Form.: 977.

642

February 2003

HYDRAULIC CONTROLLABLE PROPELLER

SABB HVP-45E

DESCRIPTION-
MAINTENANCE-REPAIR-
PARTS LIST.

SABB MOTOR A.S

P.O.Box 7170 - 5020 BERGEN - NORWAY

Telephone 47-55-348800 Fax 47-55-348801 E-mail: [email protected]

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CONTENT
Page
Specification....................................................... 4

Maintenance......................................................... 5

Description......................................................... 6

Propeller control system............................................ 6

Clutch.............................................................. 7

Hydraulic system.................................................... 7

Wiring diagram 961179 for clutch direction valve

One station......................................................... 9

Wiring diagram 961185 for clutch direction valve

Two stations........................................................ 10

Removing gearbox from engine........................................ 11

Dismantling clutch.................................................. 11

Dismantling gears and servo cylinder................................ 12

Slide system........................................................ 14

Valve holder and valves ............................................ 15

Fitting gearbox to engine........................................... 15

Disassembling and assembling of oil pump with drive

shaft............................................................... 16

Starting............................................................ 16

Oil cooler.......................................................... 17

Trouble shooting ................................................... 17

Emergency “come home” device........................................ 18

Installing engine................................................... 19

Adjustment propeller pitch.......................................... 19

Power Take-Off...................................................... 19

Ordering spare parts................................................ 21

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WARNING

Always follow these health and safety recommendations

carefully:
Loose or baggy clothing can be extremely dangerous when
working on running engines or machinery.
So far as possible, work on or close to engines and machinery
only when stopped. If this is not practicable, remember to
keep tools, test equipment and all parts of the body well
away from moving parts of the engine and or its equipment.
Avoid contact with hot exhaust pipe, manifold and silencer.
These can be very warm and cause severe burns.

Many liquids used in engines and for cleaning are harmful if

accidentally swallowed or splashed into the eyes.In the evnt
of swallowing diesel fuel, rinsing liquid, lubricating oil or
similar liquids ALWAYS OBTAIN MEDICAL ASSISTANCE IMMEDIATELY.
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SPECIFICATION

Type.............................HVP-45E
Reduction ratio..................2,2:1 , 3,05:1 , 3,82:1
Max. input torque................450Nm
Rotation, output flange..........Clockwise seen from aft.
Oil pressure, pitch control... ..65 bar
" " clutch..............24 bar
Oil type.........................Engine oil SAE 20/30
Oil quantity ....................10 litres
Movement of pull rod.............48 mm
Drop, output shaft...............140 mm
Weight...........................150 kg
Adapter..........................SAE 3 (dia. 409,55 mm)
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MAINTENANCE

Routine maintenance is limited to checking oil level, oil

change, filter change and greasing of rear end oil seals.

OIL CHANGE

Oil is pumped out by means of the oil drain pump while oil
is still warm. Drain as much as pump can take in order to
prevent sedimentation.
Fill approx. 10 liters engine lubricating oil SAE 20/30
through the dipstick plug hole.
For gearbox with Power Take-Off: Fill through plug hole in
P.T.O. housing.
Check oil level regularly.
Change the oil first time after 50 hours running and then
every year or 450 hours running.

CHANGING OIL FILTER

The oil flow is passing through the high pressure oil filter
situated behind the oil pressure pump.
Replace oil filter element when changing oil: Unscrew filter
housing using a 22 mm pipe wrench or ring spanner. Remove the
old filter element and insert a new. Replace O-rings if
damaged.

GREASING OIL SEALS

Grease the seals by giving grease cup one turn a day.

If greaser is difficult to reach by hand, install a remote
greaser with pipe/hose connection for the 1/4 " BSP threads.

TIGHTENING TORQUES:

M8 bolts, hex.heads.................25 Nm
M10 bolts, hex.heads.................50 Nm
M12 bolts, hex.heads.................88 Nm
M16 bolts, hex.heads................220 Nm
M16 UNBRAKO bolts...................350 Nm
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DESCRIPTION

HVP-45 is designed for fishing boats and similar boats for

commercial use. Robustness is emphasized, and the gearbox
must meet with the required loads and durability.

