Manual Transmision MG5225

TWIN DISC
INCORPORATED
Service
Manual Marine
Transmission
Model:
MG-5222DC
MG-5225DC
MGX5222DC
MGX-5225DC
Document Number: 1023375

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
1023375
March, 2009
Marine Transmission
Service Manual
TWIN DISC, INCORPORATED
EXCLUSIVE LIMITED WARRANTY-
COMMERCIAL MARINE TRANSMISSION,
SURFACE DRIVE, and ELECTRONIC CONTROL SYSTEMS
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
twenty-four (24) months from the date of shipment by Twin Disc, Incorporated to original customer, but not to exceed twelve
(12) 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.
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 or 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
installation or a guarantee of performance.
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 and 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 on all Commercial Marine Products except on Electronic Control Systems. . 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.
January 12, 2011 TDWP10098 rev 2011
FLAT RATE SCHEDULE FOR
COMMERCIAL MARINE TRANSMISSION
(Hourly Labor Rate Must be Acceptable to Twin Disc, Incorporated.)
Unit Clutch Repair R&R R&R Rebuild
Product Code / Model Series R&R
Rebuild (both packs) Pump Valve Valve
0432 - MG5010 & MG5011 SERIES 10.0 8.0 2.0 1.0 1.0 0.5
0401 - MG506 SERIES 10.0 11.0 4.0 1.0 1.0 0.5
0435 - MG5050 SERIES 10.0 11.0 4.0 1.0 1.0 0.5
0437 - MG5061 & MG5062V SERIES 10.0 11.0 4.0 1.0 1.0 0.5
0453 - MG5055A SERIES 10.0 11.0 4.0 1.0 1.0 0.5
1706 - MG5065A SERIES 10.0 11.0 4.0 1.0 1.0 0.5
1707 - MG5065SC SERIES 10.0 11.0 4.0 1.0 1.0 0.5
0425 - MG5085 SERIES 10.0 12.0 4.0 1.0 1.0 0.5
0442 - MG5075A SERIES 10.0 12.0 4.0 1.0 1.0 0.5
0443 - MG5075SC SERIES 10.0 12.0 4.0 1.0 1.0 0.5
0476 - MG5082 SERIES 10.0 12.0 4.0 1.0 1.0 0.5
0419 - MG5114 SERIES 10.0 17.0 5.0 1.0 1.0 0.5
0433 - MG5090 SERIES 10.0 17.0 5.0 1.0 1.0 0.5
0489 - MGX5114A SERIES 10.0 17.0 5.0 1.0 1.0 0.5
0490 - MGX5114SC SERIES 10.0 17.0 5.0 1.0 1.0 0.5
0491 - MGX5114IV SERIES 10.0 17.0 5.0 1.0 1.0 0.5
1719 - MGX5095A SERIES 10.0 17.0 5.0 1.0 1.0 0.5
1728 - MG5095A SERIES 10.0 17.0 5.0 1.0 1.0 0.5
1729 - MG5095SC SERIES 10.0 17.0 5.0 1.0 1.0 0.5
0405 - MG514 SERIES 10.0 25.0 6.0 1.0 1.0 0.5
0447 - MG5145A SERIES 10.0 25.0 6.0 1.0 1.0 0.5
0448 - MG5145SC SERIES 10.0 25.0 6.0 1.0 1.0 0.5
0492 - MGX5135A SERIES 10.0 25.0 6.0 1.0 1.0 0.5
0494 - MGX5145SC SERIES 10.0 25.0 6.0 1.0 1.0 0.5
0426 - MG516 & MG5170 SERIES 10.0 28.0 8.0 1.0 1.0 0.5
0477 - MG5170 SERIES 10.0 28.0 8.0 1.0 1.0 0.5
0412 - MG5200 SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0416 - MG518 SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0459 - MG6557SC SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0461 - MG6557RV SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0473 - MG-520-1HP SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0479 - MG-5222DC SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0480 - MG-5225DC SERIES 10.0 32.0 10.0 1.0 1.0 0.5
1743 - MGX-5225DC SERIES 10.0 32.0 10.0 1.0 1.0 0.5
0441 - MG-6650-00-SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0446 - MG-6848-00-SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0478 - MG-6690SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0484 - MGX-61500SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0485 - MGX-6650 SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0487 - MGX-6690SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0488 - MGX-6848SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
1711 - MG-5321 SERIES 12.0 32.0 16.0 1.0 1.0 0.5
1721 - MGX-6620SC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
1732 - MGX-5321DC SERIES 12.0 32.0 16.0 1.0 1.0 0.5
1737 - MGX-6599A SERIES 12.0 32.0 16.0 1.0 1.0 0.5
0408 - MG540 SERIES 20.0 62.0 20.0 1.0 1.0 0.5
0418 - MG5600 SERIES 20.0 62.0 20.0 1.0 1.0 0.5
1741 - MGX-5600 SERIES 20.0 62.0 20.0 1.0 1.0 0.5
January 12, 2011 TDWP10098A rev 2011

FLAT RATE HOUR ALLOWANCE
COMMERCIAL MARINE SURFACE DRIVE
ASD ASD ASD1 ASD ASD ASD

Description of Flat Rate Labor ASD6 ASD8
10 11 2 14 15 16
Removal and Reinstallation 2 3 3 3 4 6 8 8
Recondition complete unit 5 6 6 6 6 6 8 8

and test for leaks
Replace front oil seal 1 1 1 1 1 1 1 1
Replace input shaft 1 3 3 3 3 4 4 4
Replace input gear/sprocket 1 3 3 3 - - - -
Replace Chain 1 4 4 4 - - - -
Replace H-Joint 2 2 2 2 3 3 3 3
Replace thrust ball 2 2 2 2 3 3 3 3
Replace retainer ring 2 2 2 2 2 2 2 2
Replace propeller shaft 2 3 3 3 3 4 4 4
Replace thrust tube 2 3 3 3 4 5 6 6
Replace rear oil seal 1 1 1 1 1 1 1 1
Replace steer cylinder 1 1 1 1 1 1 1 1
Replace power steer pump 1 1 1 1 1 1 1 1
Replace trim pump 1 1 1 1 1 1 1 1
Replace Ball Boot 2 2 2 2 2 2 2 2
Replace and align driveline 1 2 2 2 2 3 3 3
FLAT RATE HOUR ALLOWANCE

COMMERCIAL MARINE ELECTRONIC CONTROL SYSTEMS
* Travel and related expenses are not included as a part of Twin Disc Electronic Control Warranty.
Description of Flat Rate Labor

(hours allowed for function to the EC075 EC200 EC250 EC300 External Sensor
right =>)
Removal and Reinstallation and Test 3 3 3 3 1
Electronic Control Repair * 0 0 0 0 0

* there are no serviceable internal components
January 12, 2011 TDWP10098B rev 2011

Twin Disc, Incorporated Table of Contents
Table of Contents
Introduction..............................................................15
General Information................................................................................15
Safety and General Precautions............................................................15
Preventative Maintenance......................................................................17
Towing.....................................................................................................17
Ordering Parts and Obtaining Services..................................................18
Source of Service Information................................................................19
Warranty.................................................................................................20
Description and Specifications................................21

General...................................................................................................21
Power Ratings........................................................................................23
Construction Features............................................................................24
Lubrication Features...............................................................................25
Specifications..........................................................................................27
Optional Equipment................................................................................30
Torque Values for Fasteners...................................................................33
Wear Limits.............................................................................................36
Operation.................................................................37
General...................................................................................................37
Hydraulic System with Manual Control Valve.........................................38
Manual Control Valve Assembly.............................................................41
General Overview of GP Control Valve -Electronic Interface..................47
EC050 Modes of Operation....................................................................51
Hydraulic System with GP Control Valve................................................53
Power Take-off (Optional).......................................................................54
Trailing Pump (Optional).........................................................................55
Power Flow.............................................................................................55
Marine Transmission Service Manual 1023375 9

Table of Contents Twin Disc, Incorporated
Preventative Maintenance.......................................59
In-boat Maintenance and Repair............................................................59
Lubrication..............................................................................................59
General Maintenance.............................................................................60
Periodic Visual Inspection.......................................................................62
Troubleshooting.......................................................65
General Overview of Troubleshooting....................................................65
Pressure Test Kit.....................................................................................66
Troubleshooting of EC050 Control Identified Problems..........................67
Symptom: Cruise mode does not work...................................................69
Symptom: Unable to transition from Cruise mode to Troll Mode............71
Symptom: Troll mode does not work......................................................73
Symptom: Trolling has incorrect speed range........................................75
Symptom: Trolling mode entered, but propeller speed does not respond
to slip speed command (No LED fault codes)....................................75
Symptom: Propeller speed not maintained while in Troll mode..............76
Disassembly............................................................83
Prepare Transmission for Disassembly..................................................84
Remove Transmission External Components and Sub-Assy’s...............85
Remove Output Flange...........................................................................89
Remove and Disassemble Manifold and Bearing Carrier.......................90
Remove Primary and Secondary Shafts.................................................93
Remove Output Shaft and Gear.............................................................94
Disassembly of Primary Shaft or Secondary Shaft Assembly................97
Disassembly of GP Control Valve with Electronic Interface..................102
Disassembly of Mechanical Control Valve............................................106
Cleaning and Inspection........................................ 111

Cleaning................................................................................................ 111
Inspection............................................................................................. 113
10 Marine Transmission Service Manual 1023375

Assembly............................................................... 117
Prior to Assembly.................................................................................. 118
Assembly of Mechanical Control Valve................................................. 119
Assembly of GP Control Valve Elec Interface (MGX units)..................122
Assembly of Mechanical Control Valve (MG units)...............................124
Preliminary Assembly...........................................................................126
Installation of Output Shaft and Gear...................................................128
Installation of Output Shaft Rear Bearing.............................................132
Output Shaft Tapered Roller Bearing Adjustment.................................133
Installation of Output Flange.................................................................137
Assembly and Installation of Primary and Secondary Shafts...............140
Installation of Bearing Carrier...............................................................150
Assembly and Installation of Manifold..................................................156
Primary and Secondary Shaft Bearing End Play Adjustment...............159
Installation of Manifold Exterior Components.......................................161
Installation of Transmission External Components...............................167
Adjustment of Main Pressure................................................................170
Sequence Valve Adjustment Procedure................................................171
Installation.............................................................175
Prior to Installation................................................................................175
Alignment (also reference SAE J-1033 and J-617).............................176
Installation.............................................................................................181
Installation of EC050 Control Module...................................................189
Install the Module on GP Valve Body....................................................190
Install Speed Pickups...........................................................................190
Wiring of Battery, Manual Override Switch, and Start Relay.................192
Wiring of Speed Pickups.......................................................................193
Wiring of Temperature Sensors............................................................193
Wiring of Solenoid Inputs......................................................................193
Wiring of “Not In Neutral” Indicator (NIN)..............................................193
Install Customer Supplied Troll Switch.................................................194
Ignition Wiring.......................................................................................194
Operation with Troll Switch...................................................................195
Installation of Customer Supplied Slip Speed Signal Device................195
Measurement of Gear Ratio.................................................................197

Special Tools.........................................................199
List of Special Tools..............................................................................199
Recommended Pump Set and Fluids...................................................201
Driver T-18050-96.................................................................................203
Bearing Cup Driver T-18050-116..........................................................204
Seal Driver T-18050-120.......................................................................205
Bearing Driver T-18050-723..................................................................206
Bearing Driver T-18050-607..................................................................207
Driver T-18050-609...............................................................................208
Bearing Driver T-18050-610/612...........................................................209
Clutch Shaft Pickup Fixture T-18050-752.............................................208
Spring Retainer Hold Down T-19998....................................................209
Output Gear & Shaft Puller for Assembly T-20023 - Sh. 1 of 4.............212
Details for Puller T-20023 - Sh. 2 of 4...................................................213
Details for Puller T-20023 - Sh. 3 of 4...................................................214
Spacer for SKF Hydraulic Assembly T-20023 - Sh. 4 of 4....................215
Sleeve for Runout Check T-21302-1.....................................................216
Oil Seal Protector T-21347 (MGX-5222DC)..........................................217
Oil Seal Driver T-21347-1 (MGX-5222DC)...........................................218
Oil Seal Protector T-18050-696-1 (MGX-5225DC)...............................219
Oil Seal Driver T-18050-696-2 (MGX-5225DC)....................................220
Lifting Bracket for Clutch Removal in Boat...........................................221
Bearing Driver T-18050-772..................................................................223
Output Gear Lifting Fixture T-19987.....................................................224

Engineering Drawings...........................................225
1016473 Electric Trailing Pump............................................................227
1022822A-1 MGX-5222 Assembly......................................................228
1022822A-2 MGX-5222 Cross Section and Parts...............................229
1022822A-3 MGX-5222 Parts.............................................................230
1022822A-4 MGX-5222 Installation.....................................................231
1022825A-1 MGX-5225 Assembly......................................................232
1022825A-2 MGX-5225 Cross Section and Parts...............................233
1022825A-3 MGX-5225 Parts.............................................................234
1022825A-4 MGX-5225 Installation.....................................................235
1022826A-1 MG-5222 Assembly.........................................................236
1022826A-2 MG-5222 Cross Section and Parts.................................237
1022826A-3 MG-5222 Parts................................................................238
1022826A-4 MG-5222 Installation.......................................................239
1022827A-1 MG-5222 Assembly.........................................................240
1022827A-2 MG-5222 Cross Section and Parts.................................241
1022827A-3 MG-5222 Parts................................................................242
1022827A-4 MG-5222 Installation.......................................................243
A7119AM Hydraulic Schematic (MG Units - Mechanical Valve)...........244
A7119AL Hydraulic Schematic (MGX Units - Electric Valve)................245
1020412 Mechanical Valve Assembly...................................................246
1020413 Mechanical Valve Assembly with Trolling Valve.....................247
1021658Q GP Valve Assembly.............................................................248
1022309A EC050 (E-Troll)....................................................................249
1022313A EC050 (Profile)....................................................................250
B3649U Heat Exchanger Requirements...............................................251

NOTES

Twin Disc, Incorporated Introduction
Introduction
General Information
This publication provides service information for the Twin Disc models MG-
5222DC, MGX-5222DC, MG-5225DC, and MGX-5225DC marine
transmissions. 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 unaccepted
maintenance/working practices.
Marine Transmission Service Manual #1023375 15

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.
16 Marine Transmission Service Manual #1023375

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

Operator’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 the 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.
The following solutions are applicable for all MG and MGX-5222DC

and MG and MGX-5225DC transmissions if any of the above
conditions are present:
Lock the propeller shaft to prevent rotation.
Add an electric-driven auxiliary oil pump into the lubrication circuit.
Refer to the hydraulic system prints for more details on auxiliary 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 from 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, emanating 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.

Twin Disc, Incorporated Description and Specifications
Description and Specifications
General
There are four distinct assemblies in the MG-5222/5225 and MGX-5222/5225

marine transmission family that are included in this manual. They are identified
by different drawings.
Assembly drawing 1022822A identifies the MGX-5222 unit.
Assembly drawing 1022825A identifies the MGX-5225 unit.
Assembly drawing 1022826A identifies the MG-5222 unit. This unit is equipped
with a mechanical control valve.
Assembly drawing 1022827A identifies the MG-5225 unit. This unit is equipped
with a mechanical control valve.

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.
OIL CAPACITY
CUSTOMER
GAL. MARINE TRANSMISSION NO.
LUBRICATION: MIN. OIL PRESSURE AT RATED RPM P.S. I.
EVERY 10 SERVICE HOURS OR DAILY: CHECK OIL LEVEL WITH ENGIN E RUNNING AND
MARINE TRANSMISSION IN NEUTRAL.
EVERY 100 HOURS (WHERE A GREASE FITTING IS PROVIDED):
LUBRICATE OUTPUT SHAFT SEALS WITH WATER PUMP GREASE TO PREVEN T BILGE WATER
ENTERING HOUSING.
EVERY 1000 SERVICE HOURS OR 6 MONTHS, WH ICHEVER COMES FIRST: DRAIN
AND REFILL HOUSING WITH CLEAN OIL. REMOVE AND REPLACE FILTER E LEMENT WHERE APPLICABLE.
CLEAN SUCTION SCREEN.
204098C
IMPORTANT: WARRANTY IS VOID UNLESS TRANSMISSI ON IS LUBRICATED AND MAINTAI NED AS
SPECIFIED IN THE SERVICE MANUAL AV AILABLE ON REQUEST. REFER TO "MARINE TRANSMI SSION
LUBRICANT" PLATE SHIPPED WITH UNI T.
(BILL OF MATERIAL NO. MUST BE GI VEN WHEN ORDERING PARTS.)
INCORPORATED
MADE IN U.S.A. RACINE, WI. 53403 U.S.A.
Figure 1. Nameplate for MG-5222 and MG-5225 Marine Transmissions
Figure 2. Nameplate for MGX-5222DC and MGX-5225DC Marine

Transmission

Power Ratings
The MG(X)-5222DC and MG(X)-5225DC transmissions 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 when viewing rear of engine). This series of marine transmissions cannot
be driven by a left hand rotation engine. Contact an authorized Twin Disc
distributor for more information.
Transmission clutches are hydraulically applied using main oil pressure. All
bearings, clutches and gears are lubricated and cooled with low-pressure oil.
Always reference the Bill of Materials (BOM) or Specification number when

ordering service parts.

