THIS SERVICE MANUAL COVERS THE

FOLLOWING CAPITOL MARINE

TRANSMISSIONS

4HE 10200 & 10700

2HE 10200 & 10700

HE 11200& 11700

THIS GROUP OF TRANSMISSIONS FORM THREE GENERATIONS OF THE

HE DROP CENTER MODEL. ALL UNITS HAVE A NUMBER OF COMMON
PARTS.

THE MOST NOTABLE DIFFERENCES BETWEEN MODELS ARE UNIQUE

ENGINE ADAPTATION, PUMP DRIVE SHAFT & PUMP, CLUTCH ASSEMBLY,
FORWARD DRIVING DRUM, DRIVE FLANGE ASSEMBLY & CONTROL
VALVE BASE PLATE.

IT IS ALWAYS VERY ADVENTAGEOUS TO KNOW WHICH MODEL YOU

HAVE!

CONSULT YOUR LOCAL CAPITAL SERVICE CENTER FOR PARTS AND

SERVICE.

1
 INDEX

ADDENDUM AND REVISIONS ARE

LOCATED IMMEDIATELY FOLLOWING THIS PAGE

SECTION #1: SERVICE INFORMATION

USE THIS SECTION FOR ALL UNITS

SECTION #2: PARTS INFORMATION MODEL 4HE

SECTION #3: PARTS INFORMATION MODEL 2HE

SECTION #4: PARTS INFORMATION MODEL HE11200/11700

LAST PAGE IS A TABLE OF REDUCTION GEAR

PART #’S FOR 4HE & HE11200/11700

2
 NOTE
THIS SERVICE MANUAL IS
GUARANTEED EFFECTIVE FOR
SERIAL NO.
ONLY.

HE 10200 & HE 10700 SERVICE MANUAL

CHANGES AND ADDITIONS; OCT. 1, 1979

Page 19 Delete the words ‘thick’ and ‘thin’ in paragraphs 5R and 6R.

Page 20 Delete the words ‘thick’ and ‘thin’ in figure 27 and 28.

Page 33 Item 7 in figure 42 should be item 5(2 places).

Page 34 4he Clutch Assembly part number should be 1-00100-0902, not 1-00100-1102.
Item 5 quantity should be 12 not 10.
Item 7 should be deleted entirely.
Item 23: Part number should be 1-13430-1600.

Page 36

ITEM DESCRIPTION OLD NEW

41 PART NUMBER PART NUMBER QTY

HOUSING (WITH IDLER, 3 TO 1)………………….1-10722-0400……………………1-10722-3000 1

HOUSING (WITH IDLER, 21/2 TO 1)………………1-10724-0400……………………1-10724-3000 1

10700- HOUSING (WITH IDLER, 31/2 TO 1)………………1-10732-0400……………………1-10732-3000 1

HOUSING (WITH IDLER, 4 TO 1)………………….1-10742-0400……………………1-10742-3000 1
HOUSING (NON-IDLER, ALL RATIOS)……………1-10702-2500……………………1-10702-3000 1

Page 39

94 OIL PAN………………………………(10700)……………………1-11836-0000 1
95 CAPSCREW, HEX HEAD…………..(10700)……………………1-13768-0000 2

3
CHANGE SECTION 7.5 – GEAR CASE AND CLUTCH
CLUTCH ASSEMBLY 1-00100-0902; EFFECTIVE, AUGUST 1979 FROM SERIAL NO. 11300-0779.
REFER TO ILLUSTRATION ON PAGE 33.

ITEM DESCRIPTION PART NUMBER QTY

REF. ASSEMBLY CLUTCH-4HE 1-00100-0902 1
1 CAPSCREW 1-12732-0000 6
2 LOCKWASHER, HIGH COLLAR 1-01104-1600 6
3 CLUTCH FLANGE, FORWARD 1-00212-1700 1
4 DISC, CLUTCH DRIVING 1-00230-4300 12
5 DISC, CLUTCH DRIVEN 1-00233-0700 12
6 ALLENUT, STANDARD 1-12733-0000 6
7 (SEE ITEM 5)
8 BEARING 1-12364-0000 2
9 GEAR, DRIVING 1-00215-0900 1
10 CYLINDER 1-00234-8400 2
11 QUAD RING 1-00238-1500 2
12 QUAD RING 1-00237-1500 2
13 CARRIER, BEVEL GEAR 1-00219-1800 1
14 BEVEL GEAR, PINION 1-00217-1700 3
15 BEARING NEEDLE 1-12367-0000 3
16 BEARING, NEEDLE THRUST 1-12368-0000 3
17 WASHER, PILOT 1-12366-0000 3
18 WASHER, THRUST 1-12369-0000 3
19 NUT, FLEXLOC 1-11105-0000 3
20 SHAFT, PINION 1-00214-1800 3
21 PIN, SPRING 1-12095-1200 2
22 BUSHING, FORWARD COMMUTATOR 1-00247-1800 1
23 NAMEPLATE 1-13430-1600 1
24 CAPSCREW, SOCKET HEAD 1-11104-0000 3
25 NUT, SELF-LOCKING FLEXLOC 1-00226-3600 12
26 CAPSCREW, SOCKET HEAD 1-07837-0800 12
27 RETAINER, RETURN SPRING 1-00243-3500 12
28 SPRING, RETURN 1-00239-1500 12
29 NUT, FLEXLOC 1-07846-0800 12
30 CAPSCREW, SOCKET HEAD 1-13424-0000 12
31 GEAR, DRIVEN 1-00215-1800 1
32 CLUTCH FLANGE, REVERSE 1-00212-6100 1

