detected or indicated by the system.
transport personnel.
• inform the responsible supervisory personnel.
The personnel must be introduced to the handling and
repair of the transmission with the help of the present • evaluate the message.
instructions and the safety-relevant instructions must • perform eventual emergency measures, e.g ope-
be explained in particular. This particularly applies to ration by means of the emergency circuit.
personnel who are working on the transmission only
occasionally. Such personnel should be instructed re- Operation of propulsion plant
peatedly.
• Wear hearing protection while motor is running.
Work clothing and protective equipment • Ensure good ventilation of machine room.
For all works work clothing corresponding to safety re- • Immediately wipe up leaked or spilled service flu-
quirements must be worn. Depending on the type of ids or absorb with corresponding absorbent.
the work use additional protective equipment, e.g.
goggles, protective gloves, safety helmet, apron. Work • Inappropriate shielding of electrical parts can
clothing must fit tightly to ensure that it does not get cause severe electric shock and subsequent inju-
caught by rotating or protruding parts. Do not wear je- ries.
wellery (rings, necklaces, etc.). • Do never remove water, oil, compressed air or
hydraulic lines while motor is running.
1.4 Safety regulations for service and repair
works Servicing and repair
An essential safety factor is the compliance with the
Safety regulations for commissioning
service and repair instructions. Unless expressly ap-
Before using the product for the first time it must be proved, servicing and/or repair works must not be per-
installed and connected to the monitoring system ac- formed while the motor is running. Secure motor
cording to the present operating instructions. against unintended start. Attach “Do not operate” sign
in the operator room or to the control unit. Keep away
Ensure for every use of the transmission and/or plant
uninvolved persons.
• that all service and repair works have been
completed,
© ZF Edition: 2009/11 / 3103.758.101

Safety 11
Note:
Do never remove faults or perform repairs in case of WARNING!
absence of the required experience or special tools.
• Leave all service and repair works to authorized Observe cooling time of components which
qualified personnel. have been warmed up for assembly or disas-
sembly.
• Do only use tools that are suitable for the function
and calibrated. Consequences: Danger of burning!
• Do not work on transmissions or assemblies

which are held only by lifting devices or a crane.
Always support them according to regulations
using appropriate means before beginning with
servicing or repair works. CAUTION!
• Before turning the engine ensure that all persons
are clear of the Danger area of the propulsion Take care when removing bleed screws or
plant. After performance of works on the trans- screw plugs from the transmission. In order
mission check if all protective equipment has to avoid leaking of liquids under pressure
been fitted and all tools and lose parts have been hold a cloth over the screw or the plug. The
removed from the transmission. Danger of accident is even higher if the
transmission was shut off only a short while
• When removing or opening lines seal all openings ago and the liquids may still be hot.
using caps and covers.
• Do not damage pipes and tubes during servicing
and/or repair works.
• For installation of connections between lines
apply correct torque when tightening. Ensure that WARNING!
all brackets and dampers are installed properly.
• Ensure that all electrical cables and pressure oil Take care when draining hot service fluids.
lines have enough clearance in order to prevent
Consequences: Danger of scalding!
contact with other components.
• Collect service fluids in a container, absorb spilled

liquids using absorbent and/or wipe up.
WARNING!
• For works above body height use ladders and
working platforms corresponding to safety
Beware of hot liquids in lines, pipes, and
requirements. Ensure stable positioning of trans-
rooms.
mission parts!
Consequences: Danger of burning!
In order to avoid back injuries when lifting compon-
ents adults must not carry or lift more than a maxi-
mum of 10 kg to 30 kg, depending on age and sex,
thus:
• use lifting equipment or get help.
• ensure that all chains, hooks, eyes, etc. are tested
and approved, have sufficient load capacity and
that hooks are positioned correctly.
• lifting lugs must not be loaded from the side.
• when performing service and repair works of the
propulsion plant particularly ensure cleanliness.
After completion of service and repair works
ensure that no lose parts are in/near the machine
installation.
3103.758.101 / Edition: 2009/11 © ZF

12 Safety
Welding works Works on electric/electronic assembly groups

• Welding on the transmission or attached power • Prior to start of service and repair works and/or
units is not allowed. shutting off parts of the electronic system the
authorization of the supervisory personnel in
• Never place welding cable above or near cable charge must be obtained.
harnesses of the ZF plants.
The welding currents can induce interference voltage
• Prior to performance of works on assembly
groups the electric supply of the relevant areas
in the cable harnesses which could result in damages
must be disconnected. If specific measures
to the electric installation.
require electric supply this will be mentioned in
• The ground connection of the welding device the corresponding section of the documentation.
must not be connected in a distance of more than
60 cm from the welding location.
• Do not damage cabling during demounting works
and install such that damage to the cabling due to
contact with sharp edges, rubbing on parts or
Pressing on and off
contact with hot surfaces is excluded during ope-
Only devices specified in the working plan and the as- ration.
sembly instructions may be used for pressing on and
off. The maximum admissible slip-on pressure for the
• Do not attach cables to liquid-carrying lines.
device for pressing on and off must not be exceeded. • After completion of the service and/or repair
The high-pressure lines for pressing on and off are te- works reconnect and fasten any cables removed.
sted with 3800bar.
After all repair works a functional inspection of the de-
Do not bend lines under pressure or apply force. vice and/or the installation must be performed by me-
ans of corresponding functional tests. A separate
Before start of the pressing process observe the follo-
inspection of the repaired component without integra-
wing:
tion in the component assembly is not enough.
• Vent the device for pressing on and off, the
pumps and the pipework at the positions inten-
• If cables are near mechanical components and
there is a risk of raying fasten them using cable
ded for the relevant installation used (e.g. open
clamps.
vent screws, pump until oil is free of air, tighten
vent screws). • Cable ties must not be used for fastening since
cable ties might be removed during service and/
• For press-on process open device with plug inser- or repair works without being refitted.
ted.
• Spare parts must be stored properly until used for
• For press-off process open device with plug replacement, i.e. in particular protected against
removed.
moisture.
In case of a device for pressing on and off with central
expansion pressure application screw spindle in the
• Defective electronic components or assembly
groups must be properly packaged for transport
shaft end until seal effect is achieved.
to repair, i.e. in particular protected against mois-
• During hydraulic pressing on and off of compon- ture, in a shock-proof way, and where necessary
ents ensure that all persons are clear of the com- in antistatic foil.
ponent to be pressed on.
Operation of eclectic devices
• While the system is under pressure there is a risk
of the component to be pressed on abruptly For operation of electric devices certain parts of these
coming off the pressure connection. devices are under electric voltage. Failure to comply
with the warnings applicable to the devices can result
• The devices must be checked in specified inter- in severe injuries or material damages.
vals prior to their use (crack detection test).
© ZF Edition: 2009/11 / 3103.758.101

Safety 13
1.5 Consumables and service fluids, fire and Service fluids and consumables
environmental protection • Do only use service fluids tested and approved by
ZF (lubricant list TE-ML 04).
Fire prevention
• Store service fluids and consumables in suitable
Remove oil leakages immediately. and correctly labelled containers.
Even small amounts of oil or cleaning agent on hot • When handling service fluids and other chemical
parts can cause fires. substances observe safety regulations applicable
• Thus, always keep transmission clean. to the product.
• Do not leave cloths impregnated with service flu- • Take care when handling hot, undercooled or
ids near the transmission. caustic substances.
• Do not store combustible objects/material near • When handling flammable substances avoid con-
the propulsion plant. tact with ignition sources, do not smoke.
• Do not perform welding works on pipes and parts Lead

containing oil or fuel.
• When working with lead or lead-containing pas-
• Prior to all welding works clean with non-combus- tes avoid direct physical contact, do not breathe
tible liquid. lead fumes.
• Always keep suitable extinguishing agent (fire • Avoid occurrence of lead dust.
extinguisher) ready and be aware and capable of
its usage. • Activate suction device.
• After contact with lead or lead-containing sub-
Noise stances clean hands.
Noise can result in an increased Danger of accident if
impairing perception of acoustic signals, warning cries Acids and bases
or noises indicating Danger. • When working with acids and bases wear gogg-
• At all work places with a sound pressure level les or face shield, gloves, and protective clothing.
exceeding 85db(A) wear hearing protection (pro- • In case of cauterizations immediately remove con-
tective cotton, ear plugs or earmuffs). taminated clothing.
Environmental protection • Rinse injured body parts with plenty of water.

• Dispose off used service fluids, cleaning agents, • Immediately wash eyes with eye bottle or clean
and filter in accordance with local regulations. tab water.
• Service fluids and cleaning agents must not enter Paints and varnishes
soil, ground water or sewer system.
• For painting works outside the spray stands
• Request safety data sheets from the responsible equipped with a suction system ensure sufficient
environmental agency and for relevant products ventilation.
and observe them.
• Ensure that adjacent work places are not
• Collect used oil in container of sufficient size. impaired.
• When handling service fluids and cleaning agents • No open flames.
observe regulations of the manufacturer.
• Smoking is prohibited.
• Observe regulations or preventive fire protection.
• Wear protective masks against paint and solvent
vapours.
Used oil
Used oils can contain harmful combustion residues.
• Apply skin barrier cream to hands.
• After contact with used oil clean hands.
3103.758.101 / Edition: 2009/11 © ZF

14 Safety
1.6 Transport • Do never place transmission on oil sump unless

expressly authorized by ZF for the individual trans-
• Do always use lifting lugs or suspension angles to mission.
suspend transmission.
• Do never use transmission components, such as
cooler, oil pump, pipe works, brackets, sensors,
input or output shafts for attachment of lifting
devices.
• During lifting and lowering process do not stand
under transmission and stay clear of the Danger
area.
• Observe centre of gravity of transmission. For
transport the transmission must always be in
installation position, maximum admissible incli-
ned hoist is 10 degrees.
• The lifting rope or chain should always be in a
minimum distance of 20mm to the transmission
components.
• The load capacity of the lifting device must be at
least 4,000kg.
• Secure the transmission against tilting during
transport. When using slopes and ramps particu-
larly secure transmission against slipping and
tilting.
Transmission without suspension angles

Lifting lugs are provided at the machined surfaces
used for attachment of the suspension angles.
• Do not use lifting lugs other than for transport of
transmission. They must not be used for transport
of the overall propulsion unit (motor and transmis-
sion).
• Prior to attachment of the suspension angles
remove lifting lugs.
Transmission with suspension angles

If the transmission is supplied with original ZF suspen-
sion angles the outer load carriers are designed to be
used as lifting lugs.
• Do always use these holes for all sling gear (e.g.
shackle A4 according to DIN 82101, not supplied
by ZF).
• If suspension angles are not supplied by ZF the
shipyard or the motor manufacturer must provide Fig. 1: Transmission anchor and centre of
a corresponding transmission suspension. gravity (S)
Lowering the transmission after transport

• Do always lower transmission on a flat,
solid surface.
• Observe condition, load capacity of the floor and/
or surface.
© ZF Edition: 2009/11 / 3103.758.101

Product overview
Product overview 15
2 PRODUCT OVERVIEW 2.1.1.1 Oil supply and transmission cooler

The transmission housing is designed as oil container.
2.1 Transmission overview A continuous delivery gear pump is used for delivery of
the oil flow for transmission lubrication, transmission
2.1.1 General design principle cooling, and for pressuring the multiple-disc clutch.
The helical gearing and corresponding gearing geo-
ZF marine transmissions are designed and manufactu- metry of the pump wheels ensure very low sound level
red in accordance with the regulations of the indivi- values and a low pressure pulse.
dual classification societies. The propulsion power
The transmission housing provides threaded holes for
values approved by the classification society depend
connection of sensors for monitoring purposes as a
on the input speeds, the class of the ship, and the va-
standard. The following oil supply values can be mea-
rious applicable construction specifications. In most
sured at the transmission: transmission oil tempera-
cases the maximum torques approved by ZF are also
ture, filter difference pressure (not for NR2),
approved by the classification society up to the same
lubricating oil pressure and clutch oil pressure.
maximum value.
An oil cooler of sea-water resistant material is moun-
Full testing or rig acceptance by the classification so-
ted to the transmission housing for cooling of the
ciety specified by the customer is possible on request.
transmission oil. This heat exchanger has a pipe
The normal input direction in respect to the transmis- bundle design.
sion input flange is clockwise. In the case of special
For cleaning of the transmission oil an exchange oil fil-
design transmissions with anticlockwise input direc-
ter with filter cartridge is supplied. It can be switched
tions (with respect to the transmission input flange an-
during operation (not for NR2).
ticlockwise) a corresponding arrow is provided on the
transmission input side.
2.1.1.2 Control unit and transmission control
Transmissions of the ZF 9000 series are hypoid re- The control unit is arranged as complete assembly
verse transmission and reduction transmissions with group on the transmission housing and comprises the
triple gearing. One hydraulic multiple-disc clutch each following essential components.
is located on the input shaft and the intermediate
shaft (also reversing shaft) of the transmission. – control slide valve (filling and venting of mul-
tiple-disc clutch)
The transmission versions NR2, NR2H, and NR2B are
reduction transmissions with a specially designed – control valve (clutch pressure value)
double gearing which are not intended for reverse – timer (modulation of clutch pressure)
operation. A multiple-disc clutch is arranged on the in-
put shaft. The output shaft rotates in opposite direc- The transmission control is made electrically or me-
tion compared to the direction of rotation of the input chanically by means of a pilot valve which is located
shaft which is also described as “counter-engine wise on top of the control unit. The electric operation is part
rotation”. of the transmission basic design.
The cast iron housings of the transmissions are highly 2.1.1.3 Transmission design in A and
torsion-resistant and consist of a largely sea-water re- parallel version
sistant light alloy. The machined surfaces required for
The flange of the transmission shaft is always above
connection of transmission suspension angles and tor-
the flange of the input shaft. The vertical axial distance
que converter housing including threaded holes are
between the two shafts is the measure “A”.
provided as a standard.
Transmission input and output are located on opposite
In order to achieve a long service life and a high de-
sides of the housing.
gree of quietness in operation all power-transferring
transmissions are designed to highest safety stan-
Parallel version
dards, case-hardened, polished, and subsequently
submitted to a special treatment. The shafts rotate in Also referred to as vertical arrangement because of
antifriction bearings. Propeller thrust bearings are in- the vertical distance between input and output shaft
corporated in the transmission to absorb the propeller (measure “A”). The shafts in the transmission are ar-
thrust (no in the NR2 versions). The clutch arranged ranged on parallel axes. The transmission description
on the input shaft is a multiple-disc clutch with steel/ merely consists of the transmission type “ZF 9000” wi-
sinter couple. It is pressured by oil pressure and thus thout being complemented by a letter.
closed.
3103.758.101 / Edition: 2009/11 © ZF

16 Product overview
U version
The shafts in the transmission are arranged on parallel
axes. The transmission type is complemented by the
description “U”, for example, ZF 9300 U.
Fig. 2: Parallel version
A version
The axis of the input shaft is inclined by the angle “?”
towards the axis of the input shaft. The transmission
type is complemented by the letter “A”, for example,
ZF 9000 A. Fig. 4: U version
V version
The axis of the input shaft is inclined by the angle “?”
towards the axis of the input shaft. The transmission
type is complemented by the letter “V”, for example,
ZF 9000 V.
Fig. 3: A version
2.1.1.4 Transmission designs in V and U version

In this design input and output flange are located on
the same transmission side. The flange of the trans- Fig. 5: V version
mission input shaft is always above the flange of the
input shaft. The vertical axial distance between the 2.1.1.5 Transmission designs in NR2 version
two shafts is the measure “A”. The NR2, NR2H, and NR2B transmission designs al-
ways have to parallel shafts. Reversing is not possible.
© ZF Edition: 2009/11 / 3103.758.101

Product overview 17
A switchable clutch allows interruption of the power

flow in the transmission. The transmission input and
output are located on opposite housing sides.
NR2 version
The input shaft is arranged above the output shaft.
The vertical distance between the two shafts is the
measure “A”.
Fig. 8: NR2H version (top view)
NR2B version
The input shaft is arranged below the output shaft.
The vertical axial distance between the shafts is the
measure “A”. The transmission type is complemented
Fig. 6: NR2 version by the description “B”.
NR2H version
In a distance equal to measure “A” the two shafts are
located on a horizontal level “H”. The transmission
type is complemented by the description “L” or “R”,
depending on the location of the output shaft (arran-
ged left or right from the input shaft, looking at the
output flange).
Fig. 9: NR2B version
Fig. 7: NR2H version (side view)
3103.758.101 / Edition: 2009/11 © ZF

18 Product overview
2.1.2 Installation position in the ship Flanged installation

The motor is connected to the transmission through
2.1.2.1 Motor transmission arrangement “standard” the torque converter housing.
This ensures good centring of motor and transmission
and the torsionally flexible clutch must no compensate
additional forces which could otherwise occur due to
the misalignment of the shafts.
2.1.2.2 Motor-transmission arrangement in U or

V shape
For arrangement in U or V shape transmissions are
used with input and output flange on the same side.
For U arrangement the installation position of trans-
mission and motor is inclined towards the longitudinal
axis by the angle “β1” and “β2”, respectively.
006778.2
Fig. 10: Vertical offset

β1
β2
006779.2
Fig. 12: U propulsion (U arrangement)
In V arrangement motor and propulsion are connected

007693.2
on one level by means of a joint shaft. The propeller
Fig. 11: Down angle shaft and the input flange of the transmission are both
inclined towards the longitudinal axis of the propul-
The transmission can be mounted to the motor as “de- sion unit by the angle “α”.
tached” or “flanged” installation.
Detached installation
The transmission is rigidly or elastically supported in
the foundation; the motor is normally elastically sup-
ported.
α
The input connection between motor and transmis-
sion is realised by means of a torsionally flexible
clutch. The clutch serves as torsional vibration damper
and must compensate axial, angular, and, to a minor
extent, radial misalignments, in addition.
The elasticity of the motor bearing and the alignment
006779.3
of motor and transmission must be selected such that
the admissible loads acting on the transmission in Fig. 13: V propulsion (V arrangement)
axial and radial direction due to the restoring forces of
the torsionally flexible connection are not exceeded.
© ZF Edition: 2009/11 / 3103.758.101

Product overview 19
According to the installation position of the joint shafts

a distinction is made between two arrangement types:
W and Z arrangement, each under the condition that
both joint angles are equal (β1 = β2). For installation
instructions and alignment guidelines see sections
4.1.2 Connection to the motor and 4.1.4 Connection
to the joint shaft.
β2 β1
004_971.1
Fig. 14: W arrangement with β1 = β2
β2
β1
004_971.2
Fig. 15: Z arrangement with β1 = β2
V and U arrangement are both subject to a detached

installation of motor and transmission. The transmis-
sion is rigidly or elastically supported in the founda-
tion. The motor is normally elastically supported.
Motor and transmission are connected through a joint
shaft allowing and compensating in all operational
conditions offsets between the two power units.
For vibrational decoupling from motor and transmis-
sion a torsionally elastic clutch is attached on the mo-
tor side.
Radial and axial forces occur at the joint shaft. Accor-
ding to the length of the joint shafts used additional
support points may be required. If a support point bet-
ween elastic clutch of the motor and joint shaft is
enough it is led out as torque converter housing at the
motor. Alternatively, the joint shaft can be supported
directly in the foundation.
3103.758.101 / Edition: 2009/11 © ZF

20 Product overview
2.1.3 Direction of rotation of propeller during forward travel
Normal motor arrangement
One-motor installation Two-motor installation
V arrangement
Note:
Preferably
Input shafts rotating anti-clockwise (with respect to the input flange)
require a special version.
Admissible
© ZF Edition: 2009/11 / 3103.758.101

Product overview 21
2.1.4 Transmission views
2.1.4.1 ZF 9000 / ZF 9050 / ZF 9055 / ZF 9300 / ZF 9311 / ZF 9350 / ZF 9351 / ZF 9355 / ZF 9356 /
ZF 9000 NR / ZF 9050 NR / ZF 9055 NR / ZF 9300 NR / ZF 9311 NR / ZF 9350 NR /
ZF 9351 NR / ZF 9355 NR / ZF 9356 NR
Your transmission may vary from the images shown here with respect to structure, connections, and pipework..
35/36 35/36 41 34
23 / 25
127
171
10
12
19 20 11
13 22
50
33
26
44
16
3103.758.101 / Edition: 2009/11 © ZF

22 Product overview
137 46 47 15
53
27
21
20
Key to drawing:
1 Transmission fastening surface 26 Output

2/21/27 Measuring points for clutch pressure 33 Oil filter (duo filter switchable)
7 Filter chamber sludge blow off 34 Emergency circuit (counter-engine wise rotation)
8 Input (input flange special equipment) 35 Cooling water inlet
10 Motor-dependent oil pump (primary oil pump) 36 Cooling water outlet
11/12 Measuring points for oil temperature 41 Measuring point for oil temperature
13 Water connection flange 44 Emergency circuit (engine wise rotation)
15 Oil cooler 46 Oil filling hole
16 Connection facility for oil pressure of 47 Inspection hole cover
standby pump
19 Connection facility for suction side of 50 Oil drain cooler
standby pump
20 Oil drain 53 Measuring point for oil temperature after cooler
22 Measuring point for lubricating oil pressure 127 Differential pressure switch for filter contamination
23 Transmission vent 137 Neutral switch
25 Oil gauge 171 Measuring point for level control
© ZF Edition: 2009/11 / 3103.758.101

Product overview 23
2.1.4.2 ZF 9000 A / ZF 9050 A / ZF 9055 A / ZF 9000 ANR / ZF 9050 ANR / ZF 9055 ANR
Your transmission may vary from the images shown here with respect to structure, connections, and pipework.
13 22
35/36
50 34
35/36
1 33
26
12
16 11
41 46 47
23 / 25
127
44
10
171
19 20
3103.758.101 / Edition: 2009/11 © ZF

24 Product overview
15
137
27
53
21
20
Key to drawing:

standby pump
19 Connection facility for suction side 50 Oil drain cooler
of standby pump
© ZF Edition: 2009/11 / 3103.758.101

Product overview 25
2.1.4.3 ZF 9000 V / ZF 9050 V / ZF 9055 V / ZF 9000 VNR / ZF 9050 VNR / ZF 9055 VNR
15 41 46 34
35/36
23/25
127
33
10
171
19 20 26
13 47 22
34
50
1
8
7
44
12
16 11
3103.758.101 / Edition: 2009/11 © ZF

26 Product overview
137 53
27
21
20
Key to drawing:

standby pump
19 Connection facility for suction side of 50 Oil drain cooler
standby pump
© ZF Edition: 2009/11 / 3103.758.101

Product overview 27
2.1.4.4 ZF 9000 NR2 / ZF 9050 NR2 / ZF 9055 NR2 / ZF 9060 NR2

46
13
41
34
33
23/25
2
35
36
16
10
26
20 12 11
3103.758.101 / Edition: 2009/11 © ZF

28 Product overview
15 21 27 137
37
2
22
20 19
Key to drawing:
1 Transmission fastening surface 25 Oil gauge

2/21/27 Measuring points for clutch pressure 26 Output
5 Measuring point for oil pressure before filter 33 Oil filter (duo filter switchable)
11/12 Measuring points for oil temperature 46 Oil filling hole
13 Water connection flange 47 Inspection hole cover
15 Oil cooler 137 Neutral switch
16 Connection facility for oil pressure of
standby pump
19 Connection facility for suction side of
standby pump
20 Oil drain
22 Measuring point for lubricating oil pressure
23 Transmission vent
© ZF Edition: 2009/11 / 3103.758.101

Product overview 29
2.1.4.5 ZF 9000 NR2B / ZF 9050 NR2B / ZF 9055 NR2B / ZF 9060 NR2B

13
33
26
34
10
20
35 36
16
23/25
12 11
3103.758.101 / Edition: 2009/11 © ZF

30 Product overview
15
20 19
27
21
22
37
46
41
© ZF Edition: 2009/11 / 3103.758.101

Product overview 31
Key to drawing:
1 Transmission fastening surface
2/21/27 Measuring points for clutch pressure
5 Measuring point for oil pressure before filter
7 Filter chamber sludge blow off
8 Input (input flange special equipment)
10 Motor-dependent oil pump (primary oil pump)
11/12 Measuring points for oil temperature
13 Water connection flange
15 Oil cooler
16 Connection facility for oil pressure of standby pump
19 Connection facility for suction side of standby pump
20 Oil drain
25 Oil gauge
26 Output
33 Oil filter (gap filter)
34 Emergency circuit (counter-engine wise rotation)
35 Cooling water inlet
36 Cooling water outlet
37 Inspection hole cover
41 Measuring point for oil temperature
46 Oil filling hole
137 Neutral switch
3103.758.101 / Edition: 2009/11 © ZF

32 Product overview
2.1.4.6 ZF 9000 NR2H / ZF 9050 NR2H / ZF 9055 NR2H

The figures show the transmission version ZF 9000 NR2HL.
13
34
10
26
33 7 5 20
16 35 36
12 11
© ZF Edition: 2009/11 / 3103.758.101

Product overview 33
137
23/25
20 19
137
2
27
21
22
26
46
37
15
41
3103.758.101 / Edition: 2009/11 © ZF

34 Product overview
Key to drawing:
1 Transmission fastening surface
2/21/27 Measuring points for clutch pressure
5 Measuring point for oil pressure before filter
7 Filter chamber sludge blow off
8 Input (input flange special equipment)
10 Motor-dependent oil pump (primary oil pump)
11/12 Measuring points for oil temperature
13 Water connection flange
15 Oil cooler
16 Connection facility for oil pressure of standby pump
19 Connection facility for suction side of standby pump
20 Oil drain
25 Oil gauge
26 Output
33 Oil filter (gap filter)
34 Emergency circuit (counter-engine wise rotation)
35 Cooling water inlet
36 Cooling water outlet
37 Inspection hole cover
41 Measuring point for oil temperature
46 Oil filling hole
137 Neutral switch
© ZF Edition: 2009/11 / 3103.758.101