The reduction ratio is 2,2:1 , 3,05:1 and 3,82:1. Direction of

rotation is left hand input, and right hand output.(viewed
from rear)

The torque is transmitted from engine flywheel through the

flexible coupling 25 to the hydraulic disc clutch 18.
The intermediate flange 3 has a shrunk-on gear 27 for
driving the hydraulic pump 46 and Power Take-Off (PTO) if
fitted.
From the clutch the torque is transmitted to drive shaft 37
and gear 39. The drive shaft is supported by taper roller
bearings.
The intermediate shaft 94 and gear 40 are running in the two
taper roller bearings 67 and 101 (thrust bearings). The
intermediate flange 92 is fitted to the intermediate shaft and
locked by the shaft guide 106 and four bolts 131.
The sealing is by oil seals 91, 97 and O-ring 107.

PROPELLER CONTROL SYSTEM

The system comprises following parts:

The servo cylinder 77 with front and rear end plates 81 and
72, servo cylinder end cover 79, servo piston rod 89 and
servo piston 76. The piston has high pressure sealing ring 75.
The piston rod is connected to the flange 87 which has two
unions 170 and internal bores for oil supply to fore and aft
side of the servo piston.
The servo piston/cylinder unit does not rotate, but is
connected to the rod 95 via two taper roller bearings 65.
The rod runs through the intermediate shaft 94 supported by
two bushes 93.
The connection to propeller shaft system is by means of a
split coupling and a split union.

The oil flow to both sides of the servo piston is controlled

by the servo spool 155 in the servo valve housing 154. The
latter is bolted to the gear housing with 2 bolts 152. The
pipes 162 and 166 take the oil to fore and rear side of the
servo piston 76.
The pitch arm 191 is hinged to front end of servo spool 155.
The other end of pitch arm is connected to the pitch slide
block 183, pitch lever shaft 182 and pitch lever 181.
Lower part of pitch arm will follow the axial movement of
servo cylinder via sliding bolt 192.
Function:
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The slide spool is pulled forward or astern by the external

pitch control lever 181, and oil is fed to fore or at side
of servo piston.
The servo cylinder will then move correspondingly and act on
the pitch arm 191 which will take the servo spool back into
zero position and close oil flow. Thus any position of the
pitch arm 191 will make the servo cylinder/rod unit remain
in the corresponding position.

This pre-selector system also acts opposite way:

If the propeller pitch tends to alter due to thrust force,
the slide spool will automatically conteract by admitting
oil pressure to fore or rear of servo piston. The propeller
will then regain the pitch determined by the position of
the pitch control lever 181

The oil pressure for pitch control system is set for 45 bar.

CLUTCH.

The clutch is a hydraulic operated disc clutch unit. The oil

pressure will keep the clutch engaged, and oil is led in
through bore in the pinion shaft 37.
When disengaging clutch the oil will flow back to the sump,
and the clutch discs are separated by means of springs.
Only the clutch drum and the outer discs will rotate when
disengaged. The hydraulic pump will always rotate with
running engine.

HYDRAULIC SYSTEM

The high pressure oil pump 46 is fitted on port side of the

gearbox and driven by the gears 27 and 52.
The pump shaft 58 has female spline and is connected to the
pump via the sleeve 48 which has male spline.

Oil is sucked from the sump strainer 197 and is fed through
the high pressure filter 149 to the valve base bracket 218.
The valve base bracket comprises the following parts:
Oil pressure valve 225, pressure reducing valve 207, clutch
direction valve 209, oil supply sleeve 123 and the oil
pressure gauges 213 and 230.
Oil pressure valve 225 is adjusted for 45 bar, and pressure
is registered by the pressure gauge 230. The valve controls
the oil pressure for the hydraulic propeller pitch system. The
pressure setting may be altered by removing the protective
cap, loosen the lock nut and turn screw in (increase) or out
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using a screw driver.

