W3900 – W4400 – W 5200/5300

Masson-MarineWorkboat GearboxesType W3900 – W4400 – W5200/5300

OPERATING INSTRUCTIONS

Description, commissioning guide, operation and maintenance manualRelease: M-5200/v.05/ 02-2006

W3900 – W4400 – W5200/5300

page 2 / 42 M-W5200/v.05/ 02-2006

W3900 – W4400 – W5200/5300

M-W5200/v.05/ 02-2006 page 3 / 42

CONTENTS

I - RESPONSIBILITY................................................................................................................................ 4

II - BASIC GEARBOX DESCRIPTION: W5200 / W5300 .................................................................... 7II-1 Gearbox identification........................................................................................................................ 7II-2 General layout .................................................................................................................................... 7II-3 Operating data .................................................................................................................................. 12

III - HYDRAULIC CONTROL (STANDARD)..................................................................................... 13III-1 Hydraulic circuit ............................................................................................................................. 13III-2 Oil filter .......................................................................................................................................... 14III-3 Option: Twin filter.......................................................................................................................... 14III-4 Oil cooler ........................................................................................................................................ 14III-5 Hydraulic accumulator.................................................................................................................... 14III-6 Clutch engagement ......................................................................................................................... 15III-7 Lubrication...................................................................................................................................... 17

IV - GEARBOX INSTALLATION......................................................................................................... 18IV-1 Alignment ....................................................................................................................................... 18IV-2 Gearbox fixation............................................................................................................................. 19IV-3 Gearbox connections ...................................................................................................................... 21IV-4 Gearbox control equipment ............................................................................................................ 22IV-5 Gearbox monitoring........................................................................................................................ 24

V - START-UP .......................................................................................................................................... 25

VI - OPERATION..................................................................................................................................... 26

VII - COME-HOME PROCEDURE....................................................................................................... 27

VIII - REGULAR MAINTENANCE ...................................................................................................... 28VIII-1 Oil change .................................................................................................................................... 29VIII-1.1 LUBRICATION SPECIFICATIONS....................................................................................... 29VIII-2 Oil filter........................................................................................................................................ 33VIII-3 Oil cooler ..................................................................................................................................... 33VIII-4 Gear teeth..................................................................................................................................... 33VIII-5 Accumulator................................................................................................................................. 34

IX - TROUBLESHOOTING ................................................................................................................... 35

X – SPARE PARTS .................................................................................................................................. 39

XI – MASSON MARINE AROUND THE WORLD............................................................................. 41

Index Date Update:00 08-2001 version initiale

01 09-2001 mise à jour des caractéristiques techniques

02 06-2002 adresses Internet

03 10-2002 vérin pneumatique

04 11-2003 mise à jour : lignage

05 02-2006 nouvelle version MASSON Marine

W3900 – W4400 – W5200/5300

page 4 / 42 M-W5200/v.05/ 02-2006

I - RESPONSIBILITY

The present manual applies to the standard version ofthe Masson-Marine gearbox type W3900, W4400, andW5200/5300.Variations are possible, depending on particularcustomer requirements, operating conditions andtechnical evolution. Where data in this manual differfrom those of the technical and/or commercialspecification of any particular gearbox, then the datawhich apply will be those of the latter specification(s).

Technical modifications reserved.

General Instructions

The instructions of the present manual are binding.Whoever operates or otherwise works on the gearbox(e.g. set-up, maintenance, etc.) has to be acquaintedwith and to comply with the instructions. The manualshould always be at hand. Masson-Marine rejects anyliability for damages resulting from any disregard of theinstructions of the manual. Changes of the parameters or machine elements are

subject to Masson-Marine approval. Only trained personnel may operate or otherwise

work on the gearbox.

Gearbox warranty - Important note:

1. Warranty conditions agreed with Masson-Marineapply to these gearboxes. However, Masson-Marine canonly honour warranty claims on the followingconditions:

the gearbox has been installed, monitored, operatedand serviced in accordance with the instructions of therelevant operating manual and specifications, Masson-Marine approved lubricants have been used, the operation of the gearbox has always been within

the limits allowed with respect to input power, inputspeed, and input power-to-speed ratio – for the type ofgearbox and its application.

2. The gearbox manufacturer, as a supplier of one indi-vidual component of the entire drive system of a ship,cannot be held responsible for vibrations or vibrationalproblems arising from this system. It follows from this, that Masson-Marine cannot

accept liability for gearbox noise, or for damage to thegearbox, flexible coupling or other parts of the driveunit caused by such vibrations. We therefore recommend that a torsional vibration

calculation be performed, that takes into account alldirectly implied driveline components and a maximumof associated elements.

3. For maximum warranty benefit, we recommend tohave a Masson-Marine engineer assist to the start-up ofthe driveline and/or gearbox. For full warranty, pleasefill in and return a copy of the attached warranty formto your Masson-Marine dealer or to Masson-Marinefactory as shown below.

For any further information, please contact yourMasson-Marine dealer orMasson-Marine factory, service department, at thefollowing address:

Masson-Marine S.A.SService Department5, rue Henri CavallierF-89100 SAINT-DENIS LES SENS (France)

+33+ (0) 386 95 62 00+33+ (0) 386 95 13 78

Web: http://www.masson-marine.come-mail: sav@masson-marine.comor: commercial@masson-marine.com

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 5 / 42

MARINE GEARBOXESWARRANTY CERTIFICATE

Type of gearbox: ................... ................... ................... Internal order no.

Serial number: ................... ................... ................... ................... ................... ...................

Gear ratio: ................... ................... Forwarded on:

Power take-off yes* no* ................... ................... ...................

Driven machine: ................... ................... Power: ................... hp Oil pressure at clutches:

Put into service on: ................... ................... ................... bars

name: address:

Purchaser:

Shipyard:

Fitter:

Owner:

User:

Boat: Name: ................... ...................................... ................... Type: ................... ................... ...................

Port of registry: ................... ...................................... Utilization: ................... ................... ...................

Propeller: Number of blades: ................... Outside diameter: .................. mm

right-hand rotation* / left-hand rotation* Weight: .................. kg

Shaft length between reduction sleeve and propeller: .................. m

Average diameter of shaft: .................. mm

Engine: Brand: ................... ................... ................... Type: ................... ..................

Number of cylinders: .................. in line* or V-type* ................... hp at ................... rpm

with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise*

Coupling Type: .................. .................. .................. .................. ..................

Oil used: Brand: .................. .................. .................. Type: .................. .................. ..................

Cooling system: Sea water* Open circuit*

Soft water* Closed circuit* Water temperature: .................. °C.

Combined control Type: .................. .................. .................. ..................

Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED

Oil pressure gauge on machine: yes* no*

Oil temp. gauge on driving station: yes* no* RECOMMENDED

Pressure switch lamp: yes* no*

Temperature switch lamp: yes* no*

Oil level alarm: yes* no* OPTIONAL

Others: yes* no*

Is the final user in possession of the maintenance manual ? yes* no*

Customer signature : name: .................. .................. .................. ..................

title: .................. .................. .................. .................. date: .................. ..................

*) : Please strike off the inadequate options. BV/Q

Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox)

Warranty certificatePlease fill in and return to your Masson-Marine dealer or Masson-Marine factory

The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action.Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance.

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE)Tel. 00 33 386 956200 - Fax 00 33 386 951378

W3900 – W4400 – W5200/5300

page 6 / 42 M-W5200/v.05/ 02-2006

MARINE GEARBOXESWARRANTY CERTIFICATE

Type of gearbox: ................... ................... ................... Internal order no.

Serial number: ................... ................... ................... ................... ................... ...................

Gear ratio: ................... ................... Forwarded on:

Power take-off yes* no* ................... ................... ...................

Driven machine: ................... ................... Power: ................... hp Oil pressure at clutches:

Put into service on: ................... ................... ................... bars

name: address:

Purchaser:

Shipyard:

Fitter:

Owner:

User:

Boat: Name: ................... ...................................... ................... Type: ................... ................... ...................

Port of registry: ................... ...................................... Utilization: ................... ................... ...................

Propeller: Number of blades: ................... Outside diameter: .................. mm

right-hand rotation* / left-hand rotation* Weight: .................. kg

Shaft length between reduction sleeve and propeller: .................. m

Average diameter of shaft: .................. mm

Engine: Brand: ................... ................... ................... Type: ................... ..................

Number of cylinders: .................. in line* or V-type* ................... hp at ................... rpm

with side-plates* individual* Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise*

Coupling Type: .................. .................. .................. .................. ..................

Oil used: Brand: .................. .................. .................. Type: .................. .................. ..................

Cooling system: Sea water* Open circuit*

Soft water* Closed circuit* Water temperature: .................. °C.

Combined control Type: .................. .................. .................. ..................

