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TWIN DISC
INCORPORATED
INCORPORATED
Ser vice
Service
Manual Marine
Transmission
Components:
MG-5065SC
Document Number: 1022632

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

kind, expressed, implied or otherwise, with regard to the
information contained within this manual. Twin Disc, Incorporated
has developed this manual through research and testing of the
information contained therein. Twin Disc, Incorporated assumes
no responsibility for any errors that may appear in this manual
and shall not be liable under any circumstances for incidental,
consequential or punitive damages in connection with, or arising
out of, the use of this manual. The information contained within
this manual is subject to change without notice.
Document Number
1022632
April, 2006
Marine Transmission
Service Manual
TWIN DISC, INCORPORATED
EXCLUSIVE LIMITED WARRANTY
MARINE PLEASURE CRAFT TRANSMISSION
A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which written warranties
issued by the respective manufacturers thereof are furnished to the original customer, as to which Twin Disc, Incorporated makes no
warranty and assumes no liability) against defective materials or workmanship for a period of thirty six (36) months from the date of
original shipment by Twin Disc, Incorporated to the original customer, but not to exceed twenty four (24) months of service, whichever
occurs first. This is the only warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express
or implied, including the warranties of merchantability or fitness for a particular purpose and no other warranties are implied
or intended to be given by Twin Disc, Incorporated. This warranty applies only to private, non commercial (non revenue
earning) marine pleasure craft applications delivered by Twin Disc, Incorporated to the original customer on or after May 1,
1995.
The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc,
Incorporated's application engineering. Twin Disc, Incorporated is not responsible for any specific application, installation of
performance standard. Any analysis program by Twin Disc, Incorporated based upon customer supplied information is done solely as
an accommodation to the customer and is not to be interpreted or construed as an approval for specific application or a guarantee of
performance. Twin Disc, Incorporated cannot be held liable or responsible for incorrect information supplied or deviations from
specifications provided by customer..
B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable warranty
period as specified, or otherwise (including tort liability), shall at the sole option of Twin Disc, Incorporated be either the
repair or replacement of any Twin Disc, Incorporated part or product found by Twin Disc, Incorporated to be defective. For
all models except MG340 and MG360 this include the labor to perform that work and to remove and reinstall (or equivalent
credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc, Incorporated in the published
Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect, repair, reassemble, reinstall and test the Twin Disc,
Incorporated product only. Authorized reasonable travel and living expenses will be considered for payment in all model
except MG340 and MG360. Under no circumstances, including a failure of the exclusive remedy, shall Twin Disc,
Incorporated be liable for economic loss, consequential, incidental or punitive damages..
The above warranty and remedy are subject to the following terms and conditions:
1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin Disc,
Incorporated within sixty (60) days after completion of the in warranty repair.
2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse, neglect,
improper maintenance or accident.
3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc,
Incorporated.
4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to the date
placed in service.
5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product or part
with installations properly engineered and in accordance with the practices, methods and instructions approved or provided by Twin
Disc, Incorporated.
6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and otherwise identical with
components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin Disc,
Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc,
Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or property, including
without limitation, the original customer's and subsequent purchaser's employees and property, due to their acts or omissions or the
acts or omissions of their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment.
D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service,
repair or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance in
writing by Twin Disc, Incorporated.
E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated to
incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such
changes as evidence of insufficiency or inadequacy of prior designs or materials.
F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a no
charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete unit.
November 30, 2005 TDWP2004 rev 2005

TWIN DISC, INCORPORATED
FLAT RATE HOUR ALLOWANCE
MARINE PLEASURE CRAFT TRANSMISSION
(Hourly Labor Rates Must Be Acceptable to Twin Disc, Incorporated)
MODEL SERIES R&R UNIT REBUILD
• MG340, MG360………………………………… 0.0 0.0

• MG5050 SERIES, MG5010 SERIES,
MG5011SERIES, MG5012 SERIES,
MG5015A, MG5020SC, …………………………......... 10.0 8.0
• MG506, MG506-1, MG6051SC, MG5061 SERIES,
MG5065SERIES, MG5050, MG5055A ……………… 10.0 11.0
• MG507, MG5081, MG5085,
MG5075SERIES, MG5085SERIES,
MG5082SERIES, MG5091SC ………………… 10.0 12.0
• MG5112, MG5113, , MG5091, MG5090, MG5090A
MG509, MG 5111, MG5114SERIES, MGX5114A …. 10.0 17.0
• MG514C, MG514M, MG5141, MG514CHP
MGX5135, MGX5145, MGX5147………………………. 10.0 25.0
• MG516, MG5161, MG5170…………………………….. 10.0 28.0
• MG518-1………………………………………………….. 10.0 32.0
• MG520-1, MG 5202, MG5203, MG5204,
MG5205, MG6449, MG6557…………………………… 10.0 32.0
• MG530, MG530M, MG5301,MG6650, MG6690,
MG6848, MG6598, MG6600, MG6619, MG6620,
MG6984, MG61242, MGX6650, MGX6690,
MGX6848…………………………………………………. 12.0 32.0
• MGN80, MGN232, MGN233, MGN272, MGN273,
MGN332, MGN334, MGN335, MGN432, MGN433,
MGN472, MGN493………………………………………. 10.0 32.0
• MGN650, MGN800, MGN1000, MGN1400,
MGN1600………………………………………………… 20.0 62.0
• PUMP (ALL MODELS EXCEPT MG340 & MG360) .… 1.0 -
• VALVE (ALL MODELS EXCEPT MG340 & MG360)… 1.0 .5
November 30, 2005 TDWP2004A rev 2005

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

General................................................................................................ 17
Power Ratings .................................................................................... 19
Changing Rotation ............................................................................. 19
Direction of Drive ............................................................................... 19
Construction Features ...................................................................... 20
Lubrication Features......................................................................... 21
Heat Exchanger (Optional) ............................................................... 23
Specifications and Maintenance ..................................................... 25
Oil Pressures ..................................................................................... 27
Optional Equipment .......................................................................... 29
Torque Values for Fasteners ........................................................... 32
Operation ..............................................................35
General................................................................................................ 35
Hydraulic System .............................................................................. 36
Control Valve Assembly (Manual) ................................................... 38
Control Valve (Electric) ..................................................................... 44
Power Take-Off (Optional) ................................................................ 48
Trolling Valve (Optional) ................................................................... 48
Power Flow ......................................................................................... 52
Marine Transmission Service Manual 1022632 7

Table of Contents Twin Disc, Incorporated
Preventative Maintenance ..................................55

In-boat Maintenance and Repair ..................................................... 55
General Maintenance ........................................................................ 56
Periodic Visual Inspection ............................................................... 58
Troubleshooting ..................................................61
Troubleshooting of Mechanical and Electric Control Valves ..... 61
Pressure Test Kit ............................................................................... 62
Disassembly ........................................................67
Prepare Transmission for Disassembly ........................................ 67
Prior to Removal ................................................................................ 69
Remove External Parts ..................................................................... 70
Remove Internal Parts....................................................................... 77
Manifold Disassembly ...................................................................... 81
Primary Clutch Shaft and Secondary Clutch Shaft Disassembly84
Cleaning and Inspection ....................................93

Cleaning .............................................................................................. 93
Inspection ........................................................................................... 95
Assembly ..............................................................99
General ................................................................................................ 99
Manifold Assembly .......................................................................... 100
Primary and Secondary Clutch Shaft Assembly ......................... 103
Output Shaft and Gear Preliminary Advancement Procedure .. 110
Front Housing .................................................................................. 113
Rear Housing .................................................................................... 115
Internal Components....................................................................... 116
Clutch Shaft Bearing Preload Measurement and Shimming .... 119
Install Internal Components ........................................................... 126
8 Marine Transmission Service Manual 1022632

Twin Disc, Incorporated Table of Contents
Installation ..........................................................133
Prior to Installation .......................................................................... 133
Alignment (also reference SAE J-1033 and J-617) ..................... 134
Alignment .......................................................................................... 137
Controls Installation ........................................................................ 144
Special Tools .....................................................147

List of Special Tools ........................................................................ 147
TD-300441 - Snap Ring Installation Tool ...................................... 148
TD-300442 - Snap Ring Removal Tool .......................................... 149
TD-300323 - Clutch Piston Installation Tool ................................. 150
TD-300448 - Special Bearing Cup ................................................. 151
TD-300440 - Output Gear Installation Tool ................................... 152
Inner Bearing Installation Tools .................................................... 153
Outer Bearing Installation Tools ................................................... 154
Seal Oil Installation Tools ............................................................... 155
Outer Bearing Installation Tools ................................................... 156
End-Play Bracket ............................................................................. 157
Engineering Drawings ......................................159

PX-11480 MG-5065SC Cross Section (1 of 10) ........................... 161
PX-11480 MG-5065SC Installation ( 2 of 10) ............................... 162
PX-11480 MG-5065SC Cross Section (Electric valve) (3 of 10) 163
PX-11480 MG-5065SC Installation (Electric Valve) (4 of 10) ...... 164
P-5245 Hydraulic System............................................................ 165
PX-10566 Electric Valve Assembly ................................................ 166
PX-8871A Trolling Valve Assembly ............................................... 167

Table of Contents Twin Disc, Incorporated

Twin Disc, Incorporated Introduction
Introduction
General Information
This publication provides service information for the Twin Disc MG-5065SC
marine transmission. Specific engineering details and performance
characteristics can be obtained from the Product Service Department of Twin
Disc, Incorporated, Racine, Wisconsin, USA.
Operation and maintenance personnel responsible for this equipment should

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

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

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

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

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

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

shoulder tight against housing. Bolts should be near but should not
contact bottom of bolt hole.

Preventative Maintenance
Frequent reference to the information provided in the Marine Transmission

Owner’s Manual, 1016313, regarding daily operation and limitations of this
equipment will assist in obtaining trouble-free operation. Schedules are provided
for recommended maintenance of the equipment.
Towing
Under the conditions described below, the prop shaft must be locked
in place to prevent backdriving. Failure to do this can damage the marine
transmission due to lack of component lubrication
Backdriving (also called windmilling) occurs when an engine is shut down and
the propeller shaft is being driven by the flow of water across the propeller,
which, in turn, rotates the components in the marine transmission. During
backdriving conditions, the transmission does not receive proper lubrication.
Conditions where backdriving may occur:
! Vessel is being towed.
! One or more engines on a multiple-transmission vessel are shut down

while under way.
! Sailboat under sail with auxiliary engine shut down.
! Vessel tied up or docked in a heavy current.
Any of the following solutions are applicable if any of the above

conditions are present:
! Lock the propeller shaft to prevent rotation.
! Add an optional trailing oil pump into the lubrication circuit.
Refer to the hydraulic system schematics for more details on the optional trailing
pump specifications for the applicable transmission, or contact your Twin Disc
Authorized Distributor.

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

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

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

NOTES

Twin Disc, Incorporated Description and Specifications
Description and Specifications
General
The MG-5065SC is a reverse and reduction Marine Transmission. The output

shaft is parallel to the input shaft, offers helical gearing for quieter operation,
and is available in the following ratios: 1.08:1, 1.26:1, 1.47:1, 1.72:1, 2.04:1
and 2.43:1.
The MG-5065SC transmission is controlled by hydraulics. Both the primary

and secondary clutches are operated by main pressure oil supply. The bearings,
clutches and gears are lubricated and cooled with low pressure oil.
Drawing PX-11480 identifies the installation information for the MG-5065SC

marine transmission.