The pressure reducing valve 207 controls pressure for the
clutch system. Setting value is 24 bar. Clutch pressure is
registered by the gauge 213 mounted in the reducing valve.
Adjust by loosening the lock nut in front of valve, and turn
screw in or out using a screw driver.
Oil to the clutch flows from reducing valve 207 to the
direction valve 209 which is operated electrically (12 or
24 volt) by a switch in the pilot house. The oil continues
via the oil supply sleeve 123 through the pinion shaft bore
to the clutch. When disengaging clutch oil will return to
the direction valve and to the sump.

WIRING OF CLUTCH DIRECTION VALVE.

The electric operated clutch direction valve

has two solenoids (i.e. electric engaging and disengaging)
In case of circuit break-down the direction valve will remain
in latest position.
The direction valve is marked "SOL A" rear end and "SOL B"
fore end. The corresponding plugs are grey for "SOL A", and
black for "SOL B". Thus the grey plug is for rear solenoid.
The switch should have "ON" and "OFF", wiring "ON" to "A" and
"OFF" to "B".
See diagrams next pages.
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REMOVING GEARBOX FROM ENGINE

1. Undo the shaft coupling from propeller shaft. Drive out

the thrust pin and pull shaft coupling backwards.
2. Unscrew the split union. Using a slide gauge measure
distance between rod ends and note the figure.
3. Undo remote control cable, and remove the plugs from
direction valve. Loosen the gearbox fixing bolts from
flywheel housing. Pull gearbox aft and lift. If the
gearbox sticks in the elastic coupling, use screwdrivers
or similar tools between the flanges.
Further dismantling depends on the job to be done.

DISMANTLING CLUTCH

1. Drain gearbox oil by operating the drain pump 199.

2. Remove cover 32. If PTO, remove it.
3. Unscrew the centre bolt 11 by means of an air driven 24mm
socket wrench.
4. Extract the coupling hub by means of 4 pcs. 12 mm bolts.
5. Unscrew 6 pcs. bolts 23 in the ball bearing flange 23 and
pull off the flange together with coupling flange and
the outer clutch drum. Observe that the ball bearing 9
may stick to the pinion shaft due to tight fit.
6. Bend the tongue of the lock washer 15 and unscrew ring
nut 14, using a hook spanner SKF No HN8.
The clutch is now free to be pulled off.
7. Replacement of burnt clutch discs or defective oil seals
should be done by the factory. If you wish to have it
done locally, please study the separate clutch drawing
behind. Release the spring force on the lock ring 7; in a
press. Take care not to lose the springs which separate
the clutch discs. Note the position of inner and outer
discs. It is essential these are fitted again in the same
order: inner disc aftmost, then every other outer and
inner. Fit the springs between the inner discs.
The O-ring 2 and 3 and the seal 11 are high temperature
resistant and should always be replaced by new original
rings in connection with clutch repair.
8. Pull the ball bearing flange 13 and the coupling flange 3
apart.
9. Remove the seal 70 and replace. Inspect the sleeve 67 for
wear and replace if necessary.
10. Assembling of clutch is carried out in opposite direction
to dismantling. First push the clutch unit into position
on shaft. Then tighten ring nut 27 firmly and lock it.
See that the clutch discs slide into their grooves to
avoid bending. If the bolts 23 have been out, apply
loctite to secure.
Replace the gasket 16.
Mount the remaining parts and tighten the bolt 6 with 20
kpm torque. Secure with lockwasher 7.
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DISMANTLING GEARS AND SERVO CYLINDER