Mounted controls Oil pressure gauge on driving station yes* no* REQUIRED

Oil pressure gauge on machine: yes* no*

Oil temp. gauge on driving station: yes* no* RECOMMENDED

Pressure switch lamp: yes* no*

Temperature switch lamp: yes* no*

Oil level alarm: yes* no* OPTIONAL

Others: yes* no*

Is the final user in possession of the maintenance manual ? yes* no*

Customer signature : name: .................. .................. .................. ..................

title: .................. .................. .................. .................. date: .................. ..................

*) : Please strike off the inadequate options. BV/Q

Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox)

Warranty certificatePlease fill in and return to your Masson-Marine dealer or Masson-Marine factory

The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action.Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance.

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE)Tel. 00 33 386 956200 - Fax 00 33 386 951378

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 7 / 42

II - BASIC GEARBOX DESCRIPTION: W5200 (AND RELATED)The present manual applies to the standard version of a Masson gearbox. For additional equipment such as

power take-off gears, different controls, special monitoring equipment etc., additional or different instructions mayapply.

II-1 Gearbox identificationAll Masson-Marine gearboxes carry a name-plate showing the type of gearbox, serial number, ratio, and

some other information. Ship and gearbox configurations may vary, the gearbox itself may evolve in terms ofdesign, material, and so on. Therefore, whenever you need technical information, help, or order spare parts,ALWAYS mention the gearbox type and serial number.

The name plate islocated on the casing top,on the starboard side of thegearbox. In case the name-plate has been lost, thegearbox serial number isalso stamped into the maincasing, along the starboardedge, near the filler plug.

II-2 General layoutMASSON W3900 – W4400 – W5200/5300 gearboxes are comprised of one input shaft, one idler shaft

(port side) meshing with the input shaft, and one output shaft. Being in permanent mesh, the input shaft and idlershaft rotate in opposite directions. Both shafts carry one clutch assembly each. Each clutch assembly is linked to itsown drive pinion, which is in constant mesh with the output gear. As a result, depending on which one of the twoclutches is engaged, either one or the other of the two drive pinions will be driving the output wheel.

The main oil pump, coupled to the engine through the port shaft, supplies clutch operating pressure andlubrication of the gearbox. The clutches are hydraulically operated, via a shift valve attached to the hydrauliccontrol block. As a rule, an oil cooler connected to the gearbox hydraulic circuit is supplied with the gearbox.

W5200 / W5300 – rear view W5200 / W5300 – front view

W3900 – W4400 – W5200/5300

page 8 / 42 M-W5200/v.05/ 02-2006

W5200 / W5300 - General layout

Power-flow

The standard drive mode is called direct drive.In direct drive (usually the "ahead" gear), the clutch ofthe input shaft is engaged, and its corresponding drivepinion drives the output gearwheel. Input shaft andoutput shaft therefore rotate in opposite directions. Inthe indirect drive (usually the "reverse gear"), the layshaft clutch (port side) is locked. Rotation from theinput shaft is reversed and transmitted to the lay shaftthrough the transfer gears, and the lay shaft drive pinionmoves the output gearwheel, reversing rotation again.Therefore, in the indirect mode, input and output shaftrotate in the same direction.

W5200 / W5300 - Direct drive engaged W5200 / W5300 - Indirect drive engaged

Gearbox type 5300 has a taller output gearwheel (different gear ratios), therefore the center distancebetween the input shaft and the output shaft increases by 59 mm. As a consequence, the overall height of type 5300is 59 mm more than that of type 5200.

Direction of rotationInput and output (i.e. propeller-) shafts are said to

turn left-hand ("counter-clockwise") or right-hand ("clock-wise"). This refers to an observer looking at the drivelinefrom the propeller end, i.e. facing the engine flywheel, and isopposed to the notion of engine rotation seen from the gover-nor end of the crankshaft. Thus, when a standard engine hasright-hand crankshaft rotation, seen from the governor end,then its direction of rotation will be left-hand, or counter-clockwise, seen from the flywheel end.

Unless otherwise specified, all components attachedto the gearbox use the same definition of left-hand and right-hand rotation (counter-clockwise and clockwise rotation),always looking at the driveline from the propeller end (engineflywheel end).

FLYWHEEL &ELASTIC COUPL.

COUNTER-CLOCKWISE

CLOCKWISE

ROTATION

ROTATION

ENGINE

GEARBOX

PROPELLER

Definition:clockwise / counter-clockwiserotationAn example

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 9 / 42

A – Oil dipstickB – Lube oil hose, control block-to-coolerC – Oil coolerD – Lube oil hose, cooler-to-lubrication manifoldE – Lubrication pressure regulatorF – Inspection cover; main drive pinions & bull gearG – Inspection cover, transfer gears & clutchesH – Oil pressure gaugeI – Pressure alarm switchJ – Filler plug and breather

K – Hydraulic accumulatorL – Shift valve (selector)M – Drain plugN – Operating pressure regulatorO – Oil filterP – Pressure hose, pump-to-control blockQ – Clutch pressure feed pipeR – Output coupling flangeS – Suction hose, sump-to-pumpT – Oil pump

W3900 – W4400 – W5200/5300

page 10 / 42 M-W5200/v.05/ 02-2006

Gearbox shaftsAll shafts are 100 kg/mm² hardened steel shafts.

The input coupling flange taper is 1:30 (hydraulicfitting). Output shaft taper is 1:30, the output couplingflange is hydraulically fitted to that shaft (neitherpuller nor heat !).

The shafts may be plain shafts or hollow shafts.In most CPP applications, the output drive shaft will behollow to accommodate CPP hydraulic controlequipment.

Pinions and gearwheelsTheir basic design principles include helical

gears with root, tip and end relief. All gears are case-hardened all-steel gearwheels.

Almost all gear transmissions require someclearance, called backlash to accommodate thermalexpansion and avoid permanent friction on both theleading and trailing flanks of the teeth. Backlash may tend to zero in the case of a gearpump, for example, or may be extremely high in thecase of heavy load transmissions subject to shocks andvibration.

So, the amount of backlash as such is nocriterion for gear quality.

In marine transmissions, a certain amount ofbacklash is required to ensure trouble-free operation ofthe transmission, though it should be kept small enoughto reduce noise.

Coupling flangesThey are made of 100 kg/mm² plain steel.

Maximum axial and radial deviation must not exceed0.05 mm on the outer periphery.

Both coupling flanges are hydraulically fitted toa 1:30 taper according to the SKF-draw-up method(neither puller nor heat!). The output coupling flangeis machined along with the output shaft to ensure aperfect run-out. As a consequence, its position relativeto the shaft should be marked before any disassembly!

Clutch assembliesThese comprise a toothed clutch drum with

external gear teeth providing the "transfer gears". Oneassembly on the input shaft is directly driven by theengine. The second clutch drum on the lay shaft is inconstant mesh with the first one.

Inside each drum lies a stack of sinter metallined discs (external teeth) engaging the splines on theinner perimeter of the clutch drum and steel plates(internal teeth) riding on the clutch hub splines. Theclutch hub in turn is splined to the drive pinion.

A hydraulically actuated piston compresses thestack of clutch discs so as to lock the clutch drum to thetransfer shaft and thus establish positive drivingengagement.

As clutch discs have a sinter metal lining, lining"sludge" (bronze) will be found in the gearbox oil,especially with a new gearbox or reconditioned clutch.This, of course, is normal and is no need for alarm.

Come-home deviceW5200 / W5300 gearboxes have come-home

screws for mechanically locking the "ahead"-clutch incase of hydraulic failure. Two come-home screws fitthrough appropriate holes in the clutch bearing coverplate.Important:

Upon installation, sufficient free space shouldbe provided to access and engage the come-homescrews!

Once home, do not forget to unscrew thedevice again, and to remove the screws.

Direct drive clutch

2- Come-home screw1- Access hole plug

For further details, referto §7, "Come-home pro-cedure"

CasingThe casing is basically made up of 3 non-dissociablemain cast iron parts, i.e. a lower casing, top casing anda rear casing flange. These parts are machined as awhole to achieve proper bore alignment and parallelaxes. Therefore, they cannot be purchased separately asindividual spare parts!

They are clamped together by means of screwsand aligned by means of dowel pins provided for eachpair of casing parts.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 11 / 42

Power take-off, Controllable pitch propeller, etc.All Masson-Marine gearboxes can be supplied

with various power take-off devices (PTO). W5200 /W5300 support constant drive and/or clutch type PTOdesigns with a wide range of applications, according tocustomer specification. Please mention the gearboxserial number whenever you need information or spareparts !

Controllable pitch propellers (CPP) can also befitted to W5200 / W5300 gearboxes; they requirespecific parts that are defined by the Masson-Marineengineering department. For all further information orspare parts request, please contact Masson-Marine,mentioning the gearbox serial number.