ADDITION TO SECTION 7.6 MARINE GEAR ASSEMBLIES

OIL SEAL NO. 1-13713-0000 IS AVAILABLE

SEPERATELY FOR OIL DAMS
NUMBERED 1-11192-2600. 1-13040-2600 AND 12404-
2600.

4
 CHANGE: PARTS INFORMATION
7.6 MARINE GEAR ASSEMBLY

Page 36

41 HOUSING, (NON-IDLER: ALL RATIOS EXCEPT 1 TO 1) 1-12327-1000 1

HOUSING, (WITH-IDLER: 1 TO 1 RATIO) 1-12327-2000 1
10200- HOUSING, (NON-IDLER: 1 TO 1 RATIO) 1-12327-6000 1
HOUSING, (WITH IDLER: 11/2 TO 1 RATIO) 1-12327-3000 1
HOUSING, (WITH IDLER: 2 TO 1 RATIO) 1-12327-4000 1

Fig. 43A
Page 39

76 COVER, (11/2 TO 1 WITH IDLER) 1-12330-3000 1

10200- COVER, (2 TO 1 WITH IDLER) 1-12330-4000 1
COVER, (1 TO 1 WITH IDLER) 1-12330-2000 1
COVER, (NON-IDLER) 1-12330-1000 1

5
ADDITION TO SECTION 7.6 – MARINE GEAR ASSEMBLY

Hose, Tee and Pipe Nipple are now standard

items on items on HE-10200 and HE 10700
Transmissions.

ITEM DESCRIPTION PART NUMBER

QTY
1 Tee, Reducing (3/8x1/4x3/8”) 1-11260-1500 1
2 Nipple, Pipe (1/4x 2” Lg.) 1-11259-3200 1
3 HOSE ASS’Y.(pump to Valve) 1-10952-0100 1

REAR COMMUTATOR BUSHING

NO. 1-00248-2100

ADDITION TO SECTION 7.7 – COOLER KITS

HOSE AND BRACKET KIT NO. 1-13909-0000 TO BE USED WITH COOLER NO. 1-07808-5000
ITEM DESCRIPTION PART NUMBER QTY
REF. HOSE AND BRACKET KIT 1-13909-0000 1
1. HOSE 1-12049-0800 1
2. HOSE 1-08873-0900 1
3. STREET ELL 1-11248-0300 1
4. BUSHING 1X ¾ 1-11253-1200 1
5. ELBOW 1-11221-1700 1
6. CAPSCREW 1-12452-0000 2
7. LOCKWASHER 1-09458-0800 2
8. BUSHING 1-11253-1100 1
9. ELBOW 1-11221-1300 1
10. FLAT WASHER 1-06671-0800 4
11. CAPSCREW 1-07432-0800 4
12. NUT, FLEX-LOC 1-13568-0000 4
13. BRACKET 1-11996-0000 2
14 BRACKET 1-12447-0000 1

6
ADDITION TO SECTION 7.6- MARINE GEAR ASSEMBLY

The items listed below may now be ordered

individually.

ITEM DESCRIPTION PART NUMBER QTY

REF. REAR COMMUTATOR BUSHING
1 ASSEMBLY 1-00248-2100 1
2 COMMUTATOR SHELL 1-00500-1500 1
3 COMMUTATOR SLEEVE 1-00501-1500 1
4 PISTON RING 1-00502-1500 4
5 SNAP RING 1-00503-1500 1

ITEM DESCRIPTION PART NUMBER QTY

REF. HOSE AND BRACKET KIT 1-13908-0000 1

1 CAPSCREW 1-12452-0000 2
2 LOCKWASHER 1-09458-0800 2
3 BRACKET 1-12447-0000 1
4 CAPSCREW 1-00266-0600 2
5 WASHER 1-06671-0800 2
6 NUT, FLEX-LOC 1-09474-0800 2
7 HOSE 1-10219-1100 1
8 ELBOW 1-11221-1500 1
9 HOSE 1-07830-1500 1
10 ELBOW 1-11221-1300 1
11 STREET ELL 1-11248-0300 1

7
 ADDITION TO SECTION 7.6 – MARINE GEAR ASSEMBLY

CLUTCH ASSEMBLY 1-00100-1000; EFFECTIVE FROM SERIAL NO. 12000-0180

REFER TO ILLUSTRATION ON PAGE 33.