1. Remove four bolts 131 in intermediate shaft guide 106.

2. Use extractor to pull off intermediate shaft flange 92.
The extractor pin should press against the pull rod when
this is in foremost position.
3. Remove seal flange 96. Keep the shims 137 for later use.
4. Undo hoses and wires from valve base bracket 218.
5. Remove four bolts 220 and pull off base bracket. Keep the
shims 138.
6. Unscrew the ten bolts 102.And remove cover 2
7. Note: To remove the pinion shaft 37, first take off the
clutch. See DISMANTLING CLUTCH.
Unscrew the four bolts 29 and remove the collar 31.
8. Push out the drive shaft 37 from the frontside. The
double taper bearing 35 has tight fit on the shaft, so a
pressing device is necessary.
The shaft may also be pushed forward from the rear side
after the circlip 120 has been removed and the bearing
107 has been pulled off. Push out the remaining parts of
the bearing 35.
9. Take out the intermediate shaft 94.
10. Unscrew 8 bolts 142, 144 and 148 keeping the side cover
142. Remove the cover.
10. Remove pressure pipes 162 and 166.
11. Remove two bolts 152 and take out servo valve housing 154
with servo spool 155 and pitch arm 191. Take care of the
pitch arm plug 193 and the sliding bolt 192.
12. Unscrew four bolts 88.
13. The complete servo cylinder with attachment flange 87 may
be pulled backwards and out.
Further dismantling of servo cylinder as follows:
14. Remove circlip 61.
15. Pull out rod 95 with bearing sleeve 63 and bearings.
16. Fix front end plate 81 in a bench vice. Use a pin through
the side bores to unscrew the cylinder.
17. The servo piston is unscrewed by means of special wrench,
using the two end bores.
18. Now the cylinder end cover 79 and end plate 81 are free
and can be pulled off.
19. Rear servo cylinder end plate 72 is pushed out of
cylinder.
20. Check all parts for damage and wear. The surfaces of
cylinder and servo piston rod 89 must be smoth and
without scratches.
21. Replace seals 75 and 82. Also replace all O-rings.
Use only original seals and O-rings.
22. Replace servo piston rod 89 if damaged or scratched.
Unscrew the ring nut 84 and use pressing device to press
out the piston rod from the attachment flange 87.
23. Fit new piston rod. Note the punch mark on piston rod
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just in front of M30 threads and see that the marks are
flush with mark in flange 87. The position is essential
for functioning of the hydraulic system.
24. Tighten the ring nut and lock it.
25. Utmost care and cleanliness are important in order to
obtain correct function and long life of the hydraulic
system. All parts should be cleaned and dryed using soft
rags. Oil bores are blown through with dry compressed
air.
Also check carefully that metal particles and burrs from
machining are completely removed before assembly.
26. Fit servo cylinder opposite sequence to disassembly.
The hydraulic seal 82 has a nylon ring which is facing
forward. Apply Loctite 242 to the threads of servo
cylinder and piston, and tighten well.
27. Inspect the rod 95 for wear or damage. Replace rod if
necessary.
28. Inspect the taper roller bearings 65 and replace if worn.
Fit again without axial clearance, but permit rollers to
move freely. Adjust axial clearance by means of ring nut
68. The outer nut should be tightened well after
clearance is set. Lock the nuts with the lock washer
between the two nuts, bending one tongue over each nut.
29. The clearance between roller bearing sleeve 63 and the
circlip 61 is adjusted to zero by means of shim 62.
30. The complete servo cylinder is now fitted. Use new gasket
86. Tightening torque for bolts 88 is 5 kpm.
31. Check pinion on drive shaft 37 and gear wheel on
intermediate shaft 94 for damage or wear before
installing.
If the gear wheel 38 has to be replaced, unscrew the
bolts and remove the gear ring 64. The gear wheel has
press fit and a hydraulic press must be available.
New gear wheel is heated on electric cooker or in oven to
150 centigrade before mounting. Check the taper bearings
35, 67, 101 and the spherical roller bearing 107 for wear
or damages.
If worn, use a clamp to remove the bearings. The bearings
67 and 69 on the intermediate shaft 94 may be hammered
out with a drift through the holes.
Fit new bearings and make sure that the bearings bottom
all round.
The bearing 35 consists of two identical taper bearings
plus a spacer between.
The bearing can only be replaced as one unit, supplied
from Sabb Motor AS.
33. Inspect bushes 93 for wear. Replace if required.
After fitting use an adjustable reamer (supported) to
smooth bushings to 25 H8, i.e.+0,033/0,000. File three
groves for lubrication of the bushes, 3x0,5 mm.
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34. First fit the complete intermediate shaft 94. Then fit
the pinion shaft 37 with bearing 107 in position in the
gearbox housing.
The bearing 35 is mounted as follows:
Push into position in housing the rear outer race.
Heat the two inner races to 150 centigrade and push into
position on the shaft. Then fit the spacer and finally
the fore outer race. Fit the collar 31 and tighten the
screws 29 with spring washers 108.