Description and Specifications Twin Disc, Incorporated
Nameplate
The nameplate identifies the model, bill of material (BOM) and the serial number
of the unit. These numbers are necessary to identify the correct parts for your
transmission.
MODEL
RATIO
NO.
BOM SERIAL
NO. NO.
CUSTOMER
MARINE TRANSMISSION NO.
(BILL OF MATERIAL NO. MUST BE GIVEN WHEN ORDERING PARTS.)
OIL CAPACITY GAL. MIN. OIL PRESSURE AT RATED RPM P.S.I.
LUBRICATION:
EVERY 10 SERVICE HOURS OR DAILY: CHECK OIL LEVEL WITH ENGINE RUNNING AND
MARINE TRANSMISSION IN NEUTRAL.
EVERY 1000 SERVICE HOURS OR 6 MONTHS, WHICHEVER COMES FIRST: DRAIN AND REFILL
HOUSING WITH CLEAN OIL. CLEAN SUCTION SCREEN AT END OF SUCTION HOSE.
IMPORTANT: WARRANTY IS VOID UNLESS TRANSMISSION IS LUBRICATED AND MAINTAINED AS

SPECIFIED IN THE SERVICE MANUAL AVAILABLE ON REQUEST. REFER TO "MARINE TRANSMISSION
LUBRICANT" PLATE SHIPPED WITH UNIT.
INTERNATIONAL S.A.
MADE IN BELGIUM B1400 NIVELLES-BELGIUM P4885-A
Figure 1. Example of MG-5065SC Nameplate

Power Ratings
The MG-5065SC transmission can be operated through either the primary shaft
or secondary shaft at its full rated horsepower when driven by a standard right
hand rotation engine (counterclockwise flywheel rotation direction when viewing
rear of engine).
Always reference the Bill of Materials (BOM) or Specification number when

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

Construction Features
Housings
The MG-5065SC housing consists of a front housing and a rear half housing.
They are sealed together with a gasket. Flywheel housing adapters are available
in SAE 1, SAE 2, and SAE 3. They bolt to the front housing half.
Taper Roller Bearings
The primary and secondary clutch shafts are supported and located by tapered
roller bearings. The pinions are supported on bushings and the end movement
limited by thrust washers. Bearing clearances for each clutch shaft are set by
use of a single shim pack at the rear-tapered roller bearing on each shaft.
Tapered roller bearings support the output shaft and have bearing clearance
adjusted by use of shims at the rear bearing retainer.
Oil Pump Drive
The oil pump is tang-connected and driven by the secondary clutch shaft.

Lubrication Features
The MG-5065SC transmission bearings and clutches on the primary and

secondary shafts are lubricated through oil passages drilled in the shafts. The
output shaft bearing, transfer gears, primary and secondary pinions and their
bearings are gravity and splash lubricated.
Suction Strainer
The marine transmission has a serviceable suction strainer located below the
oil pump. The strainer is between the sump and the oil pump in the hydraulic
circuit. The strainer can be replaced if necessary.
Oil Filter Assembly
A spin-on oil filter is an option available on MG-5065SC transmissions.
Gears
All gears are helical, carburized, hardened and ground for smooth quiet
operation. All gears are in constant mesh. The primary and secondary transfer
gears and the output gear are mounted on keyless tapers.

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

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

Heat Exchanger (Optional)
The optional heat exchanger is designed to maintain the oil in the hydraulic
system of the marine transmission at the proper temperature by passing coolant
from the engine through the heat exchanger. The heat exchanger is mounted
on a special bracket bolted on the live PTO face. The special brackets allow
either live PTO connection or clutchable PTO and no PTO as well. In case of
remote mounting, the heat exchanger should be installed in a location convenient
to both engine coolant and marine transmission oil.

Table 1. Heat Exchanger Requirements

HEAT EXCHANGER (H.E.) REQUIREMENTS
PERMISSIBLE OIL TEMPERATURE INTO HEAT EXCHANGER
APPLICATIONS * OIL VISCOSITY MAX. MIN.
PD SAE 40 85°C (185°F) 65°C (150°F) * *
ID & CD SAE 40 99°C (210°F) 80°C (175°F)
ID & CD SAE 30 85°C (185° F) 65°C (150°F) * *
MIN. HEAT TRANSFER CAPACITY KW(BTU/MIN) PER ENGINE RTD. H.P.

APPLY APPROPRIATE SERVICE FACTOR CONTINUOUS DUTY P.C. & INT. DUTY
FOR FRESH AND RAW WATER .026(1.484) .022(1.272)
APPROX. OIL FLOW TO H.E. 1.15 L/MIN (.30 GPM) PER ENGINE RTD. H.P.
PEAK OIL PRESSURE AT H.E. (PROOF TEST H.E. AT 1,5 X KPa(PSI) 2827 KPa(410 PSI)
MAX. ALLOWABLE OIL PRESSURE DROP ACROSS H.E. WITH 207 KPa
66mm2/sec (300) SUS OIL AT RATED ENGINE R.P.M. (30 PSI)
WATER FLOW TO H.E. - USE 1.5 TO 3.0 TIMES OIL - L/MIN.(GPM)
H.E. WATER PRESSURE RATING, MIN., = 1.5 X H.E. INLET WATER KPa(PSI)
DATA H.E. PURCHASER MUST ALSO TELL VENDOR

STATE IF RAW (OPEN CHANNEL & SEA) OR FRESH (CLOSED ENGINE
JACKET ** AND/OR KEEL COOLER) WATER WILL COOL H.E.
STATE MAX. WATER TEMP. INTO H.E. -- TYPICAL: RAW WATER - 29°C-32°C (85°F-90°F), KEEL
COOLER WATER 46°C-60°C(115°F-140°F), ENGINE JACKET WATER 74°C-85°C(165°F-185°F). * *
STATE MIN., ALSO MAX. L/MIN. (GPM) OF WATER FLOW TO H.E.
H.E. INSTALLATION & SERVICE REQUIREMENTS
OIL LINES, TRANSMISSION TO H.E. AND RETURN ----
(1) MAX. VELOCITY IN FITTINGS,PIPE,HOSE AND TUBES-7,6m/sec (25FT./SEC.)
(2) BURST PRESSURE, MIN., = 10 x PEAK OIL PRESSURE AT H.E.
(3) HOSE - SAE J517 100R1 MEETING USCG 46CFR 56.60-25(C),135$C
(275°F) TEMP. RATING
(4) PROTECT LINES FROM MECHANICAL DAMAGE. ZINC ANODES PROTECT
H.E. RAW WATER PASSAGES FROM CORROSION. CHECK & REPLACE
THEM FREQUENTLY.
* APPLICATION:
PD = PLEASURECRAFT DUTY
ID = INTERMEDIATE DUTY
CD = CONTINUOUS DUTY
** FOR CLOSED ENGINE JACKET WATER COOLING

IT MAY BE IMPOSSIBLE OR IMPRACTICAL TO HAVE
HEAT EXCHANGER SUITABLE FOR MAINTAINING 85°C
(185°F) MAX. OIL TEMPERATURE.
B3649G

Specifications and Maintenance
Frequent reference to this data and application of the information will result in
better service from the transmission.
Oil Capacity
4.50 Liters (1.19 US Gal.) less hoses and heat exchanger.

The transmission should be warmed to operating temperature when oil is
checked.
Oil Pump Capacity
5.25 GPM @ 2000 RPM.
Minimum Oil Pressure When Cruising
Check your unit’s identification plate. MG-5065SC has a minimum oil pressure
at rated engine RPM, located on the name plate, of 2551 kPa (370 psi) non
trolling mode.
Maximum Input Speed
3200 RPM.
Dry Weight
Approximately 111 Kg (248 lbs).
Type of Oil and Oil Viscosity
Note: Multi-viscosity oils (i.e. 10W-20 etc.) should not be used

in Twin Disc Marine Transmissions.
The recommended oil is mentioned on the lubricant nameplate located on the

housing of your Marine Gear.

Table 2. Marine Transmission Lubricant

Oil Pressures
The following tables give oil pressures at different speeds and ranges. Check
your unit’s identification plate for the “Minimum Oil Pressure When Cruising”.
Use this value to determine which table applies to your unit. See MG-5065SC oil
pressure checkpoint view for location of oil pressure checkpoints.
Table 3. 2415 kPa (350 psi) Transmission Oil Pressure Specifications

Lim its for Ma rine Transm ission Equippe d
w ith Contol Va lve w ith 2415 kPa (350 psi) Spring
Valve Inlet Primary Secondary Lube Cooling
Min. Act. Max. Min. Act. Min. Act. Min. Act. Max. Tem p.
rpm Range
kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa °C
(psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) °F
2552 2689 2517 0 69 241
Prim ary
(370) (390) (365) (0) (10) (35)
2552 2689 0 2517 69 241
1800 Secondary
(370) (390) (0) (365) (10) (35)
276 517 0 0 69 138
Neutral
(40) (75) (0) (0) (10) (20)
2414 2551 2206 0 14 55
Prim ary
(350) (370) (320) (0) (2) (8)
2414 2551 0 2206 14 55
600 Secondary
(350) (370) (0) (320) (2) (8)
207 345 0 0 21 69
Neutral
(30) (50) (0) (0) (3) (10)
Cooling tem perature range: Delvac 1110 Oil at 29-35°C (85-95°F) or Mobilkote 501 at 32-38°C (90-100°F)
Required: Prim ary lube pres s ure = s econdary lube pres s ure within 21 kPa (3 ps i)
ALL SHIFTS MUST BE DONE AT OR BELOW 1800 RPM
Note: It is required that primary and secondary clutches must be

within 21 kPa (3 psi) of each other.

Table 4. 3415 kPa (350 psi) Transmission Oil Pressure Specifications

Lim its for Ma rine Tra nsm ission Equippe d
w ith Control & Trolling Va lve w ith 3415 kPa (350 psi) Spring
Prim ary Secondary Cooling
Shift Min. Actual Max. Min. Actual Max. Min. Actual Max.
(900 rpm ) kPa kPa kPa kPa kPa kPa kPa kPa kPa
(ps i) (ps i) (ps i) (ps i) (ps i) (ps i) (ps i) (ps i) (ps i)
41 152 0 0 14 83
Prim ary
(6) (22) (0) (0) (2) (12)
0 0 41 152 14 83
Secondary
(0) (0) (6) (22) (2) (12)
0 0 0 0 10 41
Neutral
(0) (0) (0) (0) (1.5) (6)
Note: With trolling at its “minimum” trolling pressure position

(against mechanical stop), primary, secondary, and
cooling pressures must be per chart above at both input
and shift specified. Readjust with shims to achieve primary
and secondary pressures specified.

Optional Equipment
The following optional equipment is available for the MG-5065SC marine

transmission (except where noted) through the nearest authorized Twin Disc
distributor.
Power Take-off
A live power take-off pump mount is available in sizes SAE J-744 No. 101-4,
22-4 max (SAE “B” bolt). No clutchable PTO is available.
Mounting Brackets
Steel fabricated mounting brackets for rigid mounting are available.
Torsional Input Coupling
Several models of torsional input couplings are available, including Silicon

Vulkan (VKE) and Centa (CF-R).
Oil Filter
An optional spin-on oil filter is available for the MG-5065SC marine transmission.
Heat Exchanger
A heat exchanger is available, shipped loose or mounted.

Companion Flange Assembly
The companion flange assembly consists of the companion flange

and mounting hardware.
Mechanical Control Valve
A mechanical control valve is available.
Electric Control Valve
An electric control valve is available for either 12 VDC or 24 VDC actuating

solenoids.
Trolling Valve
Mechanical and electrical trolling valves are available.

Table 5. Primary and Secondary Tapered Roller Bearing Preload

M inimum Actual Maximum
0.00 mm (0.000 in.) — 0.08 m m (0.003 in.)
Table 6. Output Bearing Preload

Minimum Actual Maximum
0.00 mm (0.000 in.) — 0.08 mm (0.003 in.)
Table 6. Front Housing and Output Flange Runout Limits

Record total indicator runout of the following, max. allowable shown
Face of SAE #1from input spline 0.28 mm (0.011 in.)
Face of SAE #2 and SAE #3 from input spline 0.25 mm (0.010 in.)
Pilot of SAE #1, SAE #2, and SAE #3 from input spline 0.20 mm (0.008 in.)
Face of propeller flange near O.D. from housing 0.08 mm (0.003 in.)
Pilot of propeller flange from housing 0.08 mm (0.003 in.)
Table 7. Output Gear Advance
Minimum Actual Maximum

1.27 mm (0.050 in.) — 2.03 mm (0.080 in.)
Table 8. Transfer Gear Advance
Shaft Minimum Actual Maximum

Prim ary 1.45 m m (0.057 in.) — 2.24 m m (0.088 in.)
Secondary 1.45 m m (0.057 in.) — 2.24 m m (0.088 in.)