ITEM DESCRIPTION PART NUMBER QTY

REF. ASSEMBLY CLUTCH- 4HE 1-00100-1000 1
1. CAPSCREW 1-12732-0000 6
2. LOCKWASHER, HIGH COLLAR 1-01104-1600 6
3. CLUTCH FLANGE, FORWARD 1-00212-1700 1
4. DISC. CLUTCH DRIVING 1-00230-4300 12
5. DISC. CLUTCH DRIVEN 1-00233-0700 12
6. ALLENUT, STANDARD 1-12733-0000 6
7. (SEE ITEM 5)
8. BEARING 1-12364-0000 2
9. GEAR, DRIVING 1-00215-1000 1
10. CYLINDER 1-00234-8400 2
11. QUAD RING 1-00238-1500 2
12. QUAD RING 1-00237-1500 2
13. CARRIER, BEVEL GEAR 1-00219-1800 1
14. BEVEL GEAR, PINION 1-00217-1000 3
15. BEARING, NEEDLE 1-12367-0000 3
16. BEARING, NEEDLE THRUST 1-12368-0000 3
17. WASHER, PILOT 1-12366-0000 3
18. WASHER, THRUST 1-12369-0000 3
19. NUT, FLEXLOC 1-11105-0000 3
20. SHAFT, PINION 1-00214-1800 3
21. PIN, SPRING 1-12095-1200 2
22. BUSHING, FORWARD COMMUTATOR 1-00247-1800 1
23. NAMEPLATE 1-13430-1800 1
24. CAPSCREW, SOCKET HEAD 1-11104-0000 3
25. NUT, SELF-LOCKING FLEXLOC 1-00226-3600 12
26. CAPSCREW, SOCKET HEAD 1-07837-0800 12
27. RETAINER, RETURN SPRING 1-00243-3500 12
28. SPRING, RETURN 1-00239-1500 12
29. NUT, FLEXLOC 1-07846-0800 12
30. CAPSCREW, SOCKET HEAD 1-13424-0000 12
31. GEAR, DRIVEN 1-00215-2000 1
32. CLUTCH FLANGE, REVERSE 1-00212-6100 1

NOTE: ALWAYS ORDER REPLACEMENT PARTS ACCORDING TO CLUTCH ASSEMBLY NUMBER STAMPED
ON CLUTCH CYLINDER.

CHANGE SECTION 6.2 – TABLE: REPLACEMENT WEAR LIMITS

THE WEAR LIMITS CHART LOCATED ON PAGE 16 MUST CHANGE AS SHOWN FOR CLUTCHES
1-00100-0902 AND 1-00100-1000.

8
 CAUTION
DO NOT INSTALL AN ENGINE ROTATION UNIT ON L.H. ENGINE
(CLOCKWISE AT FLYWHEEL.)
DO NOT OPERATE IN REVERSE MODE TO MOVE VESSEL
FORWARD.
DO NOT OPERATE IN REVERSE FOR EXCESSIVE PERIOD OF TIME.
DO NOT OPERATE UNIT WITH LOW PRESSURE.
DO NOT “WINDMILL” UNIT IN EVENT OF ENGINE FAILURE (PROP
SHAFT SHOULD BE LOCKED TO PREVENT “WINDMILLING”).
DO NOT ATTEMPT FINAL ALIGNMENT OF OUTPUT FLANGE AND
PROP SHAFT COUPLING WHEN VESSEL IS IN DRYDOCK.