35. If new bearings have to replaced .They have to be placed

in cover with new gasket. Position it on the dowels and
tighten up with 5 kpm torque.
36. Check the axial clearance for the intermediate shaft,
using original shims 137 and with seal flange 96 fitted
and tightened up. The pinion shaft 37 is positioned by
the bearing , and need no shimming. Axial clearance
between bearing and valve base bracket 218 should be 0-
0,1 mm.
Use a rubber mallet to hammer the intermediate shaft in
both directions.
There should be no axial movement, but the shaft must not
jam between the bearings.
Measure axial clearance with a micrometer gauge, and add
corresponding shims until zero.
37. Before fitting finally the seal flange 96 replace both
oil seals 97. The seals are fitted "back-to-back" with
sealing lips apart. The space between seals is filled
with grease. The outer seal has a bronze spring. The
inner seal is without spring.
38. Before fixing the valve base bracket 218 check wear of
sleeve 259. The sleeve is easily pushed out after
unscrewing bolt 235. Use a socket wrench or similar
hooking device from behind.
Replace the O-rings together with the sleeve. Apply some
grease to the O-rings. Align sleeve bores horizontally
and push home until bolt 235 enters its hole to prevent
rotation.
39. Check the sleeves 109, replace if worn or damaged.
40. Intermediate flange 92 is heated on a cooker to approx
100 centigrade, and fitted rapidly so that it does not
bite on the shaft.
41. Fit intermediate shaft guide 109, new O-ring 107 and seal
ring 91.
42. Tighten the bolts 131 to 8,8 kpm

SLIDE SYSTEM

1. Inspect carefully the servo valve housing 154 and the

servo spool 155. No scratches or scores are accepted in
these parts. The edges should be sharp. The servo spool
is lapped into the housing and the two parts should
be replaced as one unit.
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All parts of the slide system must operate smoothly

without backlash. Worn parts should be replaced. Use new
circlips and make sure these are correctly positioned in
their grooves. All parts to be rinsed and cleaned before
assembling again.
2. Fit slide system with new O-ring 78 and tighten bolts to
5 kpm.
3. Fit oil pressure pipes 162 and 166.
4. Fit the nylon pitch arm plug 193.
5. Fit the complete gearbox side cover 140.

NOTE: When fitting, lower part of cover should rest against

the nylon plug to prevent the sliding bolt 192 from
dropping out, until slide block 183 is positioned in the
fork.
6. Fit external hoses again.
VALVE HOLDER AND VALVES

See also HYDRAULIC SYSTEM

Replacing the press. reducing valve 207 or direction valve

209:

1. Remove wires from direction valve, and unscrew the four

cap screws 211 securing the valve to the holder.
The valves are now free and may be replaced.
2. In the "P"-connection bore of the reducing valve an
orifice nozzle is fitted, the function of which is to
reduce the shock during engagement of clutch. The nozzle
is easily removed and should be fitted again with the new
valve.
3. Make sure the O-rings are properly fitted again.
4. Fit the four cap screw, and connect wires again.

FITTING GEARBOX TO ENGINE

1. Check rubber element in elastic coupling before lifting

gearbox into position. Tighten bolts evenly as gearbox
enters its guide in flywheel housing.
2. Connect pull rods with the split union, so that the rods
maintain their previous position. Measure distance
between rod ends, this should be same as before
dismantling.
Tightening torque for split union bolt: 12 kpm.
3. Connect the shaft coupling with thrust pin positioned in
the groove. Tightening torque for M16 Allen screws is 35
kpm and for the 16 flange screws 20 kpm.
4. Connect oil hoses and control cable.
5. If Power Take-Off: Clean sealing faces and apply liquid
joint as required.
6. Fill up with lubricating oil SAE 20/30 to upper mark on
dipstick.
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DISASSEMBLING AND ASSEMBLING OF OIL PUMP WITH DRIVESHAFT