Construction Features
Housings
The MG(X)-5222DC and MG(X)-5225DC transmissions have a one-piece main

housing. Front housing sizes in SAE No. 0 and SAE No. 1 sizes are available.
A top cover, bearing carrier, and manifold (sealed with gaskets) complete the
housing enclosure.
Bearings
The primary and secondary clutch shafts and pinions are supported and located
by a combination of straight and tapered roller bearings. Bearing clearances
for each clutch shaft and pinion assembly are set by use of a single shim pack
at the rear-tapered roller bearing on each shaft. Tapered roller bearings also
support the output shaft and have bearing clearance adjusted by use of shims
at the bearing carrier.
Oil Pump and Drive
The oil pump is driven by the secondary clutch shaft.

Lubrication Features
The MG(X)-5222DC and MG(X)-5225DC transmissions have a lubrication tube

located inside the main housing. The tube extends from the front to the rear of
the inside of the housing. The lubrication tube has drilled holes in the tube that
spray oil on the transfer gears and the primary and secondary pinions. Bearings
and clutches on the primary and secondary shafts are lubricated through drilled
passages in the shafts. Output shaft 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.
Filter Assembly
A spin-on oil filter is located on the top of the manifold. The replacement element
is Twin Disc part number 1016502. This should be replaced at 1000 hour or six
month intervals, whichever comes first.
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
The heat exchanger is designed to maintain the oil in the hydraulic system of
the marine transmission at the proper temperature by passing raw or fresh
water through the heat exchanger. The heat exchanger should be installed in a
location convenient to both coolant and marine transmission oil.

Specifications
Maximum operating speed: 2500 rpm
Maximum shifting speed: 900 rpm
Maximum oil sump temperature: 93° C (200° F)
Oil type and viscosity: See data plate below
Oil capacity: 31.4 liters (8.3 gal) plus hoses and heat exchanger
Oil Pump: 88 liters per minute (23.2 GPM) at 2300 RPM
Approximate Dry weight: 1046 kg (2306) lbs.
Oil pressure: See Table 1 for oil pressure specifications. Minimum oil pressure
when cruising is 1725 kPa (250 psi).
Figure 3. Oil Specification Plate

Table 1. MGX-5222DC and MGX-5225DC Oil Pressure Specifications
Limits for Marine Transmission equipped with 1021658 Control Valve

and 2415 kPa (350 psi) proportional valve, and 1000 mA supply current.
(P = primary; S = Secondary; N = Neutral)
Valve Inlet Primary Secondary Lube Cooling
Range
Min Act Max Min Act Min Act Min Act Max Temp
rpm
kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa °C
(psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) °F
1725 1862 1696 0 97 234
P
(250) (270) (246) (0) (14) (34)
1725 1862 0 1696 97 234
1800
S
(250) (270) (0) (246) (14) (34)
1725 1862 0 0 214 372
N
(250) (270) (0) (0) (31) (54)
1655 1793 1558 0 14 55
P
(240) (260) (226) (0) (2) (8)
1655 1793 0 1558 14 55
600
S
(240) (260) (0) (226) (2) (8)
1655 1793 0 0 34 83
N
(240) (260) (0) (0) (5) (12)
Note: It is required that lube pressure with primary clutch

engaged must equal lube pressure with secondary clutch
engaged within 21 kPa (3 psi). Oil temperature to be in
normal operating range.
Table 2. MGX-5222 and MGX-5225 Sequence Valve Plateau Pressure
Sequence
Min. Actual Max.
Valve
kPa kPa kPa
MGX5222
(psi) (psi) (psi)
MGX5225
1413 1482
Primary
(205) (215)
1413 1482
Secondary
(205) (215)
Table 3. MG-5222DC and MG-5225DC Oil Pressure Specifications
Limits for Marine Transmission equipped with 1020412 Control Valve

(P = primary; S = Secondary; N = Neutral)
Valve Inlet Primary Secondary Lube Cooling
Range
Min Act Max Min Act Min Act Min Act Max Temp
rpm
kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa °C
(psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) (psi) °F
1725 1862 1696 0 97 234
P
(250) (270) (246) (0) (14) (34)
1725 1862 0 1696 97 234
1800
S
(250) (270) (0) (246) (14) (34)
280 690 0 0 214 372
N
(40) (100) (0) (0) (31) (54)
1660 1790 1558 0 14 55
P
(240) (260) (226) (0) (2) (8)
1660 1790 0 1558 14 55
600
S
(240) (260) (0) (226) (2) (8)
255 310 0 0 34 83
N
(37) (45) (0) (0) (5) (12)

Note: It is required that lube pressure with primary clutch

engaged must equal lube pressure with secondary clutch
engaged within 21 kPa (3 psi) Oil temperature to be in
normal operating range.
Table 4. MG-5222DC and MG-5225DC Engagement Profile
Table 5. MG-5222DC and MG-5225DC Engagement Profile
Table 6. MG-5222DC and MG-5225DC Clutch Fill and Rate of Rise Detail

Optional Equipment
The following optional equipment for use with the model MG(X)-5222DC and
MG(X)-5225DC transmissions are available through the nearest authorized
Twin Disc distributor.
Optional Trailing Pump
A 115 vac electric powered trailing pump system is available. It is identified as

part number 1016473. A drawing is included in the Engineering Drawings.
Power Take-off
A live power take-off pump mount is available in sizes SAE J744 No. 32-4 and
SAE J744 No. 38-4.
A hydraulically clutchable PTO is available in sizes SAE J744 No. 32-4 and
SAE J744 No. 38-4.
Metric to NPTF Adapter Kit
An adapter kit (K1090) is available to convert the oil drain plug opening, the
transmission oil ports to and from the heat exchanger, and the pressure test
ports from metric to NPTF threads.
Mounting Brackets
Steel fabricated mounting brackets for rigid mounting are available. They are
part number 1016428Y.

Torsional Input Coupling
Several models of torsional input couplings are available, including Vulkan

VKE4911S in both 14” and 18” flywheel sizes as well as Centa CF-R in both
14” and 18” flywheel sizes. There is also an optional inertia ring available for
use with the Vulkan VKE type couplings
Heat Exchanger
There are two different remote heat exchangers available, one for use with raw
water, and one for use with fresh (engine jacket) water. Contact a Twin Disc
Authorized Distributor for the correct part number.
Companion Flange Assembly
The 1002312 companion flange assembly consists of the companion flange

as well as the 12 bolts and nuts to secure it to the marine transmission’s output
flange

Table 7. MGX-5222/5225 Pressure Specifications with 320 mA Supply Current
Limits for Marine Transmission equipped 1021658 Control Valve

with 2415 kPa (350 psi) Proportional Valve and 320 mA supply current
Range Min. kPa (psi) Act. kPa (psi) Max. kPa (psi) Min. kPa (psi) Act. kPa (psi) Max. kPa (psi)
Primary 303 (44) 483 (70) 0 (0) 0 (0)
Secondary 0 (0) 0 (0) 303 (44) 483 (70)
Table 8. Pressure Limits with Hydraulic Clutch PTO
Limits for Marine Transmission equipped with Hydraulic Clutch PTO
PTO Control Vlave Disengaged PTO Control Valve Engaged

Input rpm
Min. kPa (psi) Act. kPa (psi) Max. kPa (psi) Min. kPa (psi) Act. kPa (psi) Max. kPa (psi)
600 0 (0) 0 (0) 1655 (240) 1793 (260)
1800 0 (0) 0 (0) 1725 (250) 1862 (270)
Table 9. Gear Advance and Piston Travel
Minimum Maximum
Component
mm (in.) mm (in.)
Primary Transfer Gear Advance 2.84 (0.112) 3.68 (0.145)
Secondary Transfer Gear Advance 2.84 (0.112) 3.68 (0.145)
Primary Clutch Piston Travel 2.55 (0.100) 3.05 (0.120)
Secondary Clutch Piston Travel 2.55 (0.100) 3.05 (0.120)
Output Gear Advance 9.52 (0.375) 11.05 (0.435)
Table 10. Bearing End Play
Primary and Secondary

Tapered Roller Bearing Endplay
Minimum Maximum
0.05 mm (0.002 in.) 0.15 mm (0.006 in.)
Output Shaft Bearing Endplay
Minimum Maximum
0.05 mm (0.002 in.) 0.15 mm (0.006 in.)

Torque Values for Fasteners
Note: All threads and bearing face to be lubricated with light oil
film prior to assembly.
Table 11. U.S. Standard Fine and Coarse Thread Capscrews, Bolts, and Nuts
Thread SAE Grade 5 SAE Grade 8

Diameter lb - ft Nm lb - ft Nm
1/4 6-8 8 - 11 10 - 12 14 - 16
5/16 13 - 17 18 - 23 20 - 24 27 - 32
3/8 25 - 29 34 - 39 35 - 41 48 - 55
7/16 37 - 43 51 - 58 55 - 65 75 - 88
1/2 60 - 70 81 - 95 83 - 97 113 - 131
9/16 82 - 98 111 - 132 120 - 140 163 - 190
5/8 120 - 140 163 - 190 165 - 195 224 - 264
3/4 205 - 245 278 - 332 295 - 345 400 - 467
7/8 330 - 390 448 - 528 470 - 550 638 745
1 495 - 585 671 - 793 715 - 835 970 - 1132
1 1/8 615 - 735 834 - 997 1015 - 1185 1377 - 1606
1 1/4 850 - 1000 1163 - 1355 1375 - 1625 1865 - 2203

Table 12. Metric Coarse Thread Capscrews, Bolts, and Nuts
Property Class 8.8 Property Class 10.9 Property Class 12.9
lb•ft N•m lb•ft N•m lb•ft N•m

6.5 - 7.5 9-10 9 - 10 12 - 14 10 - 12 14 - 16
16 - 18 21 - 25 23 - 26 31 - 35 25 - 29 34 - 40
32 - 36 43 - 49 44 - 51 60 - 68 51 - 59 70 - 80
55 - 63 74 - 86 77 - 88 104 - 120 89 - 103 121 - 139
132 - 151 179 - 205 189 - 217 256 - 294 219 - 253 298 - 342
257 - 295 348 - 400 364 - 418 493 - 567 429 - 493 581 - 669
445 - 511 603 - 693 626 - 720 848 - 976 737 - 848 1000 - 1150
714 - 820 987 - 1113 1235 - 1421 1674 - 1926 1475 - 1697 2000 - 2301
Table 13. Tapered Pipe Plugs (with thread lubricant)
Torque Values for Lubricated Pipe Plugs

Recommended Torque in Nm (ft-lb)
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 - 1-1/2 109 ± 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)

Table 14. Straight Threaded Tube Fittings, Hose Fittings, and O-ring Plugs
Nominal Nominal
Nm lb•ft Nm lb•ft
Thread Thread
+ 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

Wear Limits
MG(X)-5222DC and MG(X)-5225DC Clutch Plates
Steel separator plates cone:
Maximum: 0..25mm (0.010 in.)
Steel separator plate thickness:
215736 -- 2.29 to 2.34 mm (0.090 to 0.092 inch)

215736B -- 2.59 to 2.69 mm (0.102 to 0.106 inch)
Friction clutch plates cone:
Maximum: 0.25mm (0.010 in.)
Friction plates minimum thickness: 3.02 mm (0.119 inch).

Twin Disc, Incorporated Operation
Operation
General
The manual control valve obtains primary, neutral and secondary positions.
When these positions are selected, the control valve directs high-pressure oil
through internal passages to operate the clutches. The manual control valve is
not used on MGX-5222 and MGX-5225 models.
The GP Control Valve with the EC050 Module is used to obtain neutral, primary
clutch engagement, and secondary clutch engagement in this transmission while
in the Cruise and Troll modes of operation. . When these positions are selected,
the control valve directs high-pressure oil through internal passages to
instantaneously and smoothly engage the clutches. The pressure rate-of-rise,
controlled by the EC050 Control Module, provides a rapid, smooth, clutch
engagement. The control continuously monitors various input signals, and
controls the transmission electrical valves accordingly. The control contains
three LED’s to advise the operator of control status.
The control continuously monitors several inputs, and updates transmission

control signals to optimize vessel operation.
While in Cruise mode, both the power LED and the energized solenoid LED
will display green.
While in Troll mode, the power LED will display green, and the energized
solenoid LED will display red.
The three LED’s are also used to provide fault message information during
operation. See the Troubleshooting section of this manual for more information
on the significance of these LED’s.
Note: The EC050 Control Module is available in either a Profile

Module or an Etroll Module. The Profile Module provides
for Cruise operation only.

Operation Twin Disc, Incorporated
Hydraulic System with Manual Control Valve
The oil pump draws oil through the strainer from the oil sump and discharges it
through the oil filter. Filtered oil enters the control valve through
the inlet port. The incoming oil forces the pressure regulator piston against the
springs to open the path to the lubrication circuit. Oil not used for clutch
engagement flows past the regulator piston to become lubrication oil.
Lubrication oil flows through the heat exchanger to the lubrication oil circuit in
the transmission to lubricate and cool the clutches and bearings. There is a
lubrication oil pressure relief valve to limit maximum lubrication oil pressure to
approximately 890 kPa (120 psi).
In Neutral, the inlet port of both clutches is connected to the atmosphere. Since
the area behind the clutch pistons is open to sump, the clutches are
disengaged. Oil is distributed through the lubrication system. The area between
the pressure regulating piston and the rate-of-rise piston is connected through
an orifice at all times. The pressure in the rate of rise cavity increases until it
reaches the neutral regulated pressure as determined by the neutral regulator
spring behind the ball. The passage behind the spring is connected to sump in
neutral.
When the control valve is shifted to engage either clutch, the valve directs main
pressure to engage the selected clutch pack. Oil is also directed to the
neutral regulator spring cavity, seating the ball, preventing the flow of oil from
the rate of rise cavity. Oil flows through the orifice, compressing the regulator
springs. This progressively increases the clutch engaging pressure causing
the clutches to engage at a controlled rate.
The control valve allows only one clutch to be engaged at a time, and the oil
from the disengaged clutch is vented to sump (atmospheric pressure). The
clutch return springs overcome any centrifugal head that may exist behind the
piston, and move the disengaged clutch’s piston to the disengaged position
minimizing clutch plate drag.
General
The control valve assembly contains passages and ports to direct pressurized
oil within the transmission’s hydraulic system. The pressure-rate control piston
within the control valve assembly provides a rapid, smooth, oil pressure increase
in the hydraulic system during clutch engagement.

Figure 15. Hydraulic Schematic MG Models

Figure 16. Hydraulic Schematic MGX Models

Manual Control Valve Assembly
Manual Control Valve — Neutral
Refer to Figures 17 and 18. Oil enters the control valve body through passage
A and fills chamber B. Oil is also supplied to the rate of rise chamber which is
pressure regulated by the neutral regulator springs and check ball. The oil causes
the pressure regulating piston to partially compress the piston outer and inner
springs against the pressure-rate control piston. This pressurizes the oil in
chamber B and the rate of rise chamber. This pressure is controlled by the
neutral regulator spring and shims.
The movement of the pressure regulation piston against the springs exposes
port C in the valve body. Port C directs overage oil to the lubrication oil circuit.
Passage D (which is the engaging outlet to the primary clutch) and Passage E
(which is the engaging outlet to the secondary clutch) are interconnected by
slot F in the control valve stem when in the neutral position. The slot is aligned
with a drilled hole and cored cavity in the face of the valve body. The drilled
hole and cored cavity are aligned and drilled holes that pass through the main
housing to sump. Therefore, passages D and E are at atmospheric pressure
at this time. Also, passage J is at atmospheric pressure because port H
interconnects with slot F. This area between pistons and around springs is
vented to the sump of the transmission. This area is at atmospheric pressure
at all times permitting the return to sump of any leakage oil past the pistons.

Figure 17. Mechanical Control Valve - Neutral - Cutaway View
Figure 18. Mechanical Control Valve - Neutral - End View

Manual Control Valve — Primary
When a shift to the primary position is desired, the control valve lever is moved.
The shift causes the control valve stem to rotate and assume the
position indicated in Figures 19 and 20. The pressurized oil in chamber B is
directed through ports G and K to passages D and J. Passage D is aligned
with a passage directing main pressure oil to the primary clutch. Pressurized
oil from port K travels through passage J and seats the ball against its seat,
thus preventing oil from exiting chamber L to sump. Oil also travels from chamber
A through an orifice into chamber L. This orifice meters the oil for a steady,
smooth pressure rise from the neutral regulated pressure in chamber L. As
chamber L fills with oil, the pressure rate-control piston moves against the
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 because slot F remains open to
sump.
When a shift is made from primary to neutral, the valve stem is rotated to the
position illustrated by Figures 17 and 18. Under these conditions, passage D
is connected to sump by slot F. Passage J also is connected to sump by port H
in the valve stem. Because passage D is connected to slot F, oil drains rapidly
from the primary clutch to sump. Because 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 until the cavity is once
again at the neutral regulated pressure. The primary clutch is now disengaged
and main system pressure reduced to neutral pressure.

