A compression check is a must before putting any blame on the transmission. There are only two pump placements there all 4 bolt holes will line up. They contain the detailed information necessary for safe operation, maintenance and correct servicing. . Measures against gear clatter at idle: More often than not, a suitable dampening coupling is the solution to idle gear clatter, as the transmission cannot influence this phenomenon.
The difference between a 71C and the later model 1017 is internal as is the differance between a 72C and a 1018. There is no tag on my stright through Velvet Drive transmission. Determining the correct model number of any inboard boat transmission can be a real task. If your oil is old and you can no longer see though it on the dipstick or is very dark brown, it's time for an oil change. Engine and transmission people generally look at different ends of the engine. If mis-set the pump may be reset in the field prior to installation. The next most common cause is incorrect shift linkage.
Again, the newer and older reduction housings can both be used on either the 71C, 72C, 1017 or 1018 model units so depending on that to identify the model is chancy. This plate absorbs the engine's firing impulses, is the last link between the engine and transmission, and connects directly to the transmission's input splines. This is very bad for the transmission and the oil should be flushed immediately. Not going into gear is usually caused by a lack of oil pressure for hydraulic transmissions. These transmissions will not operate with a miss-set pump. New oil is mostly transparent. With all the above models there is either a prefix or sufix that indicates the gear ratio.
They will not operate with a Right Hand engine and the pumps cannot be changed. As a rule, gear clatter is the result of an unfavorable interaction of individual components, such as engine, couplings, gears, propeller shaft, and propeller. The manuals on this page are provided for public information and education and can be downloaded for free. In this section we will try to give you information to make the task easier. Generally once every 6 months twice a year is safe. Spam and spambots are actively removed and not welcome here. Changing the pump indexing is done by removing the 4 bolts holding the pump to the transmission face plate, rotating the pump 180 degrees and replacing the bolts.
Have someone inspect the shift lever on the transmission while someone else shifts the transmission this can be done with the engine off. It produces, however, a disagreeable noise. If compression is not within 10% in all cylinders, uneven firing impulses may cause the transmission to make backlash noise. The most popular model is the In-Line unit. If this is still present, the model number, ratio, and other information will be listed on it. Now what do I do? Without disassembly you cannot tell the differance.
These may incite natural frequencies of the drive unit to such an extent that tooth flanks separate off and clatter despite their load from the torque. Note: networks which have been used to post or send spam may be blocked. Determining the model requires measuring from the bell- housing to the back of the output flange. Specific information for Models 71C, 72C, 1004, 1005, 1013, 1014, 1017 and 1018 to go with information supplied on the Basic Installation Tips page. The possibility of tooth flanks to separate is due to the backlash required for compensating tolerances and thermal expansion to ensure the operational safety of the transmission. Direct drive versions of the in-line models are frequently used on high horsepower, light weight boats while the reduction ratio versions use an additional planetary gear set to allow the use of larger propellers for greater pulling power at lower speeds.
Never use any addatives with the fluid or oil. The arrow on the top of the pump see picture below must point in the same direction as the engine crankshaft, as seen from the front of the engine, is turning. Noise may be more apparent at idle, since the engine firing impulses are further apart. So to start with here are the tag locations for Velvet Drive and Borg-Warner marine transmissions. This gear clatter under load may damage the gears.
This is caused by irregularities of torque and of rotation. So an engine that is turning clockwise from the front would be turning counter-clockwise from the rear. Transmissions last the longest at steady cruising speeds and with no high-rpm shifting. It is also called automobile rotation or normal rotation. For direct drive 1:1 ratio units it's not too hard to determine between a 71C and a 72C unit. All copyrights belong to copyright holders stated in the documents. Measures against gear clatter under load: By calculating in advance the natural frequency of the drive unit and choosing the adequate resilient coupling, for instance, the critical natural frequency is dislocated from the range of operating speeds, or the critical vibration moments are damped.
The above models are designed to operate only with Left Hand engines. It is not necessary to remove the pump only to spin it around. The problem is these tags can become rusted and hard to read, or may be missing entirely. That is also called marine rotation, and counter rotation. If you believe you are seeing this in error, please send an email to webmaster at boatdesign dot net. If there is no tag present, the best way to find out what transmission you have is to take digital pictures, upload them to an image hosting service such as Imgur or PhotoBucket, and links to the images.