Torque Values for Fasteners
Note: Lubricate all threads and bearing face with light oil film
prior to assembly.
Note: Use grade 5 and Property Class 8.8 specs when threading
into aluminum.
Table 9. Metric Coarse Thread Capscrews, Bolts, and Nuts
Thread Property Class 8.8 Property Class 10.9 Property Class 12.9
Size
lb-ft Nm lb-ft Nm lb-ft Nm
M6 6.5 - 7.5 9 - 10 9 - 10 12 - 14 10 - 12 14 - 16
M8 16 - 18 21 - 25 23 - 26 31 - 35 25 - 29 34 - 40
M10 32 - 36 43 - 49 44 - 51 60 - 68 51 - 59 70 - 80
M12 55 - 63 74 - 86 77 - 88 104 - 120 89 - 103 121 - 139
M16 132 - 151 179 - 205 189 - 217 256 - 294 219 - 253 298 - 342
M20 257 - 295 348 - 400 364 - 418 493 - 567 429 - 493 581 - 669
M24 445 - 511 603 - 693 626 - 720 848 - 976 737 - 848 1000 - 1150
M30 714 - 820 987 - 1113 1235 - 1421 1674 - 1926 1475 - 1697 2000 - 2301
Table 10. Metric Stainless Steel Capscrews, Bolts, and Nuts

Note: The use of nickel anti-seize compound is required to
prevent corrosion due to galvanic action. Apply nickel
anti-seize compound to the threads of these stainless steel
fasteners before torquing to specification. See Standard
Sheet S574B for a more complete listing of stainless steel
fastener torque values.
Metric Coarse Thread
Stainless Steel Capscrews, Bolts, and Nuts
Thread Size Recommended Torque

N-m (Lbff -ft)
M8 12 (8.5)
M10 24 (18)
M12 40 (30)
M14 63 (46)
M16 97 (72)
T-17

Table 11. Tapered Pipe Plugs (with thread lubricant)
Torque Values for Lubricated Pipe Plugs

Recommended Torque in N-m (Lbf-ft)
PT Size NPTF Size Installed in Cast Iron or Steel Installed in Aluminum
1/16 - 28 1/16 - 27 11.5 ± 1.3 (8.5 ± 1.0) 7.5±0.9 (5.5±0.7)
1/8 - 28 1/8 - 27 14.2 ± 1.8 (10.5 ± 1.3) 8.8 ± 1.1 (6.5 ± 0.8)
1/4 - 19 1/4 - 18 34 ± 4 (25 ± 3) 22 ± 3 (16 ± 2)
3/8 - 19 3/8 - 18 37 ± 4 (27 ± 3) 23 ± 3 (17 ± 2)
1/2 - 14 1/2 - 14 68 ± 8 (50 ± 6) 41 ± 5 (30 ± 4)
3/4 - 14 3/4 - 14 73 ± 10 (54 ± 7) 46 ± 5 (34 ± 4)
1 - 11 1 - 11-1/2 109 ± 13 (80 ± 10) 68 ± 8 (50 ± 6)
1-1/4 - 11 1-1/4 - 11-1/2 115 ± 13 (85 ± 10) 75 ± 9 (55 ± 7)
1-1/2 - 11 1-1/2 - 11-1/2 115 ± 13 (85 ± 10) 75 ± 9 (55 ± 7)
Notes:
The lubricant is to be John Crane insoluble plastic lead seal No. 2 (or equivalent), or Loctite® No. 92 (or
equivalent) and plugs are to be capable of removal without damage. Overtightening may cause initial
leakage, plus potential removal damage.
An option of a maximum of two full turns after finger tightening the plug may be used if required and if
removal conditions are met.
T-12

Table 12. Straight Threaded Tube Fittings, Hose Fittings, and O-ring Plugs
Nominal Nominal
Nm lb-ft Nm lb-ft
Thread T hread
+ or - 5 % + or - 5 % + or - 5 % + or - 5 %
Diameter Diameter
5/16 5 3.5 1 5/8 108 80
3/8 11.5 8.5 1 7/8 108 80
7/16 16 12 2 1/2 108 80
1/2 20 15 M10X1.0 12 9
9/16 24 18 M12X1.5 16 12
5/8 24 18 M14X1.5 20 15
11/16 34 25 M16X1.5 24 18
7/8 54 40 M18X1.5 34 25
1 1/16 75 55 M22X1.5 54 40
1 3/16 88 65 M27X2.0 75 55
1 1/4 88 65 M33X2.0 88 65
1 5/16 108 80 M42X2.0 108 80
1 3/8 108 80 M48X2.0 108 80

Twin Disc, Incorporated Operation
Operation
General
This marine transmission has primary, neutral and secondary positions obtained
by means of the control valve. When these positions are selected, the control
valve directs high pressure oil through internal passages to operate the clutches.
The pressure rate control piston within the control valve assembly provides a
rapid, smooth oil pressure increase in the hydraulic system during clutch
engagement.
Marine Transmission Service Manual #1022632 35

Operation Twin Disc, Incorporated
Hydraulic System
Oil is pumped through the system by the gear-type pump. The oil is taken from
the sump through the strainer by the pump and discharged through the heat
exchanger and to the combination control and pressure regulating valve. The
oil enters the pressure regulating area of the valve where main pressure is
regulated by cascading excess oil into the lube circuit. Lube oil is distributed
through fixed control orifices to lubricate bearings and cool the clutches.
In neutral, the inlet ports to the clutches are blocked, the clutches are disengaged
and the area behind the clutch pistons is open to sump. Oil is distributed through
the lubrication system.
When the control valve is shifted to engage either clutch, the control valve directs
main pressure to engage the selected clutch pack. Oil is also directed through
a port in the control valve stem through a fixed orifice plug in the manifold causing
a controlled flow of oil to move the rate-of-rise piston against the regulating
springs and shims. This same pressure is also acting on the small diameter of
the high pressure regulator piston. This results in an increase in main pressure
until the calibrated main pressure is reached. This progressively increases
the clutch engaging pressure causing the clutches to engage at a controlled
rate.
The neutral pressure is adjusted by shims behind the spring that is acting on
the check ball. A plug is located on the rear of the manifold to access this
spring. Main regulated pressure is adjusted by shims inside the rate-of-rise
piston under the regulating springs.
Overage oil becomes lube oil. The control valve allows only one clutch to be
engaged at a time, and the oil from the disengaged clutch is dumped to sump.
When a clutch is disengaged, any pressure head existing behind the clutch
apply piston is relieved to sump through the control valve. This allows return
springs to move the clutch piston to the disengaged position to prevent clutch
drag.
36 Marine Transmission Service Manual #1022632

OPTIONAL TROLLING VALVE

A
SECONDARY
CLUTCH
DUMP VALVE
REGULATING VALVE
& SELECTOR
LUBE
Ø 0.40mm
PRIMARY
Ø 1.50mm
S
CLUTCH
DUMP VALVE
N
LUBE
HEAT
EXCHANGER MANUAL PRESSURE RATE OF RISE VALVE
A WITH OPTIONAL TROLLING VALVE
OIL PUMP
Figure 2. Hydraulic Schematic -- Manual Valve

Control Valve Assembly (Manual)
The control valve assembly contains passages and ports for the transmission
and direction of pressurized oil within the hydraulic system. The pressure rate-
of-rise piston within the control valve assembly provides a rapid, yet smooth,
pressure rise for the hydraulic system during clutch engagement.
Note: The configuration of the valve body in the following

illustrations may not be identical to the one used on this
transmission; however, the principle of operation is the
same.
Control Valve - Neutral
Oil enters the control valve body through passage A and fills chamber B. The oil
causes the high pressure regulator piston to partially compress the piston
springs against the rate-of-rise piston. This pressurizes the oil in chamber B.
This pressure is adjusted to be the “neutral pressure.” The movement of the
high pressure regulator piston against the springs exposes port C in the valve
body. Port C/D directs overage oil to lubrication and clutch cooling system.
Passage E (which is the engaging outlet to the secondary clutch) and Passage
F (which is the engaging outlet to the primary clutch) are interconnected by slot
K in the control valve stem when in the neutral position. The slot is aligned with
a drilled hole and cored cavity in the front face of the valve body. The drilled
hole and cored cavity are aligned with drilled holes that pass through the manifold
and the main housing to sump. Therefore, passages E and F are at atmospheric
pressure at this time. Also, port J is at atmospheric pressure since it
interconnects with slot K. The area between the pistons and around the springs
is vented to the sump and the main housing. This area is at atmospheric pressure
at all times permitting the return to sump of any leakage oil past the pistons.

Figure 3. Control Valve — Neutral — Sectional View
Figure 4. Control Valve — Neutral — Cutaway View

Control Valve — Primary
When a shift to the primary position is desired, the control valve lever is moved
away from the pump side position. The shift causes the control valve stem to
rotate and assume the position indicated in Figures 5 and 6. The pressurized
oil in chamber B is directed through ports F and H. Passage F is aligned with
a drilled hole and a channel in the manifold directing main pressure to the primary
clutch. Pressurized oil from port H travels through passage I and enters chamber
L through an orifice plug in the manifold. The orifice in the manifold meters the
oil for a steady, smooth pressure rise in chamber L. As chamber L fills with oil,
the pressure-rate-of-rise piston moves against the piston springs until the piston
is stopped by a shoulder in the valve body. This causes the pressure in chamber
B to rise to clutch engaging pressure. When in primary, passage E remains at
atmospheric pressure since slot K remains open to sump.
When a shift is made from primary to neutral, the valve stem is rotated to the
position illustrated by Figures 3 and 4 . Under these conditions, passage E
and F are connected to the sump by slot K. Passage I is also connected to
sump by port J in the valve stem. Since passage F is connected to slot K, oil
drains rapidly from the primary clutch to sump. Since passage I is now at
atmospheric pressure, the oil pressure in chamber L unseats the steel ball
against the compression spring, permitting a rapid oil drain from chamber L to
sump and allowing the rate-of-rise piston to move back toward the stop until
the calibrated “neutral pressure” is reached. The primary clutch is now
disengaged and main system pressure reduced to neutral pressure.

Figure 5. Control Valve — Primary — Sectional View
Figure 6. Control Valve — Primary — Cutaway View

Control Valve — Secondary
When a shift to the secondary position is desired, the control valve lever is
moved to pump side direction. The shift causes the control valve stem to rotate
and assume the position indicated in Figures 7 and 8. The pressurized oil in
chamber B is directed through ports H and E. Passage E is aligned with a
drilled hole and a channel in the manifold directing main pressure to the
secondary clutch. Pressurized oil from port G travels through passage I and
enters chamber L through an orifice plug in the manifold. The orifice in the
manifold meters the oil for a steady, smooth pressure rise in chamber L. As
chamber L fills with oil, the pressure rate-of-rise piston moves against the piston
springs until the piston is stopped by a shoulder in the valve body. This causes
the pressure in chamber B to rise to clutch engaging pressure. When the
secondary clutch is engaged, passage F remains at atmospheric pressure
because slot K remains open to sump.
When a shift is made from secondary to neutral, the valve stem is rotated to the
position illustrated by Figures 3 and 4. Under these conditions, passages E, F
are connected to the sump by slot K. Passage I is also connected to sump by
port J in the valve stem. Since passage E is connected to slot K, oil drains rapidly
from the secondary clutch to sump. Since passage J is now at atmospheric pressure,
the oil pressure in chamber L unseats the steel ball against the compression spring
permitting a rapid oil drain from chamber L to sump and allowing the pressure rate
control piston to move back toward the stop until the calibrated “neutral pressure”
is reached. The secondary clutch is now disengaged and main system pressure
reduced to neutral pressure.