Figure 19. Mechanical Control Valve - Primary - Cutaway View
Figure 20. Mechanical Control Valve - Primary - Sectional View

Manual Control Valve — Secondary
When a shift to the secondary position is desired, the control valve lever is
moved. The shift causes the control valve stem to rotate and assume the position
indicated in Figures 21 and 22. The pressurized oil in chamber B is directed
through ports G and K to passages E and J. Passage E is aligned with a
passage directing main pressure to the secondary clutch. Pressurized oil from
port G travels through passage J and seats the ball against its seat, thus
preventing oil from exiting chamber L to sump. Oil also travels from chamber A
through an orifice into chamber L. This orifice meters the oil for a steady, smooth
pressure rise from the neutral regulated pressure in chamber L. As chamber L
fills with oil, the pressure rate-control piston moves against the 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 D
remains at atmospheric pressure because slot F remains open to sump.
When a shift is made from secondary to neutral, the valve stem is rotated to the
position illustrated by Figures 17 and 18. Under these conditions, passage E
is connected to the sump by slot F. Passage J is also connected to sump by
port H in the valve stem. Because passage E is connected to slot F, oil drains
rapidly from the secondary clutch to sump. Because 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 until the cavity
is once again at the neutral regulated pressure. The secondary clutch is now
disengaged and main system pressure reduced to neutral pressure.

Figure 21. Mechanical Control Valve - Secondary - Cutaway View
Figure 22. Mechanical Control Valve - Secondary - End View

General Overview of GP Control Valve with Electronic Interface
The General Purpose (GP) control valve is a hydraulic valve assembly for use
with Twin Disc Marine Transmissions, that may include an integral electronic
interface control module. The valve assembly contains current controlled
proportional cartridges.
Valve_6598
Figure 23. GP Valve Assembly Mounted on Marine Transmission

GP Control Valve Hydraulic Portion
The hydraulic portion of the GP Control Valve is made up of two blocks, a lower
main regulator valve body, and an upper valve body. The upper valve body
contains two electrically actuated proportional valves, and a manual direction
control cartridge valve. The lower valve body contains the hydraulic pressure
regulating valve and a temperature sensor if the application requires it. The
hydraulic pressure regulating valve (Assembly 1021658) is comprised of a
spring and spool, with an adjustment cover. The regulating valve body contains
a ball check valve assembly in parallel with an orifice with a filter that provides
rapid fill and damping for the rear cavity of the regulator valve. The manual
direction control cartridge valve contains a switch (some have two identical
switches) that is closed when the valve is in the neutral position. Separate
identical proportional cartridges are used for the primary and secondary clutch
actuation. When the primary or secondary clutch is selected by the operator,
the control valve directs high-pressure oil through internal passages to operate
the clutches. The pressure-rate of rise (profile) is controlled electronically by
the EC050 Control Module (Profile or E-Troll) to provide a rapid, smooth, oil
pressure increase in the clutch hydraulic passages during engagement.
The proportional valve coils are low resistance devices that are current
driven. The use of an uncontrolled power source may supply too much
current and damage the proportional valve.

Figure 24. Hydraulic Schematic (GP Control Valve) -- Assy 1021658

top hydraulic valve1
Figure 25. Top Hydraulic Valve Body Assembly
assy1021658_lower
Figure 26. Main Regulator Assembly (1021658)

EC050 Modes of Operation
Entrance into Cruise or Troll mode is based on the status of the Troll switch
input, transmission engine speed, transmission propeller shaft speed,
transmission gear ratio, set point command signal, and direction inputs.
Cruise Mode
An electrical signal is supplied to the transmission valve using a predefined

profile of current versus time. This results in a pressure rate of rise profile for
optimum feel while avoiding transmission damage due to excessive energy
levels. The transmission clutch is fully engaged when operating in this mode.
Cruise mode is entered from neutral whenever the Troll switch is open, and a
shift is commanded by the operator. This mode is also entered from Troll mode
if an engine over-speed, over-acceleration, or loss of engine speed signal has
been detected.
The profile of current versus time is predefined based on the EC050 part
number. The initial fill level for entering Cruise mode is factory set. The MG
Profile and MGX Profile modules can be field adjusted, if necessary, by qualified
technicians with the proper equipment. The initial fill level for cruise mode
cannot be field adjusted for modules with Etroll. Some fault conditions will
result in faster pressure rise for transmission protection.
Note: There are no inhibits restricting entry into Cruise

mode. Operators should only enter Cruise mode at
safe engine speed as defined in the transmission’s
Operator’s manual.

Troll Mode - Etroll Modules Only
Troll mode allows a propeller shaft speed slower than Cruise mode by controlling
the slip of the forward or reverse clutch. The propeller speed will be controlled
by the set point command signal. This signal can be provided from a
potentiometer, voltage signal, or current signal, depending on the installation.
The control learns the type of signal that is provided upon power up.
The EC050 module supports two types of Troll mode. Closed loop Troll is the
default Troll type. In the event of a propeller speed sensor failure, open loop
Troll is the effective Troll type. Closed loop Troll holds the commanded propeller
speed by measuring the speed and making adjustments to the valve coil current
to compensate for variations in engine speed, propeller loading, and
transmission oil temperature. If the propeller speed signal is missing or too
low to be measured by the control, open loop Troll will maintain a set pressure
level, and propeller speed could vary. The control will automatically return to
closed loop Troll if the propeller speed signal returns at a satisfactory level.
Troll mode operation is allowed over an engine speed range which is safe for
the particular transmission and is part number dependent.
The initial level when entering Troll mode from Neutral is factory set, and can be
field adjusted, if necessary, by qualified technicians with the proper equipment.
Note: Measurement of gear ratio must be performed prior

to initial Troll mode operation. This is performed
automatically by the module while in Cruise Mode
for at least 9 seconds. Steady operation for 20
seconds is recommended.

Hydraulic System with GP Control Valve
The oil pump draws oil through the strainer from the oil sump and discharges it
through the heat exchanger to the oil filter. Filtered oil enters the control valve
through the inlet port. The incoming oil is supplied to the main pressure regulating
valve in parallel paths through a ball check valve and an orifice with filter to
quickly regulate and dampen pressure oscillations, satisfying the main pressure
requirements of the transmission and cascading all remaining oil flow into the
lubrication circuit. Oil not used for clutch engagement flows past the regulator
piston to become lubrication oil. Lubrication oil flows through the lubrication oil
circuit in the transmission to lubricate and cool the clutches and bearings.
Main pressure is supplied to the inlet of each proportional valve and to the inlet
of the manual direction control valve. In Neutral, the inlet port of both clutches is
connected to the sump. Since the area behind the clutch pistons is open to
sump, the clutches are disengaged.
When one of the clutches is commanded to engage, the proportional valve

directs main pressure to a passage in the clutch shaft. The oil is directed to a
small area chamber behind the clutch apply piston and also against the sequence
(“S”) valve that is located in the clutch shaft or externally on the housing. The
pressure on the small area of the clutch apply piston quickly moves the piston
to engage the clutch at a low capacity level. The pressure rises until the “S”
valve opens, allowing the high pressure oil to be supplied to the large area of
the clutch apply piston, providing a rapid increase in the clutch capacity. The
rate-of-rise is controlled electronically and pre-fills the engaging clutch at a
predetermined level and then increases to full pressure, following a
predetermined timing sequence. The initial pre-fill level is factory adjustable by
means of an adjustment screw embedded in the bottom surface of the electronic
interface. Field adjustment of this feature should never be attempted without
special equipment and knowledge of its use to prevent serious mechanical
damage to the marine transmission or vessel.
Clutch release occurs when the proportional valve is de-energized and the oil
from the small area of the clutch apply piston is allowed to flow to sump through
the control valve and the oil from the large area of the clutch apply piston is
allowed to flow to sump through a dump ball in the clutch housing and through
the “S” valve through a passage in the shaft or housing into the transmission
sump.
The EC050 Control Module allows only one proportional valve to be energized
at a time, thus, only one clutch can be engaged at a time, and the oil from the
disengaged clutch is vented to sump (atmospheric pressure). The clutch return
springs move the disengaged clutch’s piston to the disengaged position
minimizing clutch plate drag.

Manual Direction Control Valve Operation
The manual direction control valve is locked in the NEUTRAL (center) position
during normal operation. There are three possible positions of the manual
direction control valve stem. If conditions exist that the operator wishes to
manually operate the transmission for any reason, the operator can remove the
locking pin from the direction control valve and push the stem into the valve for
the engagement of clutch A or pull it out of the valve for the engagement of
clutch B. The manual direction control valve has an integral switch (some have
two identical switches) with contacts that are closed only when the manual
direction control valve is in the NEUTRAL position. This switch must be wired
such that the engine cannot be started while clutch A or clutch B is engaged.
Engagement of a clutch with the Manual Direction Control Valve should

only be done with the engine at idle speed.
override_valve3
Figure 27. Manual Direction Control Valve
Power Take-off (Optional)
There is a separate manual (part number 1020075) which describes the

operation, installation, troubleshooting, and service of the optional Power
Takeoffs (PTO) for this marine transmission.

Live Power Take-off
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.
Trailing Pump (Optional)
The trailing pump is used to supply oil flow to the transmission lubrication circuit
when the transmission is in a backdriving condition. Backdriving (sometimes
referred to as “windmilling”) occurs when the engine is shut down and the
transmission output shaft is being driven by water flow across the propeller.
An optional electric motor driven trailing pump is available and oil flow from the
trailing pump flows through a check valve into the transmission’s lubrication
circuit via one of the pressure test ports.
Power Flow
Input power to the transmission is usually through a torsional coupling mounted
on the engine flywheel. A driveshaft transmits power to an input flange that is
spline connected to the forward end of the primary (forward clutch) shaft causing
the primary shaft to rotate in engine direction during engine operation. Power
is transmitted to the secondary shaft by means of the transfer gear teeth on the
outer diameter of the primary clutch housing. These teeth are in constant mesh
with gear teeth on the of the secondary clutch housing causing the secondary
shaft to rotate in anti-engine direction. The primary and secondary pinions on
their respective shafts are in constant mesh with the output gear, which is
connected to the output shaft through a keyless tapered joint.
Application of the primary clutch locks the primary pinion to the primary shaft
causing the pinion to turn in the shaft direction and causing the output shaft to
rotate in anti-engine direction. Application of the secondary clutch locks the
secondary pinion to the secondary shaft causing the pinion to turn in the shaft
direction and causing the output shaft to rotate in engine direction.

Neutral
When in neutral the primary and secondary shafts, transfer gears and clutch
friction plates rotate at engine speed.
power flow 6620a_N
Figure 28. Example of Power Flow in Neutral

Primary
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 backdriven (engine direction) when the unit is in the primary position.
power flow 6620a_P
Figure 29. Example of Power Flow with Primary Clutch Engaged

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 the secondary
position.
power flow 6620a_S
Figure 30. Example of Power Flow with Secondary Clutch Engaged

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 or top cover, bearing carrier

and lube tube.
Removing and installing the primary and secondary shaft

assemblies.
Note: See Special Tools section for lifting bracket to aid in shaft
removal or installation.
Changing primary and secondary clutch plates.
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.
Lubrication
Grease the oil seals on the output end of the output shaft through the grease
fitting with water pump (lithium soap based NLGI No. 2) grease. Apply grease
every 100 hours, or when the boat is docked.
No other lubrication is required beyond the daily oil check.

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 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, 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
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 38 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. Remove the filler breather in the top of the transmission.

2. Fill the transmission’s sump with the proper weight and type oil. See
Description and Specifications for oil recommendations.
3. 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.
4. 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.

Twin Disc, Incorporated Troubleshooting
Troubleshooting
General Overview of Troubleshooting
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.
The MGX models use the 1021658Q General Purpose Valve with the EC050
Electronic Control. The MG models use the 1020412 Mechanical Valve.
There are separate troubleshooting charts provided for the two different valve
assemblies used on these models.
Note: The troubleshooting information is listed in three

categories, one for MGX-5222/5225 EC050 identified
problems, one for MGX-5222/5225 general transmission
problems, and one for the MG-5222/5225 with the
mechanical valve.. If a problem is identified by the EC050
Module LED’s, follow that procedure first.

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 31. Test kit 42168

Troubleshooting of EC050 Control Identified Problems
General
LED’s are provided on the control to aid in identifying problems that may prevent
normal operation.
Normal Operation
The chart below identifies LED status during normal conditions.
Table 15. LED Function During Normal Operation

Solenoid A or B
Power LED Mode of Operation
LED
green green Cruise
green red Troll
green both off Neutral
Operational Problems
The chart on the following page provides an abbreviated guide to troubleshooting

some problem conditions. A more thorough troubleshooting procedure
including symptoms and corrective action follows the abbreviated guide.
Table 16. Power LED Function

Power LED Function Definition Corrective Action
Power supply voltage and
Green None
direction signals normal
Power supply voltage less than Correct cause of low
Red
9.0 Volts voltage
Alternately
One or both direction inputs Correct cause of
flashing Green
active at power up direction input(s) active
and Yellow

Table 17. Solenoid A LED and Solenoid B LED Function
S olenoid A LE D S olenoid B LE D
F unc tion Definition C orrec tive ac tion
Color Color
Trans m is s ion c om m anded to
O ff O ff None
Neutral
G reen O ff V alve A c om m anded to Cruis e None
Red O ff V alve A c om m anded to Troll None
O ff G reen V alve B c om m anded to Cruis e None
O ff Red V alve B c om m anded to Troll None
Chec k the c oil and
F las hing R ed O ff V alve A c oil open or s horted
as s oc iated wiring
Chec k the c oil and
O ff F las hing Red V alve B c oil open or s horted
as s oc iated wiring
Red Red P rogram Data E rror Replac e m odule
S im ultaneous ly F las hing Red B oth direc tion inputs ac tive S elec t neutral
B oth the voltage and the c urrent
S im ultaneous ly F las hing Y ellow s et point inputs are ac tive or the Correc t wiring or s ignal
s et point input is out of range
Trans m is s ion input s peed s ens or Chec k the s ens or and
A lternately F las hing R ed
s ignal m is s ing as s oc iated wiring
Trans m is s ion input s peed is
A lternately F las hing Y ellow Reduc e engine s peed
greater than the inhibit s peed
Trans m is s ion output s peed s ignal Chec k the s ens or and
A lternately F las hing G reen
m is s ing as s oc iated wiring

Troubleshooting Procedure
Symptom: Cruise mode does not work
Possible remedies:
Check for Fault Codes

♦ If Power LED (center) Red, low battery voltage detected. Correct low battery
voltage.
♦ If Power LED (center) alternately flashes Green to Yellow, a start-up fault has been
detected (forward or reverse direction selected when control is initially powered OR
low battery voltage detected while in gear and battery voltage returns to normal).
Remove power from both Solenoid A & B inputs (select neutral; fault clears
automatically). Check and correct low battery voltage if problem persists with
repeated transitions from neutral to gear.
♦ If Power LED (center) Green and Solenoid LED A or B constant Red, an internal
program data error has been detected. Re-power module. If the fault does not
clear, replace the control.
♦ If Solenoid LED A or B flash Red, a coil open / short is detected. Inspect coil
contacts, wiring harness, and connector contacts. Ensure all connector contacts are
clean (no paint, dirt, corrosion, etc). Measure coil resistance (~ 7-10 ohms).
♦ If Solenoid LED A & B simultaneously flash Red, both forward and reverse
directions are simultaneously selected and neutral to gear transition is inhibited.
Check Solenoid A & B input and return wiring.
♦ All other LED flashing will not affect Cruise mode operation.

Check for Power (center) LED not illuminated
No Power to Control
o Check fuse integrity. Replace blown fuse.
o Check Module Power and Module Ground wiring. Inspect wiring harness
and connector contacts. Ensure connector contacts are fully seated and
clean (no paint, dirt, corrosion, etc).
o Check the transmission manual override switch (module not powered if in
override)
o Ignition switch input not active (> 8.0 Volts)
Ignition Switch Open

o Check Ignition switch wiring. Ensure Ignition return (J1 P7) is not connected.
Inspect wiring harness, and connector contact. Ensure connector contact is
fully seated and clean (no paint, dirt, corrosion, etc).
Check Solenoid LEDs A & B (Green = Cruise)

♦ If Solenoid LED A or B Red or Yellow while in gear, Troll mode operation has been
requested. Check Troll switch wiring (switch open for Cruise mode).
Check transmission manual for possible non-control related

problems

Symptom: Unable to transition from Cruise mode to Troll Mode
Possible remedies:
♦ If Solenoid LED A and B alternately flash Red, the engine speed signal has not been
detected. Inspect engine speed sensor wiring harness and connector contacts.
Ensure all connector contacts are fully seated and clean (no paint, dirt, corrosion,
etc). Check engine speed sensor air gap (0.5 to 1.0 turn). With the engine running,
examine the signal from the sensor (1.0 V pk-pk minimum signal amplitude; greater
than zero frequency). Measure the resistance of the sensor (approximately 913
ohms).
♦ If Solenoid LED A and B alternately flash Green while not in neutral, the propeller
speed signal has not been detected. Inspect propeller sensor wiring harness, and
connector contacts. Ensure all connector contacts are fully seated and clean (no
paint, dirt, corrosion, etc). Check the speed sensor air gap (1.0 to 3.0 turns).
Measure the resistance of the sensor (contacts C – B approximately 4600 ohms; A
– B and A – C neither open nor short). The transmission output sensor is a powered
sensor and will not operate if disconnected from the control. With the sensor
connected to the powered control, the voltage across contacts C - B will vary
between two distinct levels of 0.7 and 3.0 V as a tooth passes the pickup (square
wave output; ± 0.1 V). With the sensor connected to the powered control, the
voltage across contacts A - B will be 4.8 V (± 0.1 V).
♦ If Solenoid LED A and B simultaneously flash Yellow, a slip speed command fault
has been detected (voltage and current active together OR signal out of range).
Inspect slip speed wiring harness and connector contacts. Ensure all connector
contacts are fully seated and clean (no paint, dirt, corrosion, etc). Ensure only one
slip speed command type is active when the module is powered. Ensure the signal
being used is within the specified range (see installation drawing for signal limits).
♦ If Solenoid LED A and B alternately flash Yellow, an engine speed has been
detected greater than the allowed speed (inhibit speed reached and coil current not
at maximum). Correct high engine speed signal. Fault automatically clears when
the engine speed signal falls below the re-enable frequency. Inhibit frequency and
re-enable frequency are P/N specific.