Product overview 35
2.2 Technical specifications

The normal input direction is - in respect to the transmission input flange - clockwise. In the case of special design
transmissions with anticlockwise input directions (in respect to the input flange - left) a corresponding arrow is pro-
vided on the transmission input side.
Transmission
Motor
001 614
Fig. 16: Direction of rotation, transmission input shaft (standard design)

According to section 4.1.2 Connection to the motor maximum admissible loads (forces) must be observed at the
transmission input. On the front side of the input shaft the additional forces must not exceed 8,000N in radial direc-
tion and 3,000N in axial direction.
Section 4.1.3 Connection to propeller shaft describes the alignment of transmission and propeller shaft. For assem-
bly and/or centring of input flange and propeller shaft the maximum admissible radial force is 2,000N.
The alignment accuracy of the propeller shaft varies between the individual transmission designs and is shown in
the following table:
Measure “A” Max. admissible misa- Max. shaft misalign- Smallest admissible bearing distance
according to lignment “x” in [mm] ment “y” in [mm] “L” - depending on propeller shaft dia-
section 2.1.1 in [mm] meter “d” (see 4.1.3) in [mm]
A=0 0,05 0,10 1000 for d<150
A = 390 1.500 for d>/=150
A = 475
A = 545 0,1 0,15 2.000 for d=180 to 250
3.000 for d>250
Tab. 1: Alignment accuracy of propeller shaft
2.2.1 Cooler specifications for transmission versions

ZF 9000 NR2 / ZF 9050 NR2 / ZF 9055 NR2 / ZF 9060 NR2
– - Maximum admissible cooling water flow volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,000dm³/h

– - Minimum admissible cooling water flow volume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000dm³/h
– - Pressure loss between cooling water inlet/outlet at 13,000dm³/h: . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 bar
– - Maximum admissible water pressure at cooling water inlet: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 bar
– - Maximum cooling water inlet temperature for P, L, M applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35°C
– - Maximum transmission ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60°C
3103.758.101 / Edition: 2009/11 © ZF

36 Product overview

ZF 9000 NR2B / ZF 9050 NR2B / ZF 9055 NR2B / ZF 9060 NR2B / ZF 9000 NR2H / ZF 9050 NR2H /
ZF 9055 NR2H
– - Maximum admissible cooling water flow volume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13,000dm³/h

– - Minimum admissible cooling water flow volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5,000dm³/h
– - Pressure loss between cooling waterinlet/outlet at 13,000dm³/h: . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.3 bar
– - Maximum admissible water pressure at cooling water inlet: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
– - Maximum cooling water inlet temperature for P, L, M applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35°C
– - Maximum cooling water inlet temperature for C applications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50°C
– - Maximum transmission ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60°C

ZF 9000 / ZF 9050 / ZF 9055 / ZF 9300 / ZF 9311 / ZF 9350 / ZF 9351 / ZF 9355 / ZF 9356
ZF 9000 NR / ZF 9050 NR / ZF 9055 NR / ZF 9300 NR / ZF 9311 NR / ZF 9350 NR / ZF 9351 NR /
ZF 9355 NR / ZF 9356 NR
ZF 9000 A / ZF 9050 A / ZF 9055 A / ZF 9000 ANR / ZF 9050 ANR / ZF 9055 ANR
ZF 9000 V / ZF 9050 V / ZF 9055 V / ZF 9000 VNR / ZF 9050 VNR / ZF 9055 VNR
ZF 9300 U / ZF 9350 U / ZF 9355 U
– - Maximum admissible cooling water flow volume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13,000dm³/h

– - Minimum admissible cooling water flow volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,000dm³/h
– - Pressure loss between cooling water inlet/outlet at 13,000dm³/h: . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.12 bar
– - Maximum admissible water pressure at cooling water inlet: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
– - Maximum cooling water inlet temperature for P, L, M applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35°C
– - Maximum cooling water inlet temperature for C applications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50°C
– - Maximum transmission ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60°C
2.2.4 Oil types
The valid ZF lubricant list TE-ML 04 is binding for ZF marine transmissions. This list is available from all ZF service
branches. It can be downloaded free of charge on the internet under www.zf.com in PDF format.
Viscosity class SAE 30 or SAE 40 for oil sump temperatures < 80°C
Viscosity class SAE 40 for oil sump temperatures > 80°C
2.2.5 Oil quantities
– ZF 9000/ZF 9050/ZF 9055/ZF 9000 NR/ZF 9050 NR/ZF 9055 NR . . . . . . . . . . . . . . . . . . . . . approx. 80dm³
– ZF 9000 A/ZF 9050 A/ZF 9055 A/ZF 9000 ANR/ZF 9050 ANR/ZF 9055 ANR . . . . . . . . . . . . . approx. 80dm³
– ZF 9000 V/ZF 9050 V/ZF 9055 V/ZF 9000 VNR/ZF 9050 VNR/ZF 9055 VNR. . . . . . . . . . . . . . approx. 80dm³
– ZF 9000 NR2/ZF 9050 NR2/ZF 9055 NR2/ZF 9060 NR2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 60dm³
– ZF 9000 NR2B/ZF 9050 NR2B/ZF 9055 NR2B/ZF 9060 NR2B . . . . . . . . . . . . . . . . . . . . . . . . approx. 60dm³
– ZF 9300/ZF 9311/ZF 9350/ZF 9351/ZF 9355/ZF 9356/ZF 9300 NR/ZF 931 NR/ZF 9350 NR/
– ZF 9351 NR/ZF 9355 NR/ZF 9356 NR/ZF 9300 U/ZF 9350 U/ZF 9355 U . . . . . . . . . . . . . . . . approx. 90dm³
– ZF 9000 NR2H/ZF 9050 NR2H/ZF 9055 NR2H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 55dm³
© ZF Edition: 2009/11 / 3103.758.101

Product overview 37
2.2.6 Transmission ratio
The relevant ratio is indicated on the type plate at the

transmission. (For details see section 2.2.8 Transmis-
sion description)
2.2.7 Transmission weight
The overall weight of the transmission depends on the

transmission version and the special equipment supp-
lied. The overall weight is indicated on the type plate
on the transmission.
2.2.8 Transmission description
The type plate is located on the upper housing half on

the same side of the housing as the output flange and Type plate/classification
is clearly visible also in installed condition. Fig. 18: Transmission ZF 9000 NR2H
An exception are the NR2H version transmissions
where the type plate is attached to the transmission
top.
If the transmission is subject to a classification the cer-
tificate number and seal of the classification society
are embossed in the housing next to the type plate. 1 2
3 4
Type plate/classification 5 5a 5b
6 7 9
10 11 12 13
Fig. 19: Type plate
Specifications on the type plate:

1) Design
2) Serial number
3) Item list number
4) Customer reference number
5) Overall transmission ratio and code letter for oil
pump ratio
5a) Main transmission ratio
Fig. 17: Transmission ZF 9000 NR2 5b) Primary transmission ratio (if applicable)
6) Oil volume
7) Weight (dry)
9) Clutch pressure (nominal)
10 ) Maximum performance ratio/speed ratio for in-
termittent operation with very strongly differing
motor speeds
3103.758.101 / Edition: 2009/11 © ZF

38 Product overview

termittent operation with strongly differing mo-
tor speeds
termittent operation with differing motor
speeds
13) Maximum performance ratio/speed ratio for
continuous operation with maximum motor per-
formance
In case of questions concerning transmission, trou-
bleshooting, servicing, spare part orders, order of op-
tional equipment, etc. the fields 1 to 3 and 5 are
obligatory.
For further details concerning fields 10 to 13 see sec-
tion 3 Description - basis transmission and versions.
The relevant ratio installed is embossed in the type
plate.
The code letter entered in field 5 after the overall ratio
refers to the primary oil pump ratio. Oil pump ratio A is
standard design.
Code letter Target motor Motor idle

speed at conti- speed [rpm]
nuous perfor-
mance [rpm]
A 1.650 bis 2.300 > 415
B 1.100 bis 1.650 > 275
Tab. 2: Primary oil pump ratios
© ZF Edition: 2009/11 / 3103.758.101

2.2.9 Monitoring ZF 9000/9300 series without versions NR2, NR2B, and NR2H
Filter contamination Clutch oil pressure Lubricating oil pressure Oil temperature
1) 127 2, 21, 27 22 11, 12, 41
Measuring point
Operational condition --- Switch position 9) Transmission input speed Driving mode Trailing
“Neutral, “counter-engine wise rotation or engine wise “nan” 21) mode 8)
Product overview
rotation”
Nominal value --- PKN 7) --- --- ---
Target min --- 0.4bar 30°C ---
3103.758.101 / Edition: 2009/11

PK = PKN-2 bar 4) 19)
display
max --- PK = PKN+3 bar 4) 19) 20bar 90°C 75°C 8) 11)
value
95°C 8) 12)
Warning 2) 5) 2) 5) 18) 19) 20) 2) 5) 2) 5) ---
3.5 bar PK = PKN-2 bar 0.3 bar < 800 95°C
5) 2) 5)
Switching off motor: 15.5bar 0.5 bar 800-1200
1.5 bar 2) 5) 1200-1600
3.2 bar 2) 5) 1600-2000
4.5 bar 2) 5) >

2000
Minimum monitoring 14) Pressure switch Manometer 0 to 25 bar --- Thermometer 0 to 120°C
Additional monitoring 14) --- Pressure switch or pressure transmitter 16) Pressure switch or Temperature switch 2) or
0 to 25 bar manometer 0 to 25 bar
temperature transmitter 16) 0 to 120°C
1) for arrangement of the measuring points at the transmis- 8) during operation with motor switched off and propeller 19) when switching short-term pressure drop to below 10 bar
sion - see 2.1.4 Transmission views, page 21 driven by the current (section 5.3 Trailing operation) (<2.5s)
2) for optical and acoustic warning 9) during normal operation 20) Warning must be disabled in trolling operation
3) not included in the above table 10) not included in the above table 21) for pump ratio A, for pump ratio B on request
4) at 60°C to 80°C oil temperature 11) without trailing pump increasing
5) warning with time delay of 3 to 10s (the monitoring de- 12) with trailing pump (not supplied by ZF as a standard) decreasing
vices described in the monitoring plan are supplied by ZF.
13) not included in the above table PK Clutch oil pressure
For processing of these signals (e.g. for warning purpo-
ses) a superordinate monitoring system is required, which 14) not supplied by ZF as a standard PKN Nominal clutch pressure
is not supplied by ZF)
15) not included in the above table
16) for remote display
7) the nominal clutch pressure is specified in the binding, or-
der-specific technical documents and also embossed in
the type plate 18) warning point is measured by a pressure transmitter
© ZF
39
2.2.10 Monitoring values ZF 9000 NR2/NR2B/NR2H, ZF 9050 NR2/NR2B/NR2H, ZF 9055 NR2/NR2B/NR2H, ZF 9060 NR2/NR2B 40
© ZF
Filter contamination Clutch oil pressure Lubricating oil pressure Oil temperature
1) 5 2, 21, 27 22 11, 12, 41
Measuring point
Operational condition Switch position 9) Switch position 9) Switch position9) Transmission input speed Driving mode Trailing mode 8)
“counter-engine wise “counter-engine wise rotation” “neutral” “nan” 21)
rotation”
Nominal value --- PKN 7) --- --- --- ---
Target dis- min --- PK = PKN-1 bar 4) 4.5 bar 1 bar 30°C ---
play value
max PVF= PK+7 bar PK = PKN+3 bar 4) 14 bar 15 bar 90°C 75°C 8) 11)
95°C 8) 12)
Warning 2) 5) 18) 2) 5) 6) 20) --- 2) 5) ---
28 bar PK = PKN-2 bar 0.3 bar 2) 5) < 800 95°C
31 bar 2) 5) 19) Switching off motor: 15.5 bar 18) 0.5 bar 2) 5) 800-1200
Switching off motor: 18.5 bar 19) 1.5 bar 2) 5) 1200-1600
3.2 bar 2) 5) 1600-2000
4.5 bar 2) 5) >

2000
14) Pressure switch Manometer 0 to 40 bar --- Thermometer 0 to 120°C
Minimum monitoring
Additional monitoring 14) Manometer Pressure switch 6) or pressure transmitter 6) Pressure switch or Temperature switch 2) or
0 to 40 bar 3) 0 to 40 bar manometer 0 to 25 bar
temperature transmitter 16) 0 to 120°C
1) for arrangement of the measuring points at the transmis- 8) during operation with motor switched off and propeller 19) for transmissions with PKN = 21.5bar
sion - see 2.1.4 Transmission views, page 21 driven by current (section 5.3 Trailing operation)
20) Warning point is measured by a pressure transmitter
2) for optical and acoustic warning 9) during normal operation
21) for pump ratio A, for pump ratio B on request
3) use distributor 10) not included in the above table
increasing
4) at 60°C to 80°C oil temperature 11) without trailing pump
decreasing
5) warning with time delay of 3 to 10s (the monitoring de- 12) with trailing pump (not supplied by ZF as a standard)
PK Clutch oil pressure
vices described in the monitoring plan are supplied by ZF.
For processing of these signals (e.g. for warning purpo- PKN Nominal clutch pressure
ses) a superordinate monitoring system is required, which 14) not supplied by ZF as a standard
PVF Pressure before filter
is not supplied by ZF)
6) warning must be disabled in „neutral” switch position.
16) for remote display
7) the nominal clutch pressure is specified in the binding, or-
der-specific technical documents and also embossed in
the type plate 18) for transmissions with PKN = 19 bar
Product overview
Edition: 2009/11 / 3103.758.101

Description - basis transmission and versions
Description - basis transmission and versions 41
3 DESCRIPTION - BASIS TRANSMISSION AND VERSIONS
3.1 Functions
The transmission and power flow diagram shows the power transmission for the “engine wise rotation” output di-
rection (input and output rotate in the same direction) and for the “counter-engine wise rotation” output direction
(input and output rotate in opposite direction). The motor performance can be transmitted in both output directions
to the full extent. The ratio indicated on the type plate applies to both output directions. Consequently the use of
fully identical transmission designs is possible for multi-motor installations. This helps to reduce spare parts and en-
ables the use of uniform replacement units.
3.1.1 Transmission in parallel design
Input shaft
Intermediate shaft
Intermediate shaft
Input shaft
Output shaft
Output shaft
Fig. 20: Power flow diagram of the parallel design

(example, GLL = engine wise rotation, GGL = counter-engine wise rotation)
3.1.2 Transmission in A design
Intermediate shaft Input shaft
Intermediate shaft
Input shaft
Output shaft
Output shaft
Fig. 21: Power flow diagram of the A design

3103.758.101 / Edition: 2009/11 © ZF

42 Description - basis transmission and versions
3.1.3 Transmission in V design
Input shaft
Intermediate shaft
Intermediate shaft
Input shaft
Output shaft
Output shaft
Fig. 22: Power flow diagram of the V design

3.1.4 Transmission in NR2 design

Input shaft
Input shaft
Output shaft
Output shaft
Fig. 23: Power flow diagram of the NR2 design (example, GGL = counter-engine wise rotation)
© ZF Edition: 2009/11 / 3103.758.101

3.1.5 Transmission in NR2B design

Output shaft
Output shaft
Input shaft
Input shaft
Fig. 24: Power flow diagram of the NR2B design (example, GGL = counter-engine wise rotation)
3.1.6 Transmission in NR2HR design

Input shaft
Input shaft
Output shaft
Output shaft
3.1.7 Transmission in NR2HL design

Input shaft
Output shaft
Input shaft
Output shaft
Fig. 25: Power flow diagram of the NR2H design (example, GGL = counter-engine wise rotation)
3103.758.101 / Edition: 2009/11 © ZF

3.1.8 Oil supply 3.1.11 Control unit and transmission control
The motor-dependent primary oil pump is driven via a The control slide valve is moved axially to the relevant
spur gear by the transmission input shaft and/or trans- switch position: neutral/engine wise rotation/coun-
mission intermediate shaft. The ratio of the spur gear ter-engine wise rotation. According to the design of
is defined according to the motor speed. The conti- the operation this is made mechanically or hydrauli-
nuous delivery gear pump operates according to the cally.
positive displacement principle and is largely self-
In the case of electric transmission control the control
priming.
slide valve is moved axially via an electrically operated
The delivery rate of this primary oil pump depends on pilot valve by oil pressure. The pilot valve is mounted
the speed at the transmission input shaft. To ensure on top of the control unit. The electric transmission
that sufficient oil for lubrication and cooling of the control is included in the basic transmission design.
transmission is available also at low input speed the
gear pump has a high delivery rate. The high delivery 3.2 Application area
rate also ensures rapid response of the corresponding
clutch switched. Marine transmissions by ZF Marine are classified in
four application groups according to their operation
3.1.9 Hydraulic multiple-disc clutch mode:
• P = Pleasure
By controlling the hydraulic multiple-disc clutch results
an even and reliable switching operation is achieved. • L = Light
During switching the clamping load of the clutch is • M = Medium
modulated which results in smooth establishment
and/or interruption of the power flow in the transmis- • C = Continuous
sion. The switched disc set is supplied with an The classification is based on experience from the va-
increased oil flow to dissipate the heat occurring rious areas of application on how typical ship types
during switching operation more quickly and thus are operated.
increase the load capacity of the clutch.
The application group for which the transmission is
In case of faults in the pressure oil circuit operation by designed is indicated on the type plate. The admissi-
means of a mechanical emergency circuit is available. ble performance/speed factors in the individual appli-
For this purpose the multiple-disc clutch(es) are me- cation groups are specified.
chanically pressed together using four screws accessi-
ble from the outside while the transmission stands 3.2.1 Application group P
still.
The emergency circuit can be used to operate reverse • Motor data for the classification of transmission:
transmissions in “engine wise rotation” or “counter-en- max. performance for intermittent operation
gine wise rotation” input direction. Transmissions in • Operation mode: intermittent operation with very
NR2 design with one hydraulic multiple-disc clutch strongly differing motor speeds
only can still be operated in “counter-engine wise ro-
tation” (GGL) while the emergency circuit is used. • Operating hours per year: up to approx. 500hrs
• Preferred hull type: planing hull
3.1.10 Transmission cooling
• Typical application example: fun and leisure boats
The transmission oil cooler has a compact and for private use
light-weight pipe bundle design.
Transmissions in the NR2 version have a gap filter.
All other transmission designs are fitted with a
duplex-switch filter which is equipped with two filter
cartridges.
The cooled oil flows through an oil filter, from there in
the control unit and finally to the clutches and lubrica-
ting points of the transmission.
© ZF Edition: 2009/11 / 3103.758.101

3.2.2 Application group L
• Motor data for the classification of transmission:

max. performance for intermittent operation
• Operation mode: intermittent operation with
strongly differing motor speeds
• Operating hours per year: up to approx. 2500hrs
• Preferred hull type: semiplaning hull, planing hull
• Typical application area: navy, official, and equal
ships, private charter boats
• Typical application examples: fast ships, yachts,
patrol, police, customs, coastguard, pilot, fire, life,
angler boats, etc.
3.2.3 Application group M

max. performance for intermittent operation
• Operation mode: intermittent operation with
differing motor speeds
• Operating hours per year: up to approx. 3500hrs
• Preferred hull type: semiplaning hull, planing hull
• Typical application area: workboats, charter boats
• Typical application examples: crew, supply,
fishing, coastguard, passenger ships, ferries,
yachts, etc.
3.2.4 Application group C

max. continuous performance
• Operation mode: continuous operation with
maximum motor performance
• Operating hours per year: unlimited
• Preferred hull type: displacement hull,
semiplaning hull
• Typical application area: workboats
• Typical application examples: towboats, pushers,
supply boats, fishing, passenger ships, freighters,
ferries, etc.
3103.758.101 / Edition: 2009/11 © ZF

© ZF Edition: 2009/11 / 3103.758.101

Initial installation and commissioning
Initial installation and commissioning 47
4 INITIAL INSTALLATION AND The following listed screw connections are to be per-
COMMISSIONING formed by the customer and must be sized according
to their respective strains:
4.1 Initial installation • Transmission suspension angle – transmission
When planning the propulsion plant ensure that suf- (unless provided by ZF),
ficient clearance for disassembly of the oil cooler, oil • Transmission suspension angle – fundament,
filter, oil pump, transmission clutch, etc. clutch plates
and for removal of the oil gauge is provided. The di- • Flexible clutch – motor / transmission,
mensions for disassembly are specified in the trans- • Propeller shaft – transmission.
mission installation documents. Disassembly of the
transmission clutch and/or clutch plates is possible
with the transmission installed.
The oil drain plugs must also be easily accessible. If DANGER!
there is not sufficient space under the oil drain for col-
lection of the oil flowing out during oil exchange for in- Rotating, moving parts of the
stallation of a collection reservoir we recommend propulsion system.
installation of a suction line instead of the oil drain
plug. In this case the oil must be sucked off during oil Consequences: Death or very serious injury.
exchange.
The bolts of the mechanical emergency circuit must Required safety equipment for rotating and moving
be accessible to allow manual closing of the multi- parts must be present:
ple-plate clutch(es). For required clearances see trans-
mission installation documents. • Guard on the transmission drive flange,
As manufacturer of an individual component of a ship • Guard on the flexible clutch,
propulsion system the transmission manufacturer • Guard on the fly wheel and motor shaft, guard
cannot be held responsible for vibrations or vibration and arresting device around the drive shaft.
problems occurring in this system. Accordingly, ZF
will not assume any liability for transmission noises or
damages to the transmission, the flexible clutch or
other parts of the propulsion chain which are caused
by such vibrations.
Therefore we recommend that a vibration calculation
is performed, where applicable, also including the un-
loaded transmission parts.
For admissible installation position in the ship see in-
stallation documents applicable to the transmission
supply contract.
WARNING!
Incorrect dimensioning of screw connec-

tions.
Consequences: Danger of injury, significant
material damage and breakdown
of plant.
3103.758.101 / Edition: 2009/11 © ZF

48 Initial installation and commissioning
4.1.1 Transmission support in the foundation If the propeller thrust is absorbed by the transmission
(the propeller thrust bearings for forward and reverse
For attachment of the suspension angles machined thrust are integrated in the reverse transmission) the
surfaces and fastening threads are provided on the support elements must also be suitable for absorption
side of the transmission housing. If suspension angels of the propeller thrust. Also for an elastic transmission
are provided by the shipyard the vertical distance bet- suspension and a rigidly connected propeller shaft the
ween the transmission shaft and the foundation sup- alignment must not be sustainably impaired by trans-
port surface of the suspension angle must be mission misalignment during operation. If in doubt,
observed. This distance measure “x” must be within please contact us.
the following range:
For alignment of the transmission on the foundation
x < (0,6 • A) and > (-0,2 • A) (see section 4.1.3 Connection to propeller shaft), solid
supports must be used. Individual supports - in the
area of the foundation bolts only - are not allowed. The
suspension angles supplied by ZF are supplied with
alignment bolts. After installation of the supports the
alignment bolts used must be removed.
A
For securing the suspension angles in the foundation
+
X
we recommend the use of fit bolts. If using through
-
bolts fixed end stops should be fitted in the “forward
propeller thrust” direction. The scope of securing
(number, diameter, quality of bolts) depends on the
operational load and must be defined by the shipyard.
Support surface It should also be ensured that not only the propeller
thrust and the weight are supported on the transmis-
sion support but also the reaction forces of the torque
and the ratio-dependent input torque.
The contact surface of the ZF suspension angle (flexi-
A + ble and rigid) is designed for direct support on a rigid
X
surface (e.g. foundation frame). If the transmission
support is to be made on cast resin it might be requi-
- red to enlarge the contact surfaces by means of an ad-
apter plate supplied by the shipyard.
Support surface The space between ship foundation and adapter plate
is lined. The adapter plate should be designed such
Fig. 26: Transmission with assembly measures that disassembly and installation of the transmission is
(example) possible without destroying the cast resin foundation.
In addition fixed end stops should be provided for
The suspension angle surfaces on the transmission transmission of the propeller thrust at the foundation.
must be plane-machined. After hardening of the cast resin the transmission
The transmission can be rigidly or elastically supported should be supported through the cast resin only and
as detached installation in the foundation or as flan- not through the alignment bolts or other alignment
ged installation with the motor. tools. The shrinkage of the cast resin during hardening
must be observed already during alignment of the
During installation the transmission must not be bra- transmission.
ced on the foundation, i.e. all support angles must be
plane on the foundation. When selecting support ele-
ments for elastic support of transmissions ensure that
the natural frequency of the elastically supported
transmission does not coincide with the excitation fre-
quency of the propulsion plant or the propeller.
Low foundation stiffness can cause resonances and
thus extreme stresses to the components of the trans-
mission. This will result in a reduced service life of
these components.
© ZF Edition: 2009/11 / 3103.758.101