Figure 7. Control Valve — Secondary — Sectional View
Figure 8. Control Valve — Secondary — Cutaway View

Control Valve (Electric)
The operation of the hydraulic system with electric valves is nearly identical to
the operation with the mechanical valves. Two solenoids control the flow of oil
to the clutches, and a shuttle ball valve between the primary and secondary
clutch passages is used to seat the rate of rise check ball when either of the
clutches is engaged.

SECONDARY
CLUTCH
DUMP VALVE
REGULATING VALVE
& SELECTOR
LUBE
PRIMARY
Ø 0.50mm
CLUTCH
SHUTTLE DUMP VALVE
LUBE
HEAT
EXCHANGER
OIL PUMP
ELECTRIC PRESSURE RATE OF RISE VALVE
Figure 9. Hydraulic - Electric Schematic

Electric Selector Manual Override
If, for transmission fitted with electric selector, an electrical power interruption
occurs, the electric selector can be overridden. Manual override is accomplished
differently depending on the type of solenoid. There are two methods: Solenoid
with built-in manual override, or the manual override plug.
Method 1: Solenoid with Built-in Manual Override
Solenoids that have a built-in manual override can be identified by a round nut
with two flats cut into it. Removing the round nut exposes a knurled knob. Pushing
and turning the knob counterclockwise activates the manual override.
When the solenoid is manually overridden, that clutch will be engaged any time
the engine is running. Returning the knurled knob to its previous position restores
electric control.
Once the solenoid is manually overridden, the transmission cannot be

shifted to neutral, or into the opposite gear.
Shut down the engine and place the vessel under tow before entering
any congested area or dock area.
Failure to do so will endanger the safety of the crew and vessel as well
as other people and vessels in the area.
Method 2: Manual Override Plug
When solenoids do not have a built-in manual override feature, a

manual override plug is available. To override the solenoids at
the time of an electrical power interruption, the appropriate
solenoid must be removed and replaced with the override plug.
When the solenoid is manually overridden, that clutch will be

engaged any time the engine is running.

Installation of Override Plug
1. Stop the engine.
Once the override plug is installed, the transmission cannot be shifted

to neutral, or into the opposite gear.
Shut down the engine and place the vessel under tow before entering
any congested area or dock area.
Failure to do so will endanger the safety of the crew and vessel as well
as other people and vessels in the area.
2. Locate and remove the stored manual override plug from the selector
valve body for use in step 4.
Note: The location of the stored plug varies on different models.
3. Determine which clutch should be engaged (primary or secondary clutch)

and remove the appropriate solenoid.
4. Install the override plug in place of the removed solenoid.
The selected clutch is engaged whenever the engine is running. If the

vessel is going in the wrong direction, stop the engine and remove the
override plug. Reinstall the removed solenoid, then repeat the above
procedure with the opposite solenoid.
5. Store the removed solenoid where the override plug was stored until
repairs are performed.

Power Take-Off (Optional)
The live PTO drives accessories using engine horsepower. Since the live PTO
connects the accessory to the primary shaft of the transmission via a direct
coupling, the accessory is driven whenever the engine is running. This PTO
accepts SAE J744, No. 101-4, 22-4 max (SAE “B”bolt) mounting.
Trolling Valve (Optional)
The trolling valve is used to reduce and control propeller speed below that
normally attained by operating the engine at low idle. Actuating the trolling
function reduces clutch apply pressure to reduce the propeller speed.
Manual Trolling Valve
General
The trolling valve contains passages and ports to work in conjunction with the
control valve for the transmission and direction of pressurized oil within the
hydraulic system required for trolling. The rate-of-rise piston of the control valve
and the cam of the trolling valve work together to provide and maintain pressures
within the hydraulic system required for trolling.
Trolling Valve - Non-trolling Mode
The trolling valve is in non–trolling mode when the cam/trolling lever is in the
detent position. The trolling valve, with the cam/trolling lever in the non–trolling
position, allows the control valve to operate as a standard control valve.
Trolling Valve - Troll Mode
When the trolling valve is to be used for either primary or secondary clutch
operation, the cam trolling lever is moved out of the detent position and into the
trolling range. With the cam/trolling lever out of the detent position, the rate of
rise piston position can be hydraulically adjusted by partially draining chamber
L to decrease the compression of the outer, middle, and inner springs against
the high pressure regulator piston decreasing the pressure in chamber B of
the valve. With the cam/trolling lever out of detent, the trolling valve provides
manual control by adjustment of trolling lever at low pressures required for trolling.

Figure 10. Mechanical Trolling Valve
Electric Trolling Valve
Figure 11. Electric Trolling Valve
The electric trolling valve allows flow from the rate of rise chamber to sump in
the same manner as the mechanical trolling valve does. The amount of “force”
is controlled by a proportional valve controlled by electric current instead of the
springs in the mechanical valve.

Trolling Operating limits
Do not operate marine transmission in the trolling mode at engine

speeds above the maximum trolling RPM.
The maximum engine speed in trolling for MG-5065SC Marine

Transmissions is 1100 RPM or 40 % of full load engine speed, whichever
is smaller.
Install the pilot house instruction plate in an area near the trolling valve
control head in the pilot house where it may be easily read.
Failure to obey this operating limit can result in major damage to marine
transmission components, which can cause an unsafe operating
condition to occur. Unsafe operating conditions could result in loss of
vessel maneuvering control, vessel damage, and/or loss of property
and/or life.
Operating Oil Temperature when Trolling
Note: Be sure to observe and record marine transmission sump

oil temperature. If temperature drops below 135°F (57°C)
during mode operation, it is recommended that a
thermostatic by-pass valve be installed in the
transmission’s hydraulic circuit. Consult Twin Disc for
appropriate recommendation. The operator must select
the trolling mode with the control valve lever in neutral and
set the engine speed at or below the recommended
maximum trolling RPM.

Adjustment of Trolling Valve
For proper trolling performance, proper minimum trolling pressure is essential

so that there is an ample trolling pressure control range before the rate-of-rise
takes place.
Too low a minimum trolling pressure causes a dead-band in the lever travel. To
increase minimum trolling pressure, add shims to the softer outer spring that
contacts the trolling valve piston.
Too high a minimum trolling pressure will not allow enough clutch slippage,
causing too high a minimum propeller speed. To reduce minimum trolling
pressure, remove shims.

Power Flow
Neutral
When in neutral the primary and secondary shafts, transfer gears and friction
clutch plates rotate at engine speed. Other parts including the output shaft do
not turn.
MG5065SC_neutral
Figure 12. Power Flow, Neutral

Primary
In primary, the same parts are turning that were turning in neutral. When the
primary position is selected, hydraulic pressure is applied to the primary clutch
piston clamping the friction and steel clutch plates together. The primary input
pinion will then rotate at engine speed and direction because the steel plates
are spline-connected through the clutch hub assembly to the pinion. Because
the primary input pinion is in mesh with the output gear, the output gear and
shaft will rotate in anti-engine direction. The secondary input pinion will be
back driven (engine direction) when the unit is in primary.
MG5065SC_primary
Fig. 13. Power Flow - Primary

Secondary
In secondary, the same parts are turning that were turning in neutral. When the
secondary position is selected, hydraulic pressure is applied to the secondary
clutch piston clamping the friction and steel plates together. The secondary
input pinion will then rotate at engine speed and anti-engine direction, because
the steel clutch plates are spline connected through the clutch hub assembly to
the input pinion. Because the secondary input pinion is in mesh with the output
gear, the output gear and shaft will rotate in engine direction. The primary input
pinion will be backdriven (anti-engine direction) when the unit is in secondary.
MG5065SC_secondary
Figure 14. Power Flow - Secondary

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

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

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

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

and the oil filter (if equipped) is located in the pump outlet
line. Both should be checked and cleaned at the stated
intervals.
With a new transmission, change the oil and filter element (if equipped), and
clean the suction strainer (screen) within the first 50 hours of operation. Change
oil and filter element and clean the screen after each 1000 hours thereafter or
more often if conditions warrant.
For a rebuilt transmission, check the filter element (and/or screen) after eight
hours of operation. If the filter and/or screen is clean, install a new filter element
(if equipped) and then change the oil and filter element after 1000 hours of
service. If the filter is dirty, change the element and operate for another eight
hours. Check the filter again. Continue this cycle until the filter is clean and then
change the oil and filter after 1000 hours of service or more often if conditions
warrant.

Draining
Drain the transmission by removing the O-ring plug at the rear side at the bottom.
Use a 1-1/16 inch (27 mm) wrench to loosen the drain plug.
Oil Suction Strainer
Remove and clean the pump suction strainer at every oil change or sooner if
necessary. The suction strainer is located in the manifold below the pump. See
Engineering Drawings for suction strainer location. (See discussion under oil
change interval.)
Type Oil Recommended
See Description and Specifications.
Filling
1. Reinstall drain plug. Replace O-ring, if necessary.
2. Remove the filter breather from the top of the transmission.
3. Pour oil through the filler opening.
4. Fill the transmission’s sump with the proper weight and type oil. See
Description and Specifications for oil recommendations.
5. Start the engine and let it idle with transmission in neutral until oil is
circulated throughout the hydraulic system. Add oil if necessary to bring
the oil level up to the “low” mark with the engine at low idle.
6. With the oil at operating temperature, transmission in neutral, and the

engine running at low idle, check the oil level with the oil gauge. Add or
remove oil if necessary to bring the oil level to “FULL” mark on the oil
gauge. Allow the oil temperature to cool to normal cold oil conditions
(perhaps overnight). Check the oil level while cold at low idle engine
speed while in neutral. This is the proper oil level with cold oil. Make
note of the oil level in the cold conditions for future reference. DO NOT
overfill the transmission. The oil level should not be over the full mark at
operating temperature.
Liquid sealant must cure for a minimum of 24 hours prior to contact

with oil.

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

loose mountings and replace damaged parts.
! Check pressure and temperature gauge where applicable.
! Periodically, inspect the drive line and the input and output shaft oil seals
for leakage. Replace parts as required.
! Inspect unit nameplates for looseness and corrosion. Tighten mounting
screws that are loose and replace nameplates that are corroded.
! Inspect and oil the exposed stem of the Manual Direction Control Valve
for corrosion protection.
Torsional Coupling
DO NOT obstruct the flywheel housing vents preventing the free flow of air for
cooling the coupling. The ambient temperature of the air around the coupling
should be between -6° C (22° F) and 80° C (176° F). Assure baffles are installed
properly so hot air is ported out of the housing.
Visually inspect the element after the first 100 hours of operation and every
2000 hours thereafter, or every six months, whichever comes first. Torsional
vibration, misalignment, degradation by contaminants (oil), heat, ultraviolet
radiation, and excessive system torque can cause cracks or other signs of
distress to appear on the surface of the rubber. The above-described items
affect the life of the coupling element. Perform a complete inspection whenever
the transmission is removed from the engine for any reason.
When inspecting the flexible coupling, look for evidence or conditions

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

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

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

! Deterioration of the rubber element, as evidenced by sponginess

or by black carbon-like dust on rubber surface may be caused
by contaminants or excessive heat, either external or internal to
the coupling.
! Cracked, bent or otherwise damaged flex plate or coupling plate.
! Bolt holes in flex plate or coupling plate elongated or deformed.
This could be caused by improperly assembled parts, loose parts,
vibration or improperly torqued parts.
! Bolts/nuts—bent, worn or stripped threads.
Inspect the hub, looking for the following:

! Damaged or worn splines.
! Cracked parts.
! Oil seal surface for wear or damage.
Replace any defective parts including defective fasteners that are found.
Heat Exchanger Check
Inspect heat exchanger oil lines for leaky connections, kinks, cracks or other
damage. Replace damaged lines. Heat exchangers furnished by Twin Disc to
be used for salt water applications have zinc rods installed at the inlet and
outlet heads. These rods must be checked every 90 days. If over 50% of the
rod is disintegrated, it should be replaced to provide effective protection.
Excessive corrosion of the zinc rod indicates electrolytic action. A careful
inspection should be made to determine if this action is caused by a short
circuit or external grounded electric current. If these conditions do not exist, it is
evident that the corrosion is due to local electrolysis. If rods are corroded with
foreign materials, they should be cleaned with a wire brush.