9
SERVICE MANUAL
HE 10200 &
HE 10700
MARINE
TRANSMISSIONS

SERVICE MANUAL HE-100

10
 TABLE OF CONTENTS

PAGE
SECTION 1. INTRODUCTION 13
1.1 DESCRIPTION 13
1.2 REDUCTION RATIOS 13
1.3 ACCESSORIES 13
SECTION 2. PRINCIPLES OF OPERATION 14
2.1 GENERAL 14
2.2 POWER FLOW 14
2.3 REVERSE GEAR CASE AND CLUTCH ASSEMBLY 15
2.4 HYDRAULIC SYSTEM 17
SECTION 3. INSTALLATION AND OPERATION 17
3.1 UNCRATING AND HANDLING 17
3.2 PRELIMINARY INSTALLATION 17
3.3 INSTALLATION OF MARINE GEAR 18
3.4 ALIGNMENT OF OUTPUT FLANGE AND PROPELLER SHAFT 19
3.5 WATER PIPING 20
3.6 START – UP PROCEDURE 22
3.7 OPERATING PRACTICES 22
SECTION 4. PREVENTATIVE MAINTENANCE 23
4.1 LUBRICANTS 23
4.2 ROUTINE MAINTENANCE 24
4.3 MAINTENANCE SCHEDULE 24
SECTION 5. TROUBLE SHOOTING 25
5.1 TROUBLE/REMEDY CHART 25
SECTION 6. REPAIR AND OVERHAUL 29
6.1 SAFETY NOTICE 29
6.2 TABLE: REPLACEMENT WEAR LIMITS 29
6.3 CLUTCH ASSEMBLY 29
6.4 OIL PUMP ASSEMBLY 33
6.5 SELECTOR VALVE ASSEMBLY 34
6.6 REMOVAL OF MARINE GEAR 36
6.7 REDUCTION OF GEARBOX 37
6.8 ADAPTER GROUP 39
6.9 RE-ASSEMBLY 39
SECTION 7. PARTS INFORMATION 43
7.1 PARTS ORDERING PROCEDURE 43
7.2 UNIT RECORD 43
7.3 SELECTOR VALVE 44
7.4 OIL PUMP 46
7.5 GEAR CASE AND CLUTCH 48
7.6 MARINE GEAR ASSEMBLY 52
7.7 COOLER KITS 53
7.8 PROP COUPLING KITS 58
SECTION 8. SPECIAL TOOLS 59

11
12
 Fig.3 Cross section View showing internal components

SECTION 1. INTRODUCTION -wheel by means of a flywheel adapter and an

oil dam keeps the marine gear sump free from
The function of this manual is to provide information for the engine contamination.
installation, operation, maintenance and repair of the
“CAPITOL” reverse and reduction marine gear. This 1.2 REDUCTION RATIOS
manual should be made readily available to all those
responsible for the operation or servicing of the marine Various reduction ratios are available
gear. depending on the desired differences between
engine speed and propeller speed. These ratios
This service manual contains a troubleshooting guide, are subject to change and are available upon
which will aid in assessing difficulties promptly. A series of request. Because the 10700 model carries a
exploded views are provided in the parts information larger bull gear, the center distance is greater
section, and engineering drawings are included for and the housing is deeper than the 10200
fabrication of special tools that may be required. models. The two models are identical in design
and parts vary only slightly, the function of parts,
1.1 DESCRIPTION maintenance, procedures etc. For all HE units
are the same.
The capitol marine gear, described in this manual is a right
hand rotation unit (when viewed from the front of the 1.3 ACCESSORIES
engine). For installation on a right hand engine, the marine
gear can be converted for left hand rotation, if necessary, COOLER
for use on a twin-screw installation. Various capacity coolers are available
depending on engine horsepower and are
The marine gear consists of four major subassemblies; the purchased optionally. However, an oil cooler
clutch pack, oil pump, selector valve, and the reduction must be used with a capitol marine gear unit.
gear assembly. The clutch pack consists of reciprocating
cylinders, clutch discs and a planetary bevel gear reversing COUPLING KIT
system. The reduction gear assembly for anti-engine A prop shaft coupling kit, including mounting
rotation consists of a pinion and driven gear arrangement. bolts, is available to meet most requirements.
The engine rotation unit is created by the addition of an
idler gear. A selector valve provides option of forward,
neutral or reverse. An oil pump supplies oil pressure for
clutch engagement, and lubrication for bearings, gears and
clutch. The marine gear is direct mounted to the engine fly- 13
SECTION 2. PRINCIPLES OF
OPERATION

2.1 GENERAL The clutch pack rotates in engine direction. The

pinion drives the reduction gear in an anti-engine
The Capitol reverse and reduction gears are direction at a speed determined by the reduction
Available in several reduction ratios; the gear ratio.
Marine gear unit is normally supplied for a right
hand engine (When viewed from the front). When the reverse clutch is activated, the clutch
When a unit is supplied for a left hand engine a pack is held stationary to the housing. Power is
left hand pump is used. For twin-screw transferred through the bevel gears, reversing the
installations, where two right hand engines are rotation of the pinion gear, thus causing the
used, the port unit is furnished with an idler gear. reduction gear and output coupling to rotate in
This produces and engine-rotation output, thus reverse mode.
the propellers can be turning opposite to each
other in outboard direction. In forward mode the clutch pack rotates as a solid
lock up so there is minimal power loss from the
2.2 POWER FLOW engine through the marine gear.