Check Gear Frequency Ratio Calibration

♦ Enter Cruise mode with zero faults for a minimum of 20 seconds (modules learn
frequency ratio when transmission fully engaged).
Check Troll Switch

♦ Check Troll switch wiring. The Troll switch shall be closed/active when Troll mode
has been requested.

problems

Symptom: Troll mode does not work
Possible remedies:

♦ If Power LED (center) Red, low battery voltage detected. Correct low battery
voltage.
♦ If Power LED (center) alternately flashes Green to Yellow, a start-up fault has been
detected (forward or reverse direction selected when control is initially powered OR
low battery voltage detected while in gear and battery voltage returns to normal).
Remove power from both Solenoid A & B inputs (select neutral; fault clears
automatically). Check and correct low battery voltage if problem persists with
repeated transitions from neutral to gear.
♦ If Power LED (center) Green and Solenoid LED A or B constant Red, an internal
program data error has been detected. Re-power module. If the fault does not
clear, replace the control.
♦ If Solenoid LED A or B flash Red, a coil open / short detected. Inspect coil
contacts, connector contacts, and wiring. Ensure all connector contacts are clean
(no paint, dirt, corrosion, etc). Measure coil resistance (~ 7-10 ohms).
♦ If Solenoid LED A & B simultaneously flash Red, both forward and reverse
directions simultaneously selected (neutral to gear transition inhibited). Check
Solenoid A & B inputs and return wiring.
♦ If Solenoid LED A and B alternately flash Red, the engine speed signal has not been
detected. Inspect engine speed sensor wiring harness and connector contacts.
Ensure all connector contacts are fully seated and clean (no paint, dirt, corrosion,
etc). Check engine speed sensor air gap (0.5 to 1.0 turn). With the engine running,
examine the signal from the sensor (1.0 V pk-pk minimum signal amplitude; greater
than zero frequency). Measure the resistance of the sensor (approximately 913
ohms).
speed signal has not been detected. Inspect propeller sensor wiring harness and
connector contacts. Ensure all connector contacts are fully seated and clean (no
paint, dirt, corrosion, etc). Check the speed sensor air gap (1.0 to 3.0 turns).
Measure the resistance of the sensor (contacts C – B approximately 4600 ohms; A
– B and A – C neither open nor short). The transmission output sensor is a powered
sensor and will not operate if disconnected from the control. With the sensor
connected to the powered control, the voltage across contacts C - B will vary
between two distinct levels of 0.7 and 3.0 V as a tooth passes the pickup (square
wave output; ± 0.1 V). With the sensor connected to the powered control, the
voltage across contacts A - B will be 4.8 V (± 0.1 V).

♦ If Solenoid LED A and B simultaneously flash Yellow, a slip speed command fault
has been detected (voltage and current active together OR signal out of range).
Inspect slip speed wiring harness and connector contacts. Ensure all connector
contacts are fully seated and clean (no paint, dirt, corrosion, etc). Ensure only one
slip speed command type is active when the module is powered. Ensure the signal
being used is within the specified range (see installation drawing for signal limits).
♦ If Solenoid LED A and B alternately flash Yellow, an engine speed has been
detected greater than the allowed speed (inhibit speed reached and coil current not
at maximum). Correct high engine speed signal. Fault automatically clears when
the engine speed signal falls below the re-enable frequency. Inhibit frequency and
re-enable frequency are P/N specific.
Check for Power (center) LED not illuminated
No Power to Control
o Check fuse integrity. Replace blown fuse.
o Check Module Power and Module Ground wiring. Inspect wiring harness,
and contacts. Ensure contacts are fully seated and clean (no paint, etc).
o Check the transmission manual override switch (module not powered if in
override)
o Ignition switch input not active (> 8.0 volts)
Ignition Switch Open

o Check Ignition switch wiring. Ensure Ignition return (J1 P7) is not connected.
Inspect wiring harness, and connector contact. Ensure connector contact is
fully seated and clean (no paint, dirt, corrosion, etc).
Check Solenoid LED’s A & B (Red = Troll)

♦ If Solenoid LED A or B are Green or Yellow while in gear, Cruise mode operation
has been requested. Check Troll switch wiring (Troll switch closed/active for Troll
mode).

problems

Symptom: Trolling has incorrect speed range
Possible remedies:
Check Gear Frequency Ratio Calibration

♦ Enter Cruise mode with zero faults for a minimum of 20 seconds (modules learns
frequency ratio when transmission fully engaged).

problems
Symptom: Trolling mode entered, but propeller speed does not respond
to slip speed command (No LED fault codes)
Possible remedies:
Check Slip Speed Signal

♦ Inspect slip speed wiring connections. Measure slip speed signal (verify signal
levels; proper signal levels are indicated on installation drawing). Measure coil
current (verify current flowing through coil and responding to slip speed signal). Troll
mode is not available when engine speed is missing.

problems

Symptom: Propeller speed not maintained while in Troll mode
Possible remedies:
Check Propeller Speed Sensor

speed signal has not been detected and the control is operating in open loop Troll.
Inspect propeller speed sensor wiring harness and connector contacts. Ensure all
connector contacts are fully seated and clean (no paint, dirt, corrosion, etc). Check
the speed sensor air gap (1.0 to 3.0 turns). Measure the resistance of the sensor
(contacts C – B approximately 4600 ohms; A – B and A – C neither open nor short).
The propeller speed sensor is a powered sensor and will not operate if
disconnected from the control. With the sensor connected to the powered control,
the voltage across contacts C - B will vary between two distinct levels of 0.7 and 3.0
V as a tooth passes the pickup (square wave output; ± 0.1 V). With the sensor
connected to the powered control, the voltage across contacts A - B will be 4.8 V (±
0.1 V).

problems

Table 18. Troubleshooting Chart

1021658 GP Control Valve Not identified by LED
Symptom Cause Remedy
1. Low main oil 1-1. Partially clogged oil strainer. 1-1. Remove and clean oil strainer.
pressure.
1-2. Improper adjustment of main 1-2. Adjust the Main Regulator Valve.
pressure regulating valve.
1-3. W eak or broken springs in the 1-3. Replace the Main Regulator Valve
Main Regulator Valve. spring.
1-4. Broken piston rings on clutch 1-4. Remove the collector and inspect
shaft(s). piston rings.
1-5. Damaged or worn oil pump 1-5. Replace damaged or worn oil
assembly. pump assembly (pump is not
serviceable).
1-6. Engine idle speed too low. 1-6. Raise engine speed.
2. No oil 2-1. Oil pump suction strainer 2-1. Remove and clean strainer.
pressure, or plugged.
erratic 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 of 2-3. Correct cause of air leak.
pump.
2-4. Pump drive on reverse clutch 2-4. Disassemble and repair as

shaft broken. required.
2-5. Main regulating valve stuck in 2-5. Remove, clean, or replace the
open position. Main Regulating valve.
2-6. Oil pump defective. 2-6. Replace oil pump.
2-7. Leaking heat exchanger has 2-7. Replace heat exchanger.

caused oil to be lost over
board.


1021658 GP Control Valves Not identified by LED
3. High main oil 3-1. Main Regulator Valve is out of 3-1. Adjust Main Regulator Valve.
adjustment.
3-2. Main Regulating Valve orifice 3-2. Replace orifice valve and ball
and ball check passages check cartridge.
blocked.
4. High 4-1. Improper oil level. 4-1. Check and fill (or drain) with
temperature. 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. If pressure is low, replace
Proportional Valve, and service
transmission oil filter.
4-4. Bearing failure. 4-4. Overhaul marine transmission.
4-5. Air leak on suction side of 4-5. Inspect and correct cause of
pump. suction leak.
4-6. Control valve malfunction 4-6. Inspect, repair, or replace control

valve.
5. Excessive 5-1. Bearing failure. 5-1. Overhaul marine transmission.

Noise.
5-2. Worn or damaged input 5-2. Remove marine transmission.
coupling. Replace a worn or damaged
coupling.
5-3 Excessive torsional vibration. 5-3 Select proper torsional coupling.
5-4 Worn or damaged gears. 5-4 Overhaul marine transmission.
5-5. Improper alignment. 5-5. Check alignment of engine and

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.


1021658 GP Control Valves Not identified by LED
6. No neutral. 6-1. Clutch plates warped. 6-1. Remove clutch plates. Overhaul
unit.
6-2. Disengaged clutch has apply 6-2. Replace Proportional Valve.

pressure. Service transmission oil filter.
7. Harsh 7-1. Faulty Proportional Valve. 7-1. Replace Proportional Valve.

engagement.
7-2. Faulty Temperature Sensor (if 7-2. Replace Temperature Sensor.
equipped).
7-3. Profile Generator out of 7-3. Adjust if proper equipment is

adjustment. available.
8. Low lube oil 8-1. Pump flow output too low. 8-1. Replace pump.
pressure.
8-2. Pump suction strainer plugged. 8-2. Remove, clean, inspect, and
install the suction screen.
pump. suction leaks.
8-4. Lube relief valve malfunction. 8-4. Remove and clean or replace
parts as necessary.
8-5. Broken piston rings. 8-5. Replace damaged piston rings.
9. Oil spilling out 9-1. Oil level too high. 9-1. Adjust oil level.
of breather.
9-2. Wrong type of oil. 9-2. Draw and refill with recommended
oil.
10. Low Clutch 10-1. Low Main Pressure. 10-1. See Paragraph 1.
Apply
Pressure.
10-2. Defective Proportional Valve. 10-2. Replace Proportional Valve.

Table 21. Troubleshooting Chart MG with 1020413 Mechanical Valve
Sym ptom Ca use Re m e dy
1. Low m ain oil 1-1. Partially clogged oil strainer. 1-1. Remove and clean oil strainer.
pre ssure .
1-2. Stuck pressure regulation 1-2. Disassemble the valve and clean
piston the piston
1-3. Broken piston rings on clutch 1-3. Remove the collector and inspect
shaft(s). piston rings.
1-4. Damaged or worn oil pump 1-4. Replace damaged or worn oil
assembly. pump assembly (pump is not
serviceable).
1-5. Clogged or plugged orifice plug 1-5. Remove end cover. Remove
in control vavle body orifice plate and clean
1-6. Shimming required between 1-6. Shim as required.

regulator springs and rate of
rise piston
1-7. Engine idle speed too low. 1-7. Raise engine speed.
2. No oil 2-1. Oil pump suction strainer 2-1. Remove and clean strainer.
pre ssure , or plugged.
erra tic low
pre ssure a t 2-2. Oil level low. 2-2. Check oil level and correct.
control valve
tap. 2-3. Air leak on suction side of 2-3. Correct cause of air leak.
pump.
2-4. Pump drive on reverse clutch 2-4. Disassemble and repair as

shaft broken. required.
2-5. Main regulating valve stuck in 2-5. Remove, disassemble, clean, and
open position. repair the main regulating valve.
2-6. Oil pump defective. 2-6. Replace oil pump.
2-7. Leaking heat exchanger has 2-7. Replace heat exchanger.

caused oil to be lost over
board.
2-8. Broken input coupling at engine 2-8. Replace input coupling.

flywheel.

Table 22. Troubleshooting Chart MG with 1020413 Mechanical Valve (continued)
S ym ptom Ca use Re m e dy
3. High m a in oil 3-1. Main Regulator V alve is out of 3-1. A djust M ain Regulator V alve.
adjustm ent.
3-2. Main Regulating V alve orifice 3-2. Clean or replace orifice plate and
and ball check passages neutral regulator spring and ball
blocked.
4. High 4-1. Improper oil level. 4-1. Check and fill (or drain) with
te m pe ra ture . 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, rem ove,
disassemble, and repair slipping
clutch. If pressure is low, replace
P roportional V alve, and service
transm ission oil filter.
4-4. Bearing failure. 4-4. Overhaul marine transm ission.
pum p. suction leak.
4-6. Control valve m alfunction 4-6. Inspect, repair, or replace control

valve.
5. Ex ce ssive 5-1. Bearing failure. 5-1. Overhaul marine transm ission.

Noise .
5-2. W orn or dam aged input 5-2. Remove marine transmission.
coupling. Replace a worn or damaged
coupling.
5-3 Excessive torsional vibration. 5-3 S elect proper torsional coupling.
5-4 W orn or dam aged gears. 5-4 Overhaul marine transm ission.
5-5. Improper alignm ent. 5-5. Check alignm ent of engine and
transm ission output flange to
propeller shaft. Correct as
necessary.
5-6. Dam aged propeller. 5-6. Repair propeller.
5-7. Misfiring engine. 5-7. Repair engine.

Table 23. Troubleshooting Chart MG with 1020413 Mechanical Valve (continued)
6. Output turns in 6-1. Clutch plates warped. 6-1. Remove clutch plates. Overhaul
neutral. unit.
6-2. Control valve incorrectly 6-2. Check and adjust control linkage.
indexed.
6-3. Disengaged clutch has apply 6-3. Determine cause of apply

pressure. pressure and repair.
7. Harsh 7-1. Neutral main pressure too high. 7-1. Adjust pressure
engagement.
7-2. Rate of rise orifice too big. 7-2. Remove orifice plate cover.
Inspect and repair as necessary.
7-3. Worn ball check valve seat. 7-3. Repair as required.
8. Low lube oil 8-1. Pump flow output too low. 8-1. Replace pump.
pressure.
8-2. Pump suction strainer plugged. 8-2. Remove, clean, inspect, and
install the suction screen.
pump. suction leaks.
8-4. Lube relief valve malfunction. 8-4. Remove and clean or replace
parts as necessary.
8-5. Broken piston rings. 8-5. Replace damaged piston rings.
9. Oil spilling out 9-1. Oil level too high. 9-1. Adjust oil level.
of breather.
9-2. Wrong type of oil. 9-2. Drain and refill with recommended
oil.
10. Low Clutch 10-1. Low Main Pressure. 10-1. See Paragraph 1.
Apply Pressure.
10-2. Improper linkage adjustment to 10-2. Adjust linkage so that control

control valve assembly. valve stem is indexed properly by
detent.

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: The MG(X)-5222DC and MG(X)-5225DC transmissions

require the use of a SKF THAP 300 oil Injection Kit (see
Special Tools) or similar device to remove the output gear
from the output shaft.
Use the following reference: The input side of the transmission is the front and
the output side is the rear. Left and right sides are determined by facing the
output side of the transmission from the rear.
Note: Photos are intended to illustrate the procedure and may

not be consistent with previous disassembly steps.
Figure 32. Rear View of MGX 5222DC

Disassembly Twin Disc, Incorporated
Prepare Transmission for Disassembly
Note: During service of this unit, all O-rings, gaskets and seals
must be replaced. It is good practice to keep the old O-
rings, gaskets and seals with the appropriate components
being disassembled for future reference during the
inspection and assembly process (to make sure you don’t
forget the quantity, size, etc.).
Drain the oil from the transmission sump by removing the M33x2 hex plug from
the bottom of the rear side of the housing. Drain the oil from the filter housing as
well by removing the O-ring plug located below the oil filter.
The physical size and weight of many of the parts for this transmission assembly
are such that adequate lifting devices and procedures are necessary for safety
considerations. This requires that the transmission assembly be adequately
supported and properly positioned as identified in the following paragraphs.
Note: The only difference between the MG and MGX versions

of the 5222 and 5225 marine transmissions is the control
valve assembly and the sequence valves.

Remove Transmission External Components and Sub-Assemblies
Note: The following steps of disassembly can be accomplished

with transmission standing upright.
1. Remove the torsional coupling and hub from the primary shaft spline (if
not previously removed). The coupling hub is a slip-fit on the spline.
Note the position of the internal retaining ring inside the hub - it must be
reinstalled in that position at reassembly.
Note: Some models may have a retaining plate with capscrews

to clamp the input coupling adapter to the input shaft.
2. Support front housing with a hoist. Remove M12 x 45 capscrews and

remove the front housing from the main housing.
Figure 33. Removing Torsional Coupling (if equipped) and Front

Housing
3. Remove two M10 x 20 capscrews, and remove output sensor, if

equipped. Loosen jam nut and remove input sensor, if equipped.