We recommend working with the cast resin supplier 4.1.3 Connection to propeller shaft
and/or a qualified expert company for design of the
support on cast resin. Such expert company can pro- The dimensioning of the connection depends on the
vide relevant preliminary consultation and is capable operating load and is to be defined by the shipyard.
to prepare the calculations and drawings required for
The output flange is designed such that the highest
approval by a classification society and to submit them
output torque can be transmitted by frictional contact.
for approval.
For this purpose the following bolts must be used for
4.1.2 Connection to the motor all existing bolt holes:
A torsionally flexible clutch must be installed between Bolts M24 x 1.5

motor and transmission. The torsionally flexible clutch Quality 10.9
has the function to influence the natural frequencies of min. tensile strength 1000 N/mm²
the rotating masses of the motor, the transmission,
for
and the propeller such that no detrimental vibration
resonances occur within the operating speed range. If ZF 9000 / ZF 9050 / ZF 9055
under special circumstances a resonance speed wi-
ZF 9000 NR / ZF 9050 NR / ZF 9055 NR
thin the operating speed range cannot be avoided,
specification of an exclusion area for certain speeds ZF 9000 A / ZF 9050 A / ZF 9055 A
might be required. This area depends on the value of
ZF 9000 ANR / ZF 9050 ANR / ZF 9055 ANR
the calculated vibration amplitudes.
ZF 9000 V / ZF 9050 V / ZF 9055 V
Normally, the torsionally flexible clutch is selected by
the motor manufacturer according to a torsional vibra- ZF 9000 VNR / ZF 9050 VNR / ZF 9055 VNR
tion calculation. The details concerning the transmis-
ZF 9000 NR2 / ZF 9050 NR2 / ZF 9055 NR2 /
sion required for the calculation can be found in our
ZF 9060 NR2
calculation sheet “Data for torsional vibration calcula-
tion”. If the torsionally flexible connection is supplied ZF 9000 NR2B / ZF 9050 NR2B / ZF 9055 NR2B /
by ZF according to a selection by the motor manufac- ZF 9060 NR2B
turer or according to specification by the shipyard no
ZF 9000 NR2H / ZF 9050 NR2H / ZF 9055 NR2H
warranty can be assumed for the suitability or the
durability of the torsionally flexible connection.
Bolts M30
The assembly and disassembly of clutch hub or input Quality 8.8
flange and/or the propulsion-side part of the torsio- min. tensile strength 800 N/mm²
nally flexible propulsion connection must be perfor-
for
med in accordance with the instructions of the service
manual for this transmission series. ZF 9300 / ZF 9350 / ZF 9355
Due to the high motor weight, use of the motor and ZF 9311 / ZF 9351 / ZF 9356
transmission-side torque converter housing for the ZF
ZF 9300 NR / ZF 9350 NR / ZF 9355 NR
9000 reverse transmission versions is only possible as
centring device. The dead weight of the motor and the ZF 9311 NR / ZF 9351 NR / ZF 9356 NR
transmission and the operating forces must be intro-
ZF 9300 U / ZF 9350 U / ZF 9355 U
duced in the foundation through an adapter.
If using fit bolts the boreholes of the propeller shaft
Such adapter, which is usually provided by the shipy-
flange can be bored and reamed together with those
ard, connects the seats provided at the motor and the
of the output flange (material strength 750 to 900N/
transmission with each other and supports itself on
mm).
the foundation. The torque converter housings of mo-
tor and transmission are unloaded.
The motor transmission assembly can be stored rigidly
or flexibly in the foundation. Ensure for a flexible sup-
port that the conditions according to section 4.1.1
Transmission support in the foundation are observed.
3103.758.101 / Edition: 2009/11 © ZF

4.1.3.1 Shaft installations with only one support for 4.1.3.2 Shaft installations with two or more sup-
propeller shaft (fig. A) ports for the propeller shaft (fig. B)
Axial and radial movement of the propeller shaft must Axial movement of the propeller shaft must be possi-
be possible in a way allowing insertion of the propeller ble in a way allowing insertion of the propeller shaft
shaft flange in the centring of the output flange. The flange in the centring of the output flange. The trans-
transmission must be aligned such that the admissible mission must be aligned such that the admissible an-
angular misalignment “x” in respect to the measured gular misalignment “x” in respect to the measured
radius “r” does not exceed the value specified in the radius “r” does not exceed the value specified in the
table “Alignment accuracy of the propeller shaft” in table “Alignment accuracy of the propeller shaft”.
section 2.2 Technical specifications (value y is not
The two misalignments x and y may occur at the same
considered).
time. In the case of very thin shafts and a big distance
L measurement of the value “y” is often not possible. If
the propeller shaft can be inserted in the centring of
the output flange with a radial force that does not ex-
ceed the value specified in the table “Alignment accu-
racy of the propeller shaft” in section 2.2 Technical
specifications the value “y” can be ignored. In this
case the specifications for “shaft installations with only
one support for the propeller shaft” apply.
Fig. A x [mm] = maximum admissible misalignment

y [mm] = maximum admissible shaft misalignment
x L [mm] = minimum admissible support distance

r [mm] = measurement radius
3 to 5 d [mm] = propeller shaft diameter
r
d
Fig. B L
3 to 5
r y
d
004 972
Fig. 27: Alignment or propeller shaft (example)

Note:
The values for x and y are only valid if the distance L
between propeller shaft flange and last shaft support
is big enough with regard to the shaft diameter d.
© ZF Edition: 2009/11 / 3103.758.101

4.1.4 Connection to the joint shaft In the case of transmissions in V arrangement the in-
put shaft is already inclined by 8°. This to reduce the
The specifications according to section 4.1.2 Connec- joint angle up to the minimum value required for the
tion to the motor apply to the rotary joint between mo- joint supports of the joint shafts. It is recommended to
tor and transmission, complemented by the use of a use the benefit offered by the inclined input shaft and
joint shaft with length compensation between the tor- not to exceed a maximum joint angel of 3°. The dyna-
sionally flexible clutch and transmission input flange. mical rotating mass of the joint shaft centre body
Radial forces and bending moments are generated by should be as small as possible.
the joints of the joint shaft. In addition, length changes
For detailed information on joint shafts see technical
between motor and transmission cause occurrence of
documents of joint shaft manufacturers.
axial forces in the size to which they can be transmit-
ted by the length compensation of the joint shaft. It For control of the joint angles the use of two align-
must be ensured that the length compensation is ope- ment shafts of equal length instead of the joint shaft is
rational also under load (axial forces due to longitudi- possible for alignment of the motor. The motor is ali-
nal fiction, no jamming, no over lubrication) and that gned correctly (the two joint angles have the same
the stroke is sufficient even in extreme situations size) if the tips of the two alignment shafts meet - see
(shock). The size of all these forces and bending mo- Installation diagram (page 52). Subsequently remove
ments depends on the torque transmitted, the joint alignment shafts and install joint shaft.
shaft length and on the size of the joint angles.
On the transmission side, these forces and bending
moments are supported on the foundation through the
transmission shaft, transmission housing, and suspen-
sion angle, and on the motor side through the torsio-
nally flexible clutch, crankshaft, and motor housing.
The torsionally flexible clutch must therefore be equip-
ped with additional support elements between pri-
mary side and secondary side. If the torsionally flexible
clutch or the motor crankshaft cannot absorb the
forces and bending moments generated by the joint
shaft, an additional support must be installed between
joint shaft and torsionally flexible clutch. This support
can be supported by mans of a torque converter hou-
sing at the motor, or an intermediate shaft is installed
and supported in the foundation.
The forces and bending moments generated by the
joint shaft periodically occur at double motor speed.
The maximum value for the additional load at the
transmission input shaft (see section 2.2 Technical
specifications) must not be exceeded. The suspension
angles for motor and intermediate shaft and transmis-
sion as well as for the foundation must be sufficiently
dimensioned such that inadmissible deformations are
excluded. This would result in noise and vibrations.
Reinforcement of the foundation might be necessary.
The joint shaft size to be used depends on the motor
performance, motor speed, size of the joint angles,
and the required service life of the joint shaft. A re-
commendation is normally given by the joint shaft ma-
nufacturer according to the specific application case.
To ensure proper kinematic operation of the joints the
joint angles must be of equal size on both sides and
the joint yokes mounted in one level. The joint angles
should be as small as possible. In the case of trans-
missions with parallel input and output shafts (U ar-
rangement) the applicable guideline is a maximum of
7° to 8°.
3103.758.101 / Edition: 2009/11 © ZF

= =
1 2 3
ß2
ß1
4 5
004 971
Fig. 28: Installation diagram for joint shafts in W arrangement (example)

1 Motor
2 Torsionally flexible clutch with self-centring
mechanism. Size and design according to
motor performance and torsional vibration
calculation.
3 Joint shaft with length compensation. Selection
according to manufacturer’s recommendation.
Observe installation instructions (β1 = β2, joint
yokes installed in one level).
4 Propeller shaft
5 Marine transmission with input and output on
one side.
6 Auxiliary device for alignment of motor and
transmission to achieve equal joint angles
β1 = β2.
© ZF Edition: 2009/11 / 3103.758.101

For control of the joint angles the use of a laser-based 4.1.6 Transmission cooling (cool systems)
alignment device is possible for alignment. The motor
is aligned correctly if the two joint angles are of equal The specifications in this section apply to cooler atta-
size. ched as standard.
4.1.6.1 Open sea water circuit
DANGER!
Rotating moving parts.

1
Consequences: Serious injury - Danger to life!
A catch device for the joint shaft should be provided at 2

all positions where the rotating shaft presents a ha- 3
zard. The user and/or operator must take adequate
safety measures.
Adequate safety devices (e.g safety bows, stable Fig. 29: Position of the transmission oil cooler in the
guards) must prevent flying or ejected joint shaft open sea water circuit
parts.
1 Transmission oil cooler
4.1.5 Alignment of the transmission 2 Sea water pump
3 Control device
A highly flexible support of the transmission normally In the case of the open sea water circuit, sea water
requires a misalignment-capable connection between runs through the transmission oil cooler as cooling
transmission output flange and propeller shaft in order agent. The pipework must be designed such that in
to enable absorption of relative movements (e.g. joint case of standstill of the plant either the feed line of the
clutch or flexible clutch). This is not necessary if also return line of the transmission oil cooler can drain. The
the propeller shaft has a flexible design. respective line must be connected to the lower con-
In the case of propeller shaft installations with rigid nection of the transmission oil cooler.
connection to the transmission output shaft the trans-
mission must be aligned with the propeller shaft. To 4.1.6.2 Closed sea water circuit
do so the ship must float on water and be fully equip-
ped. It might be necessary to repeat the alignment
procedure prior to commissioning.
1
2 3
Fig. 30: Position of the transmission oil cooler in the

closed sea water circuit
1 Transmission oil cooler
2 Sea water pump
3 Control device
In the case of this arrangement the cooling water cir-
cuit for the motor and the transmission is separated
from the sea water circuit.
3103.758.101 / Edition: 2009/11 © ZF

The heat transmission of the engine/transmission oil Temperatures

circuit to the sea water happens via a separate heat Maximum cooling-water intake temperature:
exchanger or via surface attemperators in the outer see transmission installation drawing and section 2.2
shell of the ship. Normally, the heat transfer medium Technical specifications
in the motor cooling circuit is a mixture of water and
an anticorrosion agent. Thus, corrosion in the cooling Flow rates
system is largely reduced. Due to the purity of the coo-
Maximum admissible cooling-water flow rate:
ling medium, the transmission oil cooler is hardly ex-
see transmission installation drawing and section 2.2
posed to siltation of pitting corrosion.
Technical specifications
4.1.7 Transmission cooling (Design of the cooler) Minimum admissible cooling-water flow rate:
Water intake
Water pressure
Maximum permissible water pressure at the coo-
ling-water intake:
Water outflow
Filtration
Oil outflow Oil intake Suction filter on the water side required with mesh
size: see transmission installation drawing
Fig. 31: Schematic display of a cooler design
(example) This is necessary in order to prevent contaminations
(such as, solid matters or shells) from ingression into
4.1.7.1 Requirements for the cooling water circuit the cooler and the pipes as such contaminations
would clog the cooler. A clogged transmission oil coo-
The amount of heat generated in the transmission is
ler or individually clogged cooler pipes result in a
dissipated through the oil cooler. The oil cooler, which
reduced cooling performance.
is part of the basic model of the transmission, is
mounted to, installed in or fixed onto the transmission
housing.
For the admissible water flow rate and the pressure
loss between cooling-water intake and outflow, see
technical specifications in the transmission installation
drawing or section 2.2 Technical specifications. The
indicated water pressure at the cooling-water intake
must no be exceeded. The transmission oil cooler is
designed such that the heat dissipation is sufficient at
a transmission ambient temperature of 60°C and a
water intake temperature according to the transmis-
sion installation drawing (also at full transmission load
and maximum speed).
Position of the transmission oil cooler in the cooling

water circuit
The correct transmission temperature is set by adju- Fig. 32: Contamination (wood chips) caused by a
sting the cooling-water flow rate. For this purpose, a filter screen with inappropriate (too large)
replaceable gland, a valve or a similar device must be mesh size (example)
provided in the pipework. Therefore, the water circuit
of the transmission oil cooler should be arranged in Note:
the bleed off of the engine cooling-water circuit (see In case cooling pipes are clogged, the required flow
section 4.1.6 Transmission cooling (cool systems)). rates will not be obtained. This may lead to depositi-
The closed cooling circuit should be preferred, due to ons or growth and consequently result in pitting corro-
its clean cooling water. sion.
© ZF Edition: 2009/11 / 3103.758.101

4.1.7.2 Earthing Drainage of the water for longer idle time

In order to avoid galvanic corrosion, it is important that If the system is switched off for a longer period of time
there is no electric potential difference at the sea-wa- (for standstill time see service manual), the water
ter containing components. Therefore, the transmis- must be drained if the sea water circuit is open.
sion and consequently also the transmission oil cooler
Note:
must be connected to the earth bus in order to be an-
This is only required if the cooler is not automatically
tistatic – as are all other sea-water containing com-
drained when the cooling-water pump is in standstill.
ponents.
In order to be able to drain the cooling circuit, a drain
Material: Copper
plug or drain valve must be provided in the pipe. The
Minimum diameter: 16 mm2
connection must have a lower position than the trans-
Before connection, it must be ensured that the mission oil cooler in order to ensure complete drai-
junctions of the earth strap are free of colour or of nage of the cooler.
other electrically insulating materials.
4.1.8 Transmission cooling (pipework)
Free-standing transmission
4.1.8.1 Installation
All required oil pipes are connected fix and ready for
operation. At delivery, the connections for the coo-
ling-water intake and outflow are closed by means of
plastic protection caps (ZF 9000 series without NR2,
NR2B, and NR2H) or blind flanges (ZF 9000 NR2/
NR2B/NR2H series). These plastic protection caps co-
ver the internal threads for direct pipe connection. For
further information see the respective transmission in-
stallation drawings. The blind flanges can be used as
welding flanges during installation of the cooling-wa-
Fig. 33: Earthing for free-standing transmission ter pipe. For uncoupling, an elastic adapter (compen-
sator, hose piece) must be installed between these
Flanged transmission flanges and the cooling water pipes on the side of the
ship. The exact position of the connections can be ta-
ken from the corresponding transmission installation
drawing. The flow direction of the water must be en-
sured and complied with, i.e. water intake and water
outflow must not be exchanged.
The temperature increase of the cooling water in the
transmission oil cooler is maximum 5 °C. The mixing
temperature of the engine cooling circuit increases by
approx. 0.5 °C and therefore is irrelevant. The indica-
ted maximum rate of cooling water flowing through
the transmission oil cooler must not be exceeded;
Fig. 34: Earthing for flanged transmission otherwise there is the risk of cavitation in the cooler.
The minimum flow rate must also be adhered to as
4.1.7.3 Drainage of the transmission oil cooler otherwise the flow rate becomes to low and there
Ideally, the cooling-water circuit must be designed would be the risk that the cooler silts up early or the
such that the transmission oil cooler is automatically water flow is impaired by salt excretion.
drained if the cooling-water pump is in standstill.
Note:
The bacteria in the standing water form degradation
products which deposit in the cooler. In case of sur-
faces which have not been passivated yet, this may
lead to pitting corrosion. The passivation of surfaces in
only built-up after some time of operation in oxy-
gen-rich water.
3103.758.101 / Edition: 2009/11 © ZF

4.1.8.2 Screw-in nozzle 4.1.8.4 Materials for the cooling-water pipe

In the connection threads for the cooling water, the When choosing the materials fort he water pipes, it
maximum permissible screw-in length is 20 mm; this must be taken into account that different materials
must be adhered to, in order for the flow not being im- cannot be combined at random. If a more precious
paired in the area in front of the tube plates. metal is combined with a less precious metal the less
precious metal will corrode.
Material for the pipes and the stop valves in the sea
Max screw-in water circuit:
Transmission
length Copper ally (e.g. CuNi10Fe1Mn)
ZF 9000 NR2/ Galvanised steel pipes must not be used since there is
20 mm
NR2B/NR2H a risk that the zinc coating is partially eaten away by
ZF 9000-Series wit- galvanic processes and that iron corrosion parts depo-
hout NR2, NR2B 27 mm sit at the disks or the flange pipes of the cooler. Within
und NR2H a short period of time, this would cause damages at
the transmission oil cooler due to pitting corrosion.
Tab. 3: Maximum screw-in length in the connection
threads for the cooling water 4.1.8.5 Earthing for the cooling-water pipe
screw-in length In order to avoid galvanic corrosion, it is important that
there is no electric potential difference at the sea-wa-
ter containing components.
Therefore, all cooling-water pipes must be connected
to the earth bus of the ship in an antistatic manner. If
there is an insulation separation line in the pipe (hose
or compensator), it must be bridged by means of an
earth strap in an antistatic manner (see section 4.1.7.2
Earthing).
4.1.9 Transmission cooling (general notes)

Fig. 35: Maximum screw-in length in the
connection threads for the cooling water 4.1.9.1 Clearance for maintenance work
(example) The cooler must be inspected and maintained in regu-
lar intervals according to the maintenance instruc-
4.1.8.3 Flow velocity tions. For this purpose, a corresponding clearance
Minimum flow velocity: 1,5 m/sec must be provided for the disassembly of the pipe
Maximum flow velocity: 3,0 m/sec bundle.
The diameters of the pipes must be designed such

that at nominal speed the minimum flow velocity is re-
ached and the maximum flow velocity is not excee-
ded.
Fig. 37: Required clearance for the disassembly of

the pipe bundle (example)
4.1.10 Oil filling and oil level control
The ZF marine transmissions leave the factory without

oil filling. For delivery a corresponding sign is attached
to the transmission.
Fig. 36: Fouling: Organic deposits at the pipe

bundle caused by a low flow velocity and a
long standstill time (example)
© ZF Edition: 2009/11 / 3103.758.101

For the factory-performed functional test every trans- Prior to the first operation the following works and a
mission receives a first filling and is connected to the complete installation control should be performed:
oil circuit of the test rig. After successful test run a
conservation of the transmission interior is performed
• Oil filling and oil level control, as described in
chapter 8 Servicing.
by rinsing with conserving oil.
For suitable oil types see “ZF lubricant list TE-ML 04
• First crank motor manually and then check for
required clearance.
for marine transmissions”. A lubricant list valid at the
time of delivery is included with the transmission. • Check fixing screws of suspension angles on
transmission and foundation for tight fit.
In case of loss of this list it can be requested from
every ZF customer service centre. It can be down- • Check connecting bolts between propeller shaft
loaded free of charge on the internet under flange and output flange for tight fit and securing.
www.zf.com in PDF format.
• Check connecting bolts on transmission input for
For required oil volume refer to type plate. tight fit and securing.
For correct performance of oil filling and oil level con- • Check connections of monitoring devices at the
trol see chapter 8 Servicing. measuring points.
4.1.11 Connection of monitoring equipment

• Check oil cooler for connection to cooling system.
• Ensure that all water valves to the cooler are
The minimum monitoring prescribed in chapter 2.2 opened.
Technical specifications, 2.2.9 Monitoring ZF 9000/
9300 series without versions NR2, NR2B, and NR2H
• When using an oil cooler with remote installation
from the transmission check for secure connec-
and 2.2.10 Monitoring values ZF 9000 NR2/NR2B/
tion of the cooler on the transmission lubricating
NR2H, ZF 9050 NR2/NR2B/NR2H, ZF 9055 NR2/
system.
NR2B/NR2H, ZF 9060 NR2/NR2B must be provided in
any case (monitoring equipment is not supplied as a • Check all rotating components for safeguards.
standard).
• Check all transmission components (pipework,
The equipment required for monitoring must be arran- sensors, plugs, electrical connections) for
ged such that reliable reading of the devices is always possible damages.
ensured, even under poor operational conditions. The
indicating scales of the monitoring equipment are to
• Check all electrical connections on the transmis-
sion for complete wiring and check sealing and
be selected such that the highest possible needle de-
isolation of all cable/wire connections.
flection in the operating range is achieved.
In addition to the obligatory minimum monitoring ad-
• Check all hoses, wires, and cables for sings of
wear.
ditional display or warning devices can be connected
to the measuring points sealed by blind flanges.
4.2 Installation control and commissioning

Prior to delivery to our customers ZF marine transmis-
sions are tested on test rigs. Within the scope of these
tests all functions, oil pressures, temperature, and
noise characteristics are checked and documented in
detail. During the test run a conservation of the trans-
mission interior is performed by rinsing with conser-
ving oil. This ensures a storing capacity in dry rooms of
up to 12 months, without further measures.
3103.758.101 / Edition: 2009/11 © ZF

Functional test of operating mechanism 4.3.2 Standstill of 6 to 9 months

In the case of electric transmission control the opera-
In the case of a standstill of more than 6 months
ting voltage (24v) or current input is to be tested at
anti-corrosion measures of level K2 should have been
suitable positions, as close as possible to the electric
performed.
magnet connectors.
Commissioning after K2 conservation
4.3 Commissioning after standstill 1. Drain anti-corrosion oil until normal oil level.
In general, a standstill is possible for up to 3 months 2. Start motor and run for approx. 5 minutes.
without requirement of any anti corrosion measures,
the operation can be continued without removal of the 3. Drain anti-corrosion oil completely and fill trans-
conserving oil. mission with specified oil type (see Service work
141).
After longer standstill or scheduled shutdowns (> 3
months) the measures for commissioning depend on 4.3.3 Standstill of 36 months and more
the previous anti-corrosion treatment and the environ-
mental conditions of the transmission. Decommissioning of the transmission is possible for a
At the factory, a conservation of the transmission in- maximum of 36 months, if long-term conservation K3
terior is performed during the test run by rinsing with is performed. Alternatively, the conservation level K 2
conserving oil. This ensures a storing capacity in dry can be repeated every 9 months.
rooms of up to 12 months, without requirement of any Commissioning after K3 long-term conservation
further special measures.
1. Drain anti-corrosion oil until normal oil level.
Note:
Conservation measures for long-term storages must 2. Start motor and run for approx. 5 minutes.
be specified in the transmission order. 3. Drain anti-corrosion oil completely and fill trans-
mission with specified oil type (see Service work
4.3.1 Standstill of 3 to 6 months 141).
In the case of a standstill of under 6 months anti-cor-

4.4 Operation control
rosion measures of level K1 should have been perfor-
med. The minimum monitoring specified in section 2.2
Technical specifications, 2.2.9 Monitoring ZF 9000/
Depending on the condition of the oils in the transmis-
9300 series without versions NR2, NR2B, and NR2H
sion an oil exchange according to service level Z1 is
and 2.2.10 Monitoring values ZF 9000 NR2/NR2B/
required prior to re-commissioning.
NR2H, ZF 9050 NR2/NR2B/NR2H, ZF 9055 NR2/
Commissioning after K1 conservation NR2B/NR2H, ZF 9060 NR2/NR2B is required for as-
sessment of the operational safety of the transmission
Test oil for condensate (emulsion) prior to re-commis-
and must imperatively be installed. In addition to the
sioning. This test must be performed immediately after
obligatory minimum monitoring additional display or
switching off the motor - oil must not be clouded.
warning devices can be connected to the measuring
1. Start motor and run for approx. 5 minutes in order points sealed by blind flanges.
to allow eventual condensate accumulated in the
transmission with and anti-corrosion agent to mix.
2. Drain anti-corrosion agent and fill transmission
with the specified oil type (see Service work 141).
© ZF Edition: 2009/11 / 3103.758.101

4.4.1 Minimum transmission monitoring Oil temperature (measuring point 12)

The transmission oil temperature must be monitored
Differential pressure at the oil filter
by means of a thermometer. The water flow rate
(measuring point 127)
through the transmission cooler must be regulated
Note: such that the transmission oil temperature is within
This measuring point is only available at the ZF 9000 the recommended normal range during normal opera-
series (without NR2, NR2B, and NR2H). tion. In the case of continuous operation the max.
transmission oil temperature must not be exceeded.
This measuring point is used for monitoring the
differential pressure at the oil filter. In the case of the
4.4.2 Additional transmission monitoring
ZF 9000 seriesseries (without NR2, NR2B, and NR2H)
a duplex-switch filter is used. To enable switching and
Additional measuring points are provided at the trans-
cleaning of the duplex-switch filter during operation
mission for additional transmission monitoring purpo-
only one filter section is in operation at a time. The
ses, if a higher level of a functional monitoring is
duplex-switch filter has an optical contamination indi-
desired or required by classification societies.
cator and an integral differential pressure switch.
The relevant measuring values are equal to those at
Oil pressure before the oil filter (measuring point 5) the measuring points for the minimum monitoring.
Note: Oil pressure before the oil filter (measuring point 5)
This measuring point is only available at ZF 9000 NR2/
Note:
NR2B/NR2H series.
This measuring point is only available at the ZF 9000
This measuring point is used for monitoring the oil fil- series (without NR2, NR2B/NR2H).
ter. In the case of the ZF 9000 NR2/NR2B/NR2H se-
If the monitoring is to be realised by means of a mano-
ries a gap filter is used. An increase of the oil pressure
meter and an alarm unit a T piece can be mounted to
indicates the increasing contamination of the filter. For
measuring position 5 for simultaneous connection of
monitoring a pressure switch must be used. The re-
the manometer and the pressure switch. It is also pos-
spective switch must be set such that in case of a rise
sible to use a pressure transmitter for remote pressure
in pressure above the specified value the pressure
display with integrated switching contact for the
switch switches and an alarm is released.
alarm.
Clutch oil pressure (measuring point 2)
Clutch oil pressure (measuring points 21 and 27)
Depending on the transmission design and/or torque
Additional pressure switches can be connected to the
the clutch pressure is set to different values. The nomi-
measuring points 21 and 27 in connection with an
nal clutch pressure is specified in the technical docu-
alarm unit or manometer. In the case of monitoring by
ments binding for the respective order and is also
means of a pressure switch it must be set such that in
embossed in the type plate (see section 2.2.8 Trans-
case of a pressure drop below the alarm value the
mission description).
alarm is released.
The specified clutch oil pressure applies to the engine
In neutral switch position the oil pressure falls below
wise rotation and counter-engine wise rotation switch
the alarm value of the pressure sensor, i.e. an alarm is
positions. In the neutral switch position the oil pres-
released also for normal oil pressure in neutral switch
sure at this measuring point falls to the value specified
position. In order to avoid this the alarm unit should be
in the section “Monitoring value” according to input
disabled in neutral and trolling switch position, e.g. by
speed and oil temperature. The same applies to the
means of a neutral switch operated by the transmis-
clutch oil pressure in trolling operation. The clutch oil
sion control (ZF special equipment). To avoid that the
pressure must be monitored using a manometer. If un-
alarm is released during the time when the control is
der the given conditions the clutch oil pressure corre-
operated until the full clutch oil pressure has built up
sponds to the specified values the transmission
(approx. 1 to 2s) a time-delay relay with a delay of at
lubrication is equally ensured. Specific monitoring of
least 5s and max. 10s must be integrated in addition.
the lubricating oil pressure (measuring point 22) is
thus not required.
3103.758.101 / Edition: 2009/11 © ZF