The stub shaft, clutch driving drum and forward

clutch driving discs always rotate at engine
speed. When the forward clutch is activated

14
2.3 REVERSE GEAR CASE AND CLUTCH
ASSEMBLY

The clutch assembly is a multiple disc type

clutch activated by a hydraulic mechanism. This B. Forward Position: Oil is exhausted
Mechanism is formed by two cylinders bolted from the rear cylinder while pressure
together, which act as the clutch pistons and a is maintained in the forward cylinder,
carrier for the bevel gears. The movement of the thus moving the cylinder forward.
cylinders is regulated by the selector valve, When the cylinder moves forward the
which directs pressurized oil to the proper clutch driven discs (splined to the
cylinder depending on the mode selected. bevel gear carrier) are clamped
against the clutch driving discs splined
The bevel gear carrier houses the five bevel to the forward clutch-driving drum.
gears that transmit power flow to the pinion This provides a transfer of power from
when the selector valve is in reverse mode. the engine to the reduction gears
resulting in the forward motion of the
The clutch operates as follows: boat.

A. Neutral position: Oil pressure is C. Reverse position: Oil is exhausted

applied simultaneously to both sides from the forward cylinder. The
of the piston to keep the cylinder pressure in the rear cylinder clamps
centered and clear of both multiple the rear clutch driven discs against the
disc clutches. Springs in the gear case stationary clutch discs splined to the
aid in centering the cylinder when reverse clutch drum. This locks the
returning to neutral from forward or entire clutch assembly in a stationary
reverse position. position causing the engine to transmit
power to the pinion shaft via the bevel
gears that reverse the rotation of the
pinion shaft. Thus – backward motion
of the boat is obtained.

15
16
2.4 HYDRAULIC SYSTEM

Oil is supplied to the hydraulic and lubrication

systems of the marine gear by means of an oil
pump provided with a pressure-regulating valve
to maintain the correct oil pressure. The pump is
driven directly from the engine flywheel by
means of a splined shaft. Consequently, oil is
being circulated throughout the unit when the
engine is running. The oil id continually
circulated through a filtering screen and an oil
cooler. An oil dam completely separates the
marine gear lubrication system from the engine
lubricating Reading. The bore eccentricity must not exceed a
system. total indicator reading of .007 inch.

3. (Fig. 12 C) Mount indicator to flywheel

SECTION 3. INSTALLATION AND housing so that stem is on inner face of
OPERATION flywheel. Record deviation of face run
out. It must not exceed a total indicator
reading of .007 inch.
3.1 UNCRATING AND HANDLING
Tapped holes have been provided for insertion of 4. (Fig. 12 D) set stem to ride on the pilot
lifting hooks to aid in handling of unit. Average weight bore of engine flywheel as shown.
of 4HE 10200 is 400 lbs., the 10700 is 600 lbs. Record reading. Pilot bore eccentricity
must not exceed a total indicator
Check parts for shortage and any damage that may reading of .007 inch.
have occurred (the parts information section may be
used as reference). Report immediately any The sum total of all readings in step 1 through 4
shortage or damage to your local distributor, must not exceed .007 inch.
transfer agent or Capitol Gears. Note:
KEEP ALL MATING SURFACES CLEAN. USE
3.2 PRELIMINARY INSTALLATION CLEANING SOLVENT OR DIESEL FUEL.
SPECIAL TOOLS REQUIRED
1. Chain hoist or equivalent 3. Feeler Gauge 5. Separate clutch from forward driving
2. Thousandths Dial indicator 4. Straight Edge drum and flywheel adapter. Remove
snap ring and drum from stub shaft. So
To insure proper alignment of driving members it is not remove drive flange/stub shaft from
recommended that engine flywheel housing, flywheel adapter.
flywheel, oil dam and stub shaft be dial indicated to
insure trueness. Make sure all surfaces are clean. 6. Thoroughly clean the flywheel adapter
and flywheel mating surfaces and
1. (Fig. 12 A) Dial indicated the bolt face of secure adapter to flywheel.
the engine flywheel-housing flange.
Rotate engine flywheel. Record reading.
Face deviation must not exceed a total
indicator reading of .007 inch.
2. (Fig. 12 B) Mount indicator with stem Fig.12 Checking trueness of Engine Flywheel
riding on flywheel housing bore as housing and flywheel
shown. Rotate flywheel and record

17
7. Place oil dam housing on engine
flywheel housing, “top” mark goes up. Tighten 2 cap NOTE:
screws to hold oil dam in place. Dial indicate rear oil The end of clutch assembly having the greater
dam pilot O.D as shown in figure 13E and dial Number of discs must be installed toward engine.
indicated bold face as shown in figure 13F. Record
both readings. Total indicator readings must not
exceed 12. Position gasket on oil dam mounting face.
.007 inch.
13. Remove pump and pump shaft.
8.Dial indicated the drive flange/stub shaft as shown
in figure 13G. Record the reading. Total indicator 14. Remove side inspection cover to facilitate ease of
readings must not exceed .007 inch. installation.