4. Remove the sequence valves from the manifold on MGX models.
Figure 34. Remove Sequence Valves
5. Remove the oil filter assembly:
Note: Be sure that the oil has been removed before removing
filter.
Figure 35. Remove Oil Filter
6. Remove the oil level gauge.

7. Remove 24 M12 x 45 capscrews and washers, and remove the top

cover and gasket.
Figure 36. Remove Oil Gauge and Top Cover
8. Rotate the transmission. Block and support the transmission with the
output side facing up. Use caution to avoid damaging the primary shaft.
9. Remove control valve assembly:
A. Loosen four M10 x 10 capscrews, and remove control module (if

it was not left with the engine).
B. Remove six M10 x 70 capscrews, and remove top valve section
and gasket.
C. Remove four M10 socket head capscrews, and remove the
regulator valve section and gasket.
Figure 37. Remove the Control Valve Sections

10. Remove four M12 x 35 capscrews and remove the oil pump and gasket.
11. Remove four M12 x 30 capscrews and remove the primary shaft end
cover and o ring.
Figure 38. Remove Pump and Primary End Cover

Remove Output Flange
1. Remove the output flange retaining capscrews. Use one of the removed
screws as a pusher screw in the center of the washer if necessary.
Remove the retaining washer, shims and O-ring.
Figure 39. Removing Shims (left) and O-ring (right)
2. Use hydraulic ram to pull the output flange from the output shaft.
Figure 40. Removing Output Flange

Remove and Disassemble Manifold and Bearing Carrier
1. Remove the M12 x 25 capscrew, washer and securing clamp plate for
suction strainer cover. Remove suction strainer cover with O-ring, and
suction strainer.
Figure 41. Removing Suction Strainer
2. Remove capscrews securing manifold and bearing carrier to housing.
3. Use two of the removed screws as pusher screws to separate manifold

from bearing carrier and dowel pins. Remove manifold and gasket.
Figure 42. Removing Manifold

4. Remove bearing shims and spacers from bearing bores in bearing

carrier for primary and secondary shafts.
5. Remove the lube relief valve from the manifold. There is only an o ring
resisting pulling it out.
Figure 43. Remove Lube Relief Valve
5. Remove lubrication tube from bearing carrier. Grasp tube from inside
housing and raise. Remove from bearing carrier.
Figure 44. Lube Tube Located in Bearing Carrier

6. Use two of the removed screws as pusher screws again to separate

bearing carrier from housing. Remove bearing carrier and gasket.
7. Remove tapered roller bearing cups from bearing carrier for rear
bearings for primary and secondary shafts.
Figure 45. Remove the Bearing Carrier
8. Remove the remaining O-ring plugs from manifold and housing.

Remove Primary and Secondary Shafts
1. Lift out primary and secondary shafts. (Disassembly of the primary and
secondary shafts are covered later in this section.) Use caution with the
front pinion bearing cones. They are loose on the pinion diameter, and
should remain in the housing. On some ratios, the diameter of the output
gear will allow the bearing to come out with the shaft, and it could easily
fall off causing damage. Set the shafts aside for further disassembly.
Figure 46. Lifting out Primary or Secondary Clutch Shaft Assembly
2. Remove front pinion tapered roller bearing cones that were pulled off by
output gear as primary and secondary shafts were removed.
Figure 47. Bearing Cones in Housing
Note: Tapered roller bearing cups of front bearings on the

primary and secondary shafts are an interference fit in
the housing. Removal of these bearing cups should not
be attempted unless replacement of the bearing is
necessary.

Remove Output Shaft and Gear
1. Remove output shaft seal carrier. Use two of the removed screws as
pusher screws to separate seal carrier from housing. Remove O-ring
and oil seals from seal carrier.
Figure 48. Removing Output Shaft Seal Carrier
2. Remove output shaft bearing adjustment shims from housing.

3. Use a hoist to lift output shaft and gear assembly until gear contacts
housing. Place blocks under gear to support the gear and shaft assembly
in position.
Figure 49. Supported Shaft Assembly
4. Connect oil injection equipment to the 1/4 - 19 BSP threaded port on

the rear end of the output shaft.
Figure 50. Oil Injection Equipment Connected

5. Install eyebolts into the end of the output shaft and into the main housing
mounting pads.
6. Thread a heavy strap through the eyebolts in the output shaft and the
strap to the eyebolts in the main housing. The strap will restrain the output
shaft during disassembly.
Figure 51. Safety Strap Installed
Always use a safety strap to hold parts being separated with oil pressure.
Parts may separate with extreme force.
7. Inject oil with a viscosity of 900 mm2/S (900 cSt) at room temperature
(dismounting fluid) into the output shaft until the shaft and gear separate.
Remove the output shaft, gear, and front output bearing cone. Use special
tool T-19987 to remove gear from housing.
8. Tapered roller bearing cups for front bearings on primary pinion,

secondary pinion, and output shaft are an interference fit in their
respective bearing bores. Remove these bearing cups only if
replacement is required. To remove these bearing cups, weld a light
bead around the I.D. of the bearing cup with an electric welder. This will
shrink the cup and facilitate removal. Bearings removed in this manner
must be replaced.
9. Remove input oil seal. Remove input oil seal protector plug if
replacement is necessary.

Disassembly of Primary Shaft or Secondary Shaft Assembly
1. Remove three piston rings from rear end of shaft.
2. If rear bearing must be removed, remove bearing retaining ring from

rear end of shaft. Remove the bearing as follows:
Note: Do not remove rear bearing unless bearing must be

replaced. Bearing is an interference fit with shaft and will
be destroyed during removal.
A. With a hammer and chisel, cut cage off bearing to remove bearing
cage and rollers.
B. Use a split-type bearing puller (cheese cutter) to grip flange at

small end of tapered inner race.
C. With a hydraulic jack, pull on bearing inner race while pushing on

rear end of shaft to remove bearing inner race from shaft.
3. Set shaft upright with input end up.

4. Remove and disassemble pinion(s).
A. Remove round retaining ring from input end of shaft and remove
pinion from shaft.
B. Remove internal retaining ring from input end of pinion and

remove straight roller bearing.
Note: The straight roller bearing in the bore of the input end of
the pinion is a tight fit, and will likely be destroyed during
removal. Remove the straight roller bearing with the use
of a puller behind the roller ends.
Figure 52. Removing Round Retaining Ring From Input End Of Shaft
C. Remove tapered roller bearing outer race from bore at rear of

pinion if bearing requires replacement. This bearing race is an
interference fit in the pinion bore. To remove, use an electric
welder to weld a light bead around the I.D. of the bearing race.
This will shrink the bearing cup to facilitate removal. Bearings
removed with this method must be replaced.

5. Remove tapered roller bearing inner race from shaft. (Bearing supports
rear of pinion.) This bearing is a slip fit and should remove easily.
Figure 53. Remove Tapered Roller Bearing
6. Remove internal retaining ring at front of clutch housing and remove

clutch backing plate.
7. Remove clutch plates (10 steel, 11 friction), maintaining the respective

order for inspection purposes.
8. Remove clutch apply piston.
A. Place clutch in a press, input side up. Use special tool T-19998
to compress clutch release springs and expose round retaining
ring.
Figure 54. Removing Retaining Ring From Spring Retainer

B. Remove retaining ring. Slowly release pressure on press and

remove shaft from press. Remove special tool T-19998 and
spring retainer. Remove clutch release springs form pockets in
face of piston.
C. Carefully apply compressed air to hydraulic pressure port to force

piston from piston bore. Remove clutch piston.
Figure 55. Removing Clutch Piston
D. Remove piston ring from ring groove in shaft (seals I.D. of clutch
piston) and piston ring from ring groove in O.D. of clutch piston.
Note: Do not separate clutch housing/transfer gear from the

secondary shaft unless the shaft or the clutch housing must
be replaced and the mating part remains serviceable. Use
the following procedure to separate the housing/transfer
gear from the primary or secondary shaft :

9. To remove clutch housing, place shaft and clutch housing on a press,

front end of shaft down. Place a sleeve over input front end of shaft with
an I.D. only slightly larger than the O.D. of the shaft taper large end
[95.25mm (3.75 in.)]. Rest one end of sleeve on a heavy wood block
while the other end supports the inner face of the clutch housing. Apply
press force to rear end of shaft to separate shaft from clutch housing.
The shaft must be protected and restrained to prevent damage as the
tapered joint separates.

Disassembly of GP Control Valve with Electronic Interface
The GP Valve is made up of a non serviceable electronic interface, and two

valve bodies with plugs and cartridges. O-ring kits are available for servicing
the plugs and cartridges, however none of the cartridges are field serviceable
beyond replacement of the o-rings. The hydraulic pressure regulator valve
(Assembly 1021658) is serviceable, and contains an orifice/filter plug, and a
ball check valve assembly that are replaceable.
Valve on trans1
Figure 57GP Valve Assembly Mounted on Marine Transmission.

1. Remove the six M10-1.50 x 70 capscrews that retain the top valve body
assembly to the transmission, and remove the top valve body assembly
with gasket (if not previously removed).
Top_hydraulic_valve1
Figure 58. Top Hydraulic Valve Body Assembly
2. Remove the four capscrews that retain the main regulator valve assembly
to the transmission housing or ditch plate and remove the valve assembly
and gasket.
assy1021658_lower
Figure 59. Main Regulator Hydraulic Valve Assembly (1021658)

3. Remove the Manual Direction Control Valve with switch.
Valve or plug1
Figure 60. Manual Direction Control Valve
4. Remove the M6-1.00 x 16 socket-head capscrew, the retaining plate,

and the proportional Valve Cartridges from the Top Valve Body. A slight
rotating motion while pulling will help to with the removal of the valves.
Solenoids
Figure 61. Remove Proportional Valve Cartridges

5. Remove the Main Pressure Regulator from the Main Regulator Valve
body.
a. Remove the regulator adjusting screw cap, and loosen the jam
nut.
b. Turn the adjusting screw counter clockwise to reduce the spring

load on the valve.
c. Evenly loosen the four M-8 x 25 capscrews, and remove the cover
assembly and gasket, followed by the spring(s) and spool.
d. Remove the four M-8 x 20 capscrews, and remove the cover

and gasket.
e. Remove the orifice and screen assembly for cleaning.

f. Remove the ball check assembly only if necessary. Removal will
require destruction and replacement of the assembly.
Valve_body
components
Figure 62. Remove Main Pressure Regulator Valve Components

Disassembly of Mechanical Control Valve
1. Remove the detent screw, detent spring, and detent.
Figure 63. Remove Detent Ball, Spring, and Plug

2. Remove four M8-1.25 capscrews and remove the orifice cover, orifice
plate, gaskets, neutral regulator ball and spring.
CAUTION
Steel ball is under pressure from the spring. Care must be taken when
removing the cover and orifice plate to prevent loss of steel ball.
3. Remove the rate-of-rise piston, pressure regulating springs, and pressure

regulator piston. The pressure regulator adjustment shims are in the
spring pocket of the rate-of-rise piston.
Figure 64. Remove Regulator Valve and Rate of Rise Components

4. Remove four M8-1.25 capscrews and remove the valve cover and valve
stem.
5. Slide the valve stem out of the valve cover.
Figure 65. Remove Stem and Lever Assembly and Pin

7. Mark the lever and the stem to indicate the position the lever was installed
on the stem. Loosen the screw clamping the shift lever to the stem and
remove the lever. It may be necessary to splay the lever to be able to
remove it. DO NOT apply any impact force to the lever, as the stem,
lever, or bearing might get damaged.
6. Mark the stop and the stem to indicate the position the stop was installed
on the stem. Drive the rollpin out of the stop with a drift punch, and
remove the stop.
Figure 66. Drive Roll Pin Out of Stop
9. Remove the gasket and O-ring from the valve cover.
10. Remove the bearing from the valve stem.

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 silicone.
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. This will
cause loss of press 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 burrs or nicks. If you cannot remove the defect
with a soft stone, replace the part.
Inspect ground tapers for scratches, galling or scoring damage. If any

of these the defects, 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.

This applies where a matched set of parts is not involved.
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
The MG(X)-5222DC and MG(X)-5225DC transmissions require the use of a
SKF THAP 300 Oil Injection Kit (See Special Tools) or similar device to install
the output gear onto the output shaft.
Unless otherwise specified, all torque values listed are for capscrews that have
been lubricated on the threads and contact surfaces.
The following discussion contains frequent reference to the transmissions parts

and components. Refer to Engineering Drawings.
Figure 67. Rear View of MGX 5222DC

Assembly Twin Disc, Incorporated
Prior to Assembly
Use the following reference: The input side of the transmission is the front and
the output side is the rear. Left and right sides are determined by facing the
output side of the transmission from the rear.
Identify and place the following bearing components in an oven at 120° C

(250° F) for 30 minutes: output shaft rear tapered roller bearing cone and the
rear bearing cones for both clutch shafts.
Submerge all new friction clutch plates in transmission oil for a minimum of one
hour prior to installation.
Identify and place the following bearing components in a deep freeze -51° C
(-60° F) for at least two hours prior to assembly: both output bearing cups, all
pinion bearing cups, and both pinion inner needle roller bearings.

Assembly of Mechanical Control Valve
1. Install the bearing between two races and assemble onto the valve stem.
2. Install the o-ring into the counter-bore in the valve cover. Coat the o-ring
and the stem with light assembly grease. Install the oil seal into the
other side of the valve cover.
3. Install the valve stem into the valve cover. Use caution to prevent damage
to the o-ring, seal, and bearing.
4. Install the stop and rollpin, lining up the marks made at disassembly. If
there are no marks, refer to the picture below, and align the stem with
the machined slot down, and the stop to the left. Use small punch to line
up the rollpin hole in the stop with the corresponding hole in the stem.
Continue to hold the holes in alignment as the rollpin is driven into place.
Support the stop while driving in the roll pin to prevent damage to the
stem and valve.
5. Install the shift lever onto the stem, lining up the marks made at
disassembly. If here are no marks, align the lever vertical while the stop
is horizontal. Torque the M6-1 x 20 screw to 15 Nm (11 lb-ft.).
Figure 68. Assemble Stem and Lever Assembly

6. Install the cover gasket and valve stem and cover assembly onto the
valve body. Install the four M8-1.25 x 25 capscrews, and torque to 33
Nm (25 lb-ft.).
Figure 69. Install Stem and Lever Assembly
7. Install the detent ball, spring and plug. Tighten the plug hand tight.
Figure 70. Install Detent Ball, Spring, and Plug

8. Install the pressure regulator piston, regulating springs, shims and rate-
of-rise piston into the bore in the valve body.
9. Install the neutral regulating shims, spring, and check ball. Install the
orifice plate gasket, followed by the orifice plate with the chamfered
side of the hole (check ball seat) toward the check ball. Install the cover
gasket, cover, and four of M8-1.25 x 25 capscrews, and torque to 33
Nm (25 lb-ft.).
461bw
Figure 71. Assemble Regulator Valve and Rate of Rise Components
10. Set valve assemblies aside for later final assembly.