1. Remove hoses and high pressure filter 149. Unscrew the

bolts 44 and pull out the pump.
2. Check the spline connection for wear.
3. If the spline connection is worn, pump shaft 58 and
spline sleeve 48 have to be replaced.
4. The shaft is only removable with gearbox detached from
engine.
5. Remove the clutch. See “DISMANTLING CLUTCH”.
6. Remove the circlip 49 and pull out the end cover 57,
using a screwdriver. Unscrew the nut 55 and knock the
shaft backwards. The gearwheel 52 is now loose and will
fall down.
Keep the key 59.
7. Inspect the ball bearings 120 and 50 and replace if
necessary.
8. Insert the shaft and fit the parts in opposite way to
disassembling.
9. If the spline connection has been replaced, fit a new
spline sleeve 44 on the pump shaft. Secure the nut with
Loctite.
10. Smear the spline connection with molycote grease, fit a
new gasket 43 and the pump. Fit the hoses and high
pressure filter. Prime the suction hose opening with oil
in order to ease the pump function during initial start.
11. Assemble the clutch and the elastic coupling. See
“DISMANTLING CLUTCH”.

STARTING

1. Before start, if pressure reducing valve 207 has been

replaced, unscrew pressure adjusting screw fully.
This will prevent damage to the clutch if oil pressure is
too high.
2. Also unscrew the adjusting screw in pressure valve 225 to
lower the start pressure.
3. Disengage clutch before starting the engine. Adjust
pressure on valve 225 until pressure gauge shows 83 bar.
4. Permit engine to idle until gearbox oil is warm.
5. Adjust again pressure on valve 225 to 45 bar.
6. Adjust pressure on reducing valve 207 until gauge 213
reads 35 bar. Tighten lock nut. Test clutch and pitch
controls when engine is idling.
7. Check pitch and clutch function on running engine.
NOTE: ALWAYS ADJUST PROPELLER PITCH TO
NEUTRAL BEFORE ENGAGING THE CLUTCH

8. Check that all external seals and hose connection are oil
tight.
9. Re-tighten external bolts, nuts and hose connections
after some hours of operation.
Top up with lub.oil as required.
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OIL COOLER

The gear oil temperature should not exceed 70 degrees C.

Maximum allowable temp. is 80 degrees C. Higher temps. will
cause increased wear and reduce the life of gaskets and
seals.
The internal leak will cause sluggish and delayed
control of entire system.

The oil cooler capacity depends mainly on water temperature

and water flow through cooler. In general our standard
gearbox oil cooler is adequate. As a rule of thumb
calculate necessary capacity of oil cooler to be 10% of
engine rating.

The cooler is installed in the sea flow line from water

inlet, at pump suction and before the heat exchanger,
and the sea water flow should be opposite to the oil flow.
The gearbox oil temperature should be checked after the
cooler has been installed to make sure the temp is below
70 degrees C.
Our standard coolers have large inlet/outlet (45 mm) suitable
for keel cooling.

TROUBLE SHOOTING

Following information may be to some use for trouble shooting

and repair.
The oil pressures stated are for warm gearbox.
Oil pressure for pitch control is set for 45 bar and for the
clutch pressure is set for 35 bar.
The oil pressure settings are for gearboxes running at max.
ratings. For lower ratings, some pressure drops may be
accepted.
Too low pitch control pressure may cause slow and sluggish
pitch movement, and too low clutch oil pressure may cause
slipping and disc damage.
Check oil gauges regularly.

Low oil pressure for pitch control is normally caused by:

1. Lack of oil in sump. Check level.

2. Clogged high pressure oil filter. Check.
3. If oil pump takes in air the gauge will show unstable
pressure. If oil tends to foam, the reason is probably
a leaky suction hose. Check hose fittings.
4. Loose oil pressure relief valve. Adjust oil pressure and
tighten lock nut.
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5. Clogged sump strainer. If normal oil/filter service is

followed the sump strainer does not require attention.
The strainer is serviced at major overhauls only.
Access to strainer: Pump out sump oil and remove the sump
strainer bracket 194.