The sum total of all readings in steps 7&8 must 3.3 INSTALLATION OF MARINE GEAR.
not exceed .007 inch.
1.using suitable hoist, lift marine gear assembly into
9.Check clearance between stub shaft O.D and oil
position behind engine. Ease unit forward over clutch
dam ID with feeler gauge. Minimum clearance must
assembly, taking care that clutch discs enter reverse
not be less than .006”. Secure with self-locking
clutch drum properly so that teeth are not damaged.
fasteners before continuing on the next step.
See fig. 15,p.7.
10.Install driving drum on splined stub shaft
Install snap ring in place making sure NOTE:
ring is seated in groove. See figure 14. Use screwdriver through slide inspection hole and
Move disc teeth to align with reverse drum.

11. Install clutch into driving drum and on to driving

stub shaft. 2.Secure main hous9ing to oil dam housing. Tighten
cap screws to 31 foot-pounds torque.

Check clutch end float:

a) Insert screwdriver through side
inspection hole and pry clutch fore and aft.
End float should be 1/16” to 3/32”.
b) Replace gasket and inspection cover.

3.Install pump shaft with short splined end toward

engine making sure splines are engaged.
Fig.14 Placement of snap ring on stub shaft
4. Secure oil pump and oil cooler bracket on main
11. Install clutch into driving drum and on to driving housing cover. Tighten to 18 foot-pounds torque.
stub shaft.
5. Reconnect all hoses. Refer to fig. 44 or 45.
Note:
To facilitate ease of installation: align teeth of
Clutch discs first; slide and twist assembly into
driving drum until clutch assembly seats.

18
 Fig. 15 Installing Marine Gear

3.4 ALIGNMENT
Now align propeller shaft coupling to marine gear
Final alignment of output flange and propeller shaft coupling. Lay a straight edge across the edges at top
coupling must be accomplished when the vessel is and sides to line up couplings. DO not burr or mar
afloat and not in dry-dock, because most hulls will mating surfaces. Insert feeler gauge between
flex. This is positively necessary to meet warranty couplings and run it all around the flange. Clearance
requirements. should not be more than .006” at any point. Shim
engine and marine gear as necessary.
Mounting pads on housing permit unit to be bolted
to bed rails, power plant frame, keelsons, etc. Loosen gear housing to engine housing bolts and
check with feeler gauge; maximum variation for SAE
The distance of the first shaft bearing from the mating #0 housing .008”; #1 housing .006”.
surface of the marine gear output coupling is
extremely important. To avoid undue force on the Tighten four gear-housing cap screws at 90-degree
marine gear bearings, the propeller shaft bearing intervals. Secure engine and gear mounting feet.
should be located at least twelve and preferably Loosen four gear-housing bolts. Recheck housing and
twenty shaft diameters from the marine gear output coupling parallelism. If within limits tighten housing
coupling. and coupling bolts.

NOTE:
The same alignment procedures should be NOTE:
followed even if a flexible coupling is used. Under no condition is the engine to be
The most accurate method is to use a non- supported by gear housing.
flexible spacer of the same size. Flexible
coupling are used only to dampen noise and
vibration not to correct misalignment.

19
3.5 WATER PIPING

To assure proper cooling of Capitol’s marine The connections shown on the following
gear units, connect the cooling system as diagrams are recommendations, which will give
indicated on one of the three diagrams shown. It optimum performance.
is extremely important that the marine gear oil
be cooled properly; the oil cooler must receive
an ample supply of cold water.

20
SECTION 3. INSTALLATION AND
OPERATION

21
3.6 START-UP PROCEDURE

1. Remove reduction gear inspection cover 6. After unit has been operated as few
and pout in recommended oil until level minutes, stop engine, check oil level and
is up to full mark on dipstick (see lube add sufficient oil to bring level to full
chart). Replace inspection hole cover mark on dipstick. (See page 11 for
but do not secure. capacities).

2. Install pressure gauge of 300-pound 7. Shift several times to insure that all
capacity directly on top of gear or on cylinders, hoses and cooler are full of
bulkhead. Connect gauge to control oil.
valve with 1/8” steel tubing or hydraulic
hose. (Note: electric type oil pressure 8. Install selector valve cables and shift to
gauges are not recommended). insure valve lever goes into full detent in
all 3 positions: forward, neutral and
Marine gear is now ready to start up. reverse.

3. Engage starter for approximately 30

second (DO NOT START ENGINE). NOTE:
This activates pressure pump which pre- We strongly recommend installing an interlock
lubricates marine gear, preventing control system which prevents shifting at other
premature wear before load is applied. than engine idle speed and greatly prolongs life
of gear.
4. Start engine and check all connections
for leaks.