Assembly of GP Control Valve with Electronic Interface (MGX units)
Prior to assembly all parts must be properly cleaned. Carefully inspect all
o-rings for any damage and replace as necessary. Lubricate all o-rings and
replace both gaskets.
1. Valve Assembly 1021658: Assemble the Main Regulator Valve

body.
a. Install the filter into the threaded hole of the valve body and
torque to 7.5 N•m (5.5 lb•ft). If removed, install a new check
valve assembly into the bore of the valve body and drive it with
a drift until it is flush with the face of the body. Install the 3/8
nptf pipe plug or optional temperature sensor into the valve
body and torque to 23 N•m (17 lb•ft).
b. Install the gasket and cover without the adjustment screw to

the valve body with four M8 x 20 capscrews and torque to 23
N•m (17 lb•ft).
c. Install the spool with washer and spring into the bore. Install
the gasket and cover with the adjustment screw, using four M8
x 25 capscrews. Evenly tighten the capscrews and torque to
23 N•m (17 lb•ft).
d. Install the cap onto the adjusting screw finger tight as the main
pressure must be set at the time of installation or testing.
Valve_body
components
Figure 72. Assemble Main Pressure Regulator Components

2. Assemble the Top Valve Body. Install the two proportional valve
assemblies into the valve body, install the retaining plate, and torque
the M6-1.00 x 16 socket head capscrew to 9.5 N•m (7 lb•ft). Install
the Manual Direction Control Valve into the valve body and torque to
27 N•m (20 lb•ft). Install the M12x1.50 o-ring plug into the valve body
and torque to 16 N•m (12 lb•ft). Connect the wires for the Neutral
Switch.
Top hydraulic valve1
Figure 73. Assemble Top Valve Body Components

Assembly of Mechanical Control Valve (MG units)
Prior to assembly all parts must be properly cleaned. Carefully inspect all o-
rings for any damage and replace as necessary. Lubricate all o-rings and
replace both gaskets.
1. Valve Assembly 1021658: Assemble the Main Regulator Valve body.
a. Install the filter into the threaded hole of the valve body and torque
to 7.5 N•m (5.5 lb•ft). If removed, install a new check valve
assembly into the bore of the valve body and drive it with a drift
until it is flush with the face of the body. Install the 3/8 nptf pipe
plug or optional temperature sensor into the valve body and torque
to 23 N•m (17 lb•ft).
b. Install the gasket and cover without the adjustment screw to the
valve body with four M8 x 20 capscrews and torque to 23 N•m
(17 lb•ft).
c. Install the spool with washer and spring into the bore. Install the
gasket and cover with the adjustment screw, using four M8 x 25
capscrews. Evenly tighten the capscrews and torque to 23 N•m
(17 lb•ft).
d. Install the cap onto the adjusting screw finger tight as the main
pressure must be set at the time of installation or testing.
Valve_body
components
Figure 74. Assemble Main Pressure Regulator Components

2. Assemble the Top Valve Body. Install the two proportional valve
assemblies into the valve body, install the retaining plate, and torque the
M6-1.00 x 16 socket head capscrew to 9.5 N•m (7 lb•ft). Install the Manual
Direction Control Valve into the valve body and torque to 27 N•m (20
lb•ft). Install the M12x1.50 o-ring plug into the valve body and torque to
16 N•m (12 lb•ft). Connect the wires for the Neutral Switch.
Top hydraulic valve1
Figure 75. Assemble Top Valve Body Components

Preliminary Assembly
1. Lay the transmission on blocking with the rear side up.
2. Install the seal protector into input shaft front bearing area using a soft
hammer.
Figure 76. Seal Protector Installation
3. Install the chilled cups for the primary and secondary front (pinion) tapered
roller bearings into their respective bores in the front inner face of the
housing. Use driver T-18050-610 to press/drive cups to the bottom of
the bore. It is important to maintain downward force as temperatures
equalize to ensure that cup is at bottom of bore.
Figure 77. Front Pinion Bearing Cup Installation

4. Measure and record the distance from the machined surface of the
housing to the bottom of the front output bearing cup bore where the oil
shield contacts (dimension “A”). Measure and record the thickness of
the oil distribution shield at the outer edge (dimension “B”). Measure
and record the width of the bearing cup (dimension “C”).
5. Install oil distribution shield into output shaft front bearing bore. Be sure
shield is properly centered.
6. Install chilled front output tapered roller bearing cup into housing bore.
Use driver T-18050-611 to press/drive cup to bottom of its bore.
Note: Care must be taken to ensure that the shield remains

centered.
7. Use T-18050-772 to ensure the bearing cup is properly seated. Tighten

puller rod to standard torque limit for thread size of puller rod or 275 Nm
(200 ft-lb), whichever is less. Maintain this torque until bearing cup and
housing temperatures equalize (approx. 10 minutes).
Figure 78. Installing Output Shaft Bearing Cup
8. Remove puller and steel plate. Measure and record the distance from
the machined surface of the housing to the top of the bearing cup
(dimension “D”). Dimension “D” must equal dimension “A” minus
dimension “B” minus dimension “C” within 0.025 mm (0.001 in.). If it
does not, determine the cause and correct.

Installation of Output Shaft and Gear
1. Clean tapered surface of output shaft and tapered bore of output gear.
Use OSHA approved cleaning solvent to remove all traces of dirt, grease,
oil, etc. Do not touch cleaned surfaces. Loctite® 7070 cleaner is
recommended.
2. Before installing the output gear in the transmission housing, confirm

the potential advance is in compliance with the specification:
Place the output shaft into the output gear using T-18050-714. Seat
shaft onto the taper of the gear using only the weight of the shaft. Use
gauge blocks and a feeler gauge to measure between the output gear
and shaft shoulder. This is the potential advance, and it must be 9.52
mm to 11.05 mm (0.375 in. to 0.435 in.).
Figure 79. Measuring Output Gear Advance
Note: Should the calculated advance fall outside the range given
above, check to assure that all measurements and
calculations are correct. If no errors are found and the
expected advance is out of tolerance, it will be necessary
to change parts. Contact the Product Service Department
at Twin Disc, Incorporated for assistance.
3. Remove the shaft from the gear bore.
Tapered surface of shaft and matching tapered bore of gear must be

completely free of grease, oil, dirt and solvent residue. Failure to properly
clean mating parts could prevent proper advance measurement of gear
on shaft and adversely effect torque carrying capacity of the assembled
joint. Both parts must be at the same temperature.

4. Install the front output bearing cone into the cup in the housing.
5. Install the output gear in the housing. Use special tool T-19987-2 to
position gear into the correct location. Be sure the gear is centered on
the bearing cone.
Figure 80. Installing Output Gear in Housing
6. Working through the openings in the housing, install the trailing pump
drive gear onto the output gear: Insert two M10 x 40 dowel pins in output
gear. Place drive gear on dowel pins and attach the gear with four M10
x 25 sockethead screws. Torque the screws to 75 Nm (55 ft-lb).

7. Install the output shaft into the output gear and bearing cone in the
transmission housing using T-18050-714. Seat shaft onto the taper of
the gear using only the weight of the shaft.
Figure 81. Installing Output Shaft
8. Connect the oil injector to the output shaft.
9. Use portable press with 1340 kN (150 ton) capacity, and fixture
T-20023-4 to seat hub using 1340 N (300 lbf) load.
Figure 82. Output Gear Advancing Tools Installed

10. Inject oil with a viscosity of 300 mm2/S (300cSt) at room temperature
(mounting fluid) into the shaft until it leaks out of both ends of the mating
surfaces.
11. Advance gear to shaft shoulder stop with the portable press.
12. Release injection oil pressure between the mating surfaces and wait
five minutes before lowering the press force and removing the assembly
tool.
13. Remove the assembly tools from the output shaft and gear.
14. Install the pinion front bearing cones for primary and secondary shafts
onto bearing cups previously installed in transmission housing.

Installation of Output Shaft Rear Bearing
1. Install heated rear output shaft tapered roller bearing. Install with small
O.D. of bearing to the rear. Press/drive bearing to shaft shoulder using
special tool T-18050-96. After bearing cools, press/drive bearing down
again to assure that bearing is against shaft shoulder.
2. Install chilled bearing cup into output seal carrier using tool T-18050-
116. After bearing warms, press/drive bearing cup down to assure that
bearing cup is bottomed in bore of seal carrier.

Output Shaft Tapered Roller Bearing Adjustment
1. To set output shaft bearing end play clearance, proceed as follows.
A. Install seal carrier without seals or O-ring. Secure seal carrier

with capscrews using very little torque on capscrews. Use a taper
gauge or feeler gauge to measure gap between rear housing
face and flange of output seal carrier. Build a trial shim pack of
thickness equal to gap plus 0.50 mm (0.020 in.). Install the shim
pack and bearing carrier, using four equally spaced capscrews
(M16-2.0 x 45). Torque the capscrews to 275 Nm (203 ft-lb).
B. To lift output shaft, install eyebolts and strap to rear of output shaft.
Apply 1340 N to 4000 N (300 lbs to 900 lbs) of downward force
on rear end of output shaft. Seat front bearing rollers by rotating
shaft several revolutions with weight applied.
C. Install dial indicator onto the housing with finger resting on rear of
output shaft or on lifting fixtures. Zero the dial indicator and mark
the spot where the reading was taken.
D. Using a hoist, exert 2225 N to 4000 N (500 lbs to 900 lbs) of

lifting force onto the shaft. Minimum of 2224 N (500 lbs) lifting
force is required to overcome weight of gear and shaft and still
exert a minimum of 1334 N (300 lbs) lifting force on bearing.
Rotate shaft several revolutions with lifting force applied. Stop
rotation with dial indicator finger on mark previously made,
continuing to hold lifting force. Read shaft endplay on dial indicator.
E. Make a shim pack to decrease endplay to 0.05 mm to 0.15 mm

(0.002 in. to 0.006 in.). Arrange the shims so the clearance holes
for the pusher screws are aligned. Install shim pack between
seal carrier and housing and torque four equally spaced
capscrews to 275 Nm (203 ft-lb).
F. Repeat steps B through D until endplay is between 0.05 mm to

0.15 mm (0.002 in. to 0.006 in.).
2. Remove lifting fixture. Remove capscrews and remove output seal

carrier.

3. Install O-ring in groove in O.D. of output seal carrier.
Figure 83. Installing O-ring onto Output Seal Carrier
4. Coat O.D. of seals with M2828 anaerobic sealant and install oil seals
into output seal carrier using driver T-18050-120. Remove excess sealant
that is wiped off as seals are pressed into position.
A. Install forward seal with spring-loaded lip toward the inside of the
transmission. Install flush with inner face of seal carrier.
B. Install rear seal with spring-loaded lip of seal toward rear of the
transmission. Install flush with outer face of seal carrier.
C. Pack area between the seals with water pump grease.
Figure 84. Packing Cavity Between Output Seals With Grease

D. Install grease fitting if not previously installed.
5. Install established shim pack, aligning pusher screw clearance holes of

shims with threaded pusher screw holes of seal carrier.
Figure 85. Installing Shim Pack (left) with Pusher Screw Holes Aligned
(right)
6. Install assembled output seal carrier onto housing. Install fifteen M16-2
x 45 screws and torque to 275 Nm (203 ft-lb).
Figure 86. Installing Seal Carrier

7. Install the speed pickup bracket and torque the two M10-1.5 x 20
capscrews to 64 Nm (47 ft-lb).
Figure 87. Seal Carrier with Speed Pickup Bracket
8. Install the speed wheel on the back of the output flange, using four M10-
1.5 x 20 capscrews. Torque the capscrews to 64 Nm (47 ft-lb).
Figure 88. Install Speed Wheel on Output Flange

Installation of Output Flange
1. Heat output flange in 300° F (150° C) maximum oven for a half hour to
an hour.
2. Install heated output flange. Assure that flange seats solidly against
rear tapered roller bearing on output shaft.
Figure 89. Install Output flange
3. With a depth micrometer, measure distance from rear face of output

flange to end of output shaft. Record this distance as dimension “A”.
Measure distance from rear face of output flange to inner shoulder of
flange against which retainer washer is installed. Record this distance
as dimension “B”. Determine gap between retainer washer and end of
shaft by subtracting dimension “B” from dimension “A”. Use shims to
develop a shim pack to reduce gap between retainer washer and end
of shaft to 0.076 mm to 0.152 mm (0.003 in. to 0.006 in.).
Figure 90. Measuring Output Flange Gap

4. Install O-ring to seal output shaft splines and output flange.
Figure 91. Measuring Output Flange Gap
5. Install shim pack (developed in step 3) and retainer washer. Install the
seven M20-2.5 x 45 sockethead capscrews and torque to 530 Nm (391
ft-lb).
Figure 92. Output Flange Shims (left) and Screws Installed (right)

6. Attach dial indicator to housing with probe resting on face of output

flange. Locate indicator probe as close to O.D. of flange as possible.
Check flange face runout by rotating flange. Total indicated runout must
not exceed 0.10 mm (0.004 in.).
7. Attach dial indicator to housing with probe resting on O.D. of output

flange pilot. Check pilot runout by rotating output flange. Total indicated
runout must not exceed 0.10 mm (0.004 in.).
Note: Should total dial indicator runout exceed 0.10 mm (0.004

in.) proceed as follows:
A. With a felt-tip pen, draw a line across the end of the output shaft
and face of output shaft counterbore to mark original installed
position of the output flange versus the output shaft.
B. Remove the output flange as described in Section 6 and reinstall

90° from original position. Recheck runout of flange face and
flange pilot using procedures in steps 6 and 7 above. If runout is
within specification, do nothing more.
C. If runout continues to exceed tolerance, repeat procedure in (B)

above at positions 180° and 270° from originally installed output
flange position. Stop at whatever position output flange runout is
no more than 0.10 mm (0.004 in.).
D. If output flange runout cannot be reduced to acceptable

tolerances, contact the Product Service Department at Twin Disc,
Incorporated for information/recommendations.

Assembly and Installation of Primary and Secondary Shafts
Note: The assembly for both clutch shafts are identical.
Installation of Transfer Gear, Rear Bearing and Clutch Piston
1. Assembly of transfer gear to the clutch shaft.
A. Clean the taper on the clutch shaft and tapered bore in transfer
gear using OSHA approved cleaner. Do not touch cleaned
surfaces. Loctite® 7070 cleaner is recommended.
B. Determine if the clutch shaft and transfer gear can be advanced

properly:
a. Hold the clutch shaft in a vertical position standing on its

front end.
b. Use a depth micrometer and measure distance from the

rear end of the shaft to the shaft shoulder at small end of
taper. Record this distance as dimension “A”.
c. Install the proper transfer gear on the clutch shaft taper,

small diameter of tapered bore up. Seat gear on shaft
taper with 445 N to 890 N (100 lbs to 200 lbs) of force.
d. Use a depth micrometer and measure distance from rear

end of shaft to machined face of transfer gear at small
diameter of tapered bore. Record this distance as
dimension “B”.
e. Calculate expected advance: Expected advance = A - B.

Calculated advance must be 2.84 mm to 3.68 mm (0.112
in. to 0.145 in.). If calculated advance is not within the
range, recheck all measurements and calculations for
errors. If no errors are found, contact the Product Service
Department at Twin Disc, Incorporated for information.

C. Verify that the dump ball and snap ring are in place in the transfer
gear. If not, install the ball and snap ring.
Figure 93. Verify the Dump Ball and Snap Ring are in place in the
Transfer Gear
D. Mark the location of the oil passage hole on the shaft taper and
the mating hole in the gear taper location so that they can be
aligned before pressing the gear onto the shaft. The assembled
passage must allow an 8.5 mm ball (M1034D) to freely pass
from the gear into the shaft.
Figure 94. Align the Holes in the Clutch Shaft and Transfer Gear

E. Stand the clutch shaft on the input end, and place the transfer
gear onto the shaft. Place the pressing fixture T-18050-609
against the transfer gear. Move fixture and transfer gear to a
press with at least 445 kN (50 tons) capacity.
F. Seat the transfer gear on the shaft taper by applying 445 N to

890 N (100 lbs to 200 lbs) downward force on the transfer gear..
Be certain that the mark noting the hole location is in alignment
with the hole in the shaft.
G. Center fixture, gear and shaft under ram of press and apply
approximately 276 kN to 409 kN (31 tons to 46 tons) of force on
the transfer gear. Release pressure and turn fixture, shaft and
gear 180°. Reapply pressure to complete advance.
Figure 95. Pressing Clutch Shaft Into Transfer Gear
H. Using a depth micrometer, measure distance from rear end of

shaft to face of transfer gear. Record as dimension “C”. Transfer
gear face should be within 0.05 mm (.002 in.) of the shaft shoulder
at the small diameter end of the taper.
Note: Actual advance (C-B) must be 2.84 mm to 3.68 mm (0.112

in. to 0.145 in.). If transfer gear has not been advanced as
specified above, contact the Product Service Department
at Twin Disc, Incorporated for information.
I. Verify the proper hole alignment by placing a 8.5 mm ball

(M1034D) into the hole in the transfer gear and verifying that it
passes into the shaft hole. It can be seen in the oil passage
between the sealing rings. Remove the ball.

2. Install heated tapered roller bearing cone onto shaft against clutch
housing. Install bearing with large O.D. toward transfer gear. Use driver
T-18050-723 and hydraulic press to ensure bearing is fully seated against
transfer gear.
3. Install the external retaining ring onto the shaft with the tapered edge
side away from the bearing.
Figure 96. Install Bearing and Snap Ring
4. Turn the shaft and gear assembly with the input end up, with the gear
supported on the back face.
5. Install piston seal ring into groove in the clutch shaft. Apply a coat of
assembly grease or oil to seal ring.
6. Install piston ring in groove in O.D. of clutch apply piston. Apply a coat of
assembly grease or oil to the seal ring.
7. Install an o ring in the groove located on the smaller diameter part of

piston. Install the backup ring between the o ring and the wall of the
groove that is toward the clutch side of the piston. Apply a coat of
assembly grease or oil to the seal ring.

8. Install clutch apply piston into piston bore in transfer gear.
Figure 97. Installing Seals in Clutch Piston
Figure 98. Installing Clutch Piston

Measure Clutch Piston Travel
Note: The clutch piston travel must be controlled between 2.55

mm (0.100 inch) and 3.05 mm (0.120 inch).
1. Install four clutch return springs equally spaced in the piston.
2. Install the spring retainer over the springs with the groove toward the
springs. Working through the holes in the retainer, use a small punch or
probe to assure that all springs are in the pockets in the face of the
piston and that the springs are aligned correctly (standing straight up).
3. Install external retaining ring over shaft to rest against spring retainer.
Move shaft assembly to press and install tool T-19998. Press down tool
T-19998 to compress springs and expose retaining ring groove of shaft.
Keep force on springs and install retaining ring into exposed groove of
shaft.
4. Slowly release force on springs assuring that spring retainer counterbore

covers retaining ring and prevents retaining ring from coming out of the
groove. Remove tool T-19998.
5. Beginning with a friction plate, alternately install 10 friction plates and 9

steel plates into clutch housing (transfer gear) against clutch apply piston.
6. Install clutch backplate and internal retaining ring.
7. Apply air pressure to the large area clutch apply line, and measure the
piston travel with a dial indicator. If the piston travel is outside of the
limits shown above, use a combination of 215736 [2.31 mm (0.091 inch)
thick] and 215736B [2.64 mm (0.104 inch) thick] steel plates to achieve
the desired piston travel.
8. Remove the clutch plates and spring retainer.
Assembly of Clutch
1. Install clutch return springs.
A. Install 16 clutch return springs into pockets in face of clutch apply

piston.