W3900 – W4400 – W5200/5300

page 12 / 42 M-W5200/v.05/ 02-2006

II-3 Operating data

W5200 / W5300 RemarksOil type see list attached Oil capacity may vary with op-

tional equipment (PTO, CPP, etc.)Oil capacity 120 l approx. Oil level check:

check with engine running à idle !Oil temperature range 45 to 85 °C

recommended: 65 °CClutch oil pressure 25 bar / full speed

20 bar / idling speedAt operating temperature, usingMasson-Marine approved oil.

Clutch pressure alarm level 16 bar

Lube oil pressure 0.5 to 6.0 bar At operating temperature, usingMasson-Marine approved oil.

Lube oil pressure alarm level 0.5 bar (alarm)0.2 bar (engine stop)

Clutch engagementAt engine idling speed only!

3 to 6 seconds approx. At operating temperature, usingMasson-Marine approved oil.

Max. pressure drop across filter(twin filter switch-over threshold)

2 bar approx. Pressure drop between filter INand filter OUT

Weight (approx.; dry; basic gear-box)

1900 kg

Max. axial / radial deviation oninput shaft coupling flange OD

0.05 mm

Max. axial / radial deviation onprop. shaft coupling flange OD

0.08 mm

Handy helper: Oil pressure conversion table (approximate values):bar(kg/cm²)

0.5 1.0 2.0 5.0 10.0 15.0 20.0 25.0

psi 7.1 14.2 28 71 142 213 284 355

Handy helper: Temperature conversion table (approximate values):Centigrade° C

0 1.0 10 25 50 80 100

Fahrenheit°F

32 33.8 50 77 122 176 212

Handy helper: Volume conversion table (approximate values):litrel

1.0 10 3.785 37.9 50

US gallongal. (US)

0.264 2.6 1.0 10 13.2

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 13 / 42

III - HYDRAULIC CONTROL (STANDARD)MASSON W5200 / W5300 gearboxes operate at a nominal clutch pressure of 25 bar*) at full speed and 20

bar at idling speed. The lubrication pressure is comprised between 0.5 bar at idle and 6 bar at full speed.*) refer to chapter "II-3: Operating data" above

A- dipstickB- lube oil hose to coolerC- oil coolerD- lube oil hose (out)E- lubrication manifold

H- pressure gaugeI- pressure alarm switchJ- filler plugK- accumulatorL- shift valve (electric)

N- pressure regulatorO- oil filterP- pressure hoseS- suction hoseT- oil pump

U- clutch pressure pipe #2V- clutch pressure pipe #1Y- standby pump connect.Z- flow control valve

L1- shift valve solenoidL2- solenoid manual actuation

III-1 Hydraulic circuit

The oil pump takes in oil from the gearboxsump and sends it through the oil filter to the pressureregulator. The pressure regulator is set to 25 bar (355psi) at nominal speed. All excess oil flows through theoil cooler to the lubrication circuit.

Oil under operating pressure flows through acheck valve to the accumulator, and along to the shiftcontrol valve.

When the shift valve is in its "neutral" position,the oil flow will be stopped here. When the shift valveis in the "ahead" or "reverse" position, oil will flowthrough the external pipes into the clutch and actuatethe clutch piston at operating pressure.

Pp – Oil pumpPs – Standby pump (optional)S – 2-way check-valveL1 – Pressure relief valveIC – Clogging indicator (option)F – Oil filterRp – Pressure regulatorR – Oil coolerL2 – Lube oil pressure regulatorSt – Flow control valveA – AccumulatorPI2- Pressure gauge (clutch p.)D – Shift control valveG – LubricationE1 – ClutchE2 – Clutch

W3900 – W4400 – W5200/5300

page 14 / 42 M-W5200/v.05/ 02-2006

III-2 Oil filterLocated right after the oil pump, the filter is

moutned to the hydraulic control bloc, at the rear end ofthe gearbox. Oil flow through the cartridge goes fromthe outside to the inside.

Filter cartridge replacement should be followedas specified in the "Regular maintenance section"hereafter.

III-3 Option: Twin filterThe optional twin oil filter allows filter

replacement with the engine and gearbox still running.A clogging indicator (1) (visual indicator or

electric transducer) is fitted to the filter carrier top. Thered index means that the respective filter has to bechanged.

A selector lever (2) can be swung round fromone filter to another (the split pin pointing to the"enabled" filter), so that the "disabled" filter can now beopened and replaced. Arrows on the casting show thedirection to switch from filter "F1" to "F2" and viceversa.

For further detail, refer to section "Regularmaintenance" below.

III-4 Oil cooler

The oil cooler is a standard equipment, butdifferent types of cooler assemblies will be supplied,depending on customer specification an machineryoperating conditions.

The oil cooler is usually fitted along the portside of the gearbox.

See further information in the "Gearbox ins-tallation" and the 'Regular maintenance" sections.

III-5 Hydraulic accumulatorThe accumulator contains two chambers

separated by an elastic diaphragm. The bottom chamberis connected to the hydraulic circuit of the gearbox,downstream a check valve. The upper chamber containsnitrogen gas under pressure and a certain volume ofcompensating oil calculated to adapt the overallcapacity of the accumulator to the volume of the clutch.

In a steady-state condition of the system (andengine running at idle or full speed), the accumulator is"filled" with a certain amount of oil under operatingpressure.

1+2- Accumulator shells(welded assy.)

5- Compensating oil

3- Membrane 6-4- Filler valve (no refill or repair)

7- Fitting

Accumulators cannot be reconditioned; they arebought inflated & filled with the appropriate amount ofcompensating oil, ready for use.

A rough check of the accumulator is possible,though. If uncertain about the condition of theaccumulator, engine stopped and having shifted toahead/reverse 2 or 3 times (to dump all pressure),remove the accumulator from the gearbox and insert arounded-end (!) rod through the fitting hole ("7") to

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 15 / 42

push against the membrane. Nitrogen pressure behindthe membrane being normally significantly higher than2 bars, there should be a very clear resistance againstthe push rod action. If no resistance is felt, replace theaccumulator.

When ordering a new accumulator, specifyyour gearbox type and serial number!Accumulators are nitrogen filled. Therefore,even with the engine stopped, the hydraulicsystem of the gearbox may still be underpressure!

III-6 Clutch engagementIn steady-state conditions (neutral or clutch

fully engaged), virtually all the oil flow from the pumpgoes to lubrication; pressure settles at 20 bar (idle) / 25bar (full speed).

Oil flow from pump through filter to oil cooler(lubrication circuit) and clutch feed circuit

SUM PPUM PFILTER

ACC UM U LATO RTO CO O LER

CLU

TCH

CLU

TCH

D ISTR IB.

63

18

When a clutch is engaged, this clutch willabsorb all of a sudden a certain quantity of oil fordisplacing the clutch piston. As a consequence, ageneral pressure drop occurs.

As pressure drops, the spring-biased flowcontrol valve (# "18") will close, the accumulator checkvalve will be closed and the nitrogen gas pressure of theaccumulator will rush the oil contained in theaccumulator into the clutch. The clutch starts dragging.

Since the flow control valve is shut (systempressure being near 5 bar), oil supplied by the pumpnow has to travel through a flow control jet (flowrestriction).

Oil arriving through flow control jet (# "63")now gradually fills the accumulator, at a defined flowrate, and pressure in the system slowly grows. At thesame time, pressure in the clutch grows accordingly,providing progressive clutch engagement.

Once a threshold level of approx. 18 bar hasbeen reached, the pressure in the circuit will shift the

flow control valve upwards against the bias of itsspring.

With the flow control valve now open, oil cantravel through that passage, which has a large crosssection, at a much higher flow rate. System pressurenow "jumps" up to its nominal value, thus completelylocking the clutch.

The system has come back to a steady-statecondition. The time span between the initial pressuredrop and the return to normal during clutch engagementlies between 3 and 6 seconds, approximately.

Schematic view of the hydraulic control block:

vertical section (section "D")

W3900 – W4400 – W5200/5300

page 16 / 42 M-W5200/v.05/ 02-2006

Therefore, pressure evolution upon clutch engagement is as follows:

The sketches hereafter show the 3 basic steps of that progression.

SUMPPUMPFILTER

ACCUMULATORTO COOLER

CLU

TCH

CLU

TCH

D ISTRIB.

63

18 1. Distributor has beenshifted. Empty clutch has tobe filled; oil pressure dropsand accumulator expands,sending its oil reserve intothe clutch.With oil pressure low, thebiassing spring shuts flowcontrol valve (#18).

SUMPPUMPFILTER

ACCUMULATORTO COOLER

CLU

TCH

CLU

TCH

D ISTRIB.

63

18 2. Clutch piston is applied,oil is being reinjected intothe system through throttlejet (#63). The size of thethrottle determines the slopeof the gradual pressure rise.

SUMPPUMPFILTER

ACCUMULATORTO COOLER

CLU

TCH

CLU

TCH

D ISTRIB.