5. Oil pressure is adjusted at factory for 9. Marine gear is now ready for sea trials
testing purposes only and it may be and final adjustments.
necessary to readjust pressure to the
correct level (200-210 PSI). This should
be done at normal operating speed only 3.7 OPERATING PRACTICES
after maximum temperature is achieved. (CAUTIONS)

1. A capitol marine gear should not be

NOTE: shifted unless engine is at idle speed.
Normally, unit pressure at idle start-up will be 180 2. Marine gear cannot be operated
PSI, but final adjustments must be made as continuously in reverse mode for more
noted above. See figure 20, p. 13. than 30 minutes at 75% of available
horsepower.
3. ‘Wind milling’ (freewheeling) is strictly
prohibited as extensive internal damage
may result. In the case of a twin-screw
application where only one engine may
be used a great deal, shaft breaks
should be installed. (As an alternative
an auxiliary lube system may be
installed).

22
SECTION 4. PREVENTIVE
Pressure adjustment
MAINTENANCE See Fig. 20, p.13.

To insure a long Service life of the Capitol Oil temperature

Marine gear and to prevent costly failures it is
very important that a regular maintenance Operating oil temperature range is 150 degrees at
schedule be established. control valve, 150 to 170 degrees at pump.

4.2 ROUTINE MAINTENANCE

4.1 LUBRICANTS Oil Cooler Assembly
For all normal ambient operating conditions, 30
Check zinc pencils in oil cooler and change if badly
degree Fahrenheit (-1C) to 85 degrees
eroded. Check zinc pencils at approximately every
Fahrenheit (29C), we recommend a good grade,
350 hours of operation.
anti-foaming, heavy duty, SAE 30 motor oil.
Check water tubes for obstructions at approximately
Wher3e high ambient temperatures are
every 2000 hours of operation and flush if necessary.
encountered, over 85 degrees Fahrenheit (29C),
it may be necessary to use SAE 40 motor oil.
Screen Oil Filter
Where extremely cold ambient temperatures are
The screen filter should be removed and cleaned
encountered, under 30 degrees Fahrenheit (-1C),
every 400 hours of operation or at the same time oil
it may be necessary to use SAE 20 motor oil.
is changed. Fresh diesel fuel can be used. Use pipe
thread compound when reinstalling screen filter.

In all cases, it is recommended that the operating Oil Breather

temperature of the lube oil should be approximately
100 degrees Fahrenheit (38C) to 150 degrees Remove oil breather every 400 hours of operation or
Fahrenheit (66C), with that temperature being taken at the same time oil is changed. Clean diesel fuel can
at the oil line leaving the cooler or at the control valve. be used for flushing.

Serial 3 motor oils are not recommended as they Pressure Gauge

may shorten clutch life.
Periodically check pressure gauge by substituting a
calibrated pressure gauge of known accuracy.
CAUTION:
When using SAE 20 motor oil be very attentive to Visual Inspection
oil pressures. If proper pressure cannot be
maintained (200-210 P.S.I), it may be necessary At frequent intervals check all oil lines, water hoses,
to use SAE 30 and warm engine and gearbox and connections for leaks. Tighten all external bolts
thoroughly before engaging clutch. This condition and connections and visually inspect external
would only be encountered at extremely low components for wear or damage.
temperatures.
Wear Analysis
Oil Capacity
10200- approximately 7 quarts At periodic intervals, record pressure readings at idle
speed. A gradual decline is normal. Readjust
10700- approximately 9 quarts pressure relief valve to maintain proper operating
pressures. See fig. 20, p.13.
Bring oil up to full mark on dipstick. Operate
unit in forward and reverse for several minutes.
Inspection/ Overhaul Interval
This will fill: cooler, clutch.
A complete inspection of the Capitol marine gear
cylinders, pump hoses, etc. Stop engine and add
should be made at least as often as the engine is
required oil to return level to “full” mark on dipstick.
overhauled. Parts such as commutator bushings, oil
seals, quad rings, clutch discs, bearings, etc. showing
Oil pressure
any fatigue or wear should be replaced. It may be
desirable to completely rebuild the marine gear at this
Operating oil pressure must be at least 200-210 PSI time (See section 6.)
at normal operating speed and maximum operating
temperature.

23
4.3 MAINTENANCE SCHEDULE AND
CHECK SHEET

Ship’s No.__________________
Engineer___________________
Marine Gear Serial No.________
Date Service Began__________