NOTES

Twin Disc, Incorporated Troubleshooting
Troubleshooting
Troubleshooting of Mechanical and Electric Control Valves
General
Note: Some of the troubleshooting procedures vary, depending

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

input power system or the output power delivery components can cause
problems to develop in the transmission. It is therefore important that the entire
power package be considered when problems are encountered.

Troubleshooting Twin Disc, Incorporated
Pressure Test Kit
The Digital Pressure Transducer Kit ( BOM 42168 ) provides two pressure
transducers (0 to 500 psi ) with hydraulic quick couplings, a power supply box
for the transducers, and cables needed to connect the transducers to the power
supply box and the signals out of the power supply box to a customer supplied
digital volt meter. Contact the Twin Disc Service Department, Racine Wisconsin
for specific information concerning this test kit.
One principle of troubleshooting is to start with the simple and move to the
more difficult. Check the simple items first. Run the simple test first. Then
move to the more difficult.
Figure 15. Test kit 42168

Table 15. Troubleshooting Chart -

Mechanical and Electric Control Valves
Symptom Cause Remedy
1. Low main oil pressure. 1-1. Partially clogged oil 1-1. Remove and clean oil
strainer. strainer.
1-2. Stuck pressure regulation 1-2. Disassemble the valve

piston. and clean the piston.
1-3. Broken piston rings on 1-3. Remove the collector

clutch shaft(s). and inspect piston rings.
1-4. Damaged or worn oil 1-4. Replace damaged or

pump assembly. worn oil pump assembly.
1-5. Incorrect linkage 1-5. Adjust linkage so that

adjustment to control valve stem is indexed
valve assembly. properly by detent.
1-6. Clogged or plugged 1-6. Remove orifice plate cover.
orifice in orifice plate of Clean parts.
control valve assembly.
1-7. Shimming required 1-7. Shim as required.

between regulator springs
and rate-of-rise piston.
1-8. Engine idle speed too low. 1-8. Raise engine speed.
2. No oil pressure, or erratic 2-1 Oil pump strainer plugged. 2-1. Remove and clean strainer.
low pressure at control
valve tap. 2-2. Oil level low. 2-2. Check oil level and correct.
2-3. Air leak on suction side 2-3. Correct cause of air leak.
of pump.
2-4. Pump drive on reverse 2-4. Disassemble and repair as
clutch shaft broken. required.
2-5. Regulating valve stuck 2-5. Remove, disassemble,
in open position. clean and repair the
regulating valve.
2-6. Oil pump defective. 2.6. Replace oil pump.

2.7. Leaking heat exchanger 2.7. Replace heat exchanger.
has caused oil to be lost
over board.
3. High main oil pressure. 3-1. Regulating valve stuck. 3-1. Remove and clean
regulating valve.
3-2. Improperly shimmed. 3-2. Shim as required.
3-3. Lube relief valve 3-3. Inspect, repair or replace

malfunction. parts as necessary.


Mechanical and Electric Control Valves (continued)
4. High temperature. 4-1. Improper oil level. 4-1. Check and fill (or drain) with
proper oil to the correct level.
4-2. Faulty heat exchanger. 4-2. Inspect, repair or replace
heat exchanger.
4-3. Clutches slipping. 4-3. Check clutch apply oil
pressure. If pressure is
normal, remove,
disassemble, and repair
slipping clutch.
4-4. Bearing failure. 4-4. Overhaul marine
transmission.
4-5. Air leak on suction 4-5. Inspect and correct
side of pump. cause of suction leak.
4-6. Control valve malfunction. 4.6. Inspect, repair, or replace
control valve.
5. Excessive noise. 5-1. Bearing failure. 5-1. Overhaul marine
transmission.
5-2. Worn or damaged input 5-2. Remove marine
coupling. transmission. Replace a
worn or damaged coupling.
5-3. Excessive torsional 5-3. Select proper torsional

vibration. coupling.
5-4. Worn or damaged gears. 5-4. Overhaul marine

transmission.
5-5. Improper alignment. 5-5. Check alignment of

engine transmission
output flange to propeller
shaft. Correct as necessary.
5-6. Damaged propeller. 5-6. Repair propeller.
5-7. Misfiring engine. 5-7. Repair engine.
6. No neutral. 6-1. Clutch plates warped. 6-1. Remove clutch plates.

Overhaul unit.
6-2. Control valve incorrectly 6-2. Check and adjust control

indexed. linkage.
6-3. Solenoid malfunction 6-3. Replace defective solenoid.

(units equipped with
electric selector valve).
6-4. Hydraulic lock piston 6-4. Inspect, repair or replace
stuck (units equipped hydraulic lock spool.
with electric selector
valve).


Mechanical and Electric Control Valves (continued)
7. Harsh engagement. 7-1. Regulating piston or rate- 7-1. Disassemble control valve.
of-rise piston stuck. Clean parts. Replace parts
if necessary.
7-2. Orifice plate ball in 7-2. Remove orifice plate cover.

control valve not seating Clean parts. Replace parts
properly. if necessary.
7-3. Blown gasket on either 7-3. Replace gasket.

side of orifice plate.
8. Oil spilling out of 8-1. Pump flow output too low. 8-1. Replace pump.
breather.
8-2. Pump suction strainer 8-2. Remove, clean, inspect,
plugged. and install the suction
screen.
8--3. Air leak on suction side 8-3. Inspect and correct cause
of pump. of suction leaks.
8-4. Lube relief valve 8-4. Remove and clean or
malfunction. replace parts as necessary.
8-5. Broken piston rings. 8-5. Replace damaged piston
rings.
9. Oil spilling out of 9-1. Oil level too high. 9-1. Adjust oil level.
breather.
9-2. Wrong type of oil. 9-2. Draw and refill with
recommended oil.

NOTES

Twin Disc, Incorporated Disassembly
Disassembly
The following procedure is for complete disassembly of the unit. Prior to this
procedure, the transmission should be removed from the boat. Qualified
personnel should do the work in a fully equipped facility.
Note: Photos are intended to illustrate the procedure and may

not be consistent with previous disassembly steps.
Prepare Transmission for Disassembly
Note: During the service of this unit, all O-rings, gaskets and
seals must be replaced. It is good practice to keep the
used components (O-rings, gaskets, and seals) with the
appropriate components for reference during the
inspection and assembly process (to make sure you don’t
forget the quantity, size, etc.).
Flat washers are used under all fasteners where the head of the fastener
contacts an aluminum surface.
Pipe threads called out as PT on drawings and in this text are different
from NPT threads. PT threads and NPT threads are NOT
interchangeable. Adapters are available from several manufacturers to
convert PT threads to NPT threads.
Most pusher screws used in the disassembly of this transmission are

threaded through aluminum parts. ALWAYS LUBRICATE the threads of
the pusher screw before threading it into the mating part. When installing
pusher screws, avoid rapid tightening with an impact wrench or similar
device. If an impact wrench is used with the pusher screws the threads
may gall or seize in the aluminum part. Tighten pusher screws in an
even manner to avoid damaging components.

Disassembly Twin Disc, Incorporated
Breather
Oil Inlet
3/4- 16 UNF *Primary Clutch
Pressure Check Point
Oil Fill Plug
*Primary Lube
Check Point
*Secondary Clutch Oil Level

Gauge
Pressure Check Point
*Secondary Lube
Check Point
Filter Screen Oil Drain Plug
*1/2 - 20 UNF O-Ring Boss

MG-5065SC Rear View
Figure 16. Oil Pressure Checkpoints

Prior to Removal
1. Remove drain plug and drain oil from transmission.
Oil Drain Plug
MG 5065 drain plug
Figure 17. Drain Plug
2. If equipped, disconnect the water supply hoses to the heat exchanger.
3. Mark the output flange and companion flange so they will always be
assembled identically.
4. Disconnect the output and companion flanges.
5. Disconnect linkage, wiring and plumbing and remove any items that
would interfere with the removal of the transmission. It may be advisable
to remove the input and output speed sensors (if equipped) to avoid
damaging them during transport.
6. Support the transmission with a hoist and remove the mounting

capscrews.
7. Support the rear of the engine with blocks if necessary.
8. Remove the 12 capscrews that secure the transmission to the engine.
9. Push the transmission away from the engine. Remove the transmission.
Remove the input coupling from the engine flywheel.

Remove External Parts
Note: Place the transmission in the upright position to remove

the following parts. Be sure the transmission is securely
supported.
Heat Exchanger (If Equipped)
1. Remove the oil in hose connector from the fitting on the housing.
2. Remove the oil out hose from the fitting on the main housing.
3. Remove the heat exchanger from its support.
4. Remove the support from the oil pump.

Input Coupling
1. Remove shipping wire (if equipped) retaining the input coupling to the
input housing.
2. Remove input coupling from input shaft.
Oil Level Gauge
1. Remove the oil level gauge from the oil level tube.
2. Remove the oil level tube from the front housing.
Breather
Remove the breather from the top of the front housing.

Output Flange
Note: Place the transmission with the output end facing up. Be
sure the transmission is securely supported.
1. Remove the three M12 - 1.75 x 35 capscrews with washers retaining

the output flange clamp plate to the output shaft.
2. Remove the clamp plate, shims, and seal ring.
5065_025X 5065_025
Figure 18. Clamp Plate, Shims and Seal Ring Removal
3. Using an approximate puller, remove the output flange from the output
shaft.
5065_026
Figure 19. Output Flange Removal
4. Remove the V-ring from the output shaft, if equipped.

Hydraulic Pump
The hydraulic pump can be installed two ways; therefore, before

removing the pump, place indexing marks on the pump and the manifold
to ensure correct installation. Do not remove the pump pipe plug. Do
not disassemble pumps. They are not serviceable.
1. Remove the four capscrews securing the hydraulic pump to the manifold
assembly.
2. Remove the hydraulic pump and gasket. Discard the gasket.
5065_027
Figure 20. Hydraulic Pump Removal

Suction Strainer
1. Remove the M8 x 12 capscrew with washer retaining the suction strainer

plug.
2. Thread a M8 - 1.25 screw into the suction strainer plug and pull.
3. Remove the plug and suction strainer. Discard the O-ring.
5065_028 5065_029
Figure 21. Suction Strainer Removal
PTO Cover
1. Remove the three M12 x 75 and one M12 x 30 capscrews retaining the
PTO cover to the manifold.
2. Gently tap the PTO cover, if necessary, to break the cover loose from
the manifold.
3. Remove the PTO cover and O-ring. Discard the O-ring.

Manifold
1. Remove the four M12 x 65, one M12 x 35, one M12 x 45, and one
M12 x 75 capscrews still retaining the manifold to the rear housing.
2. Lift the manifold, taking care not to damage the piston rings on the ends
of the clutch shafts. Discard the gasket.
5065_030
Figure 22. Manifold Removal
3. Remove the primary and secondary clutch shafts shims and spacer.
Tag the components with identifying information.
5065_032 5065_031
Figure 23. Shim and Spacer Removal

Output Shaft Seal Carrier
1. Remove the six M10 x 25 capscrews retaining the output shaft seal
carrier to the rear housing.
2. Remove the output shaft seal carrier and shims.
5065_033
Figure 24. Output Shaft Seal Carrier Removal
3. Remove the seal and seal backup ring (if equipped) from the seal carrier.
Discard the seal.
Note: Place the transmission with the input end facing up. Be
sure the transmission is securely supported.
Flywheel Housing Adapter
1. Remove eleven M10 x 35 capscrews retaining the flywheel housing

adapter to the front housing.
2. Remove the flywheel housing adapter and pilot ring.