63

18 3. 18 bar threshold has beenreached. That pressure willshift the flow control valve(#18) back up. This re-opens the normal widecross-section flow passage,and the system pressurejumps back to normal.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 17 / 42

III-7 Lubrication

Excess oil from the control block travelsthrough the oil cooler, and from the cooler to thelubrication manifold. From there, it flows through in-ternal channels to the various bearings. An importantpart of lube oil is guided through holes in the rearbearing covers into through-bores of the input shaft endor port side shaft stud which protrude into the clutchassemblies. Here, the oil makes its way through jets intothe clutch and clutch drum, is centrifugally thrown outon to the neighbouring parts and gears, and gathersdown in the gearbox sump. The gear trains arelubricated via spray holes provided in the centrallubrication pipe. The front bearings are lubricatedthrough internal channels fed via the central lubricationpipe.

W3900 – W4400 – W5200/5300

page 18 / 42 M-W5200/v.05/ 02-2006

IV - GEARBOX INSTALLATION

When configuring the power pack, care must betaken to ensure sufficient free space for easy access tothe filler plug, dipstick, drain plug and controls, as well

as to allow replacement of the oil cooler, filter, oilpump and other repair and maintenance jobs.

*) W 5300: input shaft – output shaft center distance 59 mmhigher. Add 59 mm to all dimensions marked with an *

All dimensions shown in mm.

Transmitting propeller thrust to the hull andbeing rigidly linked to the propeller shaft, the gearboxrequires strong attachment, rigid foundation andperfect alignment! If either of these requirements isnot met, severe damage or breakage may occur.Therefore:

1.- The connection between gearbox and hullhas to be rigid (unless an elastic coupling is fittedbetween gearbox and propeller shaft)!

2.- The connection between gearbox andpropeller shaft is preferably rigid. In that case, perfectgearbox to shaft alignment is required.

3.- The connection between gearbox andengine should preferably be elastic. The choice of theelastic coupling depends on engine data, gearboxdesign, torsional vibration behaviour of the driveline,etc.

On load-carrying vessels, make sure thefoundation is not affected by the degree of charge. Ifsome deflection of the hull is not improbable (light-weight construction, wooden ships, etc.), the gearboxmust be protected by means of an elastic couplingbetween the output coupling and the line shaft. For allparticular installations, please contact Masson-Marine!

A detailed description of the recommended alignmentand clamping procedure can be obtained fromMasson-Marine ("M-SAV Shaft AlignmentProcedure" /08.2003).

IV-1 AlignmentUnless an elastic coupling or cardan shaft is

provided between the gearbox and the propeller shaft,line shaft (propeller shaft) and gearbox output shafthave to be perfectly in line. The usual procedure is asfollows:

Center the line shaft first. Align the gearbox on the line shaft axis. Align the engine relative to the gearbox.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 19 / 42

Line shaft to gearbox connection

To avoid shaft deflection and, at the sametime, maintain sufficient elasticity, a recommendedvalue for the free line shaft length from the gearboxcoupling flange to the first shaft bearing is:

approx. 10 to 20x shaft Ø *To avoid shaft droop during alignment, the

propeller shaft coupling should be set true by meansof some provisional support device.

Bring the gearbox output shaft centerlineparallel to, i.e. into perfect alignment with the lineshaft (propeller shaft) centerline. Reference forangular alignment will be the gearbox output shaftflange face.

Angular misalignment will produce a gapbetween the gearbox flange and companion flangefaces. Maximum allowance for that face gap is0.10 mm*, depending on the free length & flexibilityof the line shaft!

Maximum axis (or parallel) misalignmentallowed here is 0.15 mm*, according to the type andposition of the 1st line shaft bearing!

*) Re. Masson-Marine specification MF 24202

Adjustment of the gearbox is done by meansof the jacking screws ("A" below) (3 or 4 screws)fitted through the side brackets of the gearbox casing.

The figures shown here are those measured onthe hardware. So, they are TOTAL values, i.e. theyalready include 0.08 mm max. axial and radial devia-tion of the coupling flange (depending on gearbox –see Masson-Marine for exact data). It is the object ofthe alignment procedure, to bring all combineddeviations as closely as possible to zero, so as toprevent ultimate shaft or bearing breakage due tofatigue.

IV-2 Gearbox fixation

Having determined the position and adjustedthe gearbox for perfect alignment (using jack-screwsA / see sketch below), secure the gearbox to thefoundation. Various methods may be used; the mostwidespread ones are:

• Steel SHIMMING (thickness 10 to 30 mm max.)and/or cast iron pads (HB 170 minimum hard-ness), or

• moulding solid RESIN pads extending over theentire length of the gearbox support brackets,after adjustment of the gearbox alignment.

10 Ø ... 20 Ø

Ø

< 0.10 mm

< 0.15 mm

top gap

bottom gapAng

ular

mis

alig

nmen

t

Parallelmisalignment

gearbox

gearbox

line shaftline shaft

W3900 – W4400 – W5200/5300

page 20 / 42 M-W5200/v.05/ 02-2006

Steel shimming Resin mounting

A - jacking screwsB - steel shims / resin padC - fitted bolts (mind position !)D - clearance fit bolts (clamping action) – minimum

quality class 8-8 or aboveE/F - thrust stop device

gearbox – 1spot facing – 2

foundation (2-3 % slope) – 3ground fitted bolt – 4

spherical contact washer – 5spot welding after adjustment – 6

steel shim (2-3 % slope) – 7washer – 8

split pin or pal-nut – 9

2...3 %

1

2

3

4

9

8

7

6

5Recommended clamping arrangement

The gearbox will be clamped with a set ofclearance bolts and a pair of ground FITTED BOLTS("C" above) to be installed through the gearboxsupport brackets and the foundation rail.

The main thrust transmitted to the hull beingthe forward thrust, we recommend welding (or other-wise securing) a pair of rigid stop pads ("E" above) tothe foundation, abutting the gearbox support bracketsat the front end of the gear.

In order to accommodate thermal growth ofthe assembly, the fitted bolts should be installed in thesecond-from-front hole of the 4 bracket holes onboth sides of the gearbox (i.e. near the welded stops),

when thrust stops are used. If no axial thrust stops areused, the fitted bolts will have to be installed in thesecond-from-aft hole on each side (i.e. near the lineshaft coupling).

If moulded resin pads (or wood or other softmaterial) are used, the fitted bolts cannot transmitthrust! Due to the considerable thickness of thesupport pads, the bolts would be exposed to combinedshear and bending stress and therefore would breakbefore long! In that case, forward thrust stopstransmitting axial thrust to the foundation & hull areimperative.

Having aligned the gearbox relative to the line shaft, proceed to align the engine relative to the gearbox,according to engine and coupling manufacturers' specifications.

Gearbox to engine connectionThis connection will always be made through

an elastic coupling defined for each specific instal-lation. The appropriate coupling has to be determined asa function of all critical parameters, such as: inertia,number of propeller blades, engine stimuli, etc.

Positioning of the engine with respect to thegearbox requires particular care; combined misalign-ment (tolerance, static and dynamic deformation ofelastic mounting pads, etc.) should never exceed thecapacity of the coupling.

A

E, FB

D C D

propellerthrust

A

E, FB

D C D

propellerthrust

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 21 / 42

IV-3 Gearbox connections

Basically, only the remote control system forthe gearbox (and PTO, if applicable) needs to be linkedup and the oil cooler connected to the engine system (orseparate cooling circuit). For remote control equipment,refer to chapter IV-4 "Gearbox control equipment".

Oil cooler connection:Gearbox oil temperature should be about 65 °C;

it should NOT exceed 85 °C.As a consequence,

in a closed loop cooling system, the gearbox oil coolershould be connected to the water circuit upstream of the

engine (i.e. after the heat exchanger outlet / "cold"side)!

Make sure no foreign matter will enter thecooling system and clog the cooler tube nest(s); ifnecessary, provide a water intake strainer!

Oil flow through the gearbox oil cooler goesfrom the pressure regulator to the lube oil manifold &lube pressure relief valve assembly at the frontstarboard angle of the gearbox. Water flow through thegearbox cooler should be opposite the oil flow.

For all Masson-Marine gearbox oil coolers, the minimum and maximum water flow values are as follows:

Cooler type: 15476 / 15481 / 15486 Cooler type: 17510 / 17514 / 17515min.flow

(m3/h)

max.flow(m

3/h)

min.flow(m

3/h)

max.flow(m

3/h)

raw water(open circuit)

6.0 8.0 13.0 16.0

engine water(closed circuit)

6.0 10.0 13.0 20.0

1 m3 = 1 000 l; 1 US gal. = 3.785 l; 1 imp.gal. (GB) = 4.546 l

hence: 1 m3 = 264.2 US gal.

1 m3 = 220.0 imp.gal. (GB)

1- tube nest 7- O-ring seal2- cooler boby (end flange, water3- end cover connection in/out)4- water drain plug

If the values above cannot be achieved (toomuch flow), an orifice and by-pass line may berequired, splitting the water flow to the engine and thegearbox. If there is not enough water flow, the tubenest may become clogged.