INTERVAL MAINTENANCE DESCRIPTION RECORD

Normal operation

DAILY -Check Oil level

-Check Oil pressure

After first -Change oil and flush sump

100 hours

Every 350 -Check Zinc pencils

Hours

Every 400 -Change oil

Hour -Remove and clean filter
-Remove and clean oil breather

Every 2000 -Check gear backlash

Hours -Check water tubes in cooler

At engine -Inspect clutch and all

Overhaul gearing and replace as
necessary

Frequently -Check all oil lines and connections

-Check all external components
-Check all mounting bolts
-Check alignment

24
SECTION 5. TROUBLE SHOOTING

5.1 TROUBLE/REMEDY CHART

SYMPTOM PROBABLE CAUSE REMEDY

A. Low oil pressure (at full 1. low oil level 1.Inspect gaskets, seals and hoses
operating speed and and fittings for leakage.
temperature) 2. clogged oil filter screen 2.Remove oil filter screen and clean
with a good grade solvent or diesel
fuel.
3. Dirt or sludge in marine gear 3.Remove drain plugs, flush gear with
commercial solvent or diesel fuel.
Start engine; at idle shift gear several
times. Full forward to reverse for
approx. 5-7 mins. Shut down engine
and drain gearbox thoroughly. Refill
gear with proper oil and run for
approx. 25-50 hours. Drain gearbox
and refill with correct oil. This will
remove any residual solvent.

4. Worn or incorrectly adjusted 4.Refer to oil pump section (page 21)

pump assembly or fig.20.

5. Oil too hot 5.Check heat exchanger system for

clogged oil cooler or hoses.

6. Worn commutator bushings or 6.See wear limits chart (p.16) see

broken piston rings in rear clutch section (p.17) for front
floating commutator bushing commutator bushing and gearbox
section (p.25) for rear bushing.

7. Incorrect lubricant 7.See lube chart (p.11)

8. Scratched clutch cylinders or 8.Replace as necessary

hard “O” rings in clutch cylinders.

25
B. High oil pressure 1.Incorrectly adjusted pump 1.Refer to fig.20.
(At full operating speed and assembly
temperature)
2. Inoperable relief plunger in pump 2.Refer to p.20.

3. Incorrect oil 3. See lube chart (p.11)

4. Oil too cold 4. Check heat exchanger system.

C. Overheating 1. In sufficient oil cooler capacity 1.Install adequate oil cooler

2. Insufficient flow of cooling water 2. Increase water line sizes

3. Clutch slipping 3. Refer to symptom A.

4.Water temperature too high at 4. Decrease water temperature to

cooler cooler or relocate heat exchanger in
cooling system.
D. Excessive noise in marine gear. 1. Bearing worn or broken 1.Inspect bearings for scored races,
broken roller, flat spots, etc.

2. Gears worn or broken 2. Inspect gears and measure

backlash (refer to “replacement wea
limits” chart).

3. Noise in forward only 3.Reverse position may be

mistakenly used for forward.
Selector valve lever must point
Forward when boat is in forward
Motion.

4. Noise in reverse only 4. This is normal because 5 gears

are in operation in reverse mode.
E. Noisy Pump 1. Dirt or sludge in oil 1.Remove oil pump and hoses.
Clean thoroughly and reinstall.

2. Clogged hoses 2.Clear or replace as required

3. Pump cavitation 3. Inspect suction hoses for leaks.

Oil level may be too low.

4. Defective oil pump assembly 4. Refer to repair and overhaul

section, page. 20.
F. Clutch slipping 1. Low oil pressure 1. See symptom A.

2. Oil temperature too high 2. Temperature should be 150

degrees at selector valve 180 at
sump. Check heat exchanger
system.

3.Worn clutch discs 3.See repair and overhaul section,

page 18.

4.Improper oil 4. See lube chart page 11.

26
G. Clutch burned out 1. Low oil pressure 1. See symptom A.

2. Clutch is shifted at other than 2. Install interlock shift controls

engine speed.

3. Marine gear misaligned 3. Check alignment as described in

installation section, page 7.

4. Excessive heat 4. Check cooling system.

H. Clutch does not release 1. Improper oil in sump 1. Refer to lube chart, page 11.

2. Clutch discs warped 2. Replace as necessary,

see page 19.

3. Forward and reverse clutch 3. Clean or replace as necessary,

cylinders dirty or distorted see page 18.

4.Broken piston rings in rear 4. Replace as necessary,

commutator busing see page 25.

5. Clutch discs fused due to slippage 5. Replace as necessary,

and overheating. see page 19.
I. No neutral 1. Warped clutch discs 1. Replace as necessary,
see page 19.

2. Scored clutch cylinders 2. Replace as necessary,

see page 18

3. Damaged quad rings 3. Replace as necessary,

see page 18.

4. Worn or damaged commutator 4. Replace as necessary,

busing. see page 25

5. Worn control valve 5. Replace if necessary. Note:

Control valve is the least likely source
Of trouble.
J. Delay in clutch engagement 1.Cylinder timing screw out of 1. Remove dome nut and adjust
adjustment screw (Counter-clockwise) to speed
up reaction. See figure 21 below.
k. Clutch engages too fast 1. Cylinder timing screw out of 1.Remove dome nut and adjust
adjustment screw in (clockwise) to delay reaction.
See below.

Fig. 21 Cylinder timing

adjustment

27
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