Remove Internal Parts
Front Housing
1. Remove the four M8 x 100 and ten M8 x 35 capscrews with washers

retaining the rear housing to the front housing.
2. Separate the front housing from the rear housing. Use two of the
capscrews to help separate the front housing from the rear housing.
Note: Do not remove the two dowel pins from the front housing.
5065_001
Figure 25. Front Housing Removal

Primary and Secondary Clutch Shafts
Lift the primary clutch shaft and secondary clutch shafts from the rear housing.
Suction Tube
1. Remove the M6 - 1 x 12 hex-socket head screw retaining the suction

tube to the rear housing.
2. Remove the suction tube from the rear housing.
5065_002
Figure 26. Suction Tube Removal

Gear Pan
1. Remove the two M8 x 20 capscrews with washers retaining the gear

pan to the rear housing.
2. Remove the output gear pan from the rear housing.
5065_003
Figure 27. Output Gear Pan Removal
Output Shaft
1. Thread a lifting eye in the end of the output shaft.
2. Using a hoist, lift the output shaft from the rear housing.
5065_004
Figure 28. Output Shaft Removal

Front and Rear Housing Bearing Cups
1. If the bearing cups require replacement, use an appropriate puller to

remove the bearing cups from the housing. New bearing cups must be
used on assembly.
5065_005
Figure 29. Front and Rear Housing Bearing Cups Removal
Note: Bearing cups are an interference fit in the main housing.

Place a bead of weld all around the bearing face. This will
cause the bearing cup to shrink so it can be removed
using an internal puller.
weld_bearing_cup1
Figure 30. Example of Welded Bearing Cup
Input Seal
Remove the input seal from the front housing. Discard the seal.

Manifold Disassembly
1. Remove the three M8 capscrews retaining the troll valve cover.
2. Remove the troll valve cover and gasket. Discard the gasket.
3. Remove the neutral regulating ball and spring.
5065_036 5065_006
Figure 31. Neutral Regulating Ball and Spring Removal
4. Remove oil orifice and screen assembly from the manifold.
5. Remove selector valve mounting capscrews from the manifold.
5065_007
Figure 32. Selector Valve Removal

6. Remove selector valve and springs.
Note: Adjustment shims are located below springs, inside rate-

of-rise piston.
5065_008
Figure 33. Regulator Valve with Regulator Piston and Springs Removal
7. Remove rate-of-rise piston.
5065_009
Figure 34. Rate-of-Rise Piston Removal

8. Disassemble valve. Note detent ball located in mounting plate.
5065_010
Figure 35. Control Valve Positioning Components
Output Shaft Disassembly
Note: Only remove the bearing cones from the output shaft if
they need to be replaced. If removed, new bearings must
be installed during assembly.
1. Pull the front bearing cone from the output shaft.
2. Using a hydraulic press, remove the output gear and rear bearing cone.
5135_0004 5135_0005
Figure 36. Output Shaft Disassembly

Primary Clutch Shaft and Secondary Clutch Shaft Disassembly
1. Support the clutch assembly on the workbench with the piston ring end
up.
2. Remove the two piston rings from the end of the clutch shaft. Discard
the piston rings.
5065_011
Figure 37. Piston Rings Removal
3. Remove the rear bearing cone.
Note: Only remove the rear bearing cone if it needs to be

replaced. If removed, a new bearing must be installed
during assembly.

a. Cut off the bearing cage and remove the rollers.
b. Use a “cheese-cutter” type puller on the rear shoulder of the inner

bearing cone.
5065_012
Figure 38. Bearing Puller Installed
4. Place a protective spacer over the end of the shaft and press off the
inner race.
5065_013
Figure 39. Front Roller Bearing Removal

5. Remove the rear two thrust races and the thrust needle bearing.
6. Remove the pinion assembly.
5065_014 5065_015
Figure 40. Rear Thrust Needle Bearing, Thrust Race and Pinion
Assembly Removal
7. Remove the front thrust races and needle bearing.
5065_016
Figure 41. Front Thrust Needle Bearing and Thrust Races Removal

8. Install two clamps on the clutch backing plate. Tighten the clamps and
compress the backing plate. Remove the external retaining ring.
5065_017
Figure 42. External Snap Ring Removal
9. Remove the two clamps. Remove the clutch backing plate.
5065_018
Figure 43. Clutch Backing Plate Removal

10. Remove the eight steel clutch plates and seven friction clutch plates.
5065_019
Figure 44. Steel Clutch Plate and Friction Clutch Plate Removal
11. Place special tool over the clutch release spring. Use a press to move
the tool downward and compress the spring.
5065_020
Figure 45. Compressing Clutch Release Spring

12. Remove the external snap ring from the shaft.
When the snap ring is opened, it will release with some force. Protect
hands from injury.
5065_021
Figure 46. External Snap Ring Removal
13. Remove the clutch release spring and spring retainer.
5065_022
Figure 47. Clutch Release Spring and Retainer Removal

14. Remove the clutch piston by installing two 5/16-18 UNC threaded rods
into the holes provided and lifting out the piston.
5065_023
Figure 48. Clutch Piston Removal
15. Remove the piston ring from the outer diameter of the clutch piston and
the O-ring from the inner diameter.
5065_024
Figure 49. Clutch Piston, Piston Ring, and O-ring Removal

16. Remove the front bearing cone.
Note: Only remove the front bearing cone if it needs to be

replaced. If removed, a new bearing must be installed
during assembly.
a. Cut off the bearing cage and remove the rollers.
b. Use a “cheese-cutter” type puller on the rear shoulder of the inner

bearing cone.

Notes

Twin Disc, Incorporated Cleaning and Inspection
Cleaning and Inspection

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

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

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

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

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

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

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

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

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

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

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

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

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

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

NOTES

Twin Disc, Incorporated Assembly
Assembly
General
Note: Photos are intended to illustrate the procedure and may

not be consistent with previous assembly steps.
During service of this unit, all O-rings, gaskets and seals must be replaced.
Refer to cleaning and inspection information in this manual prior to assembly.

It is good practice to compare the new parts with those being replaced during
the assembly process (to make sure you don’t mistake the quantity or size).
Flat washers are used under all fasteners where the head of the fastener
contacts an aluminum surface.
Unless otherwise specified, all torque values listed are for capscrews that have
been lubricated on the threads and contact surfaces.
Pipe threads called out as PT on drawings and in this text are different from
NPT threads. PT threads and NPT threads are NOT interchangeable. Adapters
are available from several manufacturers to convert PT threads to NPT threads.
Where grease is specified, use a lithium based grease (NLGI 2).
Submerge all new clutch friction plates in clean transmission oil for a minimum
of one hour prior to installation.
This transmission uses liquid sealer in many locations. The approved sealants
are Loctite® 518 (MA1015) and Loctite® 17430 (M2828), applied per S774 (a
thin layer of sealant is all that is required), with Loctite® Primer N (MA1012).
Avoid getting sealant into the O-ring counter bores.
This transmission uses thread lockers MA908 and MA1007 at specified

capscrew locations.
Note: In the discussion that follows, the input side of the

transmission is the front and the output side is the rear.
Left and right sides are determined by facing from the
rear toward the front.

Assembly Twin Disc, Incorporated
Appropriate eye protection must be worn during transmission assembly.

To avoid personal injury, proper safety equipment must be used during
installation of any heated bushings, bearings and other components.
Manifold Assembly
1. Install the orifice and screen assembly. The neutral regulating ball seat
should already be staked in place.
manifold
Figure 50. Orifice and Screen Installation
2. Assemble the valve control detent handle.
5065_010
Figure 51. Valve Control Detent Handle Assembly

3. Insert and secure the selector valve and rate-of-rise piston. Torque the
M8 x 16 capscrews to 23 N•m (17 lb•ft).
5065_035 5065_007
Figure 52. Selector Valve and Rate-of-Rise Piston Installation
4. Install the neutral regulating ball and spring. Shim to neutral pressure.
Torque the M10 plug to 12 N•m (9 lb•ft).
5065_006a
Figure 53. Neutral Regulating Ball and Spring Installation

5. Attach the troll valve cover and gasket. Be sure the orifice plug is installed.
Torque the M8 capscrew to 23 N•m (17 lb•ft).
5065_036
Figure 54. Troll Valve Cover Installation

Primary and Secondary Clutch Shaft Assembly
1. If removed, install a new front bearing cone on the input end of the clutch
shaft.
a. Heat the bearing cone to 120°C (250°F).
Handle the bearing cone with care. The bearing cone is HOT.
b. Place the bearing cone on the clutch shaft and push it firmly into
position against the clutch housing.
Note: Be sure to seat the bearing cone against the clutch

housing as the bearing cools.
2. Install the clutch piston into the clutch housing.
a. Lubricate and install a new piston ring on the outside diameter of

the clutch piston.
b. Lubricate and install a new O-ring in the inside diameter of the

clutch piston.
c. Thread the two 5/16-18 UNC. rods in to the clutch piston.

d. Lubricate the clutch piston bore with a thin film of grease. Install
the clutch piston into the clutch housings.
Note: If the clutch piston is difficult to install by hand, remove the

clutch piston and inspect the piston rings.
5065_024 5065_023
Figure 55. Piston Ring, O-ring and Clutch Piston Installation
3. Position the clutch shaft under a hydraulic press.
a. Slide the release spring over the shaft.
b. Place the spring retainer on the release spring with the undercut
groove facing away from the spring.
c. Use a special tool to compress the release spring far enough to

expose the snap ring groove in the shaft.
d. Install the snap ring.
5065_022 5065_037 5065_021
Figure 56. Release Spring, Spring Retainer and Snap Ring Installation

4. Install the clutch plates as follows: Install a friction (faced) clutch plate
and alternate with steel and friction plates until the eight steel and seven
friction plates are installed, finishing with a friction plate.
5065_019
Figure 57. Clutch Plates Installation
5. Install the clutch backplate. Press the backplate firmly into the clutch
housing to ensure the splines of the clutch are aligned.
6. Place the internal snap ring next of the clutch back plate.
5065_018 5065_017
Figure 58. Clutch Backplate and Internal Snap Ring Installation

7. Install the front thrust bearing onto the input shaft in this order: thrust race
(pilots on shaft) with recessed bore over the snap ring, needle bearing,
and thrust race (pilots in bore of pinion).
5065_016
Figure 59. Installing Front Thrust Needle Bearing and Thrust Races
8. Lubricate the area of the clutch shaft that will contact the pinion assembly.
Install the pinion assembly. Gently rotate the pinion as it is lowered into
the clutch plates until the splines are fully engaged in all the clutch plates
and the thrust washer is in the bore of the piston.
5065_015
Figure 60. Pinion Assembly Installation

9. Install the larger diameter thrust race into the pinion bore.
10. Install the rear needle bearing and remaining rear thrust race.
Note: This thrust race pilots on the shaft.
5065_014
Figure 61. Front Thrust Races and Needle Bearing Installation

Note: Special Tools, Ground Bearing Cups: Prior to using these

cups for measuring end play, place the unit’s cup onto the
appropriate bearing cone and measure the total length of
the bearing. Place the special grind cup onto the same
bearing cone and measure the total length of the bearing.
Note the difference in the two measurements of the end
play calculation. Repeat for each bearing cup that is used
for setting end play.
Rear Primary Bearing
Bearing height w / original cup O = _________________________
Bearing height w / ground cup G = _________________________
Difference D = O - G _________________________
Rear Secondary Bearing
Difference D = O - G _________________________
Rear Output Bearing
Difference D = O - G _________________________

11. Install a new rear bearing cone on the clutch shaft.
b. Place the bearing cone on the clutch shaft and push it firmly onto
the shaft.
Note: Be sure to seat the bearing cone against the shaft as the
bearing cools.
5065_038
Figure 62. Rear Bearing Cone Installation

Output Shaft and Gear Preliminary Advancement Procedure
Note: To ensure the correct assembly of the output shaft into the
output gear, the advancement of the shaft into the gear
must be measured. The advancement is the distance the
shaft will be pressed into the gear after metal to metal
contact is made after placing the shaft into the gear by
hand.
1. Clean and inspect the output gear tapered bore.
a. Prepare the gear tapered bore surface for assembly by using a

Scotchbrite® pad to remove any burrs.
b. Clean the shaft tapered surface and the gear bore with an
appropriate solvent. Dry the shaft and clear all oil passages in
the shaft with compressed air.
If the gear or shaft is damaged and cannot be repaired without material

removal, replace the part.
The tapered surface of the shaft and matching tapered gear bore must
be completely free of grease, oil dirt, and solvent residue. Failure to
properly clean mating parts could prevent proper advance of the gear
on the shaft and adversely affect torque carrying capacity of the
assembled joint.
2. Place the output shaft into the output gear and seat with a force of 445-
890 N•m (100-200 lb•ft).