Masson-Marine gearboxes are NOTsystematically provided with a thermostatic valveregulating oil temperature; this, however, is anoptional equipment.

W3900 – W4400 – W5200/5300

page 22 / 42 M-W5200/v.05/ 02-2006

IV-4 Gearbox control equipmentThe gearbox may be shifted from neutral into

ahead or reverse directly by means of the selector leveron the hydraulic block.

Remote control may be provided by means of:- cable control,- pneumatic control or- electric control.

Cable control

The Neutral position is the centre position ofthe control lever/ handwheel.

Clutch engagement is obtained by rotating thecontrol through 45° in either direction.

An indicator plate on the control valve bodyshows the direction of rotation for ahead/reverseengagement from neutral position (there being only oneposition on W52xxNR gearboxes, of course.)A latch will hold the control in each one of its 3positions. The inclination of the cable support bracketcan be set to a number of different angles.

With cable control, make sure the selector lever(or handwheel) reaches its latched positions in neutral,ahead and reverse. Make sure no excessive force isexerted on the lever and spool.

Gearbox control should be advantageouslylinked to the engine injection pump control, so thatshifting can only be carried out at idling speed.

Solenoid control

The shift valve is in neutral when none of thesolenoids is being energized.

Energizing one of the solenoids will engage thecorresponding clutch.

All solenoids are fed with 24 V DC. Emergencyoperation – e.g. in case of electric supply failure – ispossible through a manual actuation device: either apush-button or a screw-in knob.

The standard shift valve for propulsion clutchcontrol is of the constant current type: the valve spoolwill remain in a given position as long as the corres-ponding solenoid is being energized. In other words, thesolenoid has to receive 24V DC continually all the timethe clutch has to be held engaged!

Coil springs return the valve spool into"neutral" position as soon as voltage drops to zero.

Exceptionally, certain CPP gearboxes (built beforeyear 2000) may be fitted with toggle type shift valves. In thatcase, one 24V impulse on a first solenoid will place the valvespool in one position (e.g. "clutch engaged"). Another 24Vimpulse on a second solenoid will return the valve spool to itsinitial position (e.g. "neutral / disengaged"). The spool re-mains in any given position as long as there is no oppositeimpulse.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 23 / 42

If a clutch type PTO (orPTOs) is/are provided, theirsolenoid valve(s) will haveto be connected, too. Just asthe gearbox solenoids, thePTO solenoid is usuallywired to a 24V DC source.

PTO-control valves usually fitted on thesegearboxes are of constant current type: the valve spoolwill remain in the "PTO-engaged" position as long asthe solenoid is being energized. In other words, thesolenoid has to receive 24V DC continually all the timethe clutch has to be held engaged!A coil spring will return the valve spool into the "dis-engaged" position as soon as voltage drops to zero.

Pneumatic control

The shift valve is the same as in the case ofmechanical cable control, with the same operation andshifting positions. Actuation is provided through apneumatic cylinder. Its operating pressure is 4,5 bars(± 2 bars) / 65 psi (± 30 psi). Response fails at pressures< 2.5 bars (35 psi).

3 proximity switches are provided for feedbackof the 3 shifting positions (neutral, ahead, reverse) tothe bridge.

All elements are pre-set in our factory and need only beconnected. However, if some part had to be replaced forrepair, make sure to:• adjust the linking rod and swinging arm accurately for

good alignment in all 3 shifting positions (asabove; see "cable control")

• adjust the gap between the pointer and the proximityswitches to 1 ± 0.2 mm.

Connect proximity switches as shown below :

+24V DC

control light

ground

proximity relayswitch 24V - 270Ω/2W

Air pressure in the cylinder will engage the: ...PORT side clutch STARBOARD clutch

supply fittings =Ø 1/4" gas pipe thread

proximity switches

W3900 – W4400 – W5200/5300

page 24 / 42 M-W5200/v.05/ 02-2006

IV-5 Gearbox monitoringAt least the installation of a pressure gauge is

strongly recommended.

operating pressure: PI 2lubrication pressure: PI 3

A pressure gauge should be connected to thegearbox; operating pressure is read at PI 2 (cf. sectionIII-1 "Hydraulic circuit"; hydraulic block top, adjacentthe accumulator) using a connector Ø = M 10x100.

A clutch pressure alarm switch may be con-nected at the same point.

The alarm switch will be set to 16 bar minimumpressure (pressure drop).

Oil temperature gauges may be installed on theoil cooler intake and outlet. Temperature alarmswitches may be installed on common fittings.

A lube oil pressure gauge and/or alarm switchmay be installed on the lubrication manifold at PI 3.The alarm switch will usually be set to:

0.5 bar (alarm level) or0.2 bar (engine stop).Other monitoring and alarm equipment may be

installed, such as clogging alarm, clutch engaged/disengaged sensor, etc., according to customer speci-fication. Refer to Masson-Marine commercialdepartment to explore all possibilities; contact Masson-Marine service department to find out which items havebeen installed on your particular gearbox, and theirrespective settings.

For further detail, contact Masson-Marineservice dept., mentioning your gearbox type and serialnumber!

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 25 / 42

V - START-UPBefore start-up (New gears or after repair)

For maximum warranty benefit, we recommendto have a Masson-Marine engineer assist to the start-upof the driveline and/or gearbox.

Check up the gearbox condition. Sea-sideenvironment may corrode the mechanical parts. If agearbox has been held in stock for more than 3 months,remove the inspection covers and make sure nocorrosion has occurred on the gearwheels and bearings.Clean up if necessary.

If corrosion has occurred inside the gearbox, fillin some thin oil (enough to have the suction pipe intakeport immersed at all times), start the engine at idlingspeed and operate the gearbox for about 2 hours inneutral, and shift to ahead and reverse for a fewminutes, respectively. Drain all oil. Clean oil filter.Proceed to start-up.

Start-up

• Make sure the gearbox selector is in NEUTRAL.• Fill in the appropriate amount of oil (cf. section II-

3: "Operating data").

Caution: If the gearbox sump serves as thesupply tank for a CPP system or other, add the appro-priate amount of oil to the figures shown.

• Start the engine at idling speed. When all systemsare filled, check the gearbox oil level using theDIPSTICK (# A), engine at idling speed! Top upto the dipstick MAX-mark as necessary.

Always check the gearbox oil level using the dipstick,engine at tick-over!

If the gearbox is not installed horizontally, refer toMasson-Marine service dept. for informationabout the required dipstick reading.

• Check operating pressure (gauge #H) and lube oilpressure; ask Masson-Marine for advice, ifnecessary. Pressure readings should be taken whenthe oil has reached its operating temperature only.(Operating pressure is set to approx. 20 bar/idle and25 bar/full speed. Lube oil pressure is set betweenmin. pressure of 0.5 bar and 6 bar max. pressure.These readings may be somewhat higher with coldoil.)

• Engage AHEAD and REVERSE gears a few times,at idling speed, to bleed the clutch circuit.

Routine check• Check oil level at least every 100 h / once a week;

top up to dipstick "max." if necessary. Alwayscheck the oil level with the dipstick, engine runningat idling speed.

• Check operating pressure at least each time theengine is started; permanent monitoring is recom-mended.

Carry out the 1st oil change & oil filter replace-ment after approx. 100 h of operation. With the first oilchange, you are likely to find a relatively high concen-tration of bronze "powder" in your oil. This is no reasonfor alarm; the sinter metal linings of the gearboxclutches "wear in".

W3900 – W4400 – W5200/5300

page 26 / 42 M-W5200/v.05/ 02-2006

VI - OPERATIONCare should be taken to always maintain the

driveline in good condition. With a new gearbox, firstproceed to a regular start-up (cf. chapter above). Referto section VIII-"Regular Maintenance" to make sureabout oil level, oil filter replacement, etc.

Before startingMake sure the gearbox is in NEUTRAL. Infact, the nitrogen-filled accumulator maystill apply pressure to a clutch, if a clutch isengaged, even though the engine has beenstopped!

If, for some reason or another, the come-home device has been used beforehand,make sure the clutch previously locked withthe come-home device has now beenUNLOCKED and is free to move!

Cold startAfter starting the engine, gearbox in

NEUTRAL, we recommend waiting until the propul-sion unit has reached a fair operating temperature atidling speed (gearbox oil at about 30 to 40 °C), beforegradually increasing speed and load. This is particularlyimportant in a cold environment; very cold oil maydamage the gearbox (i.e. crush oil filter).

Warm startNo particular procedure has to be followed

when the propulsion unit has warmed up. Always makesure the gearbox is in NEUTRAL before starting.

Clutch engagement

- Engage clutches at idling speed only!- Increase engine speed once clutch engagement iscompleted!

Clutch engagement/disengagement may beeffected from the bridge, through the remote controldevice, or directly in the engine room, acting on themanual selector lever on the hydraulic block (or pushbutton of the shift solenoid, if an electrical remotecontrol is used).