B. Install the spring retainer over the springs with the groove toward
the springs. Working through the holes in the retainer, use a
small punch or probe to assure that all springs are in the pockets
in the face of the piston and that the springs are aligned correctly
(standing straight up).
Figure 99. Return Springs and Spring Retainer Ready for Installation
C. Install external retaining ring over shaft to rest against spring

retainer. Move shaft assembly to press and install tool T-19998.
Press down tool T-19998 to compress springs and expose
retaining ring groove of shaft. Keep force on springs and install
retaining ring into exposed groove of shaft.
Figure 100. Installing Spring Retainer Retaining Ring

D. Slowly release force on springs assuring that spring retainer

counterbore covers retaining ring and prevents retaining ring from
coming out of the groove. Remove tool T-19998.
2. Install the pinion rear tapered roller bearing cone onto the shaft.
Note: This bearing is a slip fit and will not require special tools
for installation.
3. Beginning with a friction plate, alternately install 11 friction plates and

the previously selected 10 steel plates into clutch housing (transfer gear)
against clutch apply piston.
4. Install clutch backplate and internal retaining ring.
Figure 101. Installing Clutch Backplate
Assemble and Install Pinions.
1. Use special tool T-18050-607 to install chilled tapered roller bearing

cup into rear of pinion for the clutch shaft. Bearing cup is installed with
small I.D. of taper toward the front and seated against shoulder of bore
in clutch hub.

Figure 102. Installing Pinion Rear Bearing Cup
2. Install chilled needle roller bearing into bore at front of pinion.
3. Install internal retaining ring into groove in pinion bore.
Figure 103. Installing Internal Retaining Ring Into Pinion

4. Align plates in clutch pack and install pinion on the clutch shaft so that
external teeth on the clutch hub mesh with the internal teeth of steel plates
in the clutch pack. Assure that clutch hub is in mesh with all of the clutch
plates.
5. Install the external retaining ring to retain the pinion on the shaft.
Figure 104. Installing External Retaining Ring Onto Clutch Shaft
6. Install three piston rings into grooves at rear end of shaft if not already
done.
7. Install clutch shaft assemblies into transmission housing. Use caution

to prevent damaging the shafts, gears, and bearings.
Figure 105. Installing Clutch Shaft Assemblies

Installation of Bearing Carrier
1. Install two alignment studs into face of transmission housing. Install

bearing carrier gasket onto rear face of housing.
Figure 106. Install Guide Studs and Gasket
2. Install bearing carrier over studs and onto dowels in housing face. Use
a soft hammer (near the dowels) to seat carrier against gasket and over
dowels.
Figure 107. Install Bearing Carrier
3. Install the bearing cups into the bearing carrier.

4. Install lube tube through “keyed” hole in bearing carrier and into machined
pocket in front inner face of housing. Rotate tube so elongated “key” of
tube fits into corresponding “key” in bearing carrier. Properly installed
lube tube will be flush with rear face of bearing carrier.
Figure 108. Installing Lube Tube

4. Install the manifold gasket over the bearing carrier and install a trial set
of shims with the spacer.
Figure 109. Install Shims, Spacer, and Gasket
Note: Proper procedure requires a downward force of 300 lbs

while rotating the shaft through several revolutions to seat
the bearings..
5. Push tapered roller bearing cups, with shim retainers, firmly against roller
bearing cones on rear of primary and secondary shafts. Use a depth
micrometer to measure from manifold gasket face to shim retainers.
Measured distance is shaft endplay. Use necessary shims to develop
a shim pack for each shaft to reduce shaft endplay to 0.05 mm to 0.15
mm (0.002 in. to 0.006 in.).

Figure 110. Measure Clearance for Shims
6. Install calculated shim pack at each shaft location with the thickest shim
against bearing cup, followed by the remaining shims, and finally the
retainer against shims at each shaft. The final end play must be checked
as identified later in this chapter.
Note: The following is a method for achieving proper loading

for end play measurement when in the field. If used
properly, it can also provide a means to accurately
calculate end play while the transmission is in the upright
position, such as in place in a vessel.
7. For each shaft location, fabricate two steel bars -- each with a drilled
and tapped 1/4 in threaded hole -- that can be bolted to the housing in
such a manner that the two tapped holes can be located behind the
bearing cup, approximately 180 degrees apart. The bars should be
strong enough that they do not bend.
8. Bolt the fabricated bars to the housing.
9. Screw 1/4 inch capscrews against the bearing cups, and torque to 1.70
Nm (15 lb. in.). This will provide an approximate load of 300 pounds of
force.
Note: Additional force can be applied by increasing the torque

on the capscrews, with approximately 100 pounds of
force for each 5 lb. in. of torque on the capscrews.
Increased force must be used if the transmission is in the
upright position with the shaft horizontal. It is important to
rotate the shaft even when mounted on the engine to
properly seat the bearing races.

10. Rotate the shaft three complete turns and re-torque the capscrews to
1.70 Nm (15 lb.in.). Repeat this process until the torque remains on the
capscrews.
11. With the clamping bars in place, use a depth micrometer to measure
from the rear surface of the bearing carrier to the rear face of the bearing
cup in two locations 180 degrees apart. Average the measurements to
determine the gap. Record this as “E” in the following chart.
Figure 111. Typical tool being used to measure the bore depth
12. Measure the thickness of the gasket and record this as “G” in the following
chart.
13. Calculate the primary and secondary shafts shims. Use the chart below.
Table 24. Shim Thickness Calculation

Primary Shaft Secondary Shaft
Nominal Nominal
mm inches mm inches
Dimension - Housing Face to Top of Shim Spacer (E)
Thickness of the Manifold Gasket (G)
Shim Gap (E + G)
Desired End Play (P) 0.1 0.004 0.1 0.004
Select Additional Shims (E + G) - P
Note: Be sure to include bearing spacer in calculation.

14. Remove the special measuring bars.
15. Install manifold gasket over alignment studs and against bearing carrier.
16. Install the shim pack for each shaft directly over the bearing cup. The
thickest shim should be against the bearing cup.
17. Install bearing spacer over shims.

Assembly and Installation of Manifold
1. Install the lube relief valve into the manifold.
Figure 112. Install Lube Relief Valve
2. Apply a coat of assembly grease or oil to the seal rings of both clutch
shafts. Center the seal rings in the shaft grooves to prevent seal ring
damage during manifold installation.
Note: It may be advisable to wait until final assembly after end

play shimming adjustments are completed to install the
seal rings.

3. Install the manifold onto the transmission using about half of the M12-
1.75 x 45 capscrews, and torque them to 112 Nm (83 ft-lb)
Note: This is to allow actual end play measurement and shim

adjustment if necessary before final assembly.
Figure 113. Install the Manifold and Capscrews

4. Install the check valve into the manifold and torque to 68 Nm (50 ft-lb).
Figure 114. Install the Check Valve Into the Manifold and Tighten

Primary and Secondary Shaft Bearing End Play Adjustment
Note: The end play measurement and procedure is the same for
both clutch shafts.
1. Install the special end play measurement adapter tools in the clutch shafts.
2. With a felt tip pen, make a mark across the rear face of the tool.
3. Install a dial indicator on a machined surface on the manifold with the

probe resting on the mark made on the secondary shaft.
Figure 115. Checking Clutch Shaft Bearing End Play
3. Rotate the shafts several revolutions in each direction. Stop so that the
dial indicator probe is resting on the mark.

4. Zero the dial indicator.
5. Exert 1334 N to 1557 N (300 lbs to 350 lbs) lifting force on the shaft.
Rotate the shaft several revolutions in each direction stopping with the
dial indicator probe resting on the mark.
6. Dial indicator reading is secondary shaft endplay. Endplay should be

between 0.05 mm to 0.15 mm (0.002 in. to 0.006 in.). Note the shims
required for correct end play.
7. Repeat steps 2 through 6 to determine shimming adjustment required

for the primary shaft.
8. Remove the manifold, insert the calculated shim packs, and verify the
correct end play settings.

Installation of Manifold Exterior Components
1. Install new O-rings onto the M18 O-ring plugs used for the clutch and
lube pressure test ports. Lubricate the O-ring and threads and install
the plugs, torquing them to 74 Nm (55 ft-lb). Place new O-rings onto the
M22 O-ring plugs and install them into the manifold side opposite the oil
filter boss, torquing them to 100 Nm (74 ft-lb). Place a new O-ring onto
the M10 O-ring plug and install it into the manifold below the oil filter,
torquing it to 25 Nm (18 ft-lb). Place a new O-ring onto the M27 O-ring
plug and install it into the manifold above the oil filter, torquing it to 81
Nm (63 ft-lb).
1. Install pump suction strainer into the bore in manifold.
2. Install O-ring into groove in suction screen cover. Apply assembly grease
or oil to the O-ring.
3. Install suction screen cover and secure with clamp plate and screw.
Torque the M12-1.75 x 110 capscrews to 112 Nm (83 ft-lb).
Figure 116. Install Suction Screen and Cover

4. Torque all of the manifold attaching screws to 112 Nm (83 ft-lb).
Figure 117. Torque the Manifold Capscrews
4. Install O-ring into groove in face of manifold at primary shaft location.

Install cover onto manifold at primary shaft bore. Install four M12-1.75 x
30 capscrews and torque to 112 Nm (83 ft-lb).
Figure 118. Primary Shaft Cover O-ring Installed (left) and Primary Shaft
Cover Installed (right)

5. Install guide studs, oil pump gasket and oil pump at mounting location at
end of secondary shaft. Mesh drive tang on pump shaft with drive slot in
secondary shaft. Install four M12-1.75 x 35 socket head capscrews and
torque to 112 Nm (83 ft-lb).
Figure 119. Install Pump
6. On MGX units, install a gasket and the valve regulator section. Torque
the two M10-1.5 x 55, one M10-1.5 x 130, and one M10-1.5 x 150 to 75
Nm (55 ft-lb).
7. On MGX units, install a gasket and the top valve section. Torque the six
M10-1.5 x 70 capscrews to 64 Nm (64 ft-lb).
Figure 120. Install the Valve Assemblies

8. On MG units, install a gasket and valve. Torque the three M10-1.5 x 25

and one M10-1.5 x 50 capscrews to 52 Nm (38 ft-lb).
Figure 121. Install the Valve Assemblies
9. Install the two sequence valves (or o ring plugs if MG units) in the manifold.
Torque the sequence valves to 33 Nm (25 ft-lb).
Figure 122. Install Sequence Valves

10. Install the oil filter adapter into he manifold and tighten.
Figure 123. Install Filter Adapter
11. Install the oil filter. Apply a light oil film to the o ring, and tighten filter
element an additional one half turn after o ring contacts the face of the
filter head.
Figure 124. Install the Oil filter
12. Reposition the transmission in the normal position with the top facing
up.

13. Install guide studs and top cover gasket.
10. Install top cover and twenty four M12-1.75 x 40 capscrews with washers.
Install the screen in the breather cavity, and the breather cap with chain.
Torque the capscrews to 112 Nm (83 ft-lb), .
Figure 125. Install Top Cover with Components
11. Apply pipe sealant to the threads, install the oil level gauge, and torque
to 37 Nm (27 lb-ft.).

Installation of Transmission External Components
Turn transmission over, supporting it by the output side (input side up).
Note: The input seal for the MG(X)-5222 and MG(X)-5225 are
different sizes, and require different tooling to properly
install. The MG(X)-5222 input seal has a coating on it
from the manufacturer, and does not require the addition
of M2828 sealant during installation.
1. Coat input seal bore of housing and outside diameter of input seal for
the MG(X)5225 with a thin film of M2828 anaerobic sealant (do not apply
excessive sealant, as seal and/or bearings may be damaged). Verify
that there is no M2828 sealant on primary shaft. Apply a film of oil or
assembly grease to the seal surface of the primary shaft. Install input
shaft oil seal into housing using seal driver protector/driver T-18050-
696. Press oil seal into bore with the spring-loaded lip of seal toward
the inside of the housing. Press seal into bore until outer face is flush
with adjacent surface of housing. Install the seal of the MG(X)5222 in
the same manner, but do not use M2828 sealant, and use special tools
T-21347 and T-21347-1.
Figure 126. Install Input Seal

2. Install a screen on the rear side of the front housing. Torque the M6-1.0
x 10 capscrews with washers to 13 Nm (9.5 ft-lb).
3. Install a cover on the rear side of the front housing. Torque the M8-1.25
x 20 capscrews to 33 Nm (24 ft-lb).
4.. Install front housing onto transmission housing. Torque the twelve M12-
1.75 x 40 capscrews to 112 Nm (83 ft-lb).
Figure 127. Install Front Adapter Housing
5. Attach a dial indicator to the input shaft spline using fixture T-21302-1
with the probe on the front housing machined face. Rotate input shaft
and note total indicator runout. The runout must not exceed 0.42 mm
(0.016 in) for both a SAE #0 and SAE #1 housing.
Figure 128. Measuring Front Housing Face Runout

6. Attach a dial indicator to the input shaft spline using fixture T-21302-1
with the probe on the O.D. of the front housing pilot. Rotate input shaft
and note total indicator runout. The runout must not exceed 0.30 mm
(0.012 in) for both a SAE #0 and SAE #1 housing.
Note: Should total indicator runout exceed stated limits, contact

the Product Service Department of Twin Disc, Incorporated
for information and recommendations.
7. Slide input coupling onto splines of input shaft. If the unit is to be shipped
with the coupling on the shaft, it must be attached to prevent it from
sliding off and causing damage.
Figure 129. Flexible Input coupling
8. Install the Electronic Profile or E-Troll Module on the top Valve Body,
and torque the four M6-1.0 capscrews to 9.5 N•m (7 lb•ft).
Clamping_screws2
Figure 130. Place Profile or E-Troll Module onto Valve and Tighten
Screws
9. Connect the electrical wires to the proportional valves, and connect any
other wires that were removed during disassembly.
Adjustment of Main Pressure
Valve Assembly 1021658:
1. Install a main pressure gauge into the port on top of the Top Valve body.
2. Remove protective cover cap located at the end of the adjusting stem.
This will expose a slotted adjustment stem. Loosen the jam nut on the
stem.
assy1021658_lower
Figure 131. Main Pressure Regulating Valve Assembly 1021658
3. Start engine with controls in neutral.
Note: This must be done with the transmission in Neutral.
4. Turn the slotted adjustment stem clockwise to achieve the main pressure
setting. See the specifications in Description and Specifications.
5. Tighten the jam nut to a torque of 20 N•m (15 lb•ft), install the protective
cap, and torque it to 14 N•m (10 lb•ft).

Sequence Valve Adjustment Procedure
Note: Following the repairs, main pressure must be adjusted,

and the Sequence Valve adjustment must be
accomplished with a Tekmeter or other instrumentation
capable of measuring and recording pressure versus time.
The locations for pressure measurement are shown on
the Installation Drawing that is located in the Engineering
Drawing Section of this manual. Note that the subscript
pc1
refers to the primary clutch, first or small area, and the
subscript pc2 refers to the primary clutch, second or larger
area of engagement.
1. Disconnect the wires from the primary and secondary proportional

valves.
2. With an input speed of 600 rpm, and continuously recording clutch

pressure at Zpc1 and Zpc2 versus time, engage the primary clutch with the
manual override valve.
3. The recorded pressure plateau at Zpc1 must be 2241 - 2310 kPa (325 -
335 psi). See the pressure plateau example that follows.
4. If the pressure plateau falls below or above the range specified in step
3, adjust the primary sequence valve and repeat step 2 until the pressure
plateau is within the acceptable range.
5. Record the pressure plateau for Zpc1 in the test records.
6. Repeat steps 2 through 5 for the secondary sequence valve, using

pressure points Zsc1 and Zsc2.
Table 25. Sequence Valve Pressure

Figure 132. Pressure Plateau Example

Figure 133. Large Area Pressure Initiation Example

NOTES

Twin Disc, Incorporated Installation
Installation
Prior to Installation
CAUTION
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 134. 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 26.

Table 26. Total Indicator Readings for Engine Flywheel Housing Flange
Face Deviations and Bore Eccentricity

SAE Housing Number
mm (in)
00 0.48 (0.019)
0 0.41 (0.016)
1/2 0.36 (0.014)
1 0.30 (0.012)
3. With the indicator mounted as in the above paragraph, adjust the indicator
stem so that it will ride on the bore of the engine flywheel housing.
Figure 135. Checking Flywheel Housing Bore Eccentricity

4. Rotate the engine flywheel and note the bore eccentricity of the engine
flywheel-housing bore. See the above 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 136. 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 137. Checking the Flywheel Pilot Ring Bore Eccentricity

7. Readjust the indicator so that the tip will ride on the pilot bearing bore of
the flywheel. Rotate the flywheel. The eccentricity of the pilot bearing
bore should not exceed 0.13 mm (0.005 in) maximum total indicator
reading. Eccentricity between the driving ring pilot bore and pilot bearing
bore should not exceed 0.20 mm (0.008 in) total indicator reading.
Figure 138. Checking the Flywheel Pilot Bore Eccentricity

Installation
Alignment
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 139. 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.
Torsional Input Coupling Alignment - Free Standing Units
Alignment of freestanding transmissions must begin by aligning the transmission

output flange to the propeller shaft. The engine must then be moved to properly
align the engine flywheel to the transmission input hub.