3. Measure Dimension A.
4. Measure Dimension B.
5135_0050
Figure 63. Assembly of Output Shaft and Gear

5. Subtract Dimension A from Dimension B to determine advancement.

The advancement should be between 1.27 to 2.03 mm (0.050 to
0.080 in.).
6. Using a hydraulic press, press the shaft into the gear until the gear is
flush with the shoulder of the shaft within 0.05 mm (0.002 in.). This will
require a pressing force of:
245 - 402 kN (25 - 41 tons) for ratios 2.43:1 and 2.04:1

206 - 343 kN (21 - 35 tons) for ratios 1.72:1
171 - 284 kN (17 - 29 tons) for ratios 1.47:1, 1.26:1 and 1.08:1
7. Install a new rear bearing cone on the output shaft.
DO NOT chill or heat the output shaft or output gear while installing the
bearing cones.
b. Place the bearing cone onto the output shaft and press it firmly
into position against the shoulder of the output shaft.
Note: Be sure to seat the bearing cone against the shoulder of

the output shaft as the bearing cools.
8. Install a new front bearing cone on the output shaft.
c. Heat the bearing cone to 120°C (250°F).
d. Place the bearing cone on the output shaft and press it firmly into
position against the shoulder of the output shaft.
Note: Be sure to seat the bearing cone against the shoulder of

the output shaft as the bearing cools.

Front Housing
1. Install a new primary clutch shaft front bearing cup:
a. Deep freeze the bearing cup to -51°C (-60°F) for at least two
hours before installing it.
Handle the bearing cup with care. The bearing cup is extremely COLD.
b. Lubricate the bearing bore is in the front housing.
c. Use a bearing driver to install the bearing cup into the front
housing. Be sure the bearing cup is bottomed in the bore as the
bearing cup warms to the ambient temperature.
2. Install a new secondary clutch shaft front bearing cup.
b. Lubricate the bearing bore in the front housing.
3. Install a new output shaft front bearing cup.
a. Deep freeze the bearing cup to -51° C (-60°F) for at least two
b. Lubricate the bearing bore in the front housing.

4. Install a new input shaft seal.
a. Apply MA1015 sealer to the outside diameter of a new input

shaft seal.
b. Use a seal installation tool to install the seal into the front housing.
Lip of the seal must face into the front housing.

Rear Housing
1. Install the manifold onto the rear housing. DO NOT install the manifold
gasket. Hand tighten the capscrews.
2. Remove the seal from the seal carrier. Install the output shaft seal carrier
onto the rear housing. Install excess shims to avoid preloading the shaft
and bearing. Hand tighten the capscrews.
Note: Place the rear housing on its back. Be sure the rear
housing is securely supported and allow clearance for the
output shaft.
3. Install the appropriate spacer in each of the rear housing bores.
4. Place the Special Ground Bearing Cups in the rear housing bores.

Internal Components
Output Shaft
Install the output shaft in the rear housing.
5065_004
Figure 64. Output Shaft Installation
Gear Pan
1. Position the gear pan in the rear housing.
2. Secure the gear pan with the two M8 x 20 capscrews with thread locker
Loctite® 242 (MA908) and washers. Torque capscrews to 23 N•m
(17 lb•ft).
5065_003
Figure 65. Gear Pan Installation

Suction Tube
1. Lubricate and install a new O-ring in the groove of the rear housing.
2. Apply Loctite ® 242 (MA908) to the threads of the M6 - 1 x 12

hex-socket head screw. Torque the screw to 8.8 N•m (7 lb•ft).
5165_002
Figure 66. Suction Tube Installation
Primary and Secondary Clutch Shafts
Install that primary clutch shaft and secondary clutch shaft in the rear housing.
Front Housing to Rear Housing
1. Be sure the two dowel pins are installed in the front housing.
2. Position a new gasket onto the rear housing.
3. Lower the front housing onto the rear housing aligning the two dowel
pins.

4. Torque the four M8 x 100 and ten M8 x 35 capscrews with washers to

23 N•m (17 lb•ft).
5065_001
Figure 67. Front Housing Installation

Clutch Shaft Bearing Preload Measurement and Shimming
Note: Place the transmission on the front housing. Be sure the

transmission is securely supported.
General
There are two means of measuring the shaft end play to determine the
appropriate amount of shims necessary to obtain the required shaft bearing
preload. One method is to measure the shaft movement while using a dial
indicator and the other method is to use a depth micrometer to calculate the
clearance available for shims. Both methods require the use of a special ground
bearing cup. Due to limited access through the manifold opening, the depth
micrometer measurement may be the desirable method on this transmission.
1. Remove the manifold.
2. Install two Special Tools, TD-21552-101, at the primary shaft with the
two 1/4 - 20 threaded rods or screws to load the bearing cup.
a. Locate the two tool halves such that a load can be applied to the
bearing cup in two locations 180° apart.
b. Clamp the tools to the housing using the appropriate capscrews

with washers. Torque the capscrews to the standard torque valve
as shown in Description and Specifications.
MG_311
Figure 68. Special Tools TD-21552-101

3. Apply 10 lb•in. of torque to the load screw to apply a force to the rear of
the bearing cup and rotate shaft three complete turns. Repeat torquing
10 lb•in followed by rotating the shaft until the applied torque remains on
the screws.
4. Measure the depth from the housing rear to the rear of the bearing cup
and note measurements.
5. Repeat steps 2 through 4 for the secondary shaft.
6. Measure the thickness of the manifold gasket and record this dimension.

Primary Shaft
Housing rear to rear of bearing cup = A ________________

Thickness of gasket = B ________________
Desired preload = C ________________
Bearing height (original cup) – Bearing height (ground cup) = D ________________
Shimpack (including spacer) needed = A + B + C + D = ________________
Secondary Shaft
Housing rear to rear of bearing cup = A ________________

Thickness of gasket = B ________________
Desired preload = C ________________
Bearing height (original cup) – Bearing height (ground cup) = D ________________
Shimpack (including spacer) needed = A + B + C + D = ________________
7. Remove the Special Ground Bearing Cups from the clutch shaft primary
and secondary clutch shaft locations.

Output Shaft Adjustment
1. Remove the seal carrier and shim from the rear housing. Use the seal
carrier without shims to seat the bearing cup and remove the seal carrier.
2. Measure the depth of the output bearing from the machined surface of
the rear housing in three locations and average.
5065_049
Figure 69. Measuring Bearing Depth
3, Measure the height of the pilot shoulder of the seal carrier.
5065_050
Figure 70. Measuring Shoulder Height
4. Calculate the amount of shimming to be added under the seal carrier in

order to get a 0.00 mm (0.000 in.) to 0.08 mm (0.003 in.) axial preload.
Be sure to adjust shims for any difference previously found when
measuring the bearing height.

5. Remove the special bearing cup. Install a new seal in the seal carrier.
a. Apply Loctite® 17430 (M2828) sealer to the outside of a new

output shaft seal.
b. Use a seal driver to install the seal into the carrier. Lip of the seal
must face toward the pilot of the seal carrier. The seal rear face
should be approximately 1 mm (0.04 in.) from the rear face of the
seal carrier.
Rear Housing Bearing Cups
1. Install a new primary clutch shaft rear bearing cup:
a. Deep freeze the bearing cup to -51° C (-61°F) for at least two
b. Lubricate the bearing bore in the rear housing.
c. Use a bearing installation tool to install the bearing cup into the
rear housing. Be sure the bearing cup is bottomed in the bore as
the bearing cup warms to the ambient temperature.
2. Install a new secondary clutch shaft front bearing cup:
c. Use a bearing installation tool to install the bearing cup into the
rear housing. Be sure the bearing cup is bottomed in the bore as
the bearing cup warms to the ambient temperature.

3. Install the bearing spacer.
5065_039 5065_040
Figure 72. Bearing Spacer Installation
4. Install the shim pack as determined by measurement.
5065_041 5065_042
Figure 73. Shim Pack Installation
5. Install a new output shaft rear bearing cup.

c. Install the bearing cup into the rear housing. Be sure the bearing
cup is bottomed in the bore as the bearing cup warms to the
ambient temperature.
6. Apply Loctite® 290 (MA937) in the cavity formed by the inside diameter
of the shims and the pilot of the seal carrier.
7. Install the output shaft seal carrier and shim pack determined by
measurement. Torque the six M10 x 25 capscrews to 45 N•m (34 lb•ft).
Manifold
1. Install the piston rings in the grooves on the primary and secondary clutch
shafts.
2. Align the roll pins in the primary and secondary bearing spacers and
shim packs so they are in a straight line and will align with the pockets in
the manifold.
3. Using a new gasket, install the manifold to the rear housing. Torque the
four M12 x 65, one M12 x 35, one M12 x 45, and one M12 x 75 capscrews
to 80 N•m (30 lb•ft).
5065_043 5065_044
Figure 74. Manifold and Gasket Installation

Install Internal Components
Suction Strainer
1. Place the suction strainer in the manifold. Install an O-ring on the clamp
plate.
2. Secure the suction strainer with the clamp plate and capscrew and
washer.
3. Torque the M8 x 12 capscrews to 23 N•m (17 lb•ft).
5065_045 5065_047
Figure 75. Suction Strainer Installation

PTO Cover
Note: Some units may have a heat exchanger bracket.
1. Position a new PTO gasket on the manifold.
2. Install the PTO cover.
3. Torque the one M12 x 30 and three M12 x 75 capscrews to 80 N•m

(59 lb•ft).
5065_047 5065_048
Figure 76. PTO Cover Installation

Hydraulic Pump
1. Verify that the pump drive tang engages correctly in the slot at the end of
the secondary clutch shaft.
2. Observe the index marks on the pump and the manifold made during
disassembly. Install the pump and gasket following the index marks. Be
sure the suction port mates with passage in the manifold.
Note: Verify that he pump is installed in the correct position. The

position can vary depending on the engine direction of
rotation. If necessary, refer to the Engineering Drawings
at the end of this manual.
3. Torque the four M8 x 110 capscrews to 23 N•m (17 ft•lb).
5065_027
Figure 77. Hydraulic Pump Installation

Output Flange
1. Install a new V-ring, if equipped.
2. Coat the lips of the output shaft seal with grease.
3. Apply anti-seize paste to the splines of the output shaft.
4. Press the flange onto the shaft.
Note: Heating the flange to 135°C (275°F) will make the

operation easier, but care must be taken not to burn the
seal lips.
5065_026
Figure 78. Placing the Output Flange

5. Install a new seal ring.
5065_025
Figure 79. Install Ring
6. Measure the gap between the end of the shaft and the retainer washer
shoulder of the flange. Install a shim 0.05 to 0.15 mm (0.002 in. to 0.006
in.) thinner than the gap.
7. Install the clamp plate and capscrews. Torque the three M12 - 1.75 x 35
capscrews to 80 N•m (59 lb•ft).
5065_025X
Figure 80. Output Shaft Shim, Retainer Washer, and Screw
8. Install a dial indicator and check runout of the output flange. Maximum
allowable value is 0.07 mm (0.003 in.) at both the face of the flange near
O.D. from housing and pilot of the flange from housing. If the runout
exceeds the maximum allowable, remove the flange and index it 90
degrees from its present location on the shaft. Then recheck.

Input Housing.
1. Position the input housing around the centering ring in the front housing.
2. Install the eleven M10 x 35 capscrews with washers. Torque the

capscrews to 45 N•m (34 lb•ft).
Oil Lube Gauge
1. Install an O-ring over the oil level tube fitting.
2. Install tube assembly into housing and torque fitting to 24 N•m (18 lb•ft).
3. Install oil level gauge into tube.