Normal clutch operation- At ENGINE IDLE, shift the selector lever or

solenoid valve to AHEAD or REVERSE.- Gradually increase engine speed.

Clutch engagement may take between 3 and 6seconds (approximately), depending on oil viscosity,temperature, inertia, and other things.

Manual shift valve (cable control)

Electric solenoid control24V DC / 48 W

Crash-stop maneuvers (= full speed ahead to fullspeed reverse)

These should be avoided to prevent excessiveclutch wear. However, being a legal requirement, thesemaneuvers are possible.

PTO-clutches (if applicable)As for the gearbox, these should be engaged at

IDLING SPEED only, NO LOAD on the PTO-device(winch or other), increasing engine speed and PTO loadonce the clutch engagement is completed.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 27 / 42

VII - COME-HOME PROCEDURE

In case of failure of the hydraulic system, theAHEAD clutch can be engaged mechanically, using thecome-home screws (# 2).

With the clutch thus locked, Neutral andReverse are disabled! As a consequence, no maneuversare possible!

With the hydraulic system disabled, lubricationof the gearbox is poor. As a consequence, operate atreduced speed and watch gearbox oil temperature!Take care not to overheat the gearbox.

Stop the engine! For SAFETY reasons, make sure to lock the input and

output shafts against rotation before introducing thecome-home device. Disconnect remote control cable etc. from selector to

avoid erroneous clutch engagement. Lock shift selector in NEUTRAL position. Remove both access hole plugs from the AHEAD

clutch cover (cf. # 1). The "AHEAD" clutch is iden-tified by a tag showing a ship steaming ahead:

Insert the come-home screws (# 2) through theseaccess holes, into the corresponding threaded holes inthe clutch hub, and using a wrench, tighten (clockwise rotation) the

screws until the clutch is mechanically locked.Tightening torque for the come-home screws is:

2.0 mdaN Reinsert the plugs to prevent dirt from getting inside

the gearbox. Unlock input and output shafts. Start the engine and sail home at slow speed.

Upon arrival, remember: With the clutch thuslocked, Neutral and Reverse are disabled! As a conse-quence, no maneuvers are possible!

Once home, make sure to unlock the clutchagain, unscrewing and then removing the come-homescrews. Otherwise, damage might occur upon enginerestart, if the ahead clutch has been left locked!

If an electric remote control is used, andif the failure is only an electric black-out,

the gearbox shift solenoids can be actuated by hand. Toengage a clutch, push or screw (as the case may be) thecorresponding solenoid knob fully home to shift thedistributor spool into the appropriate position. This willdirect oil to the desired clutch.

Caution: In this case, maneuvres are still impos-sible!

W3900 – W4400 – W5200/5300

page 28 / 42 M-W5200/v.05/ 02-2006

VIII - REGULAR MAINTENANCEBasically, gearbox maintenance involves regular oil changes and oil filter replacement. Visual inspection of

the gears themselves may be required at longer intervals. Overhaul intervals should also be respected.

Prior to any work on the gearbox and its hydraulic system (accumulator may still contain up to onepint of oil under pressure of 20 bar or more!), STOP the engine, THEN shift to AHEAD and REVERSEtwo or three times to dump all pressure from the system.

JOB INTERVAL REMARKS

Check oil level (# A) every 100 h dipstick (#A), engine idling

Clean oil filter (# O) every 500 h

Replace oil filter (# O) at least once every year(2500 h)

first replacement after 100 hours(new or reconditioned gearbox)

Oil change (# A, J, M) every 2500 h orat least once a year

first oil change after 100 h(new or reconditioned gearbox)

Clean oil cooler (# C) raw water:every 500 hclosed circuit soft water:every 8000 h

Visual gear inspection every 8000 h remove inspection covers from thecasing (#F, #G)

We further recommend the following parts to be systematically replaced within the corresponding reconditioning cycle:

JOB INTERVAL REMARKSReplace PTO coupling spider (if any) every 6000 hReplace hydraulic accumulator and oil cooler tube nestReplace remote control solenoid (if applicable)

every 15000 h # K, C

Replace oil pump, suction hose and pressure hosesReplace alarm switches (if applicable) every 20000 h

# T# B, D, S, P

Replace clutch discs, seals, etcReplace input shaft bearings, clutch and drive pinionbearingsAs above, plus:Replace output shaft bearings

every 35000 h

Detailed information to be obtained from Masson-Marine.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 29 / 42

VIII-1 Oil change1st oil change is due after 100 h of operation. Subsequently, perform an oil change every 2500 h or once a

year. Only use Masson-Marine-approved oil!If the ship has been on dry dock or laid-up for more than 3 months, oil should be changed prior to any new

start-up. Make sure all system pressure has been dumped. Remove drain plug (# M, drwg. above) to remove old oil. Re-insert plug.

Refill: Remove filler plug (# J) and refill the gearbox, using the appropriate quantity and type of oil. Start engine at idling speed and check the oil level, using the dipstick (# A, drwg. above)

VIII-1.1 LUBRICATION SPECIFICATIONSGearbox oil is supposed to provide lubrication for all moving parts and to cool the assembly, yet leaving

enough friction for the clutches to transmit torque without slipping (a clutch that slips will be destroyed beforelong).

Therefore:As a general rule, gearbox oil should be high quality mineral oil complying with the following standards:

ISO VG 150 (DIN 51519)ISO VG 100 "ISO VG 68 "

according to gearbox operating conditions, coolingsystem, etc.

Basic viscosity grade should beSAE 20 or 30 or 40

(SAE 30 being the most commonly used under standard gearbox operating conditions)

Furthermore, the gearbox oil should: have a viscosity index above 100 include anti-corrosion, anti-foaming and anti-oxidizing additives show good de-emulsifying properties in water show good detergent and dispersive properties have an aniline point ≥ 95 °C for good compatibility with conventional elastomeric materials have a very low proportion of anti-wear dopants contain very low sulfur phosphorous additives contain no EP-additives.

It should be selected among the following oil families: "engine" type oil "hydraulic" type oil

"Turbine" oils, ATF Dexron II oils, Extreme Pressure additives, Turbo additives etc. are prohibited!

Grease:Grease must be compatible with nitrile rubber and should resist operation temperatures of up to 90 to 95

°C. It should comply with the following specifications (ASTM D 217) :minimum penetration 265NLGI consistency 1 or 2dropping point < 200 °C

The list hereafter shows a number of oil brands and types known to give satisfactory results in MASSONgearboxes. It cannot be comprehensive, though. However, no type or brand of oil not included in this list shouldbe used, unless specifically accepted by Masson-Marine. For any enquiry, contact Masson-Marine(http://www.masson-marine.com, or contact sav@masson-marine.com or commercial@masson-marine.com ).

W3900 – W4400 – W5200/5300

page 30 / 42 M-W5200/v.05/ 02-2006

RECOMMENDED OIL for MASSON GEARBOXESsee also: http://www.masson-marine.com/

Brand name "Engine oil" "Hydraulic oil"ADDINOL MINERALÖL GMBH,

KRUMPA / DADDINOL TURBO DIESELADDINOL MARINE MS 4011

AGIP PETROLI SPA,ROMA / I

DIESEL SIGMA SAGIP CLADIUM 120

AGIP SCHMIERTECHNIK,WÜRZBURG / D

AUTOL CPM HD S3

AMPOL,SYDNEY / AUS

DEULUBE S3

ARAL AG,BOCHUM / D

ARAL TURBORAL MOTORÖL

AVIA MINERALÖL-AG,MÜNCHEN / D

AVIA SPECIAL HDC

BAYWA AG,MÜNCHEN / D

BAYWA MOTORENÖL HDC

BEL-RAY WESTERN PTY,WELSHPOOL / AUS

BEL-RAY 21ST CENTURY MOTOR OIL

BLASER SWISSLUBE,HASLE-RÜEGSAU / CH

BLASOL 257 / 258 / 259

BP OIL DEUTSCHLAND,HAMBURG / D

ARISTOL HDC ENERGOL HLP 68BARTAN HV 68

BP OIL INTERNATIONAL,LONDON / GB

VANELLUS C3

BUCHER+CIE AG,LANGENTHAL / CH

MOTOREX MOTOR OIL EXTRA

CALPAM GMBH,ASCHAFFENBURG / D

HD FLEET

CALTEX PETROLEUM CORP.,LONDON / GB

CALTEX DELO 500

CASTROL LTD,SWINDON / GB

CASTROL RX SUPERCASTROL MARINE MPXCASTROL CRD

CEPSA,MADRID / E

CEPSA SUPER SERIE 3

DE OLIEBRON B.V.,ZWIJNDRECHT / NL

HD FLEET OIL

DEA MINERALÖL AG,HAMBURG / D

DEA CRONOS SUPER

DEUTSCHE SHELL AG,HAMBURG / D

MAC HD SUPERIOR MOTORENÖL EB

DUCKHAMS OIL,BROMLEY / GB

FLEETOL 3

ELF LUBRIFIANTS,PARIS / F

MILANTAR 2BANTAR GRAPHOLIA MSELF PERFORMANCE 3DELF PERFORMANCE SUPER

ELFOLNA 68 or 100ELF VISCA 68HYDRELF 68

ELLER-MONTAN-COMP.,DUISBURG / D

ELLMOTOL HD C3

ENGEN PETROLEUM,CAPE TOWN / ZA

ENGEN DIESELUBE 300

ERTOIL SA,MADRID / E

SUPER SERIE 3

ESSO AG,HAMBURG / D

ESSOLUBE XD 3+EXXMAR CM+

UNIVIS N 68UNIVIS N 100

FINA EUROPE SA,BRÜSSEL / B

FINA KAPPA SUPER

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 31 / 42

FUCHS MINERALÖL WERKE,MANNHEIM / D

TITAN UNIVERSAL HD

GINOUVES GEORGES SA,LA FARLEDE / F

YORK 730

GULF OIL (GB) LTD,CHELTENHAM / GB

GULF SUPER DIESEL (GB)