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 141. 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 142. Checking Output Flange Face Runout

Figure 143. 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.

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.
Transmission Controls
CAUTION
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.
Figure 144. Installation Details Manual Control Linkage

Installation of EC050 Control Module
Note: See Manual 1022756 for other control information
General
This control module is designed to be mounted on top of the Twin Disc GP

Valve assemblies.
All customer wiring attaches to the EC050 module by connectors that are
supplied with the EC050 module. All connections must be made according to
the wiring schematic that is identified in this manual. Failure to follow the
installation procedures identified here can result in damage to the EC050 module
of other hardware.
Connector Kits
All necessary connectors and mounting hardware are included with the control
module. Additional connectors can be purchased separately from Twin Disc
as kit K1462 or K1521. K1462 is used for MGX Etroll and MGX Profile modules.
K1521 is used for MG Etroll and MG Profiles modules.
Module Variations
The installation section defines all of the features of an EC050 module. However,
Not all features apply to all EC050 module versions.
Temperature sensors are not used with MGX Etroll or MGX Profile modules.
The slip speed input, Troll switch input, and gear ratio measurement feature
are not used with MG Profile or MGX Profile modules.

Install the Module on GP Valve Body
Mount the EC050 module to the top section of the GP control valve. Install four
M6-1.0 capscrews with lockwashers and torque them to 9.5 N•m (7 lb•ft.).
Figure 145. Place the EC050 Module onto Valve and tighten screws
Install Speed Pickups
Engine speed and propeller speed sensors are available for all Twin Disc MGX
model marine transmissions. Twin Disc supplied speed sensors must be
installed in the transmission if they are not already there.
1. If a speed wheel is mounted between the transmission output flange

and the companion flange on the propeller shaft, the output speed sensor
can be mounted external to the transmission. If a speed sensor bracket
is not present, obtain a bracket and associated mounting hardware and
attach the bracket to the transmission. Thread the jam nut onto the sensor
followed by one flat washer. Thread the jam nut far enough down the
sensor such that when the sensor is inserted through the slot in the
bracket, the face of the bracket touches the speed wheel. With the sensor
protruding through the bracket, install a second flat washer onto the
sensor and thread the front nut onto the sensor. Screw the jam nut toward
the bracket until the face of the sensor is between 3.2 and 4.8 mm (1/8
and 3/16 inches) from the speed wheel. Tighten the front nut against the
bracket making sure the face of the sensor is centered on the speed
wheel. Tighten the front nut to 27 N•m (20 lb•ft).

If there is no external speed wheel, remove the plug in the propeller

speed pickup location. Rotate the propeller shaft so that the crown of a
gear tooth is centered in the hole. Using a screwdriver or similar type
instrument, gauge the distance from the outside of the transmission case
to the crown of the gear tooth. Using the distance gauged on the
screwdriver, set the jam nuts on the sensor such that they are three to
four turns farther from the face of the sensor than the distance from the
outside of the transmission case to the crown of the gear tooth. Screw
the sensor into the transmission housing until it contacts the crown of
the gear tooth using the position of the jam nuts as an indicator of distance
between the sensor and gear tooth. The face of the sensor must just
contact the gear tooth, but care must be taken not to tighten the sensor
against the gear as this could damage the sensor. It is important to use
the position of the jam nuts to gauge the distance from the face of the
sensor to the gear tooth. It is possible to feel that the sensor is touching
the gear tooth when it actually is not. After confirming that the face of the
sensor is touching the crown of the gear tooth, turn the sensor back out
TWO complete turns. Holding the sensor in position, tighten the jam
nuts against the transmission case to 27 N•m (20 lb•ft).
2. Remove the plug in the input speed pickup location. Rotate the
transmission input shaft so that the crown of a gear tooth is centered in
the hole. Using a screwdriver or similar type instrument, gauge the
distance from the outside of the transmission case to the crown of the
gear tooth. Using the distance gauged on the screwdriver, set the jam
nuts on the sensor such that they are three to four turns farther from the
face of the sensor than the distance from the outside of the transmission
case to the crown of the gear tooth. Screw the sensor into the
transmission housing until it contacts the crown of the gear tooth using
the position of the jam nuts as an indicator of distance between the
sensor and gear tooth. The face of the sensor must just contact the gear
tooth, but care must be taken not to tighten the sensor against the gear
as this could damage the sensor. It is important to use the position of
the jam nuts to gauge the distance from the face of the sensor to the
gear tooth. It is possible to feel that the sensor is touching the gear tooth
when it actually is not. After confirming that the face of the sensor is
touching the crown of the gear tooth, turn the sensor back out ONE
complete turn. Holding the sensor in position, tighten the jam nuts against
the transmission case to 27 N•m (20 lb•ft).

Wiring of Battery, Manual Override Switch, and Start Relay
The module is designed to operate from standard 12 VDC or 24 VDC marine

engine power systems.
Dedicated 16 AWG wires must be used to supply power from the engine power
distribution system to the module power connector. These wires are to be a
maximum of 15 meters in length. A 5-amp fuse or circuit breaker must be
located near the power distribution system in the positive supply line. This fuse
must not exceed the time/current characteristics of an ATO type fuse. These
wires must be terminated with the connector that is provided. Note that terminal
1 is the positive connection.
Ring terminals have been provided in the positive supply wire on the EC050
module and on the wire to terminal 1 of the battery connector. These wires must
be connected to one of the Manual Override Switches on the GP Valve
Assembly.
Note: These are the only wires that should be connected to this
switch.
Note: The manual override switch is rated at 20 amps max.
Note: See the “Manual Override Switch” wiring schematic below.

The customer supplied Start Relay coil must be wired into terminals 1 and 12
of the J1 connector as shown in this manual. The contacts must be wired to the
vessel’s start circuit through one of the Manual Override Switches on the GP
Valve Assembly.
switch.
Figure 146. “Manual Override Switch” wiring

Wiring of Speed Pickups
The connector ends on the Twin Disc speed pickup cables will mate with the
connectors on the control module. The cables should be of sufficient length
without modification.
Wiring of Temperature Sensors
Temperature sensors for the MG Profile and MG Etroll modules must be ordered
separately from Twin Disc. They must be installed in the transmission as
identified on the transmission installation drawing. The temperature sensor must
be connected to the control with the connector that is provided.
Wiring of Solenoid Inputs
The Solenoid A input must be connected to connector J1 with the positive side
to terminal 3, and the return to terminal 10. The Solenoid B input must be
connected to connector J1 with the positive side to terminal 2, and the return to
terminal 11.
The optically isolated inputs require a voltage potential difference of 10 VDC

minimum, and a 28 VDC maximum. The supply source must be capable of
delivering at least 10 mA.
Wiring of “Not In Neutral” Indicator (NIN)
The “not in neutral” relay contacts provide neutral status information to a

transmission control. The relay contacts are closed when the module is
commanding neutral, and open when the module is commanding gear. The
maximum current is 100 mA into a resistive load only. NIN must be wired to
terminals 4 and 9 as shown below.
Figure 147. “Not in Neutral” wiring
relay.
Install Customer Supplied Troll Switch
A customer supplied Troll switch must be wired into terminal 8 of connector J1.
Terminal 5 is the power return line for the Troll switch signal. The Troll switch
input is not polarity dependent. The Troll switch and return line must be connected
in one of the four ways shown below.
Note: The Troll switch may be wired to the Mode 1 input or to

the Mode 1 return as shown.
Figure 148. Troll Wiring
Ignition Wiring
Terminal 6 of J1 must be connected to the battery positive (+) through the ignition
switch. Terminal 7 must remain open. Install the cavity plug seals that are
provided in any open locations in connector P1 before connecting it to J1.

Operation with Troll Switch
The various combinations of the Troll switch result in operation modes as shown
in the figure below.
S W ITCH
M O DE
S TA TE
CRUIS E OPEN
TRO LL CLO S E D
Figure 149. Troll switch combinations
Installation of Customer Supplied Slip Speed Signal Device
There are three different arrangements for controlling the slip speed with this
control. Determine the arrangement that is being used for this installation, and
proceed as identified below.
Installation of Customer Supplied Slip Speed Voltage Input Potentiometer
A customer supplied slip speed voltage input potentiometer (500 to 2000 ohms)
must be connected across terminal 1 and 12 of connector J2. The wiper from
this potentiometer must be connected to terminal 10 of connector J2.
Figure 150. Slip Speed Potentiometer

Installation of Customer Supplied Slip Speed Voltage Signal
A customer supplied slip speed voltage signal must be connected to terminal

10, and the signal reference must be connected to terminal 12 of connector J2.
Figure 151. Slip Speed Voltage
Installation of Customer Supplied Slip Speed Current Signal
A customer supplied slip speed current input signal (4 to 20 mA) must be

connected to connector J2 with the positive side to terminal 4, and the return to
terminal 9.
Figure 152. Slip Speed Current

Measurement of Gear Ratio
A factory default gear ratio is programmed into the EC050 module. The actual
transmission ratio must be learned by the module after it is installed in the
vessel. After the installation is completed, the transmission must be shifted
into gear in Cruise mode, while the engine is at idle, and maintained for at least
9 seconds to allow the proper gear ratio to be learned by the control. This gear
ratio is stored in the control’s memory.
Note: Failure to calibrate the gear ratio may result in poor

Troll performance.
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 continue on the
following page.
Recommended Pump Set and Fluids
THAP 300 SKF Air-Driven Pump Set
T-18050-96 Bearing Driver
T-18050-116 Bearing Cup Driver
T-18050-120 Seal Driver
T-18050-609 Driver
T-18050-752 Clutch Shaft Pickup Fixture
T-19998 Spring Retainer Hold Down
T-20023 Output Gear and Shaft Puller (Sh. 1 of 4)

Special Tools Twin Disc, Incorporated
T-21302-1 Sleeve for Runout Check
T-21347 Seal Protector (MGX-5222)
T-21347-1 Seal Driver (MGX-5222)
T-18050-696-1 Seal Protector (MGX-5225)
T-18050-696-2 Seal Driver (MGX-5225)
Lifting Bracket for Clutch Removal in Boat
T-19987 Output Gear Lifting Fixture

Recommended Pump Set and Fluids
Twin Disc recommends the following products for use in the assembly and
removal of tapered shafts using the oil injection method:
THAP 300 Air-Driven Pump Set
This set consists of the air-driven pump with accessories, such as an adapter
block, pressure gauge, high pressure pipe, or pressure hose with quick
connection couplings and connection nipples. The set includes one of each:
air-driven pump [THAP 300], adapter block [226402], pressure gauge
[1077589] and high pressure pipe (2m/6.5 ft.) [227957A].
Figure 153. THAP 300 Air-driven Pump Set

Mounting Fluid LHMF 300 and Dismounting Fluid LHDF 900
SKF LHMF 300 and LHDF 900 are recommended when using SKF hydraulic
equipment like hydraulic pumps, HMV nuts, oil injection equipment, etc. The
fluids contain anticorrosives and are non-aggressive to seal material like nitrile
rubber, Buna N (Perbunan), chrome, leather, PTFE, etc. SKF LHMF 300 and
LHDF 900 are available in 5 liter (5.3 qt.) cans. Designation: LHMF 300/5 and
LHDF 900/6.
Figure 154. SKF LHMF 300 and LHDF 900
Note: Order Through Your Local Authorized SKF Distributor.

Driver T-18050-96

Bearing Cup Driver T-18050-116

Seal Driver T-18050-120

Bearing Driver T-18050-723

Bearing Driver T-18050-607

Driver T-18050-609

Bearing Driver T-18050-610/612

Clutch Shaft Pickup Fixture T-18050-752

Spring Retainer Hold Down T-19998

Output Gear & Shaft Puller for Assembly T-20023 - Sh. 1 of 4

Details for Puller T-20023 - Sh. 2 of 4

Details for Puller T-20023 - Sh. 3 of 4

Spacer for SKF Hydraulic Assembly T-20023 - Sh. 4 of 4

Sleeve for Runout Check T-21302-1

Oil Seal Protector T-21347 (MGX-5222DC)

Oil Seal Driver T-21347-1 (MGX-5222DC)

Oil Seal Protector T-18050-696-1 (MGX-5225DC)

Oil Seal Driver T-18050-696-2 (MGX-5225DC)

Lifting Bracket for Clutch Removal in Boat

NOTES

Twin Disc, Incorporated Engineering Drawings
Engineering Drawings
1016473 Electric Trailing Pump
1022822A-1 MGX-5222 Assembly
1022822A-2 MGX-5222 Cross Section and Parts
1022822A-3 MGX-5222 Parts
1022822A-4 MGX-5222 Installation
1022825A-1 MGX-5225 Assembly
1022825A-2 MGX-5225 Cross Section and Parts
1022825A-3 MGX-5225 Parts
1022825A-4 MGX-5225 Installation
1022826A-1 MG-5222 Assembly
1022826A-2 MG-5222 Cross Section and Parts
1022826A-3 MG-5222 Parts
1022826A-4 MG-5222 Installation
1022827A-1 MG-5222 Assembly
1022827A-2 MG-5222 Cross Section and Parts
1022827A-3 MG-5222 Parts
1022827A-4 MG-5222 Installation
A7119AM Hydraulic Schematic (MG Units - Mechanical Valve)
A7119AL Hydraulic Schematic (MGX Units - Electric Valve)
1020412 Mechanical Valve Assembly
1020413 Mechanical Valve Assembly with Trolling Valve
1021658Q GP Valve Assembly

Engineering Drawings Twin Disc, Incorporated
1022309A EC050 (E-Troll)
1022313A EC050 (Profile)
B3649U Heat Exchanger Requirements

#1023375
56 TWIN DISC, INCORPORATED RACINE,

EC300 Marine WISCONSIN
Control System53403,
ConfiU.S.A. 262-638-4000/262-638-4482
guration/Troubleshooting Manual (FAX) WWW.TWINDISC.COM
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Manual Transmision MG5225

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TWIN DISC

Document Number: 1023375

Twin Disc, Incorporated makes no warranty or guaranty of

January 12, 2011 TDWP10098A rev 2011

ASD ASD ASD1 ASD ASD ASD

Removal and Reinstallation 2 3 3 3 4 6 8 8

Recondition complete unit 5 6 6 6 6 6 8 8

Replace front oil seal 1 1 1 1 1 1 1 1

Replace input shaft 1 3 3 3 3 4 4 4

Replace input gear/sprocket 1 3 3 3 - - - -

Replace thrust ball 2 2 2 2 3 3 3 3

Replace retainer ring 2 2 2 2 2 2 2 2

Replace propeller shaft 2 3 3 3 3 4 4 4

Replace thrust tube 2 3 3 3 4 5 6 6

Replace rear oil seal 1 1 1 1 1 1 1 1

Replace steer cylinder 1 1 1 1 1 1 1 1

Replace power steer pump 1 1 1 1 1 1 1 1

Replace trim pump 1 1 1 1 1 1 1 1

Replace Ball Boot 2 2 2 2 2 2 2 2

Replace and align driveline 1 2 2 2 2 3 3 3

FLAT RATE HOUR ALLOWANCE

Description of Flat Rate Labor

Removal and Reinstallation and Test 3 3 3 3 1

Electronic Control Repair * 0 0 0 0 0

January 12, 2011 TDWP10098B rev 2011

Description and Specifications................................21

Marine Transmission Service Manual 1023375 9

Cleaning and Inspection........................................ 111

10 Marine Transmission Service Manual 1023375

Marine Transmission Service Manual 1023375 11

12 Marine Transmission Service Manual 1023375

Marine Transmission Service Manual 1023375 13

14 Marine Transmission Service Manual 1023375

Operation and maintenance personnel responsible for this equipment should

Safety and General Precautions

All personnel servicing this equipment should employ safe operating

Marine Transmission Service Manual #1023375 15

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

16 Marine Transmission Service Manual #1023375

Frequent reference to the information provided in the Marine Transmission

Backdriving (also called windmilling) occurs when an engine is shut down

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.

The following solutions are applicable for all MG and MGX-5222DC

 Lock the propeller shaft to prevent rotation.

 Add an electric-driven auxiliary oil pump into the lubrication circuit.

Marine Transmission Service Manual #1023375 17

Ordering Parts and Obtaining Services

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

Ordering Service Parts

18 Marine Transmission Service Manual #1023375

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.

Lock the propeller shaft to prevent rotation.

Add an electric-driven auxiliary oil pump into the lubrication circuit.

Dampen torsional vibrations

Change the natural frequencies of a system to move critical frequencies

Accommodate a certain amount of misalignment

Absorb shock and reduce noise

Minimize gear “rattle”