NOTES

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

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

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

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

so that the indicator is perpendicular to the face of the engine flywheel
housing, and the indicator stem is riding on the face of the flange.
Figure 96. Checking Flywheel Housing Flange for Deviations
2. Rotate the engine flywheel, always keeping a thrust in the same direction,
and note the face deviation of the engine flywheel-housing flange. The
face deviation must not exceed the figures given in Table 10.
Table 10. Total Indicator Readings for Engine Flywheel Housing Flange
SAE Housing Number Face Deviations and Bore Eccentricity

mm (in.)
0 0.48 (0.019)
0 0.41 (0.016)
1/2 0.36 (0.014)
1 0.3 (0.012)
2 0.28 (0.011)
3 0.25 (0.010)

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

indicator stem so that it will ride on the bore of the engine flywheel
housing.
Figure 97. Checking Flywheel Housing Bore Eccentricity
4. Rotate the engine flywheel and note the bore eccentricity of the engine
flywheel-housing bore. See the previous Table for allowable tolerances.
5. Bolt a thousandths dial indicator or gauge to the engine flywheel housing

so that the indicator is perpendicular to the engine flywheel, and the
indicator tip is riding on the inner face of the flywheel. Rotate the flywheel.
The variation of the face runout of the surface to which the driving ring is
bolted should not exceed 0.013 mm (0.0005 in) per inch of diameter.
Figure 98. Checking the Flywheel Face Runout

6. With the indicator mounted as in the paragraph above, adjust the indicator
tip so that it will ride on the driving ring pilot bore of the engine flywheel.
Rotate the flywheel. The driving ring pilot bore eccentricity of the engine
flywheel should not exceed 0.13 mm (0.005 in) maximum total indicator
reading. Thrust on the flywheel should be in one direction at all times to
obtain a correct reading.
Figure 99. Checking the Flywheel Pilot Ring Bore Eccentricity

Alignment
Propeller Shaft
Before any attempt to align the engine and gearbox to the propeller shaft, proper
alignment of the propeller shaft must be determined. This includes alignment of
the propeller shaft through all struts and intermediate bearings. Failure to properly
align the propeller shaft may result in premature wear on bearings, vibrations,
or possible damage to other components.
If the length of the shaft from the last support bearing to the gearbox is excessive
or a flexible stuffing box is used, the shaft must be centered prior to engine and
gearbox to propeller shaft alignment.
Engine and Marine Transmission
Proper alignment of an engine and marine unit is critical, both during the initial
installation and at frequent intervals during the life of the boat. It is rather common
for a boat to change its form with various loads and with age. Engine and shaft
alignment can also change on a boat due to varying loads and the boat’s age.
The following steps may be taken to secure proper marine transmission
alignment.
When reinstalling a marine gear after a repair, or when installing a new marine
gear to an engine already mounted in the bed rails, the flywheel housing should
be checked for deflection using the following procedure:
Install the mounting brackets on the side mounting pads of the marine gear.
Install the driving ring on the engine flywheel. Bolt an indicator to the engine
block and set the indicator stem on the engine flywheel housing.

Figure 100. Marine Gear Alignment
Set the indicator gauge at zero (0). Lift the marine gear with a hoist, or other
suitable means, and place the unit in position against the engine flywheel
housing. Secure the flange of the marine gear main housing to the engine
flywheel housing. Use a feeler gauge between each mounting bracket and
engine bed rail. Add shims between the brackets and bed rails to equal the
feeler gauge readings. Carefully release the lifting force on the marine gear
while observing the indicator. The indicator gauge must remain steady at the
zero mark. Torque the bed bolts to the proper rating. If the reading moves from
zero, lift the marine gear and insert additional shims. Continue this procedure
until the marine gear is completely at rest on the bed rails and the gauge
maintains a steady zero reading. After obtaining the correct zero reading,
indicating no distortion of the engine flywheel housing, secure the mounting
brackets to the engine bed rails. Before securing the mounting brackets to the
engine bed rails, the propeller shaft should be checked for alignment.
Note: The transmission output flange and companion flange bolts

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

Engine and Marine Transmission Alignment
When mounting the engine and transmission in the boat, all of the
mounting pads on both the engine and transmission must be used.
Failure to do so may result in damage to the transmission or the engine
flywheel housing.
mounting.eps
Figure 101. Transmission Mounting Configurations

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

Figure 102. Checking Parallel Alignment of the Coupling
As the engine and marine transmission come into their aligned position, it will
be possible to mate the output flange and propeller coupling, and prepare for
bolting together. Care should be taken not to burr or mar this connection
because the fit is very critical. Place a 0.05 mm (0.002 in) feeler gauge between
the flanges of the coupling. Move (slide) the feeler gauge completely around
the coupling. Rotate the marine transmission flange coupling in 90 degree
increments, and move the feeler gauge around the flange in each successive
position. The feeler gauge will fit snugly, with the same tension, all around the
flange coupling in all four positions if the alignment is correct.
If the alignment varies during rotation, additional alignment is necessary, or the

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

Figure 103. Checking Output Flange Face Runout
Figure 104. Checking Output Flange Pilot Eccentricity

Some boats are not structurally rigid and some carry their load in such a way
that they will “hog” or go out of normal shape with every loading and unloading.
Where this condition exists, it important to apply common sense alignment
techniques to minimize the potential damage to any of the components.
During the process of securing final alignment, it may be necessary to shift the
engine many times. When the final alignment is accomplished, mark and drill
the holes for the lag studs or locating dowel pins. Then with final alignment
secured, make up the necessary poured, steel, or hardwood shims, and fasten
the engine and transmission in place. Then recheck the alignment, and if
satisfactory, bolt the coupling together.
There are many types of flexible couplings in the market today that solve a
variety of problems:
! Couplings to reduce noise and vibration.
! Couplings to allow a permanent angular misalignment.
! Couplings that allow engines to be flexibly mounted and take out the
momentary misalignment.
In some cases, the proper alignment of these couplings requires an accuracy

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

Controls Installation
Transmission Controls
Transmission controls must be checked for proper function and

alignment after any transmission selector valve is properly indexed in
relation to the operator’s control lever. Failure to do so could cause
control system malfunction, resulting in personal injury and or damage
to equipment and property.
See specific marine transmission installation drawings for detail and

dimensional information needed for the proper installation of control linkages,
power engaging devices, or electrical connections.
Mechanical Controls
Movement of the operator’s selector lever to the forward, neutral or reverse

position must result in the transmission control valve selector being positioned
in the forward, neutral or reverse detent location. Cables and linkages must be
supported properly and not have any excessive slack that will allow relative
movement between the operators selector lever and the transmission control
valve selector lever.
Power Controls
Selector valve positioning devices must be installed so that full travel of the
actuating cylinder places the transmission selector valve in the detent position
for forward or reverse, as selected, without exerting pressure on the rotational
stop on the selector valve stem. Selecting neutral must place the selector valve
in the neutral detent position. Improper installation of power engaging devices
could cause failure of the selector valve stop permitting improper positioning
of the selector valve and resulting in control malfunction.

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

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

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

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

screw cutting through the jacket and shorting a conductor to the chassis,
welding, drilling, heat/exhaust, burrs, sharp edges, etc.
6. Prevent the cable from becoming a step or hand rail.
7. Make sure connectors will mate properly. Locate and use the connector
orientation key.
8. Circular connectors must be hand tightened and lock wired if possible..

9. Cable or harness bend radius must not be less than eight times the
cable diameter.
10. Avoid twisting or winding the cable along its axis during installation or
removal.
11. Whenever mating connectors, always inspect each for damage or

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

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

brittleness or abuse.
19. Visually inspect for evidence of moisture or corrosion.
Final Checks
Be sure the transmission is filled with oil before starting. See Description and
Specifications and Preventative Maintenance for proper oil and filling procedure.

Twin Disc, Incorporated Special Tools
Special Tools
List of Special Tools
The following pages include the special tool drawings that are specific to this
model. The special tool drawings included are listed below and continued on
the following page.
! TD-300441 Snap Ring Installation Tool
! TD-300442 Snap Ring Removal
! TD-300323 Clutch Piston Installation Tool
! TD-300448 Special Bearing Cup
! TD-300440 Output Gear Installation Tool
! Inner Bearing Installation Tools
! Outer Bearing Installation Tools
! Seal Oil Installation Tools
! Outer Bearing Installation Tools
! End-Play Bracket

Special Tools Twin Disc, Incorporated
TD-300441 - Snap Ring Installation Tool

TD-300442 - Snap Ring Removal Tool

TD-300323 - Clutch Piston Installation Tool

TD-300448 - Special Bearing Cup

TD-300440 - Output Gear Installation Tool

Inner Bearing Installation Tools

Outer Bearing Installation Tools

Seal Oil Installation Tools

Outer Bearing Installation Tools

End-Play Bracket

NOTES

Twin Disc, Incorporated Engineering Drawings
Engineering Drawings
List of Engineering Drawings
The following pages include the engineering drawings that are specific to this
model. The engineering drawings included are listed below and continued on
the following page.
Note: Any part numbers listed in the following engineering

drawings are for reference only. Please refer to your bill
of material for part numbers specific to your model.
! PX-11480 MG-5065SC Cross Section (1 of 10)
! PX-11480 MG-5065SC Installation ( 2 of 10)
! PX-11480 MG-5065SC Cross Section (Electric valve) (3 of 10)
! PX-11480 MG-5065SC Installation (Electric Valve) (4 of 10)
! P-5245 Hydraulic System
! PX-10566 Electric Valve Assembly
! PX-8871A Trolling Valve Assembly
Marine Transmission Operator’s Manual 1022632 159

NIVELLES-BELGIUM
#1022632 04/06
TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM

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TWIN DISC

Document Number: 1022632

Twin Disc, Incorporated makes no warranty or guaranty of any

November 30, 2005 TDWP2004 rev 2005

• MG340, MG360………………………………… 0.0 0.0

November 30, 2005 TDWP2004A rev 2005

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

Marine Transmission Service Manual 1022632 7

Preventative Maintenance ..................................55

Cleaning and Inspection ....................................93

8 Marine Transmission Service Manual 1022632

Special Tools .....................................................147

Engineering Drawings ......................................159

Marine Transmission Service Manual 1022632 9

10 Marine Transmission Service Manual 1022632

Operation and maintenance personnel responsible for this equipment should

Safety and General Precautions

Marine Transmission Service Manual 1022632 11

Important Safety Notice

Proper installation, maintenance, and operation procedures must be followed

Inspect as necessary to assure safe operations under prevailing conditions.

Selecting NEUTRAL disengages transmission clutches but does not

To prevent accidental starting of the engine when performing routine

Select lifting eyebolts to obtain maximum thread engagement with bolt

12 Marine Transmission Service Manual 1022632

Frequent reference to the information provided in the Marine Transmission

Conditions where backdriving may occur:

! Vessel is being towed.

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

! Sailboat under sail with auxiliary engine shut down.

! Vessel tied up or docked in a heavy current.

Any of the following solutions are applicable if any of the above

! Lock the propeller shaft to prevent rotation.

! Add an optional trailing oil pump into the lubrication circuit.

Marine Transmission Service Manual 1022632 13

Ordering Parts and Obtaining Services

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

Ordering Service Parts

14 Marine Transmission Service Manual 1022632

Source of Service Information

Marine Transmission Service Manual 1022632 15

16 Marine Transmission Service Manual 1022632

Description and Specifications

The MG-5065SC is a reverse and reduction Marine Transmission. The output

The MG-5065SC transmission is controlled by hydraulics. Both the primary

Drawing PX-11480 identifies the installation information for the MG-5065SC

Marine Transmission Service Manual 1022632 17

IMPORTANT: WARRANTY IS VOID UNLESS TRANSMISSION IS LUBRICATED AND MAINTAINED AS

Figure 1. Example of MG-5065SC Nameplate

18 Marine Transmission Service Manual 1022632

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

Marine Transmission Service Manual 1022632 19

Taper Roller Bearings

Oil Pump Drive

20 Marine Transmission Service Manual 1022632

The MG-5065SC transmission bearings and clutches on the primary and

Oil Filter Assembly

A spin-on oil filter is an option available on MG-5065SC transmissions.

Marine Transmission Service Manual 1022632 21