Lubricating oil pressure (measuring points 22)

Measuring point 22 can be used to monitor the lubri-
cating oil pressure. The monitoring can be realised by
means of a manometer or pressure switch. The lubri-
cating oil pressure is within the range of the values
specified in the section “Monitoring values” according
to the transmission input speed and the transmission
oil temperature. In the case of monitoring by means of
a pressure switch the switch must be set such that the
alarm is released for a lubricating oil pressure below
the alarm value according to section “Monitoring va-
lues”.
Oil temperature (measuring point 11)
Measuring point 11 can be used for additional
installation of a temperature transmitter for a remote
thermometer or a temperature switch for alarm units.
The temperature switch must be set to the alarm value
specified for the relevant transmission design.
Oil temperature (measuring point 41)
Additional use of this measuring point is possible for
designs with a trailing oil pump.
The measuring point 41 is not located in the oil sump.
It may only be used for monitoring of the oil tempera-
ture if oil circulation is available - with motor running
or propeller shaft rotating with trailing oil pump moun-
ted.
Neutral switch
The neutral switch checks if the control slide valve in
the control unit is in „neutral” switch position.
Inductive sensor for detection of emergency control
While in „neutral” switch position, the inductive sensor
checks if the set screw of the pilot valve emergency
control is opened up to the stop.
Note:
This inductive sensor is provided for the ZF 9000
series only, without NR2, NR2B, and NR2H.
© ZF Edition: 2009/11 / 3103.758.101

Operation 61
5 OPERATION sion control are coupled with each other. If using a

“two-lever control” a locking device should be instal-
5.1 Operating controls led in the transmission control installation which does
not allow switching of the transmission until the con-
Operating controls with electric transmission control trol lever is in idle position.
are available. The electric transmission control is inclu-
ded as a standard for the ZF 9000 series. To allow high motor speeds without switching in the
transmission for inspection or warm-up purposes, the
The ZF 9000 NR2/NR2B/NR2H series is only available “single-lever control” must implement an emergency
with electric transmission control. shutoff option for the transmission control.
The operating installations must be constructed such The following control unit versions are possible:
that any switching operation on the transmission is
only possible with the motor off. The safest way to
achieve this is by means of a “single-lever control”
where the motor filling adjustment and the transmis-
Function
“maintain
Number of magnet switch position
Transmission see section
valves during power
failure” avai-
lable
ZF 9000 series wit- 5.1.1 Electric transmission control with three
3 (1x GGL, 1x GLL,
hout NR, NR2, yes magnet valves (for ZF 9000 series without NR,
1x NEUTRAL)
NR2B, and NR2H NR2, NR2B, and NR2H)
ZF 9000 series wit- 5.1.2 Electric transmission control with two
hout NR, NR2, 2 (1x GGL, 1x GLL) no magnet valves (for ZF 9000 series without NR,
NR2B, and NR2H NR2, NR2B, and NR2H)
ZF 9000-NR (GGL)
2 (1x GGL,
series without NR2, yes
1x NEUTRAL)
NR2B, and NR2H 5.1.3 Electric transmission control (for ZF
ZF 9000-NR (GLL) 9000 series without NR2, NR2B, and NR2H)
2 (1x GLL,
series without NR2, yes
1x NEUTRAL)
NR2B, and NR2H
Tab. 4: Control unit versions for the ZF 9000 series without NR2, NR2B, and NR2H
Function
“maintain
Number of magnet switch position
Transmission see section
valves during power
failure” avai-
lable
ZF 9000 NR2/ 2 (1x CLUTCH ON, 5.1.4 Electric transmission control (for ZF
yes
NR2B/NR2H series 1x CLUTCH OFF) 9000 NR2/NR2B/NR2H series)
Tab. 5: Control unit versions for the ZF 9000 NR2/NR2B/NR2H series
3103.758.101 / Edition: 2009/11 © ZF

62 Operation
5.1.1 Electric transmission control with three a - Electric magnet for „counter-engine wise
magnet valves (for ZF 9000 series without rotation” switch position
NR, NR2, NR2B, and NR2H)
b - Electric magnet for „engine wise rotation”
switch position
In the case of this electric transmission control the
control slide valve is moved axially in the control unit c - Electric magnet for „neutral” switch position
through two electrical operating units mounted to the
d - Pilot valve for „engine wise rotation” and
control unit by means of oil pressure. The upper ope-
“counter-engine wise rotation” switch positions
rating unit consists of the electric magnets “a” (“coun-
ter-engine wise rotation” switch position) and “b” e - Pilot valve for “neutral” switch position
(“engine wise rotation” switch position) and a pilot
f - Control unit
valve. The bottom operating unit consists of an electric
magnet “c” („neutral” switch position) and a pilot Control of these electric magnets allows selection of
valve. the switch position as follows:
In order to enable control by means of the electric Neutral: Voltage is applied only to the
transmission control the mechanical emergency con- electric magnet “c” (located
trol must be disabled. For this purpose the set screw below “b”).
at the two electric magnets “a” and “b” of the upper Engine wise Voltage is applied only to the left
operating unit must be opened until flush with the rotation: hand (looking at the output)
plane surface (see section 5.1.1.2). electric magnet “b”.
Note: Counter-engine Voltage is applied only to the
Prior to start of operation it must be ensured that the wise rotation: right hand (looking at the output)
pilot valve is not in emergency control. electric magnet “a”.
5.1.1.1 Electric transmission control elements

• „Counter-engine wise rotation” switch position
The right hand (looking at the output) electric DANGER!
magnet “a” of the upper operating unit is in
charge of the output direction opposite to the Rotating propeller shaft in “neutral” switch
input direction. position.
• „Engine wise rotation” switch position Consequences: Danger of accident, serious injury -
The left hand (looking at the output) electric mag- Danger to life!
net “b” of the upper operating unit is in charge of
the output direction parallel to the input direction.
• „neutral” switch position Even if in „neutral” switch position the transmission
The electric magnet “c” of the bottom operating clutch is open the propeller shaft can still rotate. If
unit is in charge of the „neutral” switch position. standstill of the propeller shaft is required a propeller
shaft brake or other shaft locking device must be pro-
Upper operating unit vided.
d
b
a
c
Bottom operating unit

f
Fig. 38: Electric transmission control elements
(example)
© ZF Edition: 2009/11 / 3103.758.101

Operation 63
Mechanical emergency control of the upper operating

CAUTION! unit’s electric magnets “a” („counter-engine wise rota-
tion” switch position) or “b” („engine wise rotation”
switch position) is made manually by means of a set
Inadmissible operational condition due to
screw using the tool mounted to the control unit (hol-
incorrect assembly.
low hexagon wrench, width 3mm). The set screw is
Consequences: Personal and/or material damage! located on the front side of the electric magnet.
• In neutral position a voltage must be applied to the
electric magnet “c” (switch position neutral), i.e. b /188 d a / 189
the electric magnet “c” must be connected to the
voltage supply.
• Voltage must not be applied to more than one elec-

tric magnet at a time.
In case of a power failure the current switch position

of the transmission is maintained.
5.1.1.2 Mechanical emergency control with three

magnet valves (for ZF 9000 series without
NR, NR2, NR2B, and NR2H) g
In case of faults of the operating controls manual
operation of the transmission is possible (i.e. emer-
gency control). Fig. 39: Mechanical emergency operation of the
upper operating unit with the electric
magnets “a” and “b” (example)
b/ 188 Electric magnet “b”: Position of the set
CAUTION! screw for “engine wise rotation” switch
position (output direction parallel to input
Insufficient access to the tool for emergency direction)
operation and insufficient clearance to actu- a/ 189 Electric magnet “a”: Position of the set
ate the emergency operation. screw for “counter-engine wise rotation”
Consequences: Personal and/or material damage! switch position (output direction
oppsite to the input direction)
• Make sure that the tool for emergency operation
and the emergency operation are freely accessible d Pilot valve for the “engine wise rotation”
at all times. For this purpose a clearance of at least and “counter-engine wise rotation”
20 cm must be provided. switch positions
g Tool for emergency operation of electric
magnets “a” and “b” (“counter-engine
wise rotation” switch position) and “b”
(“engine wise rotation” switch position)
CAUTION!
Mechanical emergency operation of the bottom ope-
rating unit’s electric magnet “c” (“neutral” switch posi-
Inadmissible operational condition due to tion) is made manually by means of a push button.
simultaneous operation of electric transmis-
sion control and mechanical emergency
control.
Consequences: Personal and/or material damage!
• If using the mechanical emergency control the
electric transmission control must be disabled, i.e.
the electric magnets must not be connected to the
electric supply. Fig. 40: Mechanical emergency operation of bot-
tom operating unit with electric magnet “c”
(example)
3103.758.101 / Edition: 2009/11 © ZF

64 Operation
The set screw at the electric magnets “a” and “b” on Engine wise rotation switch position
both sides of the upper operating unit’s pilot valve has Electric magnet „b“: Set screw screwed in
two positions. An intermediate position is not admissi- (approx. 6.0 to 6.2mm from
ble. In both positions a resistance (i.e. stopper) can be plane surface)
noticed when the end position is reached.
Electric magnet „a“: Set screw opened
Opened: approx. flush with plane surface (approx. flush with plane
(set screw protrudes by approx. surface, set screw protrudes
0.2 to 0.3mm) by approx. 0.2 to 0.3mm)
Screwed in: screwed in by approx. 6.0-6.2mm
(dimension plane surface-set
screw)
Neutral switch position

Electric magnet „b“: Set screw opened 6.0 to 6.2 mm
(approx. flush with plane
surface, set screw protrudes
by approx. 0.2 to 0.3mm)
by approx. 0.2 to 0.3mm) Fig. 43: Pilot valve in “engine wise rotation” switch
position
Counter-engine wise rotation switch position

Electric magnet „b“: Set screw opened
Electric magnet „a“: Set screw screwed in
Fig. 41: Pilot valve in “neutral” switch position“
(approx. 6.0 to 6.2mm from
In addition, the emergency operation of the bottom plane surface)
operating unit’s electric magnet “c” should be pressed
for approx. 1-2s to ensure that the transmission is in
“neutral” switch position.
6.0 to 6.2 mm
Fig. 42: Push button for emergency operation of

electric magnet “c” (example)
Fig. 44: Pilot valve in “counter-engine wise rotation”
switch position
© ZF Edition: 2009/11 / 3103.758.101

Operation 65
5.1.1.3 Operation using the mechanical

emergency control WARNING!
Incorrect direction by screwing in the wrong

set screw.
WARNING!
material damage!
While the emergency control is active
control of the ship by means of the lever is • Ensure that you screw in the set screw for the
not possible. required direction of operation.
material damage!
4. Screw in the electric magnet set screw for the
corresponding switch position (set screw at elec-
tric magnet “a” for “counter-engine wise rotation”
If the emergency operation is active the ship cannot switch position, set screw at electric magnet “b”
be controlled by means of the lever. for “engine wise rotation” switch position) until
The clutch set through the corresponding electric ma- end position is reached (approx. 6.0 to 6.2mm)
gnet of the upper operating unit is always closed using the tool at the control unit.
when the motor is running. While in mechanical emer- 5. Return tool to the respective holder of the
gency operation the transmission cannot be switched control unit.
in “neutral” switch position or reversed.
6. Check for correct direction.
The steerman must be aware of this condition all the
time. The way of navigation must be adapted to this Switching off the mechanical emergency control
condition. In the port area and in narrow or busy wa-
ters the motor must thus be switched off and the ship
is to be trailed.
CAUTION!
Note:
Prior to start of the operation it must be ensured that
Transmission components may be very hot.
the tool for mechanical emergency control is available
at the control unit. Consequences: Danger of burning!
• Wear protective gloves as motor and transmission
Switching on the mechanical emergency operation
components may be very hot.
CAUTION! 1. Set motor speed adjusting device to idle speed.

2. Open set screw of the two electric magnets “a”
Transmission components may be very hot. and “b” until end position is reached (approx.
Consequences: Danger of burning! flush with plane surface, set screw protrudes by
approx. 0.2 to 0.3mm) using the tool at the con-
• Wear protective gloves as motor and transmission trol unit.
3. Return tool to the respective holder of the
control unit.
1. Ensure that the electric transmission control is
4. Press push button at bottom operating unit’s elec-
switched off (e.g. by switching off the transmis-
tric magnet “c” for 1-2s to ensure that the trans-
sion control or by removing the plugs at the elec-
mission is in “neutral” switch position.
tric magnets).
2. Set motor speed adjusting device to idle speed.
switched on (e.g. by switching on the transmis-
3. Press push button on the bottom operating unit’s sion control or by connecting the plugs to the
electric magnet “c” for 1-2s to ensure that the electric magnet).
transmission is in “neutral” switch position.
6. Check if all switch positions can be selected by
the lever.
3103.758.101 / Edition: 2009/11 © ZF

66 Operation
Changing from “counter-engine wise rotation” Changing from “engine wise rotation” switch
switch position to “engine wise rotation” switch position to “counter-engine wise rotation” switch
position position
CAUTION! CAUTION!
Transmission components may be very hot. Transmission components may be very hot.
Consequences: Danger of burning! Consequences: Danger of burning!
• Wear protective gloves as motor and transmission • Wear protective gloves as motor and transmission
components may be very hot. components may be very hot.
1. Set motor speed adjusting device to idle speed. 1. Set motor speed adjusting device to idle speed.
2. Open set screw of the two electric magnets “a” 2. Open set screw of the two electric magnets “a”
and “b” until end position is reached (approx. and “b” until end position is reached (approx.
flush with plane surface, set screw protrudes by flush with plane surface, set screw protrudes by
approx. 0.2 to 0.3mm) using the tool at the con- approx. 0.2 to 0.3mm) using the tool at the con-
trol unit. trol unit.
3. Press push button at bottom operating unit’s elec- 3. Press push button at bottom operating unit’s elec-
tric magnet “c” for 1-2s to ensure that the trans- tric magnet “c” for 1-2s to ensure that the trans-
mission is in “neutral” switch position. mission is in “neutral” switch position.
4. Screw in set screw of electric magnet “b” until 4. Screw in set screw of electric magnet “a” until
end position is reached (approx. 6.0 to 6.2mm) end position is reached (approx. 6.0 to 6.2mm)
using the tool at the control unit. using the tool at the control unit.
5. Return tool to the respective holder of the 5. Return tool to the respective holder of the
control unit. control unit.
6. Check for correct direction. 6. Check for correct direction.
© ZF Edition: 2009/11 / 3103.758.101

Operation 67
5.1.2 Electric transmission control with two mag-

net valves (for ZF 9000 series without NR, Operating unit
NR2, NR2B, and NR2H) b
a
control slide valve is moved axially in the control unit
control unit by means of oil pressure. The operating
unit consists of the electric magnets “a” (“counter-en-
gine wise rotation” switch position) and “b” (“engine d
wise rotation” switch position) and a pilot valve.
In order to enable control by means of the electric
transmission control the mechanical emergency con-
trol must be disabled. For this purpose the set screw
at the two electric magnets “a” and “b” of the upper f
operating unit must be opened until flush with the
plane surface (see section 5.1.2.2). Fig. 45: Electric transmission control elements
Note: (example)
Prior to start of operation it must be ensured that the a - Electric magnet for „counter-engine wise
pilot valve is not in emergency control. rotation” switch position“
5.1.2.1 Electric transmission control elements b - Electric magnet for „engine wise rotation”
• “Counter-engine wise rotation” switch position switch position
The right hand (looking at the output) electric d - Pilot valve for „engine wise rotation” and
magnet “a” of the upper operating unit is in “counter rotation” switch positions
charge of the output direction opposite to the
input direction. f - Control unit
• “Engine wise rotation” switch position Control of these electric magnets allows selection of
The left hand (looking at the output) electric mag- the switch position as follows:
net “b” of the upper operating unit is in charge of Neutral: No voltage is applied to the elec-
the output direction parallel to the input direction. tric magnets „a“ and „b“.
Engine wise Voltage is applied only to the left
rotation: hand (looking at the output)
electric magnet “b”.
Counter-engine Voltage is applied only to the
wise rotation: right hand (looking at the output)
electric magnet “a”.
DANGER!
Rotating propeller shaft in „neutral” switch

position.
Consequences: Danger of accident, serious injury -
Danger to life!
Even if in „neutral” switch position the transmission

clutch is open the propeller shaft can still rotate. If
standstill of the propeller shaft is required a propeller
vided.
3103.758.101 / Edition: 2009/11 © ZF

68 Operation
CAUTION! CAUTION!
Inadmissible operational condition due to Inadmissible operational condition due to

incorrect assembly. simultaneous operation of electric transmis-
control.
• Voltage must not be applied simultaneously to the Consequences: Personal and/or material damage!
electric magnets “a” and “b” at a time.
• If using the mechanical emergency control the
electric supply.
WARNING!
Mechanical emergency control of the operating unit’s

In case of a power failure automatic change
electric magnets “a” („counter-engine wise rotation”
to “neutral” switch position.
switch position) or “b” („engine wise rotation” switch
Consequences: Danger of injury, significant position) is made manually by means of a set screw
material damage! using the tool mounted to the control unit (hollow he-
xagon wrench, width 3mm). The set screw is located
on the front side of the electric magnet.
In case of power failure the transmission automatically
changes to the “neutral” switch position. This can re-
b /188 d a / 189
sult in unmanoeuvrability of the ship.
5.1.2.2 Mechanical emergency control with two

magnet valves (for ZF 9000 series without
NR, NR2, NR2B, and NR2H)
In case of faults of the operating controls manual ope-
ration of the transmission is possible (i.e. emergency
control).
CAUTION!
g
Insufficient access to the tool for emergency Fig. 46: Mechanical emergency operation of the
operation and insufficient clearance to actu- upper operating unit with the electric
ate the emergency operation. magnets “a” and “b” (example)
Consequences: Personal and/or material damage! b/ 188 Electric magnet “b”: Position of the set
• Make sure that the tool for emergency operation screw for „engine wise rotation” switch
and the emergency operation are freely accessible position (output direction parallel to input
at all times. For this purpose a clearance of at least direction)
20 cm must be provided. a/ 189 Electric magnet “a”: Position of the set
screw for „counter-engine wise rotation”
switch position (output direction
opposite to the input direction)
d Pilot valve for the „engine wise rotation”
switch position and “counter-engine wise
rotation”
magnets “a” („counter-engine wise
rotation” switch position) and “b”
(„engine wise rotation” switch position)
© ZF Edition: 2009/11 / 3103.758.101

Operation 69
The set screw at the electric magnets “a” and “b” on Counter-engine wise rotation switch position
both sides of the operating unit’s pilot valve has two Electric magnet „b“: Set screw opened
positions. An intermediate position is not admissible. (approx. flush with plane
In both positions a resistance (i.e. stopper) can be no- surface, set screw protrudes
ticed when the end position is reached. by approx. 0.2 to 0.3mm)
Opened: approx. flush with plane surface Electric magnet „a“: Set screw screwed in
(set screw protrudes by approx. (approx. 6.0 to 6.2mm from
0.2 to 0.3mm) plane surface)
screw)

Electric magnet „b“: Set screw opened 6.0 to 6.2 mm
by approx. 0.2 to 0.3mm) Fig. 49: Pilot valve in “counter-engine wise rotation”
switch position
5.1.2.3 Operation using the mechanical

emergency control
WARNING!
Fig. 47: Pilot valve in “neutral” switch position
While the emergency control is active
Engine wise rotation switch position
control of the ship by means of the lever is
Electric magnet „b“: Set screw screwed in not possible.
plane surface) Consequences: Danger of injury, significant
Electric magnet „a“: Set screw opened material damage!
by approx. 0.2 to 0.3mm) If the emergency operation is active the ship cannot
be controlled by means of the lever.
The clutch set through the corresponding electric ma-
gnet of the upper operating unit is always closed
when the motor is running. While in mechanical emer-
gency operation the transmission cannot be switched
6.0 to 6.2 mm
time. The way of navigation must be adapted to this
is to be trailed.
Note:
Fig. 48: Pilot valve in “engine wise rotation” switch Prior to start of the operation it must be ensured that
position the tool for mechanical emergency control is available
at the control unit.
3103.758.101 / Edition: 2009/11 © ZF

70 Operation
Switching on the mechanical emergency operation Switching off the mechanical emergency control
CAUTION! CAUTION!
Transmission components may be very hot. Transmission components may be very hot.
Consequences: Danger of burning! Consequences: Danger of burning!
• Wear protective gloves as motor and transmission • Wear protective gloves as motor and transmission
components may be very hot. components may be very hot.
1. Ensure that the electric transmission control is 1. Set motor speed adjusting device to idle speed.
sion control or by removing the plugs at the elec-
and “b” until end position is reached (approx.
tric magnets).
flush with plane surface, set screw protrudes by
2. Set motor speed adjusting device to idle speed. approx. 0.2 to 0.3mm) using the tool at the con-
trol unit.
3. Return tool to the respective holder of the control
unit.
CAUTION!
Incorrect direction because incorrect set
sion control or by connecting the plugs to the
screw was screwed in.
electric magnet).
5. Check if all switch positions can be selected by
• Ensure that you screw in the set screw for the the lever.
required direction.
5.1.3 Electric transmission control (for ZF 9000
series without NR2, NR2B, and NR2H)
3. Screw in the electric magnet set screw for the
corresponding switch position (set screw at elec- In the case of this electric transmission control the
tric magnet “a” for „counter-engine wise rotation” control slide valve is moved axially in the control unit
switch position, set screw at electric magnet “b” through two electrical operating units mounted to the
for „engine wise rotation” switch position) until control unit by means of oil pressure. The upper ope-
end position is reached (approx. 6.0 to 6.2mm) rating unit consists of the electric magnets “a” (“coun-
using the tool at the control unit. ter-engine wise rotation” switch position) and “b”
(“engine wise rotation” switch position) and a pilot
4. Return tool to the respective holder of the control
valve. The bottom operating unit consists of an electric
unit.
magnet “c” (“neutral” switch position) and a pilot
5. Check for correct direction. valve.
transmission control the mechanical emergency con-
at the two electric magnets “a” and “b” of the upper
operating unit must be opened until flush with the
plane surface (see section 5.1.3.2).
Note:
Prior to start of operation it must be ensured that the
pilot valve is not in emergency control.
© ZF Edition: 2009/11 / 3103.758.101

Operation 71
5.1.3.1 Electric transmission control elements Control of these electric magnets allows selection of
• „Counter-engine wise rotation” switch position the switch position as follows:
The right hand (looking at the output) electric Neutral: Voltage is applied only to the
magnet “a” of the upper operating unit is in electric magnet “c” (located
charge of the output direction opposite to the below “b”).
input direction. Counter-engine Voltage is applied only to the
• „Engine wise rotation” switch position wise rotation: right hand (looking at the output)
The left hand (looking at the output) electric mag- electric magnet “a”.
net “b” of the upper operating unit is in charge of
the output direction parallel to the input direction.
Upper operating unit d
• „Neutral” switch position b
The electric magnet “c” of the bottom operating a
unit is in charge of the „neutral” switch position. c
Upper operating unit

d
b
a e
c
e
Bottom operating unit f
(engine wise rotation, example)
a - Electric magnet for „engine wise rotation”
Bottom operating unit switch position. In the case of an NR
f transmission with counter-engine wise rotation
Fig. 50: Electric transmission control elements this electric magnet is not connected.
(counter-engine wise rotation, example)
b - Electric magnet for “engine wise rotation”
a - Electric magnet for „counter-engine wise switch position.
rotation” switch position.
c - Electric magnet for “neutral” switch position.
b - Electric magnet for „engine wise rotation”
switch position. In the case of an NR d - Pilot valve for „engine wise rotation” and
transmission with counter-engine wise rotation “counter rotation” switch positions.
this electric magnet is not connected. e - Pilot valve for “neutral” switch position.
c - Electric magnet for “neutral” switch position. f - Control unit
d - Pilot valve for „engine wise rotation” and
“counter rotation” switch positions.
e - Pilot valve for “neutral” switch position.
f - Control unit
3103.758.101 / Edition: 2009/11 © ZF

72 Operation
Control of these electric magnets allows selection of 5.1.3.2 Mechanical emergency control (for ZF 9000
the switch position as follows: series without NR, NR2, NR2B and NR2H)
Neutral: Voltage is applied only to the In case of faults of the operating controls manual ope-
electric magnet “c” (located ration of the transmission is possible (i.e. emergency
below “b”). control).
wise rotation: left hand (looking at the output)
electric magnet “b”.
CAUTION!
Insufficient access to the tool for emergency