6. Worn hydraulic pump. Check as follows:

Undo pressure hose 223 at pressure gauge end, and connect
hose to a pressure gauge direct, leaving out the pitch
control system.
Start engine with clutch disengaged. If pressure is still
low, the pump is leaking or worn and must be replaced.

When replacing the pump also check the spline connection.

If pressure is normal, 45 bar, the fault is in the pitch
control system.

7. Remove cover 140 (see DISMANTLING GEAR AND SERVO

CYLINDER)
Check that pressure pipe 162 and 166 are tight and fixed.
If the pipes are OK, check the oil seal 82 visually. If
oil leaks through this seal, it should be replaced.
Sump oil level must be lowered some so that the seal is
visible. Press the servo cylinder backwards and note if
any oil is leaking through the seal.
This check will always cause some oil leaking out of the
gearbox.
Clutch should be disengaged during the check.
8. If the reason for oil pressure drop is still not found,
contact your nearest SABB Service or the factory .
9. Irregular oil clutch pressure, with pitch control system
in order, is likely caused by defective clutch direction
valve or pressure reducing valve .
The valve may be sent to the factory or to specialist for
inspection.
10. If pitch control function becomes sluggish and slow, and
oil pressure is OK, the reason is likely undue friction
in the propeller. Stern grease of unsuitable make is
slowly washed away from the propeller boss, increasing
the internal friction. Always use water resistant grease.
The ship must be beached for checking propeller.
11. If oil pressure drops completely the pump drive
components will need attention:
First check oil level and oil filter. If these are OK,
remove oil pump and check the pump drive components.
Also see that the pump shaft is free to rotate.
12. If the clutch does not permit engaging or
disengaging: Defective direction valve/solenoid,
ineffective electric wiring or voltage drop. Check fuses
and wire connections.
If the defect is traced to the solenoid this should
be replaced. The defective unit may be checked by
specialist.
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EMERGENCY "COME HOME" DEVICE

IN CASE OF DEFECTIVE CLUTCH DIRECTION VALVE THE CLUTCH MAY BE
ENGAGED MANUALLY.

The gearbox has double-acting direction valve. In case of

break-down of electric supply to the solenoids the valve will
remain in its latest position. Thus there is no danger that
the clutch will engage or disengage when the electric circuit
is cut off.
The valve may be operated manually by pushing
forward (engage) and backwards (disengage).

Use a thin piece of metal to push the valve.

INSTALLING ENGINE/GEARBOX TO PROPELLER SHAFT

Correct alignment of gearbox output shaft against the

shaft coupling is essential. The final adjustment should
be done when boat is afloat.
The shaft coupling should be fixed to the shaft
and bolts properly tightened-up before final alignment.
The cap screws are tightened to 35 kpm, and the flange bolts
to 22 kpm.
Thrust pins and bolts should be matched to the slots
in propeller shaft as required.
First rotate shaft coupling by hand and use a rigidly mounted
clock gauge to check that the machined face runs true axially.
Repeat the procedure for the gearbox flange.
Then holding the two flanges firmly together use a feeler
blade to measure the parallel alignment in four positions.
The alignment is acceptable if a feeler 0.05 mm can not enter
between the flanges. Rotate shaft coupling and check again
every 1/4 turn.Bolts tightened with 8,8 kpm.

Check alignment again after appr. 150 operating hours. At the

same time re-tighten the foundation mounting bolts.

The propeller blades are set with max astern pitch , i.e.
the operator control and pull rod in rearmost position.
In this position connect the rods with the split union.
Bolt is tightened to 9 kpm.

ADJUSTMENT OF PROPELLER PITCH:

The movement of pitch control lever is limited by the

screw 175. Determine the pitch which is best for boat speed
at max. operating rpm., and adjust the screw accordingly.
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ORDERING SPARE PARTS

Use the parts list, and state:

Gearbox type and serial No.
Part name and part No.
Quantity
Name and address/forwarding address
Required transport (airmail/surface mail or other) Spares are
ordered through your SABB agent or direct to:

SABB MOTOR A.S, 5020 BERGEN, NORWAY. P.b 7170

Any information in this booklet is subject to change without

prior notice to the customer.

February 2003

SABB MOTOR A.S.

Bergen, Norway