HOMBERG GMBH+CO KG,WUPPERTAL / D

HOMBERG-MOTOR-OELHD-SC 4

IGOL FRANCE,PARIS / F

IGOL ULTRA DUTY 4D

INA RAFINERIJARIJEKA / CROATIA

INA SUPER 3INA SAGARTIAINA SUPER 5INA GORGONELA S

ITALIANA PETROLI,GENOVA / I

AXIA D

KÄPPLER K.,STUTTGART / D

DRIVOLIN SUPERIOR HD MOTORÖL S3

KLÖCKNER ENERGIEHANDEL,KÖLN / D

DEUTZ OEL SGHD-C

KOMPRESSOL-OEL,KÖLN / D

HD-S3-C-OEL

KRAFFT SA,ANDOAIN / E

MONOGRADO SUPER S-3

KROON OIL BV,ALMELO / NL

MULTIFLEET SCD

KUWAIT PETROLEUM,HOOGVLIET / NL

Q8 T 400 MONOGRADE

LEPRINCE+ SIVEKE GMBH,HERFORD / D

LEPRINXOL SUPER

LIQUI MOLY / MEGUIN,ULM / D

THT MOTOROIL E

LUBRICATION ENGIN,FORT WORTH / USA

MONOLEC GFS ENGINE OIL

MAGNA INDUSTRIAL,HONK KONG

OMEGA 643

MIN.ÖL-RAFFIN. DOLLBERGEN,UETZE / D

PENNASOL MOTOR OIL -EXTRA C

MOBIL OIL,WEDEL / D

MOBIL DELVAC 1300MOBILGARD SHC 120

MOBIL DTE 16 MMOBIL DTE 18 MMOBIL SHC 526

MORRIS LUBRICANTS,SHREWSBURY / GB

MORRIS RING FREE XHD

NESTE OIL,ESPOO / SF

NESTE DIESEL CD

OEST G. MINERALÖLWERK,FREUDENSTADT / D

DIMO HDC-MOTORÖL

OMV AG,SCHWECHAT / A

OMV TRUCK

OPTIMOL ÖLWERKE,HAMBURG / D

OPTIMOL OPTILUB C

ORLY INTERNATIONAL,VIEUX-THANN / F

ORLY DRACO 3001

OSWALD KLUTH,BARGFELD-STEGEN / D

HOCHLEISTUNGMOTORENÖL HDC C3

PAKELO MOTOR OIL,SAN BONIFACIO / I

PAKELO PKO HD 4

W3900 – W4400 – W5200/5300

page 32 / 42 M-W5200/v.05/ 02-2006

PANOLIN AG,MADETSWIL / CH

PANOLIN EXTRA DIESEL

PENNZOIL PRODUCTS,ZAANDAM / NL

HD MOTOR OIL Z-7

PLAMA SA,PLEVEN / BG

EMERA

PRINZ-SCHULTE,FRECHEN / D

AERO-LINE M-C

RAIFFEISEN HG NORD AG,HANNOVER / D

HG MOTORENÖL HDUNIVERSAL HD

REPSOL DISTRIBUCION SA,MADRID / E

CS MIZAR SERIE-3

SASOL OIL,RANDBURG / ZA

SASOL TOPAZ 30

SCHMIERSTOFFRAFFINERIESALZBERGEN / D

WINTERSHALL REKORD

SHELL ASEOL AG,BERN / CH

ASEOL MILOR TELLUS T 68 or T 100TELLUS T 46

SHELL INTERNATIONAL,LONDON / GB

SHELL RIMULA X MONOGRADE

SONOL ISRAEL LTD,HAIFA / IL

SADOL X-400

STATOILSTAVANGER / N

DIESEL WAY

STRUB+CO AG,REIDEN / CH

STRUB MOTOR OIL TURBO HD

SUN OIL COMPANY,AARTSELAAR / B

SUNOCO SUPER C

TEXACO SERVICES LTD,BRÜSSEL / B

URSA SUPER LA

TOTAL RAFFINAGE DISTR.,PARIS / F

TOTAL TALASSATOTAL RUBIA S

AZZOLA ZS 68 or 100

TURBOTANK BÖSCHE+BÖDEKER,BREMEN / D

TURBO HD MOTORENÖL CIII

UNIL DEUTCHLAND GMBH,BREMEN / D

UNIL MOTOR HP 4 DS

VALVOLINE INTERNAT.,DORDRECHT / NL

ALLFLEET PLUS / HDS TOPFLITE C3

VEEDOL INTERNATIONAL,SWINDON / GB

VEELDOL DIESEL HDCVEELDOL DIESELSTAR

WEYERS+VAGEDES,BOCHOLT / D

WEVAGOL EXTRA C3

YACCO SA,ST.PIERRE-LES-ELBEUF /F

YACCO AS3-SERIE YY, Y, M, X

ZELLER+GMELIN GMBH&CO,EISLINGEN / D

DIVINOL MULTIMAX

issue: 06.2001

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 33 / 42

VIII-2 Oil filterOil filter (# O, drwg. above) replacement is

required after the first 100 operating hours. Theremaining time, the frequency of filter cleaning is every500 hours, or once every month. Replace filter at leastevery 2500 h (each oil change)!Note:

Although the filter may be cleaned, we ratherrecommend its replacement. However, if you do wantto clean the filter, make sure this is performed with allnecessary care.

Clogging of the filter will result in a loss of theinternal lubricating pressure of the gearbox and faultyoperation of the hydraulic circuit.

Standard oil filter

The filter cartridge (10) can be removed byunscrewing its bowl (3) carrying a hexagonal nutportion (4) at its lower end.

Check condition of O-ring seals (1) and (2)upon reassembly; replace if necessary.

Check condition of the coil spring (11); replaceif necessary.

Twin filter optionIf the gearbox is equipped with a twin oil filter,

oil filter replacement is possible without stopping theengine and gearbox.

Proceed as follows:- Swing lever (1) around by 180° (from F1 to

F2 or vice versa).- Open bleeder screw (2) of the disabled filter to

bleed residual pressure.- Remove filter bowl (3) and replace oil filter as

above. The filter elements, seals, etc. are the same as inthe single oil filter.

Once a new filter cartridge has been fitted andthe bowl tightened (with new seals), do not forget to re-tighten the bleeder screw!

VIII-3 Oil coolerOil cooler inspection/cleaning is required every:

raw water: 500 hclosed circuit soft water: 8000 h.

Check for calcification, deposit and foreign matters inthe tube nest pipes. Clean if necessary. Removal of the tube nest (Masson-Marinestandard coolers):

Disconnect water and oil pipings, dismount theoil cooler assembly, withdraw end covers and O-ringseals (6, 7).

Pull out the tube nest (1) from the cooler body(2); clean externally with kerosene and pass a fittingbrush through the inside of the tubes. After completion

of the clean-up, reassemble the cooler, using new O-ring seals.

VIII-4 Gear teethEvery 8000 hours, or once a year, remove the

top casing cover (covers) for inspection of the gearteeth condition. Clean the casing prior to opening andeliminate all objects which may lie on it: rags, screws,etc.

Make perfectly sure no object will fall into thegearbox. As soon as the inspection is finished, re-placethe cover (covers).

W3900 – W4400 – W5200/5300

page 34 / 42 M-W5200/v.05/ 02-2006

VIII-5 AccumulatorThe accumulator is pre-set, pre-filled in our

factory. It does not require any maintenance; whenclutch engagement becomes harsh ("clunky") and thepressure rise during shifting is not gradual, replace theaccumulator.

The accumulator has to be replaced as a whole;it cannot be reconditioned (diaphragm trapped inwelded body). For details, see chapter III-3 "Hydraulicaccumulator".