DANGER! operation and insufficient clearance to actu-
ate the emergency operation.
Rotating propeller shaft in „neutral” switch Consequences: Personal and/or material damage!
position.
• Make sure that the tool for emergency operation
Consequences: Danger of accident, serious injury - and the emergency operation are freely accessible
Danger to life! at all times. For this purpose a clearance of at least
20 cm must be provided.
Even if in „neutral” switch position the transmission

shaft brake or other shaft locking device must be pro- CAUTION!
vided.
simultaneous operation of electric transmis-
CAUTION!
control.
incorrect assembly. • If using the mechanical emergency control the
• In neutral position, voltage must be applied to the electric supply.
electric magnet “c” (“neutral” switch position), i.e.
the electric magnet “c” must be connected to the
voltage supply. Mechanical emergency control of the upper operating
unit’s electric magnets “a” („counter-engine wise rota-
• Voltage must not be applied simultaneously to the tion” switch position) or “b” („engine wise rotation”
electric magnets “a” (counter-engine wise rotation) switch position) is made manually by means of a set
respectively “b” (engine wise rotation) and “c” at a screw using the tool mounted to the control unit (hol-
time. low hexagon wrench, width 3mm). The set screw is
located on the front side of the electric magnet.
In case of power failure the current switch position of

the transmission is maintained.
© ZF Edition: 2009/11 / 3103.758.101

Operation 73
Note:
The set screw of the electric magnet “b” must always
d
b/188 is not be opened.
connected
a / 189
b is not
connected
Fig. 52: Mechanical emergency operation of the

upper operating unit with the electric mag- Fig. 54: Pilot valve in “neutral” switch position
nets “a” and “b” (counter-engine wise rota- In addition, the emergency operation of the bottom
tion, example) operating unit’s electric magnet “c” should be pressed
a/ 189 Electric magnet “a”: Position of the set for approx. 1-2s to ensure that the transmission is in
screw for „counter-engine wise rotation” “neutral” switch position.
switch position (output direction
opposite to the input direction).
d Pilot valve for the “counter-engine wise
magnets “a” („counter-engine wise rota-
tion” switch position) and “b” („engine
wise rotation” switch position). Fig. 55: Push button for emergency operation of
Mechanical emergency control of the bottom opera- electric magnet “c” (example)
ting unit’s electric magnet “c” (“neutral” switch posi-
tion) is made manually by means of a push button. Counter-engine wise rotation switch position
plane surface)

upper operating unit with the electric 6.0 to 6.2 mm
b is not connected
magnet “c” (example)
The set screw of the upper operating unit’s connected
electric magnets “a” has two positions. An interme-
diate position is not admissible. In both positions a re-
sistance (i.e. stopper) can be noticed when the end
position is reached.
Opened: approx. flush with plane surface Fig. 56: Pilot valve in “counter-engine wise rotation”
(set screw protrudes by approx. switch position
0.2 to 0.3mm)
screw)
3103.758.101 / Edition: 2009/11 © ZF

74 Operation
Note:
b /188 d a/189 is not The set screw of the electric magnet “a” must always
connected be opened.

a is not
connected
e
Fig. 57: Mechanical emergency operation of the Fig. 59: Pilot valve in “neutral” switch position
upper operating unit with the electric mag-
nets “a” and “b” (engine wise rotation, In addition, the emergency operation of the bottom
example) operating unit’s electric magnet “c” should be pressed
for approx. 1-2s to ensure that the transmission is in
b/ 188 Electric magnet “b”: Position of the set “neutral” switch position.
screw for „engine wise rotation” switch
position (output direction parallel to input
direction).
d Pilot valve for the “engine wise rotation”
switch position.
e Tool for emergency operation of electric
magnets “a” („counter-engine wise rota-
tion” switch position) and “b” („engine
Fig. 60: Push button for emergency operation of
wise rotation” switch position).
electric magnet “c” (example))
Mechanical emergency control of the bottom opera-
ting unit’s electric magnet “c” (“neutral” switch posi- Engine wise rotation switch position
tion) is made manually by means of a push button. Electric magnet „b“: Set screw screwed in
plane surface)

bottom operating unit with the electric 6.0 to 6.2mm a is not connected
magnet “c” (example)
The set screw of the upper operating unit’s connected
electric magnets “a” has two positions. An interme-
diate position is not admissible. In both positions a re-
sistance (i.e. stopper) can be noticed when the end
position is reached.
Opened: approx. flush with plane surface Fig. 61: Pilot valve in “engine wise rotation” switch
(set screw protrudes by approx. position
0.2 to 0.3mm)
screw)
© ZF Edition: 2009/11 / 3103.758.101

Operation 75
5.1.3.3 Operation using the mechanical 4. Screw in the set screw of the upper operating
emergency control unit’s connected electric magnet (set screw at
electric magnet “a” for NR transmissions with
counter-engine wise rotation or set screw at elec-
tric magnet “b” for NR transmissions with engine
WARNING!
wise rotation” until end position is reached
(approx. 6.0 to 6.2mm) using the tool at the con-
While the emergency control is active trol unit.
5. Return tool to the respective holder of the
not possible.
control unit.
6. Check for correct direction.
material damage!
Switching off the mechanical emergency control
If the emergency operation is active the ship cannot
be controlled by means of the lever.
CAUTION!
The clutch set through the corresponding electric ma-
gnet of the upper operating unit is always closed
when the motor is running. While in mechanical emer- Transmission components may be very hot.
gency operation the transmission cannot be switched
time. The way of navigation must be adapted to this
is to be trailed.
Note:
and “b” until end position is reached (approx.
Prior to start of the operation it must be ensured that
flush with plane surface, set screw protrudes by
the tool for mechanical emergency control is available
approx. 0.2 to 0.3mm) using the tool at the con-
at the control unit.
trol unit.
Switching on the mechanical emergency operation 3. Return tool to the respective holder of the
control unit.
4. Press push button at bottom operating unit’s elec-
CAUTION! tric magnet “c” for 1-2s to ensure that the trans-
mission is in “neutral” switch position.
Transmission components may be very hot. 5. Ensure that the electric transmission control is
Consequences: Danger of burning! sion control or by connecting the plugs to the
• Wear protective gloves as motor and transmission electric magnet).
components may be very hot. 6. Check if all switch positions can be selected by
the lever.
sion control or by removing the plugs at the
electric magnets).
3. Press push button on the bottom operating unit’s
electric magnet “c” for 1-2s to ensure that the
transmission is in “neutral” switch position.
3103.758.101 / Edition: 2009/11 © ZF

76 Operation
5.1.4 Electric transmission control Control of these electric magnets allows selection of
(for ZF 9000 NR2/NR2B/NR2H series) the switch position as follows:
Neutral: Voltage is applied only to the
electric magnet “a” facing the
control slide valve is moved axially in the control unit
output.
control unit by means of oil pressure. The operating
wise rotation: electric magnet “b” opposite the
unit consists of the electric magnets “a” (“counter-en-
output.
gine wise rotation” switch position) and “b” (“engine
wise rotation” switch position) and a pilot valve.
transmission control the mechanical emergency con- DANGER!
at the two electric magnets “a” and “b” of the upper
operating unit must be opened until flush with the Rotating propeller shaft in „neutral” switch
plane surface (see section 5.1.4.2). position.
Note: Consequences: Danger of accident, serious injury -

Prior to start of operation it must be ensured that the Danger to life!
pilot valve is not in emergency control.
5.1.4.1 Electric transmission control elements Even if in „neutral” switch position the transmission
• „Neutral” switch position
The electric magnet “a” facing the output is in
charge of the “neutral switch position.
vided.
• „Counter-engine wise rotation” switch position
The electric magnet “b” opposite to the output is
in charge of the output direction in opposite direc-
tion of the input direction. CAUTION!

incorrect assembly.
b • In case of power failure the current switch position

of the transmission is maintained.
d
In case of power failure the current switch position of
a the transmission is maintained.
f
(example)
a - Electric magnet for „neutral” switch position.
b - Electric magnet for „counter-engine wise
d - Pilot valve for “neutral” and “counter-engine
wise rotation” switch positions.
f - Control unit
© ZF Edition: 2009/11 / 3103.758.101

Operation 77
5.1.4.2 Mechanical emergency control

(for ZF 9000 NR2/NR2B/NR2H series) d b / 189
In case of faults of the operating controls manual ope-
ration of the transmission is possible (i.e. emergency
control).
CAUTION!
Insufficient clearance to actuate the emer-

gency operation.
a / Neutral
• Make sure that the emergency operation is freely Fig. 63: Mechanical emergency operation of the
accessible at all times. For this purpose a clearance upper operating unit with the electric
of at least 20 cm must be provided. magnets “a” and “b” (example)
a/ Neutral Electric magnet “a”: Position of the set
screw for “neutral” switch position.
b/ 189 Electric magnet “b”: Position of the set
CAUTION! screw for “counter-engine wise rotation”
switch position (output direction in oppo-
Inadmissible operational condition due to site direction of input direction).
simultaneous operation of electric transmis- d Pilot valve for the “engine wise rotation”
sion control and mechanical emergency and“counter-engine wise rotation” switch
control. positions.
Consequences: Personal and/or material damage! The set screw at the electric magnets “a” and “b” on
• If using the mechanical emergency control the both sides of the operating unit’s pilot valve has two
electric transmission control must be disabled, i.e. positions. An intermediate position is not admissible.
the electric magnets must not be connected to the In both positions a resistance (i.e. stopper) can be no-
electric supply. ticed when the end position is reached.
Opened: approx. flush with plane surface
(set screw protrudes by approx.
Mechanical emergency control of the operating unit’s 0.2 to 0.3mm)
electric magnets “a” or “b” is made manually by means Screwed in: screwed in by approx. 6.0-6.2mm
of a set screw using a hollow hexagon wrench (width (dimension plane surface-set
3mm). The set screw is located on the front side of the screw)
electric magnet.
Neutral switch position (clutch off)
plane surface)
6.0-6.2 mm
Fig. 64: Pilot valve in “neutral” switch position
3103.758.101 / Edition: 2009/11 © ZF

78 Operation
Counter-engine wise rotation switch position Note:

(clutch on) Prior to start of the operation it must be ensured that
Electric magnet „a“: Set screw opened in the case of NR2 transmissions (double-shaft trans-
(approx. flush with plane missions) a wrench for hexagon sockets (“Allen
surface, set screw protrudes wrench” with width 3mm) is in the on-board tool kit
by approx. 0.2 to 0.3mm) and is available to the ship crew in case of an emer-
gency.
Electric magnet „b“: Set screw screwed in
Switching on the mechanical emergency operation
plane surface)
CAUTION!
Transmission components may be very hot.

6.0-6.2 mm

Fig. 65: Pilot valve in “counter-engine wise rotation” sion control or by removing the plugs at the elec-
switch position tric magnets).
5.1.4.3 Operation using the mechanical 2. Set motor speed adjusting device to idle speed.
emergency control 3. Screw in the electric magnet set screw for the
corresponding switch position (set screw at elec-
tric magnet “a” for “neutral” switch position, set
screw at electric magnet “b” for “counter-engine
WARNING! wise rotation” switch position) until end position
is reached (approx. 6.0 to 6.2mm) using a hollow
While the emergency control is active hexagon wrench (width 3mm).
not possible. Switching off the mechanical emergency control

material damage!
CAUTION!
If the emergency operation is active the ship cannot

be controlled by means of the lever. Transmission components may be very hot.
The clutch set through the electric magnet “b” of the Consequences: Danger of burning!
operating unit is always closed when the motor is run- • Wear protective gloves as motor and transmission
ning. While in mechanical emergency operation the components may be very hot.
transmission cannot be switched in “neutral” switch
position or reversed.
The steerman must be aware of this condition all the 1. Set motor speed adjusting device to idle speed.
time. The way of navigation must be adapted to this 2. Move lever to “neutral” position.
is to be trailed.
© ZF Edition: 2009/11 / 3103.758.101

Operation 79
3. Open screwed in set screw of emergency-opera- 5. Increase motor speed to the required operating
ted electric magnet (set screw at electric magnet speed.
“a” for “neutral” switch position, set screw at elec-
Note:
tric magnet “b” for “ counter-engine wise rotation”
Not applicable to reduction transmission NR2!
switch position) until end position is reached
(approx. flush to plane surface, set screw protru-
5.2.3 Switching in case of Danger (crash stop)
des by approx. 0.2-0.3mm) using a hollow hexa-
gon wrench (width 3mm).
In the event of an emergency reversing from “forward”
4. Ensure that the electric transmission control is to “reverse” is of evidently also possible for higher mo-
switched on (e.g. by switching on the transmis- tor speed (20% above idle speed, however, max.
sion control or by connecting the plugs to the 720rpm).
electric magnet).
ZF Marine GmbH recommends to use the motor bra-
5. Check if all switch positions can be selected by king effect also in this case and not to increase the
the lever. motor speed to the required operating speed until 1 to
2s after selection of the “return” switch position. Du-
5.2 Switching operation ring such operations you should consider that in many
cases (among others depending on the ship type) no
During operation the transmission does not require or only little reduction of the stopping distance is
any attention apart from monitoring the display de- achieved in respect to the switching sequence descri-
vices for the transmission temperature and the trans- bed above.
mission oil pressures.
Note:
According to our experience, the switching operations Crash stop manoeuvres mean extreme stress for the
described in the following provide optimal switching overall propulsion plant with particular stress on the
performance with regard to a possibly short stopping reverse clutch.
distance of the ship with simultaneous best possible
protection of the transmission reversing clutches and If crash stop manoeuvres are performed during first
thus the overall propulsion plant. We therefore stron- trial of the ship a time interval of half an hour must be
gly recommend compliance with the proposed swit- provided between the manoeuvres. This allows the
ching operations. components, subjected to extreme thermal load du-
ring the crash stop manoeuvre, to cool down to nor-
The switching movement from the “neutral” switch mal temperature.
position to the “forward” or “reverse” switch position
must be made quickly. Pausing in the undefined areas Note:
between the switch positions is not admissible. ZF Marine GmbH recommends not to perform more
than 1 to 5 crash stop manoeuvres for test purposes.
5.2.1 Switching Neutral > Forward and Neutral >
Reverse 5.3 Trailing operation
Trailing operation refers to operation with the motor
off and the propeller being driven by the current.
2. Select required direction and remain in this posi- According to the transmission design regular or occa-
tion for approx. 1 to 2s. sional trailing operation is possible.
3. Increase motor speed to the required operating Note:
speed. For trailing operation with the motor off and the pro-
peller shaft rotating the transmission control must be
5.2.2 Switching Forward > Reverse and vice versa switched in “neutral” switch position.

2. Maintain switch position in order to use the motor
braking effect on the propeller until the motor
speed has decreased to approximately 1.2 times
the idle speed (max. 720rpm).
3. Move control lever in “neutral” position and
remain in this position for approx. 0.5s.
4. Switch control lever further in the opposite direc-
tion and remain in this position for approx. 1 to
2s.
3103.758.101 / Edition: 2009/11 © ZF

80 Operation
5.3.1 Occasional trailing operation NR series without NR2, NR2B, and NR2H) or 5.1.4.2
Mechanical emergency operation (for ZF 9000 NR2/
The basic transmission design (without trailing oil NR2B/NR2H series) no force transmission takes place
pump) allows occasional trailing operation (< 5 hours). a fault in the transmission occurred. In such cases the
clutch discs of the shifting clutch can be pressed toge-
The transmission oil temperature must be monitored
ther mechanically by means of clamping bolts integra-
(measuring points 11 and 12 are located in the oil
ted in the transmission.
sump). The maximum oil temperature must not ex-
ceed 75°C. If the temperature exceeds this limit value Note:
the ship speed must be reduced. If necessary, the mo- In the case of transmission configurations with, for ex-
tor may operated for a short period until the transmis- ample, power take offs on the intermediate shaft ac-
sion oil temperature has fallen below the maximum cess to these clamping bolts might not be possible.
admissible value due to the cooling water circulation
Four clamping bolts each are available for the clutch
(transmission in “forward” or “neutral” switch posi-
for engine wise rotation and for the clutch for coun-
tion).
ter-engine wise rotation and can be accessed from the
Note: outside through the transmission output side.
In case of an emergency trailing operation for up to 15
Note:
hours is admissible.
For double-shaft transmissions (NR2/NR2B/NR2H ver-
sions) only counter-engine wise rotation is possible
5.3.2 Regular trailing operation
during operation by means of emergency circuit due
to the fact that double-shaft transmissions have only
If regular trailing operation is intended or this condi-
one multiple-disc clutch at the input shaft.
tion continues for more than 5 hours without interrup-
tion installation of a trailing oil pump is required. See The openings of the housing are sealed by means of
chapter 6 special equipment/special designs. screw plugs.
Emergency circuit - Emergency circuit -
If the motor is off with the output shaft rotating such
Engine wise rotation Counter-engine wise
oil pump ensures the lubricating oil supply of the
(44) rotation (34)
transmission. This allows unlimited operation with the
motor off and the propeller rotating.
The oil temperature must be monitored and must not
exceed a maximum of 95°C (the oil sump temperature
roughly corresponds to the plate temperature). If the
oil temperature is too high either reduce the ship
speed or pass water through the transmission oil coo-
ler.
The cooling water volume can either be taken through
a special valve of the motor installations in operation
or by a separately driven water pump. For dimension-
ing a cooling water volume can be expected corre-
sponding to a maximum of 25% of the water volume
required for normal operation.
If the transmission oil temperature should increase
above 90°C it must be considered that after starting
the motor the transmission remains in “neutral” switch
position until the transmission oil temperature has fal-
len below 90°C. Normal operation is not admissible
until then. Fig. 66: Position of clamping bolts for engine wise
and counter-engine wise rotation
5.4 Operation by means of emergency cir- (ZF 9000 A, example)
cuit (“Come home screws”) Operation by means of the emergency circuit is admis-
sible under the following conditions:
If in spite of using the mechanical emergency opera-
tion (section 5.1.1.2 Mechanical emergency operation a) For ZF 9000 NR2/NR2B/NR2H versions the oil
with three magnet valves (for ZF 9000 series without pressure at measuring point 2 must be at least
NR, NR2, NR2B, and NR2H), 5.1.2.2 Mechanical 6.0bar at motor idle speed and warmed up trans-
emergency operation with two magnet valves (for mission. In this case operation at 50% of the
ZF 9000 series without NR, NR2, NR2B, and NR2H), maximum motor speed is admissible.
5.1.3.2 Mechanical emergency operation (for ZF 9000
© ZF Edition: 2009/11 / 3103.758.101

Operation 81
b) For all other ZF 9000 versions the oil pressure at 5.4.1 Emergency circuit activation
the measuring point must be 2>PKN-1bar. In this
case operation at 50% of the normal motor speed 1. Turn off motor and ensure that the motor cannot
is possible. be restarted while switching on the emergency
circuit.
The special wrench required for operation of the emer-
gency circuit (hollow hexagon wrench, width 8, length 2. Disable control of pilot valve. In the case of elec-
280mm) is available from ZF Marine GmbH under trical transmission control this is made by removal
parts number 1X56 137 055. of the plugs.
3. Determine clutch to be switched.
4. Loosen screw plugs and remove.
CAUTION! 5. Insert wrench in one of the four opening until end
position is reached. Rotate motor or transmission
Inadmissible operational condition due to shaft slowly until head of clamping bolt contacts
blocked transmission. wrench.
Consequences: Component damage, significant Note:
material damage! The direction of rotation is irrelevant; the said position
should be reached after max. 90° rotary displacement.
6. Withdraw wrench by approx. 30mm and rotate
Only one shifting clutch may be closed at every trans- motor or transmission shaft slightly (approx. 1°)
mission at a time since otherwise both output direc- until the wrench can be introduced in the clam-
tions are force-closed and the transmission will block. ping bolt hexagon.
For this reason the normal transmission control device
must be disabled during operation by means of emer-
gency circuit.
CAUTION!
CAUTION! Jammed clutch piston due to uneven

tightening of clamping bolts.
During operation by means of emergency Consequences: No or insufficient torque trans-
circuit the control lever is deactivated. “Neu- mission due to jammed clutch
tral” switch position is not possible. piston.
material damage!
7. Tighten clamping bolt by several clockwise rotati-
ons until end position is reached.
When operated by means of emergency circuit the 8. Repeat this procedure for the other three clam-
transmission cannot be switched to “neutral” or re- ping bolts through the corresponding housing
versed by means of the control lever. openings. Further rotation of the transmission
input shaft is not required.
time. The way of navigation must be adapted to this 9. In a second cycle tighten all four clamping bolts
condition. In the port area and in narrow or busy wa- with approx. 50Nm tightening torque.
ters the motor must thus be switched off and the ship 10. Seal housing openings with screw plugs.
is to be trailed.
After the emergency circuit has been set up in such
way the motor can be started and the ship navigated
to the closest service station.
3103.758.101 / Edition: 2009/11 © ZF

82 Operation
5.4.2 Emergency circuit deactivation
1. Turn off motor and ensure that the motor cannot

be restarted while switching on the emergency
circuit.
2. Determine switched clutch.
3. Loosen screw plugs and remove.
4. Insert wrench in one of the four openings until
end position is reached. Continue to rotate motor
or transmission shaft until the head of the clam-
ping bolt contacts the wrench.
Note:
The direction of rotation is irrelevant; the said position
should be reached after max. 90° rotary displacement.
5. Withdraw wrench by approx. 30mm and rotate
motor or transmission shaft slightly (approx. 1°)
until the wrench can be introduced in the clam-
ping bolt hexagon.
CAUTION!
Jammed clutch piston due to uneven

tightening of clamping bolts.
Consequences: No or insufficient torque trans-
mission due to jammed clutch
piston.
6. Loosen clamping bolt by several clockwise rotati-

ons until end position is reached.
7. Repeat this procedure for the other three clam-
ping bolts through the corresponding housing
openings. Further rotation of the transmission
input shaft is not required.
8. In a second cycle tighten all four clamping bolts
with approx. 10Nm tightening torque.
9. Seal housing openings with screw plugs.
10. Enable control of pilot valve. In the case of electri-
cal transmission control this is made by fitting the
plugs.
© ZF Edition: 2009/11 / 3103.758.101

Special equipment/special designs
Special equipment/special designs 83
6 SPECIAL EQUIPMENT/SPECIAL Functional description

DESIGNS Trolling operation allows operation at propeller speeds
which are smaller than possible with non-trolling ope-
A variety of parts and accessories is available on the ration. Consequently, trolling operation is used for tra-
market which is not manufactured or recommended velling at lo ship speed. In trolling operation, the
by ZF. Unauthorized modifications and alterations propeller speed can be reduced by up to 0.3 - 0.7
which impair the function and safety are not allowed. times of the propeller speed of non-trolling operation.
Note: The reduction of the propeller speed is achieved by a
Do not use accessories authorized by ZF only. defined slipping process of the clutch discs. For this
Mainly the operating data approved by ZF for the ap- purpose, in trolling operation, the clutch pressure (oil
plication classes M and C are fully accepted by the pressure with which the clutch discs are pressed
major classification societies. Delivery of a type appro- against each other) is decreased until a defined slip-
val or certificates for the classification is possible on ping process is caused.
request. The transmission oil circuit is designed such that the
Note: friction heat occurring in the clutch is removed. The
If special deliveries or special designs result in variati- trolling valve for adjusting the clutch oil pressure is ar-
ons in operation and maintenance and these are not ranged in the clutch control centre.
described in the following sections, please see specifi- Note:
cations applicable to the relevant order for such de- Trolling refers to operation with slipping clutch.
tails. Trolling operation allows reversing and manoeuvring
in the port area. However, it is pointed out that the
6.1 Trolling propeller thrust generated by the low propeller speed
in trolling operation might not be enough for sufficient
Note:
movement of the ship.
For transmissions with mounted and controlled trolling
valve (special equipment) only. Manoeuvring of bigger displacement boats with a re-
latively weak motor in trolling operation is not possible
A trolling system facilitates operation and manoeu-
or only slowly. Light sport boats with strong motor and
vring at slow speed. This installation allows selection
planing hull, however, show good reactions.
of propeller speeds below the minimum propeller
speed resulting from the transmission ratio and the Note:
motor idle speed. ZF Marine GmbH consequently recommends that the
reaction of the ship during manoeuvring in trolling
This enables operation at lower ship speeds as for a
operation is tested in free water. If the results are not
normally switched transmission at the smallest admis-
satisfying the steerman or approval officer in charge
sible motor speed.
must prohibit the use in the port area.
Typical applications are:
6.1.1 Electrical trolling
• Passages at limited speed, e.g. canal passages
• Manoeuvring in ports and at landing places In trolling operation the clutch oil pressure at the
transmission is adjusted by means of an electrical con-
• Holding position for police boats, life boats
trol signal. The required operating controls are not
• Towing of smaller boats part of the transmission.
• Sport fishing at optimum trolling speed Note:
For operation of trolling controls see operating instruc-
For the ZF 9000 series transmissions the following
tions by control manufacturer. The trolling device can
trolling devices are available:
be used for forward or reverse travel without time limit
• Electrical trolling provided that the admissible motor speed values and
lubricating oil temperature are not exceeded.
• ZF AUTOTROLL
3103.758.101 / Edition: 2009/11 © ZF

84 Special equipment/special designs
Max. admissible motor speed for trolling operation In ZF AUTOTROLL operation the ship can be reversed
even during operation. In this case the reaction of the
• For submerged standard propellers (with parabo- ship is significantly improved by the reversing aid inte-
lic propeller curve): 45% of maximum admissible
grated in the electronic system.
operating speed (motor speed), however up to a
maximum of 700min-1
The ZF AUTOTROLL system has the following main
• For surface propellers: motor idle speed up to the characteristics:
maximum operating speed (motor speed) of
700min-1
• The propeller set through the trolling control lever
is automatically maintained at a constant rate.
Max. admissible lubricating oil temperature: 90°C • Easy manoeuvring even of displacement boats
with a weak motor by a reversing sequence
Transmissions with electrical trolling are not secured
(short-term raise of the clutch pressure during
against excessive motor speeds in trolling operation. If
reversing).
the admissible motor speed values or lubricating oil
temperature is exceeded the trolling operation must • Operating errors are excluded.
be stopped.
Note:
The transmissions with ZF AUTOTROLL are delivered
6.1.2 ZF AUTOTROLL
in fully assembled and tested condition.
In connection with the electrical transmission control
The delivery of ZF AUTOTROLL includes the
ZF AUTOTROLL may be used. ZF AUTOTROLL is a
following:
controlled trolling device. In trolling operation the pro-
peller speed determined by the operating controls is • a trolling valve mounted to the transmission
adjusted through the degree of power take off (i.e.
through the clutch slip) by the transmission.
• an electronic control device mounted to the trans-
mission
The operating controls themselves are not part of the
transmission.
• application-based programming of the control
Note:
• speed sensor at the input shaft
For operation of the trolling controls refer to operating • speed sensor at the output shaft
instructions by operating controls’ manufacturer. It is
recommended to examine these instructions in regular
• a cable harness for connection of all AUTOTROLL
components mounted to the transmission
intervals.
• a mounted plug socket with counterplug as elec-
trical interface to the ship control
The delivery of ZF AUTOTROLL does not include:

• the ship-based operating controls for the electric
transmission control
• the ship-based operating controls for the trolling
control
• the voltage supply
• all indicator lamps
• eventual dimmer devices for indicator lamps
• the ship-based cabling up to the electrical inter-
face at the transmission
Fig. 67: Control unit with trolling valve for
ZF AUTOTROLL
© ZF Edition: 2009/11 / 3103.758.101

Special equipment/special designs 85
6.2 Trailing operation oil pump (trailing 6.3 PTO=Power Take Off
pump) The power take offs are used for propulsion of pumps,
Regular trailing operation is admissible only with a hydraulic systems for water jet applications or even of
trailing operation oil pump in place. For all transmis- generators. All ZF 9000 series transmissions are
sion designs in parallel, V, and A version optional re- available as special design with power take off (PTO).
trofitting with such trailing operation oil pump is In general, the power take offs cannot be switched
possible. but are permanently driven by the transmission. This is
reasonable for most pump transmissions since the hy-
According to the motor speed in continuous operation
draulic system must be ready to operate immediately
two transmission ratios are offered for the trailing ope-
after start-up of the motor.
ration pump (analog to the primary oil pump).
The dimensions of the power take offs are designed
Code letter A B for various output performances and the mounting di-
mensions are standardized according to SAE standard
Design motor 1.650 1.100 (A, B, B-B, C, C-C or D).
speed for con-
to to
tinuous opera- The power take off is located at the input and/or inter-
tion [rpm] 2.300 1.650 mediate shaft or is implemented in a separate housing
as top PTO, according to customer requirements and
Motor idle the maximum torque to be picked off.
> 415 > 275
speed [rpm]
PTO at input or intermediate shaft
Tab. 6: Transmission ratio of trailing operation oil
pump The transmissions in basic design are equipped with a
mounting facility for a power take off at the input and
The oil pump is mounted to the transmission housing the intermediate shaft. This makes retrofitting with a
on the transmission side opposite to the input (parallel PTO possible at any time.
and A version) or to the input side (V version), respec-
tively. It is driven via a spur gear by the transmission Note:
output shaft. Pump delivery to the oil circuit is always In the case of transmissions in V design the power
in the same direction, irrespective of the input direc- take off cannot be mounted to the input shaft.
tion. If the motor is off with the output shaft rotating
this oil pump ensures the lubricating oil supply of the Top PTO with separate housing
transmission. This allows unlimited operation with the For implementation of the power take via the constant
motor off and the propeller rotating. gearing of the input or intermediate shaft an additional
housing is required. Such housing is mounted to the
Note: top of the transmission housing. The description Top
For trailing operation with the motor off and the pro- PTO results from the top location of the mounting po-
peller shaft rotating the transmission control must be sition.
switched in “neutral” switch position.
Note:
The oil pressures do not require monitoring while the A top PTO is factory-mounted, retrofitting is not possi-
motor is off. The transmission oil temperature must be ble.
monitored, the instructions in the sections 2.2.9 Moni-
toring ZF 9000/9300 series without versions NR2,
NR2B, and NR2H and 2.2.10 Monitoring values ZF
9000 NR2/NR2B/NR2H, ZF 9050 NR2/NR2B/NR2H,
ZF 9055 NR2/NR2B/NR2H, ZF 9060 NR2/NR2B apply!
An additional measuring point (41) for the oil tempera-
ture is available (see section 4.4 Operational monito-
ring).
The maintenance works 101 and 102 must be perfor-
med on a daily basis also for operation with the motor
off and propeller rotating (see chapter 8 Mainte-
nance).
3103.758.101 / Edition: 2009/11 © ZF

86 Special equipment/special designs
© ZF Edition: 2009/11 / 3103.758.101

Troubleshooting
Troubleshooting 87
7 TROUBLESHOOTING
7.1 Troubleshooting information

Faults in the propulsion plant frequently suggest a de-
fect of the transmission, even though in many cases
the fault is caused by external impacts on the trans-
mission.
The minimum monitoring specified in section 2.2
Technical specifications, sections 2.2.9 Monitoring ZF
9000/9300 series without versions NR2, NR2B, and
NR2H and 2.2.10 Monitoring values ZF 9000 NR2/
NR2B/NR2H, ZF 9050 NR2/NR2B/NR2H, ZF 9055
NR2/NR2B/NR2H, ZF 9060 NR2/NR2B is required and
must be installed. Every transmission in basic design
provides the measuring points for the minimum moni-
toring.
Note:
Monitoring devices, such as sensors, warning equip-
ment, and display instruments are not supplied by ZF
Marine GmbH as a standard.
It is expressly pointed out that fault signals can be in-
dicated only if the connection options are used by the
transmission.
If removal of the faults based on the following informa-
tion is not possible please refer to your closest ZF ser-
vice branch.
If you would like to remove faults of the transmission
yourself or perform repairs yourself we recommend
that you request the service manual and the spare
parts catalogue from our ZF plant customer service in
the Friedrichshafen plant.
3103.758.101 / Edition: 2009/11 © ZF

88 Troubleshooting
7.2 Table of possible faults
7.2.1 Table of possible faults (overall transmission)
Fault Possible cause Counter measures

Transmission oil temperature Water flow rate through cooler
Increase water flow rate
too high (measuring point 11*, is too low
12*, and 41*) Oil cooler clogged Clean oil cooler
Transmission oil temperature
Water flow rate through cooler is too high Reduce water flow rate
too low
Oil pressure before oil cooler Oil cooler contaminated Clean oil cooler oil side
and filter too high
Oil filter contaminated Replace filter
(measuring point 5*)
No oil filled in transmission Fill with oil
No oil pressure (measuring Incorrect transmission input direction Use special transmission design
point 2*, 21* and 27*) Display device defective Remove fault
Oil pump defective Replace oil pump
Use specified oil type
Oil type used has too low viscosity
(see lubricant list TE-ML 04)
Oil pressure too low (measu- Oil pump defective Replace oil pump
ring point 2*, 21*, and 27*) Pressure relief valve leaking Remove fault
Timer for pressure modulation does not See fault: Clutch slips at high motor
work correctly speed
If the fault cannot be removed the lubrication supply of the transmission is also at risk. Continued operation only at
reduced input speed, until next repair facility.
Oil pressure too high (measu- Use specified oil type
Oil type used has to high viscosity
ring point 2*, 21*, and 27*) (see lubricant list TE-ML 04)
For electrical transmission control.
Fault in the electric system
No power transmission from Test facility: Remove fault in the electric system
the transmission input to the When operating the transmission by
transmission output, clutch means of the manual lever normal power
does not transfer torque transmission.
Possible causes and counter measu-
No oil pressure res, see fault: no oil pressure or oil
pressure too low
* see monitoring values (sections 2.2.9 und 2.2.10) and transmission views (section 2.1.4)
Tab. 7: Table of possible faults (overall transmission)
© ZF Edition: 2009/11 / 3103.758.101

Troubleshooting 89
Fault Possible cause Counter measures

For electrical transmission control.
Fault in the electric system
Power transmission from trans- Test facility: Remove fault in the electric system
mission input to output cannot When operating the transmission by
be interrupted; clutch does not means of the manual lever normal power
open transmission.
Possible causes and counter measu-
No oil pressure res, see fault: no oil pressure or oil
pressure too low
Counter measure as for fault: “Oil
pressure too low (measuring point 2*,
21*, and 27*)”. If the fault cannot be
removed on board the operation may
Clutch slips at high motor Oil pressure too low (measuring point 2*, be continued at reduced speed - at
speed 21*, and 27*) which the clutch does not slip - until
the next repair facility is reached.
Avoid reversing and perform only with
propeller almost standing and at the
smallest possible motor idle speed.
Oil level decreases strongly Leaks at housing parting lines or oil pipes,
Remove mechanical fault
(determined according to the oil leaks at shaft seal rings
measuring marks of the oil
gauge). Oil loss through oil cooler in cooling water Remove fault, replace oil cooler, if
Note: Maintenance work no. system required
101 “Oil level control”
Oil level increases
Water enters oil circuit from cooling sys-
(see maintenance work 101 Remove mechanical fault
tem
“Oil level control”)
Transmission in some speed Torsional vibration resonances of propul- Avoid critical speed ranges. Use more
ranges too loud sion plant in motor idle speed range suitable torsionally flexible clutch
Transmission in motor idle Torsional vibration resonances of propul-
Increase motor idle speed
speed range too loud sion plant in motor idle speed range
Motor idle speed too low Increase motor idle speed
Motor stalls when changing
Reversing manoeuvre is performed too
from “forward” to “reverse” Reverse as recommended in 5.2.3
quickly or at too high ship speed
* see monitoring values (sections 2.2.9 und 2.2.10) and transmission views (section 2.1.4)
Tab. 8: Table of possible faults (overall transmission, continued)
3103.758.101 / Edition: 2009/11 © ZF

90 Troubleshooting
7.2.2 Table of possible faults (transmission oil cooler)
Fault Possible cause Counter measure

Drain and disassemble the cooler
Disassemble receiver/cover Secure pipe bundle
with fixing plate and bolt
Oil escapes into the Pipes in the cooler
Oil level too low Give 5bar compressed air onto the jacket
water leaking
Locate defective pipe on the pipe plates
Seal the defective pipe by means of a copper
plug
Drain the cooler on the water and on the oil side
and disassemble it
Visible oil leakage O-ring on pipe plate/
Disassembly receiver/cover
Oil escapes from the at the cover housing is defective
Extract pipe bundle
transmission oil Replace all O-rings
cooler
Visible oil leakage O-ring transmission Drain the cooler on the water and on the oil side
at the transmis- flange connection and disassemble it
sion defective Replace all O-rings
Drain cooler on the water and on the oil side and
Water leakage
O-ring on pipe plate/ disassemble it
into the oil; oil
water chamber is Disassembly receiver/cover
level too high,
defective Secure pipe bundle with fixing plate and bolt
milky appearance
Replace all O-rings
Drain cooler on the water and on the oil side and
Water escapes from
disassemble it
the cooler Visible water lea- O-ring on pipe plate/
Disassembly receiver/cover
kage at the cover cover is defective
Secure pipe bundle with fixing plate and bolt
Replace all O-rings
Visible water lea-
Sealing pipe
kage at the pipe Replace seal at pipe connection
connection defective
connection
Tab. 9: Table of possible faults (transmission oil cooler)
© ZF Edition: 2009/11 / 3103.758.101

Troubleshooting 91
Fault Possible cause Counter measure

Cooling water intake Water intake temperature is too high
temperature is too Observe target values in the transmission
Cooling water out- high installation drawing
flow temperature Delivery rate of the cooling water pump too low
too high Observe target values in the transmission instal-
Temperature lation drawing
Water flow rate is too
measurement by Increase delivery rate
low
means of click-on
sensor Gland for the bleed off too large
Determine Use smaller gland or throttle valve
whether water Foreign material in the pipe or in the cooler,
intake and water which causes clogging
outflow have a Clean pipe/pipe bundle
temperature Water flow in the Water side is more contaminated than usual (e.g.
difference of cooler is impaired due to thick deposits)
Transmission oil tem- approx. 2°C to Clean pipe bundle
perature too high 5°C
More than 10% of the pipes are leaking
Replace pipe bundle.
Oil side is more contaminated than usual (e.g.
due to thick deposits)
Clean fins
Is divider correctly assembled on the two-way
receiver and are the fixing plates mounted on this
Cooling water out-
Heat transfer from oil side
flow temperature
to water is impaired If this is not the case, assemble divider correctly
not too high
Pipe bundle installed correctly?
Check identification mark X
If this is not the case install pipe bundle correctly
All pressure chambers vented?
If this is not the case vent all pressure chambers
Tab. 10: Table of possible faults (transmission oil cooler, continued)
3103.758.101 / Edition: 2009/11 © ZF

92 Troubleshooting
7.3 Fault removal (transmission oil cooler) Note:

Spare O-rings are available via the customer service of
7.3.1 Seal leaking pipes ZF Marine GmbH. The O-ring must be installed as
specified in chapter 8 Maintenance, section "Assem-
In case of suspicion that pipes of the pipe bundle are bly of the transmission oil cooler (after extraction of
leaking, you must proceed as specified in chapter 8 the pipe bundle)" on page 152.
Maintenance, section "Disassembly of the transmis-
sion oil cooler (without extraction of the pipe bundle)"
on page 147. After cleaning of pipe plates the escap-
ing medium shows which pipe is leaking. The leaking
pipe must be sealed from both sides.
Note:
For this purpose the ZF Marine GmbH offers screw
plugs (ZF item number: 0501.326.932). This makes
further operation possible without replacing the whole
transmission oil cooler.
1. Dismantle the transmission oil cooler as specified
in chapter 8 Maintenance, section "Disassembly
of the transmission oil cooler (without extraction
of the pipe bundle)" on page 147.
2. Clean the defective pipe bundle thoroughly untill
the press-in depth of the screw plug.
Note:
This area must be free of corrosion and pitting on the
inside of the pipe.
3. Press in flush the plug with an appropriate device.
Note:
The plug shall not be driven too hard otherwise the
adjacent rolled points can be damaged. It is possible
to seal maximum 10% of the pipes without noticeable
drop in performance. It is not possible to remove the
defective pipe. If more than 10% of the pipes are de-
fective, this repair is not admissible since the cooling
performance will become insufficient.
7.3.2 Leaking O-rings
If leakage is discovered between the receiver or the

cover and the housing, an O-ring of the pipe plate is
defective. The sort of the leaving medium shows at
which groove of the pipe plate the defect is located. In
case of a defect on the water side you must proceed
as specified in chapter 8 Maintenance, section "Disas-
sembly of the transmission oil cooler (without extrac-
tion of the pipe bundle)" on page 147. In case of a
defect on the oil side you must proceed as specified in
chapter 8 Maintenance, section "Disassembly of the
transmission oil cooler (with extraction of the pipe
bundle)" on page 148.
Note:
In this case the pipe bundle must not be removed from
the housing completely.
© ZF Edition: 2009/11 / 3103.758.101

Troubleshooting 93
7.4 Diagnosis for ZF AUTOTROLL

(Special equipment)
Apart from the control functions the ZF AUTOTROLL is
equipped with an intelligent diagnosis system.
The diagnosis system has the following functions:
• System monitoring, monitoring of operating
values, fault detection, generation of emergency
operation properties
• Warning of the steerman
• Registration of occurred faults in the fault memory
and communication with ZF diagnosis device
“TESTMAN”
Alarm messages for warning of the steerman in case
of faults are indicated by the alarm lamp (red). In case
of operating values being below or exceeding limit va-
lues this is indicated by the alarm lamp (yellow) and
the control lamp (green).
As soon as the operating voltage is connected to the
AUTOTROLL control the diagnosis is active. This me-
ans that system faults can be diagnosed even in
non-trolling operation and indicated by the alarm sy-
stem.
For support of the system service a diagnosis device
“TESTMAN” can be adapted to the ZF AUTOTROLL
control. The relevant works should be left to the trai-
ned qualified personnel of the Friedrichshafen service
centre. The diagnosis device “TESTMAN” which is not
supplied as a standard with ZF AUTOTROLL is also
available from the service centre.
WARNING!
Unintended speed increase of the ship.

Consequences: Danger of accident, significant
material damage!
In case of faults which do not result in automatic

transfer of the system into trolling operation a sudden
increase of the ship speed is possible.
3103.758.101 / Edition: 2009/11 © ZF

94 Troubleshooting
© ZF Edition: 2009/11 / 3103.758.101

Maintenance
Maintenance 95
8 MAINTENANCE The time intervals, according to which maintenance

work is to be carried out, as well as the scope of the
8.1 Maintenance schedule inspection and maintenance work described are the
average result of operational experience and therefore
8.1.1 Maintenance schedule concept may only be regarded as guidelines. In case of special
conditions of application as well as for technical requi-
The maintenance system for ZF ship transmissions is rements, additional maintenance work and/or chan-
based on a preventive maintenance concept. The pre- ges in the maintenance intervals may become
ventive maintenance facilitates advance planning and necessary.
secures high availability.
After respective operational

Maintenance level Groups of application Limit value
hours
3 months
A1 all for every day of operation
(see also K1; K2)
A2 all 500 h 6 months
A3.1 all --- annual
A3 all 2000 h 2 years
C and M --- 5 years

A4
L and P --- 8 years
For every major reconditioning Operational condition of the

A5 all
of the engine transmission
Tab. 11: Periodical maintenance works
Maintenance level After respective operational hours Limit value
Z1 50 to 100h 12 months
Z2 --- 2 months
Tab. 12: Additional one-time maintenance works for new or reconditioned transmission
3103.758.101 / Edition: 2009/11 © ZF

96 Maintenance
8.1.2 Maintenance work before taking out of operation/standstill
8.1.2.1 For closed cooling circuit 8.1.2.2 For closed cooling circuit
If the cooling circuit is closed the cooler may remain in If the standstill of the plant only lasts for a short period
a filled state. of time (< 2 weeks) the cooler may remain in a filled
state.
If the system is taken out of operation for a longer pe-
riod of time, the cooler must be drained on the water
side.
Note:
This is only required if the cooler is not automatically
drained when the cooling-water pump is in standstill.
Cooling system Standstill time Measures
Drain cooler on the water side.

Open system/sea water > 2 weeks Additionally rinse with clean water. If possible, dry pipe
bundle from inside with compressed air.
Tab. 13: Standstill time/draining cooling water
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 97
Maintenance information
For specifications of the service fluids and list of the
manufacturers refer to ZF lubricant list TE-ML 04 for
ZF marine transmissions. This list is available from
every ZF service branch. It can be downloaded free of
charge on the internet under www.zf.com in PDF for-
mat.
The following list mainly lists the consumables (cle-
aning agents, lubricants, and sealants) recommended
by ZF Marine. The applicable service fluid regulations
are available from the respective manufacturers. Only
consumables and service fluids which comply with the
ZF specification and/or which were approved by the
respective manufacturer may be used.
The instructions of use by the respective manufacturer
are binding.
For maintenance of all components which are not li-
sted in the maintenance schedule the manufacturer
specifications apply.
After completion of the maintenance works a functio-
nal test must be performed.
It is also recommended to keep a maintenance proto-
col providing the following information:
• person in charge of and performing the mainte-
nance work
• maintenance level
• time of maintenance work (date, operating hours)
Cleaning agents for removal of grease of cone sur-
faces for compressed oil structures.
Acetone, spirit (caution flammable) or conventional
cleaning agent without regreasing.
Glycerine
For pressing on the compressed oil structures. As an
alternative, oil can be used for pressing on.
Grease
See ZF lubricant list TE-ML 04!
3103.758.101 / Edition: 2009/11 © ZF

98
© ZF
Sealant
Manufacturer Description Use Instructions of use Supply source
Non-hardening universal Degrease sealing surfaces prior to use (HYLO-

seal SQ 32M Spezial MAR CLEANER) and apply HYLOMAR to both
Marston-Domsel GmbH, 53909
Use for sealing surfaces of sides. After venting (approx. 10 minutes) per-
HYLOMAR Temperature resistant: Zülpich, Germany, Tel. +49 (0)22
housing and cover form assembly. Tighten bolts after 10-15 minu-
-50°C up to +250°C (CHC 52-9414-0
tes. For face ground surfaces one-sided
free) application is enough.
- Clean parts
Henkel Loctite Deutschland
Loctite no. 640 and - Apply sufficient product for gaps to be filled GmbH, Munich
Loctite
Loctite no. 275 - Joint parts Henkel Central Eastern Europe
GmbH, Vienna
- Leave product to harden
Varnishes and paints
Helling GmbH, Spökerdamm 2,

for representation of tooth
Dykem Red 24536 Heidgraben (near Ham-
flank surface appearances for
burg), Germany
Dykem Red DX-296/8 oz transmissions with accep-
tance specification by classi- Tel. +49 (0)4122-922-0
(Made in Germany)
fication societies
Fax +49 (0)4122-922-201
Tab. 14: Recommended consumables and service fluids

Maintenance
Edition: 2009/11 / 3103.758.101

Maintenance 99
8.2 Corrosion protection and conservation

Serial transmissions delivered by ZF have corrosion
protection according to level I of “Richtlinien für
Schiffsgetriebe über Korrosionsschutz, Verpackungs-
arten, Lagerbedingungen und -zeiten” [Guidelines for
marine transmissions concerning corrosion protection,
packaging types, storage conditions and times] F
43258/RT 3332-289.
Conservation measures for long-term storage must be
specified in the transmission order.
If transmissions are stored at ZF branches and ZF dis-
tributors the measures according to the guideline for
conservation of marine transmissions shall be binding.
The conservation measures described in the guideline
must be performed by personnel authorized by ZF
since otherwise the warranty claim will expire.
The corrosion protection measures for a transmission
installed in the ship required in case of longer downti-
mes strongly depend on the temperature variations,
the air humidity, and the salt content of the air in the
engine room. Therefore, the recommended measures
and time indications may only be regarded as rough
guidelines. In case of doubt we recommend to per-
form the corrosion protection measures for the trans-
mission analog to those for the motor.
Downtime periods of up to 3 months do normally not
required corrosion protection measures.
If the downtime period is less than 6 months we re-
commend to perform corrosion protection measure K1
every 10 to 20 days. Depending on the condition of
the lubricating oil in the transmission an oil exchange
according to maintenance level Z1 may be necessary
prior to re-commissioning.
K2 is a conservation measure and should be perfor-
med in case of downtime periods of more than 6
months after completion at the end of the operating
period. K2 can also be performed for shorter down-
time periods instead of K1.
K3 is a long-term conservation measure and allows to
take out of operation the installed transmission for a
maximum of 36 months. In place of K3 the conserva-
tion can be implemented according to K2. In this case
the conservation has to be repeated every 9 months.
3103.758.101 / Edition: 2009/11 © ZF

100 Maintenance
Maintenance level Performance Shut down periods Note (annex)
K1 every 10 to 20 days up to 6 months “Guidelines for marine transmis-

sions: Anti-corrosion protection,
at the end of the operating packing types, storage conditi-
K2 9 months ons and storage periods”,
period
at the end of the operating extract from:
K3 max. 36 months F 43258/’RT 3332
period
Tab. 15: Corrosion protection measures for longer shut down periods
K1 Corrosion protection K3 Long-term conservation

Start motor and operate at motor idle speed or slightly At the end of operation, drain transmission oil and fill
increases speed for at least 5 minutes to ensure lubri- in corrosion protection oil at least until the bottom
cation of the transmission. The transmission can be in measuring mark of the oil gauge (for implementation
“neutral” or “counter-engine wise rotation” or “engine see maintenance work). Use corrosion protection oil C
wise rotation” switch position. Repeat this process 642 or C 644 according to MIL-L-21 260.
every 10 to 20 days. Prior to re-commissioning, check
Immediately afterwards, operate motor in “counter-en-
oil for condensed water (emulsion). The checking hast
gine wise rotation” or “engine wise rotation” switch
to take place immediately after switching off the mo-
position at increased motor idle speed (max. 50% of
tor; oil must not be clouded.
nominal operating speed) for approx. 5 to 10 minutes.
Switch off motor. Then fill transmission completely
K2 Conservation
with corrosion protection oil. Protect outer steel parts
At the end of operation, drain transmission oil and fill against corrosion. Re-commissioning according to K3
in corrosion protection oil at least until the bottom long-term conservation. Drain corrosion protection oil
measuring mark of the oil gauge (for implementation until normal oil level. Then operate motor for approx. 5
see maintenance work), use corrosion protection oil C minutes. Subsequently drain corrosion protection oil
642 or C 644 according to MIL-L-21 260. completely and fill transmission with specified oil type
(see “Maintenance work 141”).
Immediately afterwards, operate motor in “counter-en-
gine wise rotation” or “engine wise rotation” switch
position at increased motor idle speed (max. 50% of
nominal operating speed) for approx. 5 to 10 minutes.
Switch off motor. Protect outer steel parts against cor-
rosion.
To extend the conservation by another 9 months ope-
rate motor for approx. 5 minutes. Then drain conserva-
tion oil and fill the transmission with oil type and
volume specified for operation and restart motor and
operate for at least 15 minutes. Operate the transmis-
sion clutches several times during this time. Then per-
form “”K2 conservation.
Commissioning after K2 conservation. Start motor and
operate for approx. 5 minutes to mix any condensed
water eventually accumulated in the transmission with
the corrosion protection oil. Drain corrosion protection
oil and fill transmission with specified oil type (see
“Maintenance work 141”).
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 101
8.3 Plan for maintenance work
Maintenance level Maintenance works Required tools
periodic one-time
A5 A4 A3.1 A3 A2 A1 Z1 Z2
101 Check oil level without
102 Rotate rotary handle of oil filter
(ZF 9000 series NR2/NR2B/NR2H without
series)
103 Visual inspection without
121 Clean transmission externally without
122 Re-tighten all bolts accessible from
on-board tools
the outside
141 Oil exchange on-board tools
142 Replace filter elements; clean gap
on-board tools
filter and filter housing
161 Torsionally flexible clutch: visual
without
inspection
162 Flexible motor and transmission sup-
without
port; visual inspection
163 Clutch discs; visual inspection on-board tools
164 Running gears: visual inspection on-board tools
165 Check oil pump W1
166 Check control unit W1
167 Check operating controls W1
168 Recalibrate indicators ---
169 Visually inspect oil cooler and clean W1
173 Check shaft seal ring of input shaft without
174 Check shaft seal ring of output shaft without
200* Major transmission overhaul W2
T1+
T1+
T2 + T1 T1 -- -- T1 -- Required spare parts
T2
NB
Tab. 16: Maintenance levels and maintenance works
* = for implementation see service manual T1, T2 = Part kits, see spare part list
NB = Spare parts according to requirement W1 = Tool kit, see operating instructions
W2 = Tool kit, see service manual
3103.758.101 / Edition: 2009/11 © ZF