A rough check of the accumulator is possible, though. Ifuncertain about the condition of the accumulator,engine stopped and having shifted to ahead/reverse 2 or

3 times (to dump all pressure), remove the accumulatorfrom the gearbox and insert a rounded-end (!) rodthrough the fitting hole ("7") to push against themembrane. Nitrogen pressure behind the membranebeing normally significantly higher than 2 bars, thereshould be a very clear resistance against the push rodaction. If no resistance is felt, replace the accumulator.

When ordering a replacement accumulator, alwaysmention gearbox type & serial number!

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 35 / 42

IX - TROUBLESHOOTINGThis section tries to show your way to some possible remedy for 10 basic types of "failure" other than noise

or vibratory problems. The symptoms treated here are:

010 - No response020 - Clutch drags030 - Clutch slips040 - Slow clutch engagement050 - Harsh clutch engagement060 - Low or no oil pressure070 - High or irregular oil pressure080 - Low or no lubrication pressure090 - High lubrication pressure100 - Temperature rise

It tries to proceed from the simplest to the most complex job, stating:a) the possible cause: where to look at?b) the action to be taken or further investigation suggested: what to do?

Noise and vibration problems will be examined apart hereafter.

010 No response:- engine-gearbox coupling: -check input shaft rotation- gearbox-prop.-coupling: - check output shaft rotation- oil level too low: - top up- no oil pressure: - cf. "low or no pressure" # 060

- control : - check control cable connection to gearbox; gearbox selector handwheel loose

020 Clutch drags:- oil level: - drain oil to correct level- water in oil: - drain all oil, change oil; check oil cooler seals- pressure leak to clutch: - check pressure in the clutch feed path

(either selector outlet; selector-to-clutch feed pipe)- check selector spool position- check control position

- clutch damaged: - rebuild clutch

030 Clutch slips:- oil level: - top up oil- water in oil: - drain all oil, change oil; check oil cooler seals- oil quality: - check type of oil (additive?)- oil pressure: - pressure too low

cf. "Low or no pressure" # 060or: - [pneutral- pengaged] > 1.0 bar

feed pipe or piston ring leak: rebuild clutch- air bubbles in oil: - check suction pipe- control - check control cable connection to gearbox;

gearbox selector handwheel loose- distributor spool: - check spool position; spool/body wear- clutch damaged: - rebuild clutch

W3900 – W4400 – W5200/5300

page 36 / 42 M-W5200/v.05/ 02-2006

040 Slow clutch engagement- oil level: - top up oil- low oil pressure: cf. "Low or no pressure" # 060- control: - check control cable connection to gearbox;

gearbox selector handwheel loose- distributor spool: - check spool position; spool/body wear- feed throttle (it. "63"): - check for correct size (too small) or clogged ?

(see chap. III-3 "Clutch engagement")- flow control valve (it. "18") stuck closed ? (see chap. III-3 "Clutch engagement")- feed passage: - distributor to clutch passage clogged or leaky- clutch damaged: - rebuild clutch

050 Clunky or harsh clutch engagementboth clutches:

- engine speed: - check engine idling speed- oil pressure: - check oil pressure at idling- oil quality: - check quality (additives ?)- feed throttle (it. "63"): - check correct size (too big) ? (see chap. III-3 "Clutch engagement")- flow control valve (it. "18") stuck open/ loose/ spring broken ? (see chap. III-3 "Clutch engagement")- accumulator deflated: - progressive pressure rise over 3-6 seconds ?

(see chap. III-3 "Clutch engagement")- check / replace accumulator (see chap. III-2 "Hydraulic accumulator")

one clutch only:- clutch damage: - shaft splines or discs: rebuild clutch

060 Low or no oil pressure or irregular pressure- pressure gauge: - double-check first- oil level: - top up oil- oil filter clogged- oil filter relief valve (30 bar) open or leaky (it. "7" on fig. above)- feed throttle clogged (it. "63")- feed throttle size too small ?- air bubbles in oil: - check suction pipe- clutch feed leaks: - check: [pneutral- pengaged] > 1.0 bar ?

feed pipe or piston ring leak; rebuild clutch- regulator - check:

- set screw (loose ?)- regulator spring (broken ?)- piston (stuck ?)

- pump drive - check input shaft rotation- check pump drive coupling broken/ pump broken- check correct pump fitted ? (size; rotation; etc.): check & contact Masson-Marine

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 37 / 42

070 High oil pressure or irregular pressure- low temperature - check temperature- oil quality - check; drain & change if necessary- pressure gauge: - double-check- regulator - check:

- set screw (over-tight ?)- piston (stuck ?)

- oil cooler - check: cooler oil passage clogged ?- oversize pump fitted ? - check gearbox file or contact Masson-Marine

080 Low or no lube oil pressure- pressure gauge - double-check first- oil level: - top up oil- oil filter clogged- oil filter relief valve (30 bar) open or leaky (it. "7" above)- air bubbles in oil: - check suction pipe- lube p. regulator: - check:

- set screw (loose ?) Contact Masson-Marine.- regulator spring (broken ?) Contact Masson-Marine.- piston (stuck ?) Contact Masson-Marine.

- oil cooler (oil path) clogged- oil pump: - (as above)

090 High lube oil pressure- low temperature: - check temperature- oil quality: - check; drain & change if necessary- pressure gauge: - double-check- regulator: - check:- set screw (over-tight ?) Contact Masson-Marine.

- piston (stuck ?) Contact Masson-Marine.- oversize pump fitted ? (check gearbox file or contact Masson-Marine)

100 Temperature rise- oil level: - check oil level; top up & look for possible leak- oil pressure: - check pressure (insufficient ?)

- cf. "low or no pressure" # 060- oil cooler: - check:

- cooler water passage (clogged ?)- water supply (pump / grid / etc.)- oil passage through cooler (clogged ?)

- clutch slip: - check:- oil pressure (insufficient ?)

- rope around propeller ?

W3900 – W4400 – W5200/5300

page 38 / 42 M-W5200/v.05/ 02-2006

NOISE / VIBRATION PROBLEMSNoise problems are particularly difficult to analyse. In fact, the "noisy" part of the driveline may not

necessarily be the faulty part – but merely an amplifier for a phenomenon that has its origin somewhere else. Hereare a few explanations to "common noise problems".

For any particular problem, please contact Masson-Marine.

Irregular / transient noise or vibration:Appears under certain conditions only, and/or at certain engine speed ranges only. Possible causes may be:

- engine injection pump regulator- engine to gearbox elastic coupling- propeller- gear backlash (cf. chap. II-2 "General layout")

Continuous noisePermanent noise, may change in pitch and volume with engine speed and/or load. Try to localize, under whichcondition & where the noise occurs:

- in neutral (= all the time) ?check input drive-line: engine and/or gearbox

- in ahead or reverse only ?check gearbox drive-line

- in ahead and reverse, with clutch engaged only ? check output drive-line: gearbox and/or propeller shaft

Continuous rumble- gearbox bearing trouble- propeller trouble- drive shaft (input shaft or prop-shaft) bearing trouble

Continuous whining- oil pump noise- suction pipe air leak- gear defect

Recurring rattle- gear defect- bearing failure- backlash (cf. chap. II-2 "General layout")

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 39 / 42

X – SPARE PARTS

Whenever you need technical information, help, or order spare parts, ALWAYS mention the gearbox typeand serial number!

Electric remote control Pto controls

1- Solenoid valve assembly, complete2- Shift solenoid (24 V DC / 48 W)

1- Shift solenoid assy. (24 V DC)2- Carrier block

W3900 – W4400 – W5200/5300

page 40 / 42 M-W5200/v.05/ 02-2006

Pneumatic remote control1 – proximity switch (3x)(Set proximity switches to 1 ± 0.2 mm gap size.)

2 - control cylinder2a- control cylinder spare seals & gaskets

3 - connecting rod

4 - ball joint link (2x)

5 - crank

Oil cooler Oil filter

1- Cooler tube nest2- Cooler body3- Cooler end caps (2 pc.)4- Water drain plugs (2 pc.)5- O-ring seals; oil-water interface (4 pc.)6- Collar ring7- O-ring seals; water-air interface (2 pc.)

For a detailed list of (recommended) spare parts, reconditioning parts (clutch components, set of bearings,etc.), seals and gaskets, specific PTO parts or any particular spare part request, as well as for repairinstructions (e.g. no pullers nor heat on the coupling flanges and gearwheels!) please contact Masson-Marine, stating your gearbox type and serial number.

Contact Masson-Marine at http://www.masson-marine.com/ , e-mail sav@masson-marine.com orcommercial@masson-marine.com.

W3900 – W4400 – W 5200/5300

M-W5200/v.05/ 02-2006 page 41 / 42

XI – MASSON MARINE AROUND THE WORLD

see: http://www.masson-marine.com

e-mail: sav@masson-marine.comcommercial@masson-marine.com

(Notes:)

W3900 – W4400 – W 5200/5300

MASSON-MARINE S.A.SSens

France

Your Masson-Marine dealer