102 Maintenance
8.4 Tool kit
8.4.1 Tool kit W1 for maintenance
Tool kit W1 is composed of commercial tools.

Commercial implies, for example:
General hand tools

Open-end wrenches up to width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63mm
Flat ring wrenches up to width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46mm
Offset ring wrench up to width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46mm
Set of sockets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13mm
Set of sockets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-32mm
Set of sockets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-50mm
Set of sockets for hexagon socket screws. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22mm
Tongs (flat) for locking rings (internal securing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 1-4 (no.)
Tongs (flat) for locking rings (external securing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 1-4 (no.)
Screw driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . up to 13mm
Hammers (metal + plastic), punches
Hammers (metal + plastic), punches

Torque wrench . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-350Nm
Calliper square, depth gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . measurement range up to 300mm
Thickness gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . measurement range 0.05-1.0mm
Other
Oil filter wrenc
Tools for emergency control of transmission

Wrench for hexagon socket screws (Allen wrench) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3mm
Wrench for hexagon socket screws (Allen wrench) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8mm
Wrench for hexagon socket screws (ZF item no. 1X56.186.369, 80mm long) . . . . . . . . . . . . . . . . . . . . . . . . 10mm
Wrench for hexagon drive screws (ZF item no. 1X56.137.055, 280mm long) . . . . . . . . . . . . . . . . . . . . . . . . . 8mm
Tools for cleaning of oil cooler

nylon brush (ZF item no. 0501.327.433)
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 103
8.5 Spare parts and spare part orders
Spare part orders

For maintenance works and repairs requiring replace-
ment of components or assembly groups ZF original
spare parts must be used exclusively.
For spare part orders and inquiries keep the following
details, which can be found on the transmission type
plate, at hand:
• MODEL (field no. 1)
• SERIAL NO (field no. 2)
• PARTS LIST NO (field no. 3)
• RATIO TOTAL (field no. 5)
For all inquiries concerning the transmission, troubles-
hooting, maintenance, order of special equipment,
etc. the details of the fields 1 to 3 are essential.
For transmissions with classification please note that
in general, spare parts without classification are deli-
vered under the specified item number.
Note:
If a model with classification is required pleas specify
the required test type in addition to the item number
for the spare parts.
This is also required if the transmission item list is spe-
cified during order and when requesting replacement
transmissions.
For implementation of the periodic maintenance
works the parts required according to the mainte-
nance level can be ordered as maintenance kit or
on-board kits.
For major overhaul of a transmission or an assembly
group the required spare parts are also offered as re-
pair and/or spare part kits.
ZF service branches
If a transmission fault cannot be removed with the
counter measures listed in chapter Troubleshooting
pleas contact your closest ZF branch.
The repair instructions applicable to your transmission
type and up-to-date technical information, such as ZF
service letters are available form both, the ZF service
branches and the ZF dealers.
You can find the ZF Sales and Service Organization re-
sponsible for your region on www.zf.com in the top
navigation bar, under the pull-down menu “Products &
Services”.
A list with the ZF service branches with up-to-date te-
lephone and fax numbers is available from ZF Marine
GmbH in Friedrichshafen, on request.
3103.758.101 / Edition: 2009/11 © ZF

104 Maintenance
8.6 Maintenance system job sheets
Table of contents work sheets

Maintenance works page
101 Check oil level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
102 Rotate rotary handle of oil filter (ZF 9000 series NR2/NR2B/NR2H series) . . . . . . . . . . . . . . . . . . . . . . . 108
103 Visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
121 Clean transmission externally . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
122 Re-tighten all bolts accessible from the outside . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
141 Oil exchange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
142 Replace filter elements; clean gap filter and filter housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
161 Torsionally flexible clutch: visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
162 Flexible motor and transmission support; visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
163 Clutch discs; visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
164 Running gears: visual inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
165 Check oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
166 Check control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
167 Check operating controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
168 Recalibrate indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
169 Visually inspect oil cooler and clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
173 Check shaft seal ring of input shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
174 Check shaft seal ring of output shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 105
3103.758.101 / Edition: 2009/11 © ZF

106 Maintenance
MAINTENANCE SYSTEM JOB SHEET

Transmission type: ZF 9000 Series
If possible, to be performed
Maintenance Time required in
Maintenance level in conjunction with mainte-
job no minutes
nance job no.
101 A1 ---------- 10
Description of
maintenance 101 Check oil level
work
After switching motor off wait for 10 minutes until removing oil gauge since otherwise Danger
Safety measures of burns due to ejected hot oil.
Do always switch off motor to refill oil since otherwise Danger of burns due to ejected hot oil.
Tools ------------------------------
Parts ------------------------------
Material lint-free cloths
Test equipment ------------------------------
Procedure see opposite page
Location: Date: Page: 1 of: 2
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 107
25
Fig. 68: Oil gauge (25) at transmission (example) 46
For first filling after repair or cleaning of the oil filter

consider that part of the oil remains in the oil cooler Fig. 70: Oil fill screw (46) at transmission ZF 9000
and the oil pipes and does not flow back in the trans- NR2 (example)
mission housing. Thus, check oil level again after a
short period of operation.
46
Fig. 71: Oil fill screw (46) at transmission ZF 9000

(example)
If oil needs to be refilled, open oil fill screw and refill
oil.
004 666
Fig. 69: Oil gauge (example)
The correct oil level is between the top and the bot-
tom measuring mark of the oil gauge.
Note:
After switching off motor wait for approx. 10 minutes
until the oil gauge has settled. Now remove oil gauge
and read.
3103.758.101 / Edition: 2009/11 © ZF

108 Maintenance

If possible, to be perfor-
Maintenance level med in conjunction with
job no minutes
maintenance job no.
102 A1 ---------- 5
Description of
102 Rotate rotary handle of oil filter (ZF 9000 series NR2/NR2B/NR2H series)
maintenance work
Safety measures ------------------------------
Tools ------------------------------
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 109
Fig. 72: Rotary handle at gap filter

(ZF 9000 series NR2/NR2B/NR2H series,
example)
Slowly rotate rotary handle of gap filter clockwise by
1 to 2 rotations.
3103.758.101 / Edition: 2009/11 © ZF

110 Maintenance

job no minutes
nance job no.
103 A1 121 10
Description of
103 Visual inspection
maintenance work
Perform visual inspection on rotating part from sufficient distance since otherwise Danger
Safety measures
of being caught by rotating part.
Tools ------------------------------
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 111
Fig. 73: Transmission ZF 9000 A (example)
Fig. 75: Transmission ZF 9000 NR2 (example)
Fig. 74: Transmission ZF 9000 V (example)

Check outlet points of input and output shaft from the
transmission housing, connections to the oil pipes and
monitoring devices, cooling water connections, and
transmission oil cooler for leaks (visual inspection).
First the oil level (water leaking in oil or oil leaking in
water when motor is switched off) must be checked.
3103.758.101 / Edition: 2009/11 © ZF

112 Maintenance

job no minutes
nance job no.
121 A2 103 30
Description of
121 Clean transmission externally
maintenance work
Do only use cleaning agents that comply with the accident prevention regulations valid at
Safety measures
the site of operation.
Tools on-board tools
Parts Cleaning agents
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 113
Fig. 76: Transmission ZF 9000 A (example)
Fig. 78: Transmission ZF 9000 NR2 (example)
Fig. 77: Transmission ZF 9000 V (example)

Use cleaning agent to clean transmission externally to
facilitate visual inspection - see maintenance work
sheet 103.
Caution: Avoid contact of rubber parts, flexible

conduits, and shaft seal rings with
cleaning agents.
3103.758.101 / Edition: 2009/11 © ZF

114 Maintenance

Maintenance level If possible, to be performed Time required in
Maintenance
in conjunction with mainte- minutes
job no
nance job no.
122 Z1 ---------- 20
Description of
122 Re-tighten all bolts accessible from the outside
maintenance work
Safety measures Do not perform re-tightening works while transmission is in operation.
Tools ------------------------------
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 115
Fig. 79: Transmission ZF 9000 A
Fig. 81: Transmission ZF 9000 NR2

Re-tighten all accessible screw connections.
Pay particular attention to the following connections:
• Motor/torsionally flexible clutch
• Flywheel housing/torque converter housing of
transmission
• Angle plate/transmission
• Angle plate/foundation
Also check the connections “from” and “to” the trans-
mission oil cooler and the monitoring device connec-
tions and re-tighten, if possible.
Note:
The re-tightening of the screws according to tighte-
ning torque should be performed while the transmis-
Fig. 80: Transmission ZF 9000 V sion is cold (approx. 20°C).
3103.758.101 / Edition: 2009/11 © ZF

116 Maintenance

job no minutes
nance job no.
141 Z1 142 / 163 / 164 30
Description of
141 Oil exchange
maintenance work
Lock motor starting device.

Perform oil exchange at 40-50°C maximum, since otherwise Danger of burns.
Safety measures
Collect used oil in oil collection containers of sufficient size, since otherwise Danger of envi-
ronmental pollution.
Parts new seals/seal rings
Oil type:
Material Admissible are oils according to the currently applicable “ZF lubricant list TE-ML 04 for ZF
marine transmissions”. A lubricant list valid at the time of delivery of the transmission is
enclosed with the transmission. It is available from all ZF service branches, on request.
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 117
If possible, perform this operation in combination

with maintenance works 142, 163, and 164.
1. Remove oil gauge, open oil drain screw (20) and
drain oil.
2. Suck off oil, if an oil suction device has been fitted
to the transmission.
3. Insert new seal rings at oil drain screw (20), insert
screw and tighten.
4. If oil suction device is used, close suction device.
20
5. For filling with of oil open oil fill screw (46) or
remove inspection hole cover (37 and/or 47). Fig. 83: Oil drain screw (20), ZF 9060 NR2
6. Fill with new oil. (example)
Oil volumes
47 46
ZF 9000 / ZF 9050 / ZF 9055 /
ZF 9000 NR / ZF 9050 NR / ZF 9055 NR approx. 80 dm3
ZF 9000 A / ZF 9050 A / ZF 9055 A /
ZF 9000 ANR / ZF 9050 ANR /
ZF 9055 ANR approx. 80 dm3
ZF 9000 V / ZF 9050 V / ZF 9055 V /
ZF 9000 VNR / ZF 9050 VNR /
ZF 9055 VNR approx. 80 dm3
ZF 9000 NR2 / ZF 9050 NR2 / ZF 9055 NR2 /
ZF 9060 NR2 approx. 60 dm3
ZF 9000 NR2B / ZF 9050 NR2B / ZF 9055 NR2B /
ZF 9060 NR2B approx. 55 dm3
ZF 9000 NR2H / ZF 9050 NR2H /
ZF 9055 NR2H approx. 55 dm3 Fig. 84: Oil drain screw (46) and Inspection hole
ZF 9300 / ZF 9311 / ZF 9350 / ZF 9351 / cover (47), for ZF 9000 (example)
ZF 9355 / ZF 9356 / ZF 9300 NR / ZF 9311 NR /
ZF 9350 NR / ZF 9351 NR /
ZF 9355 NR / ZF 9356 NR /
ZF 9300 U / ZF 9350 U / ZF 9355 U approx. 90 dm3 37
7. Fit oil fill screw (46) with new seal ring and/or
inspection hole cover (37 and/or 47) and
re-tighten.
8. Subsequently, check oil level, according to
maintenance work 101.
Note:
The measurement by means of the oil gauge is 46
relevant.
Fig. 85: Oil fill screw (46) and inspection hole cover
(37) for ZF 9000 NR2 (example)
20
Fig. 82: Oil drain screw (20), ZF 9000 A (example)
3103.758.101 / Edition: 2009/11 © ZF

118 Maintenance

job no minutes
nance job no.
142 Z1 141 / 163 / 164 30
142 Replace filter elements

Description of
maintenance work
142 Clean gap filter and filter housing (NR2 transmissions only)
For reasons of safety do not perform filter exchange until 30 minutes after motor has stopped.
If this is not observed hot oil under pressure will abruptly escape from the sealing to the oil fil-
ter. Danger of burning.
Safety measures Perform cleaning and replacement of elements at a maximum oil temperature of 40-50°C.
Collect used oil in oil containers of sufficient size, since otherwise Danger of environmental
pollution.
Parts Filter elements, seals/seal rings
Oil type:
Material Admissible are oils according to the currently applicable “ZF lubricant list TE-ML 04 for ZF
marine transmissions”. A lubricant list valid at the time of delivery of the transmission is enclo-
sed with the transmission. It is available from all ZF service centres, on request.
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 119
If possible, perform operation in combination with

maintenance works 141, 163, and 164.
Replacement of oil filter element

(ZF 9000 series without NR2, NR2B, and NR2H)
If in the case of filters with electrical contamination in-
dicator an electrical signal may be emitted at start up.
If the electrical signal does not stop after the operating
temperature has been reached the filter element must
be replaced after end of shift.
Fig. 87: Duplex-switch filter (example)

CAUTION!
Caution: The contamination indicator controls
the respective filter side in operation.
Oil is very hot and under pressure. The switch lever points towards the
Consequences: Danger of injury and risk of burns. filter side taken out of operation.
Therefore, prior to filter maintenance,
the filter must be changed over,
whereupon the signal for the
The oil filter must not be replacement immediately af-
contamination indicator goes out.
ter switching of the motor. For reasons of safety do
not perform filter exchange until 30 minutes after mo- 1. Operate pressure balance valve in the switch lever
tor has stopped. If this is not observed hot oil under until locked in place. Place pan or drip plate
pressure will abruptly escape from the sealing to the underneath to collect leaking oil.
oil filter!
2. Unscrew vent screw on filter side taken out of
Avoid skin contact and to not inhale oil vapours. operation by 2-3 rotations.
3. Open screw for sludge drain and drain filter
chamber. Collect leaking oil with container.
4. Unscrew filter hood in clockwise direction and
clean in suitable medium.
5. Remove oil filter element towards the bottom by
carefully moving from side to side.
6. Check O-rings on filter hood and element mount
for damages. Replace defective parts.
7. Insert screws for sludge drain in filter hood. Use
new seal ring.
8. Slightly oil thread of filter hood and screw into
filter head with a tightening torque of 50Nm.
9. For filling of filter chambers operate pressure
compensation lever until the medium leaves the
air bleeder hole free of bubbles.
10. Tighten vent screw. Operate pressure compensa-
tion lever again to check filter for tightness.
Fig. 86: Duplex-switch filter at transmission
ZF 9000 A (example)
3103.758.101 / Edition: 2009/11 © ZF

120 Maintenance
Cleaning of gap filter and filter housing (NR2, NR2B 1. Rotate rotary handle of oil filter as described in
and NR2H) maintenance work 102 with transmission out of
operation.
2. Loosen screw for sludge drain and drain filter
chamber. Collect leaking oil with container.
3. Remove the four fixing screws at the filter head
(3) and remove filter (4) towards the top. Ensure
that no dirt enters the pure oil chamber of the
filter housing.
4. Dismantle filter housing (5) using a oil filter
wrench or open-end wrench width 32.
Caution: Do only use brushes for cleaning, never

linting cloths or mechanical tools, such
as screw drivers, scrapers, etc.
5. Clean housing interior and filter(4) thoroughly
using diesel oil or cleaner's naphtha. For this pur-
pose rotate rotary handle several times (do not
dismantle filter).
Note:
For installation of filter, filter housing, and sludge drain
screw use new filter seal and seal ring.
Assembly is made in reverse order of dismantling.
Fig. 88: Gap filter at transmission ZF 9000 NR2

(example)
1
2
Fig. 89: Gap filter

1 Screw 2 Seal
3 Filter head 4 Filter
5 Filter housing
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 121
3103.758.101 / Edition: 2009/11 © ZF

122 Maintenance

job no minutes
nance job no.
161 A4 ---------- 30
Description of
161 Torsionally flexible clutch; visual inspectionle
maintenance work
Safety measures Lock motor starting device.
Tools ------------------------------
Parts ------------------------------
Material -------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 123
Check tyres of torsionally flexible clutch for flawless

condition. For this purpose slowly rotate motor and
check rubber parts through inspection hole of torque
converter housing.
004 681
Check rubber parts for cracks, embrittlement, and
overheating symptoms.
004 682
Check identification marks (if available) for distortion.
3103.758.101 / Edition: 2009/11 © ZF

124 Maintenance

job no minutes
maintenance job no.
162 A4 ---------- 15
Description of
162 Flexible motor and transmission support; visual inspection
maintenance work
Safety measures ----------------------------
Tools ----------------------------
Parts ----------------------------
Material ----------------------------
Test equipment ----------------------------
Check rubber-bonded metal supports at motor and transmission for flawless condition. Rub-
Procedure
ber parts must not show cracks, embrittlement, and overheating symptoms.
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 125
3103.758.101 / Edition: 2009/11 © ZF

126 Maintenance

job no minutes
maintenance job no.
163 A4 141 / 142 / 164 15
Description of
163 Clutch discs; visual inspectione
maintenance work

Safety measures Remove all parts which could enter the transmission interior after opening of the inspection
cover (empty chest pockets of technician).
Tools on-board tool
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 127
It is advisable to perform this work together with the

oil exchange (maintenance work 141).
1. Remove inspection cover.
Fig. 90: Inspection hole cover - top view (example)
2. Check multiple-disc clutch. The external disc sup-

port must no show any overheating symptoms.
Fig. 91: External disc support

(transmission ZF 9000, example)
The external disc-clutch support has holes through

which the disc set of the clutch is visible. Axial moving
of the discs must be possible.
Fig. 92: View on the disc set

3103.758.101 / Edition: 2009/11 © ZF

128 Maintenance

job no minutes
nance job no.
164 A4 141 / 142 / 163 15
Description of
164 Running gears: visual inspection; visual inspection
maintenance work

Safety measures Remove all parts which could enter the transmission interior after opening of the inspection
cover (empty chest pockets of technician).
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 129
It is advisable to perform this work together with the

oil exchange (maintenance work 141).
1. Remove inspection cover.
Fig. 93: Inspection hole cover - top view (example)
2. Check gearing of wheels on input shaft, reverse

shaft, and output shaft. The tooth flanks must not
show pittings or similar signs of wear.
Fig. 94: View on the gears

Fig. 95: Tooth flanks without pittings (example)
3103.758.101 / Edition: 2009/11 © ZF

130 Maintenance

job no minutes
nance job no.
165 A4 ------------- 180
165 Check oil pump

Description of
maintenance work Motor-dependent oil pump (primary oil pump)
Trailing operation oil pump (trailing pump) is special equipment.
Safety measures Lock motor starting device, if oil pump is dismantled.
Tools Tool kit W1
Parts Seal kit
Material -------------------------------
Test equipment -------------------------------
Procedure see opposite page.
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 131
Motor-dependent oil pump (primary oil pump) Motor-dependent oil pump (primary oil pump) -
ZF 9000 series without NR2, NR2B, and NR2H
Correct dimensioning in accordance with operating
conditions and correct installation of the gear pumps
provide structural conditions ensuring long and
trouble-free operation. They have low maintenance re-
quirements which, however, are indispensible for a
trouble-free operation since, according to experience,
a high proportion of the occurring faults and damages
are due to dirt and insufficient monitoring.
Maintenance
Regular checking of all operating data, such as filter
contamination degree, pressure, temperature, etc.
can help to detect faults at an early stage.
Note:
The oil pump is a complete part and is normally not
dismantled. However, inspection or cleaning works
might require dismantling of the pump.
Measures for dismantling of oil pump

All works require highest cleanliness standards. Be-
fore removing screw connections the external environ-
ment must be cleaned. Fig. 96: Primary oil pump at ZF 9000 A (example)
• Prior to dismantling the connection lines are to be
depressurized. 5 4 1 2 5
• Leaking fluids must be collected and disposed off
such that all risks for persons and the environ- 6
ment are excluded.
• Seal pump connections and pipe lines against
entry of dirt.
7
• Always use lint-free cloths for cleaning pump 3
parts.
Commissioning of the oil pumps

• Prior to starting a plant ensure that a sufficient
amount of transmission oil is available in order to
avoid dry running.
Fig. 97: Primary oil pump design (example)

1 Shaft wheel 5 Bearing bushing
2 Bolt wheel 6 Radial shaft seal ring
3 Housing 7 Locking ring
4 Cover
3103.758.101 / Edition: 2009/11 © ZF

132 Maintenance
Definition of direction of rotation Cleaning and testing of oil pump

The following definition applies to the direction of ro- 1. Thoroughly clean parts.
tation of a pump:
2. Check gear set (1, 2) for wear and indentation.
3. Check front side of gear set for groves.
4. Check cover (4) and housing (3) for groves.
5. Check bearing bushings (5) for wear and groves.
Suction side Pressure side
6. Apply thin layer of oil to movable parts.
Assembly of oil pump

1. Install radial shaft seal ring (6) and
Direction of rotation clockwise locking ring (7).
2. Install long shaft with shaft wheel (1).
Fig. 98: Pump direction of rotation clockwise
(example) 3. Install short shaft with bolt wheel (2).
• With view on the pump shaft end the flow direc- 4. Insert O-ring in cover (4) and mount cover (4) on
tion is from left to right, for a shaft moving clock- housing.
wise. 5. Mount centring pins.
6. Tighten fixing screws of cover with a torque
of 49Nm.
7. Rotate pump manually.
Suction side 8. Insert O-ring.

Pressure side
9. Insert pump in pump flange and assemble by
tightening fixing screws crosswise
(torque = 23Nm).
Direction of rotation anti-clockwise 10. Insert O-rings.

11. Mount suction and pressure lines by mounting the
Fig. 99: Pump direction of rotation anti-clockwise bracket and tightening the fixing screws cross-
(example) wise (torque = 79Nm).
• With view on the pump shaft end the flow direc-
tion is from right to left, for a shaft moving
anti-clockwise.
Removal and dismantling of oil pump

1. Dismantle suction and pressure lines by loosening
the fixing screws at both connections and by
removal of the bracket.
2. Take O-rings.
3. Dismantle pump by removing fixing screws.
4. Take O-ring.
5. Mark position of pump parts.
6. Remove screws on cover (4) and dismantle pump.
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 133
Motor-dependent oil pump (primary oil pump) - Removal and dismantling of oil pump
NR2, NR2B, and NR2H
1. Dismantle suction and pressure pipe.
2. Take O-rings.
3. Dismantle pump by removing fixing nuts.
4. Take O-ring.
5. Mark position of pump parts.
6. Remove screws on pump cover (9) and dismantle
pump.
Cleaning and testing of oil pump

1. Thoroughly clean parts using a lint-free cloth.
2. Check double bearing (4) for groves.
3. Check gear set (11) for indentation and groves.
Assembly of oil pump

1. Press shaft seal (1) in mounting plate (2) from
front side of centring collar to bottom.
Fig. 100: Primary oil pump at ZF 9060 NR2B 2. Insert housing (5) in mounting plate (2).
(example)
3. Install support ring (7) and rubber pressure filed
seal (8) in first double bearing.
4. Install double bearing (4) in a way that the axial
1 2 3 4 5 pressure field is orientated towards the high-pres-
9
sure side direction.
6 5. Mount both gear sets (11).
7
6. Insert support ring (7) and rubber pressure field
8 seal (8) in second double bearing.
7. Install double bearing (4) such that axial pressure
field is orientated towards the high-pressure side.
8. Insert seal element (6) in housing.
9. Mount pump cover (9) to housing (5).
10. Mount pump cover (9) to housing (5) by tighte-
10 ning fixing screw crosswise (torque = 79Nm).
11. Insert O-ring.
11 12. Insert pump in pump flange and assemble by
tightening fixing nuts (torque = 79Nm).
Fig. 101: Primary oil pump design
(NR2, NR2B, NR2H, example) 13. Insert O-rings.
1 Shaft seal 7 Support ring 14. Mount suction line to the pump by tightening the
2 Mounting plate 8 Rubber pressure fixing screws (torque = 46Nm).
field seal 15. Mount pressure line to pump by tightening the
3 Set screw 9 Pump cover fixing screws (torque = 46Nm).
4 Double bearing 10 Hexagon screw
5 Housing 11 Gear set (shaft)
6 Seal element
3103.758.101 / Edition: 2009/11 © ZF

134 Maintenance
Trailing operation oil pump (Trailing pump)
8 10
7 1
4, 5
2
Fig. 102: Trailing operation pump at transmission
ZF 9050 V (example)
3
Fig. 104: Trailing operation pump design (example)

1 Reverse housing 6 Parallel key
2 Inner rotor 7 Housing
3 Outer rotor 8 Piston non-return
valve
4 Steel ball 9 Bearing bushing
5 Pressure spring 10 Cover
Removal and dismantling of

trailing operation oil pump
1. Remove suction and pressure pipe, if required.
Fig. 103: Trailing operation pump at transmission 2. Dismantle trailing pump by loosening the
ZF 9060 NR2B (example) fixing screws.
3. Dismantle trailing pump.
4. Take O-ring.
5. Rebound locking ring.
6. Remove drive pinion.
7. Take parallel key (6).
8. Remove fixing screw on cover (10) and
dismantle housing (7).
9. Dismantle piston non-return valve (8).
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 135
Cleaning and testing of trailing operation pump

1. Thoroughly clean parts using a lint-free cloth.
2. Check inner (2) and outer rotor (3) for wear.
3. Check reverse housing (1) for wear.
4. Check bearing bushings (9) for wear.
5. Check piston non-return valve (8) for wear.
Assembly of trailing operation oil pump

1. Insert three pressure springs (5) in cover (10) and
fill with grease to ensure that the three
steel balls (5) stay in position.
2. Insert reverse housing (1) in the cover (10).
3. Insert inner rotor (2) in cover (10).
4. Insert outer rotor (3) in reverse housing (1).
5. Place housing (7) on cover (10).
6. Mount cover (10) by tightening the fixing screws
(torque = 23Nm).
7. Install piston return valve (8) in housing (7).
8. Mount parallel key (6) to pump shaft.
9. Heat drive pinion to approx. 85°C and mount to
pump shaft.
10. Rebound locking ring in ring groove of
pump shaft.
11. Insert O-ring.
12. Mount trailing pump to the cover of the output
shaft by tightening the fixing screws
(torque = 46Nm).
3103.758.101 / Edition: 2009/11 © ZF

136 Maintenance

job no minutes
nance job no.
166 A4 ------------- 120
Description of
166 Check control unit
maintenance work
Tools Tool kit W1
Parts Seal kit
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 137
2 1
3 32
30 34
4 33
6, 7 31
23 40
24 39
8
25
41
26 35
27 36 38
21 28 38
29 37
20
19
15 18 10
5
16 12 13
17 11
9
22
14
Fig. 105: Control unit ZF 9000 series without NR2, NR2B, NR2H (example)
1 Cylinder screw 20 Pressure spring 39 Pressure spring
2 Cylinder screw 21 Screw plug 40 V ring
3 Cover 22 Seal 41 Screw plug
4 Seal 23 Screw plug cover
5 Control housing 24 Screw plug
6 Cylinder screw 25 Ball
7 Cylinder screw 26 Screw plug
8 Cylinder screw 27 Screen
9 Gland 28 Bushing
10 Bushing 29 Star knob
11 Screen 30 Disc
12 Locking screw 31 Pressure spring
13 Gland 32 Control piston
14 Cylinder screw 33 Retaining ring
15 Seal nut 34 Screw plug
16 Cover 35 Screw plug
17 Seal 36 Piston
18 Set screw 37 Control piston
19 Piston 38 Disc
Checking of control unit: Note:

If dismantling is required for purpose of cleaning or re-
If possible, instead of dismantling control unit rather
placement of individual pressure springs readjustment
replace completely.
of the control unit is not required. However, a pressure
test at the transmission must be performed.
3103.758.101 / Edition: 2009/11 © ZF

138 Maintenance
1, 2
3
4
32
7 30
8 5
26
27 31
28 29 38
9 35
33
24 34
22 37
21
36
19
23 6
17 10
15
13
20 12
14 18 25
16 11
Fig. 106: Control unit NR2, NR2B, NR2H (example)
1 Cylinder screw 20 Disc

2 Cylinder screw 21 Pressure spring
3 Cylinder screw 22 Bushing
4 Cover 23 Pressure spring
5 Seal 24 Screw plug
6 Control housing 25 Seal
7 Slotted screw plug 26 Screen
8 Ball 27 Spacer bushing
9 Gland 28 Gland
10 Cylinder screw 29 Pressure spring
11 Screw plug 30 Control piston
12 Cover 31 Retaining ring
13 Seal 32 Screw plug
14 Hexagon screw 33 Screw plug
15 Cover 34 Sprengring
16 Seal 35 Control piston
17 Piston 36 Control piston
18 Spacer bushing 37 Bushing
19 Spacer bushing 38 Screw plug
Checking of control unit: Note:

If dismantling is required for purpose of cleaning or re-
If possible, instead of dismantling control unit rather
placement of individual pressure springs readjustment
replace completely.
of the control unit is not required. However, a pressure
test at the transmission must be performed.
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 139
3103.758.101 / Edition: 2009/11 © ZF

140 Maintenance

job no minutes
nance job no.
167 A4 ------------- 180
Description of
167 Check operating controls
maintenance work
Tools Tool kit W1
Parts Part kits T1 and T2
Material Cleaning agents
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 141
Fig. 107: Electrical control (ZF 9000 series without

NR2, NR2B, NR2H, example)
AB
Fig. 108: Electrical control

(NR2B, NR2B, NR2H, example)
Testing electrical operating controls:

Note:
The electrical control is supplied as complete part and
cannot be dismantled. In case of a defective control
unit the complete part must be replaced.
1. Measure electrical resistance (18 to 25ohm).
3103.758.101 / Edition: 2009/11 © ZF

142 Maintenance

job no minutes
nance job no.
168 A4 ------------- --------------
Description of
168 Recalibrate indicators
maintenance work
Safety measures ---------------------------------
Parts ---------------------------------
Material ---------------------------------
Test equipment ---------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 143
Check indicator devices for oil pressures and oil tem-

peratures for correctness of indicated values.
Option 1:
Connect calibrated indicator devices in parallel and
compare indicated values. Indicating errors must not
exceed 10% in the individual operating ranges.
Option 2:
Dismantle indicator devices and arrange for recalibra-
tion and/or use replacement indicator devices.
3103.758.101 / Edition: 2009/11 © ZF

144 Maintenance

job no minutes
nance job no.
169 A4 ------------- 180
Description of
169 Visually inspect oil cooler and clean
maintenance work
Safety measures ---------------------------------
Tools Tool kit W1
Parts Seal kit
Material ---------------------------------
Test equipment ---------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 145
Fig. 109: Transmission oil cooler (ZF 9000 series wit- Fig. 111: Transmission oil cooler on transmission
hout NR2, NR2B, NR2H, example) ZF 9060 NR2B (example)
Fig. 110: Transmission oil cooler design Fig. 112: Transmission oil cooler design
(ZF 9000 series without NR2, NR2B, (NR2, NR2B, NR2H, example)
NR2H, example)
3103.758.101 / Edition: 2009/11 © ZF

146 Maintenance
3 5 6 10 11 12 13 14 1 7 8 4 9 2
Fig. 113: Schematic design of transmission oil cooler (example)

1 Housing 5 Cylinder screw 9 Separating strip 13 Baffle plate
2 Receiver 6 Disc 10 Pipe 14 Disc ring
3 Cover 7 Pipe plate 11 Disc
4 Fixation plate 8 O-ring 12 Seal strip
Note: Receivers
The numbers in brackets refer to figure 113.
The two cast bronze covers at both ends serve as re-
Note: ceivers. Together with the pipe bundle, the receivers
The actual design of the transmission oil cooler may form the pressure chamber of the cooling medium.
vary in details. The receivers are mounted to the housing by screws.
On one side of the cooler metal sheets are inserted
Pipe bundle between the housing and the receiver; these metal
sheets fix the pipe plate. On the water connection side
The pipe bundle consists of two identical pipe plates
of the cooler a receiver (2) with two connections is in-
(7), positioned opposite of each other, with three
stalled and a return cover (3) is installed on the other
grooves each. The cooling pipes (10) are expanded
side. For sealing the two chambers in the receiver a
into the pipe plates. Between the pipe plates on the
separating strip of plastic or aluminium (9) is inserted
outside of the pipes there is a surface enlargement
into the pipe plate on the connection side. When as-
mounted in the form of discs (11) which is positively
sembled, this separating strip serves as a seal bet-
connected with the pipes. Along the entire length of
ween the pipe plate and the receiver dividing the flow
the disc sets there are slits which accommodate seal
of the pipe-side medium through cooler.
strips (12). A varying number of baffle plates (13) may
have been installed in the disc set. After assembly, the
Seals
housing is sealed by the inner O-ring groove of the
pipe plates. This prevents media from mixing in case The pipe plate seals consist of O-rings. The pipe
of a failure of the seals and facilitates leak detections. threads at the connection are sealed by means of a
In the centre groove, fixation plates (4) engage with a copper or aluminium ring. The pipe bundle is sealed
pipe plate which fix this pipe after assembly and towards the housing on the side by means of a
which allow thermal expansion of the opposite pipe lengthwise seal strip (12). The seal strips are made of
plate. the same material as the O-rings.
Note:
Housing
The O-rings are available from the customer service of
The housing (1) serves for accommodation of the pipe ZF Marine GmbH; the item number must be indicated.
bundle and constitutes the outer pressure chamber. It With every maintenance, the O-rings which must be
is a standardised cast housing made of an aluminium dismantled, have to be replaced.
alloy or of grey cast iron.
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 147
Disassembly of the transmission oil cooler

(without extraction of the pipe bundle)
1. The position of the screwed flanges to each other
must be marked in order to be identified at
assembly.
2. Isolate all pipelines.
3. Drain the transmission oil cooler on the
water side.
4. Remove the pipe lines on the water side.
5. After shut down of the plant wait for minimum 30
minutes until the oil pressure has decreased.
6. Drain the transmission oil cooler on the oil side;
for this purpose drain the oil from the oil filter and Fig. 115: Pipe bundle secured with fixation plates
the transmission (see Maintenance System Job (ZF 9000 series without NR2, NR2B,
Sheets 141 and 142 in the present operating NR2H, example)
instructions).
Note:
7. Remove the fixing screws on the transmission oil Now, the water side may be inspected and mechani-
cooler and remove the transmission oil cooler. cally cleaned. In the case of transmissions where the
Note: transmission oil cooler has not been removed, the oil
The steps 5 to 7 are only required for transmissions side may remain pressurised.
from which the cover (3) cannot be removed for rea- 10. Remove separating strip (9).
sons of space.
8. Remove the receiver (2) and the cover (3) by loo-
sening the bolts from the receiver-housing and
cover-housing connections.
9. Remove the O-rings from the outer groove of the
pipe plates and secure the pipe bundle against
the housing (1) in the centre groove of the pipe
plates using four bolts and the four
fixation plates (4).
Fig. 116: Removing the separating strip

(NR2, NR2B, NR2H, example)
Fig. 114: Pipe bundle secured with fixation plates

Fig. 117: Removing the separating strip

(ZF 9000 series without NR2, NR2B,
NR2H, example)
3103.758.101 / Edition: 2009/11 © ZF

148 Maintenance
Water side cleaning Note:

Do not use tools to remove firmly adhering deposits. In
The transmission oil cooler requires water-side cle-
such a case the pipe bundle must be chemically clea-
aning at least once per year. Excessive contamination
ned. This operation may be carried out in assembled
of the pipes must be avoided.
condition by spraying the chemical cleaning solution
Note: onto the pipes. It must be ensured that the condition
The time intervals for maintenance must be reduced of the O-rings is not affected by the chemical solution.
for long-term operation of the ship in ports and other Chemical cleaning should only be carried out by quali-
soiled waters, and according to the operator's experi- fied personnel.
ence.
Note:
In case of slight contamination the water side may be Suppliers of suitable cleaning agents are e.g. Ashland
cleaned mechanically: Chemicals (www.ashchem.com), Henkel Oberflä-
chentechnik (www.henkel.com) and Ondeo Nalco
1. Dismantle the transmission oil cooler as described
(www.nalco.com). Suppliers of complete cleaning
in the section Dismantling the transmission oil
services are e.g. Vecom (www.vecom.nl) and Ondeo
cooler (without extraction of the pipe bundle).
Nalco (www.nalco.com).
2. Clean every pipe of the pipe bundle on the inside
using a nylon brush (see chapter Tool set). Disassembly of the transmission oil cooler
(with extraction of the pipe bundle)
1. Mark position of the screwed flanges to
each other.
2. Isolate all pipelines.
3. Drain the transmission oil cooler on the
water side.
4. Remove the pipelines on the water side.
5. After shut down of the system wait for 30 minutes
until the oil pressure has decreased.
6. Drain the transmission oil cooler on the oil side;
for this purpose drain the oil from the oil filter and
the transmission (see Maintenance System Job
Sheets 141 and 142 in the present operating
Fig. 118: Cleaning the pipes by means of a nylon instructions).
brush (NR2, NR2B, NR2H, example)
7. Unscrew the fixing screws at the transmission oil
cooler and remove the cooler.
8. Remove the receiver (2) and the cover (3) by
loosening the crews from the receiver-housing
and cover-housing connections.
Note:
Four fixing plats (4) are located between the
receiver (2) and the casing (1). These plates must be
installed on the same side when assembling the unit.
For this purpose observe the identification mark F on
the housing flange.
Fig. 119: Cleaning the pipes by means of a nylon

brush (ZF 9000 series without NR2, NR2B,
NR2H, example)
Note:
Do not use metal brushes for cleaning the pipes.
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 149
Note:
On one pipe plate an identification mark for the instal-
lation position is provided opposite the casing. The
edge of the pipe plate and the adjacent casing flange
each contain one half of an X. This mark must be ob-
served.
Fig. 120: Identification mark F for fixation plates

(example)
9. Remove the O-rings from the outer groove of the
pipe plates.
Fig. 123: Identification mark X for installation of the

pipe bundle (NR2, NR2B, NR2H, example)
Fig. 121: Dismantling the outer O-ring


pipe bundle (ZF 9000 series without NR2,
NR2B, NR2H, example)
10. Push the pipe bundle towards the water side that
far (if required, use an auxiliary tool) until the
O-ring on the inner groove is visible).
11. Remove the O-ring of the inner groove.
Fig. 122: Dismantling the outer O-ring

NR2H, example)
3103.758.101 / Edition: 2009/11 © ZF

150 Maintenance
Fig. 125: Dismantling of the inner O-ring

Fig. 128: Removal of the pipe bundle
NR2H, example)
Note:
The grooves for accommodation of the O-rings must
not be damaged. When removing the pipe bundle, the
baffle plate (13) may fall out.
Assembly of the transmission oil cooler

(without extraction of the pipe bundle))
The assembly of the transmission oil cooler is carried
out in reverse order of dismantling the cooler.
1. Remove the four bolts and the four
fixing plates (4).
2. Lubricate the outer O-rings with a suitable type of
Fig. 126: Dismantling of the inner O-ring grease and insert into the corresponding outer
(ZF 9000 series without NR2, NR2B, groove of the pipe plates (7).
NR2H, example)
12. Remove the pipe bundle in opposite direction. In
doing this, the pipe bundle must be removed from
the casing very carefully, in order not to damage
the disc set. If possible, the pipe bundle should be
suspended by large-surface transport slings.
Fig. 129: Observe outer O-ring during installation

Fig. 127: Removal of the pipe bundle

© ZF Edition: 2009/11 / 3103.758.101

Maintenance 151
Note:
With two-way transmission oil coolers a separating
strip (9) must be inserted into the pipe plate on the
water side (receiver (2) with two connections).
4. Insert the four fixing plates (4) into the middle
groove of the pipe plate (7) on the water side
(receiver (2) with two connections) observing the
identification mark F.
5. Place the receiver (2) and the cover (3) in parallel
position on the corresponding pipe plate (7) and
evenly slide them onto the outer O-ring.
Note:
When sliding the receiver (2) and the cover (3) onto
the O-rings it must be observed that the O-rings do
not shear off.
Fig. 130: Observe outer O-ring during installation
(ZF 9000 series without NR2, NR2B, 6. Assemble the receiver (2) and the cover (3) by
NR2H, example) means of four screws, tightening the conjugate
bolts crosswise with the torque (see table 17,
3. Check for correct installation position of the
Tightening torques).
separating strip (9) on the water side.
Screw/
Model Tightening torque
strength
NR2, NR2B, M10 / 8.8 46 Nm
NR2H
ZF 9000
series
M16 / 8.8 195 Nm
(without NR2,
NR2B, NR2H)
Tab. 17: Tightening torques

7. In the case of transmissions where the transmis-
sion oil cooler has been removed from the trans-
mission housing, the cooler must be positioned
onto the transmission housing and fixed to the
Fig. 131: Ensure correct installation of separating housing by means of four fixing screws.
strip (9) (NR2, NR2B, NR2H, example) 8. Mount the pipe connections to the receiver (2).
9. Connect the pipelines on the water side.
10. Open and re-fill all pipelines.
11. Bleed the transmission oil cooler on the
water side.
12. Fill the transmission with oil.
Note:
Step 12 is only required, if the transmission oil cooler
has been removed for cleaning the transmission hou-
sing.
Fig. 132: Ensure correct installation of separating

strip (9) (ZF 9000 series without NR2,
NR2B, NR2H, example)
3103.758.101 / Edition: 2009/11 © ZF

152 Maintenance
Assembly of the transmission oil cooler

(after extraction of the pipe bundle)
The assembly of the transmission oil cooler is carried
out in reverse order of dismantling the cooler.
1. Grease the sealing strips (12) of the pipe bundle.
The service fluid may be used for this purpose.
Note:
Sealing strips (12) must only be replaced if they are
damaged. The sealing strips must be effective over the
entire length of the pipe bundle.
2. Carefully insert the pipe bundle into the
casing (1).
Fig. 135: Observe the sealing strips (12) and the disc
ring (14) during installation (NR2, NR2B,
NR2H, example)
Fig. 133: Installation of the pipe bundle

Fig. 136: Observe the sealing strips (12) and the disc
ring (14) during installation (ZF 9000 series
without NR2, NR2B, NR2H, example)
Note:
On one pipe plate an identification mark for the instal-
lation position is provided opposite the housing. The
edge of the pipe plate and the adjacent casing flange
each contain one half of an X. This mark is to be
verified.
Fig. 134: Installation of the pipe bundle

NR2H, example)
Note:
When inserting the pipe bundle, it must be observed
that the sealing strips (12) are not shifted or crimped.

© ZF Edition: 2009/11 / 3103.758.101

Maintenance 153
Note:
When inserting the pipe plates (7) into the sealing sur-
faces, it must be observed that the O-ring do not shear
off.
5. Lubricate the outer O-rings with a suitable type of
grease and insert into the corresponding outer
groove of the pipe plates (7).

3. Insert the disc ring (14) into the baffle plate (13)
and press down during installation of the pipe
bundle.
4. Lubricate the inner O-rings with a suitable type of
grease and insert into the corresponding inner
Fig. 141: Observe the inner O-ring during installation
groove of the pipe plates (7).
Fig. 139: Observe the inner O-ring during installation Fig. 142: Observe the inner O-ring during installation
(NR2, NR2B, NR2H, example) (ZF 9000 series without NR2, NR2B,
NR2H, example)
6. Check for correct installation position of the
separating strip (9) on the water side.
Fig. 140: Observe the inner O-ring during installation

NR2H, example)
3103.758.101 / Edition: 2009/11 © ZF

154 Maintenance
Screw/
Model Tightening torque
strength
NR2, NR2B, M10 / 8.8 46 Nm
NR2H
ZF 9000
series
M16 / 8.8 195 Nm
(without NR2,
NR2B, NR2H)
Tab. 18: Tightening torques

1. Position the cooler onto the transmission housing
and fix it to the housing using four fixing screw
Mount the pipe connections to the receiver (2).
Fig. 143: Observe correct installation of separating
strip (9) (NR2, NR2B, NR2H, example) 2. Connect the pipelines on the water side.
3. Open and re-fill all pipelines.
4. Bleed the transmission oil cooler on the water
side.
5. Fill the transmission with oil.
Replacement of pipe bundle

If more than 10% of the pipes in the bundle are lea-
king/not tight, the entire pipe bundle must be repla-
ced.
1. Dismantle the transmission oil cooler as described
in the section “Dismantling the transmission oil
cooler (with extraction of the pipe bundle).
2. Remove the defective pipe bundle.
Fig. 144: Observe correct installation of separating
3. Insert the new pipe bundle.
strip (9) (ZF 9000 series without NR2,
NR2B, NR2H, example) 4. Assemble the transmission oil cooler as described
in the section “Assembly of the transmission oil
Note:
cooler (after extraction of the pipe bundle).
With two-way transmission oil coolers a separating
strip (9) must be inserted into the pipe plate on the
Revision
water side (receiver (2) with two connections).
After assembly, both the oil side and the water side
7. Insert the four fixing plates (4) into the centre
must be revised. During this operation it must be ob-
groove of the pipe plate (7) on the water side
served that the pressure (oil side and water side) does
(receiver (2) with two connections) observing the
not exceed the value stated in the transmission instal-
identification mark F.
lation drawing and/or on the type plate.
8. Place the receiver (2) and the cover (3) in parallel
position on the corresponding pipe plates (7) and
evenly slide them onto the outer O-ring.
Note:
When sliding the receiver (2) and the cover (3) onto
the O-rings it must be observed that the O-ring do not
shear off.
9. Assemble the receiver (2) and the cover (3) by
means of four screws, tightening over cross with
the correct tightening torque (see table 18 Tighte-
ning torques).
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 155
3103.758.101 / Edition: 2009/11 © ZF

156 Maintenance

If possible, to be
Maintenance level performed in conjunction
job no minutes
with maintenance job no.
173 A4 121 15
Description of
173 Check shaft seal ring of input shaft
maintenance work
Safety measures ------------------------------
Tools ------------------------------
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 157

with maintenance work 121.
1. Check input drive shaft for leaks
(if required, collect escaping oil).
Note:
If the input shaft seal ring is visibly damaged the input
shaft seal ring must be replaced as soon as possible.
Fig. 145: Input drive shaft (ZF 9000 series, example)
Fig. 146: Input drive shaft (ZF 9000 V, example)
3103.758.101 / Edition: 2009/11 © ZF

158 Maintenance

If possible, to be
Maintenance level performed in conjunction
job no minutes
with maintenance job no.
174 A4 121 15
Description of
174 Check shaft seal ring of output shaft
maintenance work
Safety measures ------------------------------
Tools ------------------------------
Parts ------------------------------
Material ------------------------------
Test equipment ------------------------------
© ZF Edition: 2009/11 / 3103.758.101

Maintenance 159

with maintenance work 121.
1. Check output drive shaft for leaks
(if required, collect escaping oil).
Note:
If the output shaft seal ring is visibly damaged the in-
put shaft seal ring must be replaced as soon as
possible.
Fig. 147: Output drive shaft (ZF 9000 series without

NR2, NR2B, NR2H, example)
Fig. 148: Output drive shaft

(ZF 9060 NR2B, example)
3103.758.101 / Edition: 2009/11 © ZF

160 Maintenance
© ZF Edition: 2009/11 / 3103.758.101

ZF Marine GmbH
D-88038 Friedrichshafen
Germany
Telefone +49 7541 77-2207
Fax +49 7541 77-4222
info.zfmarine@zf.com
Driveline and Chassis Technology

Operating Instructions: Marine Transmission ZF 9000 Series

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OPERATING INSTRUCTIONS

ZF 9000 NR2, ZF 9050 NR2, ZF 9055 NR2, ZF 9060 NR2

ZF 9000 NR2B, ZF 9050 NR2B, ZF 9055 NR2B, ZF 9060 NR2B

ZF 9000 NR2H, ZF 9050 NR2H, ZF 9055 NR2H

ZF 9000, ZF 9050, ZF 9055, ZF 9300, ZF 9311, ZF9350, ZF 9351,

ZF 9000 A, ZF 9050 A, ZF 9055 A

ZF 9000 ANR, ZF 9050 ANR, ZF 9055 ANR

ZF 9000 V, ZF 9050 V, ZF 9055 V

ZF 9000 VNR, ZF 9050 VNR, ZF 9055 VNR

ZF 9300 U / ZF 9350 U / ZF 9355 U

The present operating instructions are protected by

Document No.: 3103.758.101

© ZF Edition: 2009/11 / 3103.758.101

TABLE OF CONTENTS 2.1.4.4 ZF 9000 NR2 /

3103.758.101 / Edition: 2009/11 © ZF

© ZF Edition: 2009/11 / 3103.758.101

5.1.4 Electric transmission control 8 Maintenance .................................................... 95

6 Special equipment/special designs ................. 83

3103.758.101 / Edition: 2009/11 © ZF

© ZF Edition: 2009/11 / 3103.758.101

This operating manual is a fundamental part of the

3103.758.101 / Edition: 2009/11 © ZF

© ZF Edition: 2009/11 / 3103.758.101

1 SAFETY 1.2 General notes

1.1 Conventions for safety instructions General

3103.758.101 / Edition: 2009/11 © ZF

© ZF Edition: 2009/11 / 3103.758.101

• Do not work on transmissions or assemblies

• Collect service fluids in a container, absorb spilled

3103.758.101 / Edition: 2009/11 © ZF

Welding works Works on electric/electronic assembly groups

© ZF Edition: 2009/11 / 3103.758.101

• Do not perform welding works on pipes and parts Lead

Environmental protection • Rinse injured body parts with plenty of water.

3103.758.101 / Edition: 2009/11 © ZF

1.6 Transport • Do never place transmission on oil sump unless

Transmission without suspension angles

Transmission with suspension angles

Lowering the transmission after transport

© ZF Edition: 2009/11 / 3103.758.101

2 PRODUCT OVERVIEW 2.1.1.1 Oil supply and transmission cooler

3103.758.101 / Edition: 2009/11 © ZF

Fig. 2: Parallel version

2.1.1.4 Transmission designs in V and U version

© ZF Edition: 2009/11 / 3103.758.101

A switchable clutch allows interruption of the power

Fig. 8: NR2H version (top view)

Fig. 9: NR2B version

Fig. 7: NR2H version (side view)

3103.758.101 / Edition: 2009/11 © ZF

2.1.2 Installation position in the ship Flanged installation

2.1.2.2 Motor-transmission arrangement in U or

Fig. 10: Vertical offset

Fig. 12: U propulsion (U arrangement)

In V arrangement motor and propulsion are connected

© ZF Edition: 2009/11 / 3103.758.101

According to the installation position of the joint shafts

Fig. 14: W arrangement with β1 = β2

Fig. 15: Z arrangement with β1 = β2

V and U arrangement are both subject to a detached

3103.758.101 / Edition: 2009/11 © ZF

2.1.3 Direction of rotation of propeller during forward travel