The users should read this manual thoroughly before operation and

observe the operating method and precautions for more effective operation.

MARINE TRANSMISSION
SERVICE MANUAL
MODEL
DMT 25AL∼ 280HL
 Introduction

This manual contains description of construction, operation principle, correct

operation and handling method, precaution for installation, repair and check, etc.
on D-I Marine transmission(all models)

HYDRAULIC MARINE TRANSMISSION

APPLICATION
FOR MARINE APPLICATION
MODEL DMT25AL~DMT280HL

The users should read this manual thoroughly before operation and
observe the operating method and precautions.
Keep this manual at a place for next time.

Before operation, users should read the contents  marked in this manual. Since
the contents  marked are very important for safety, users should follow the
instruction.
In this manual, DANGER degrees, which can occur by faulty treatment of users,
are divided as following table.

If the contents marked are ignored and, an urgent

situation where people receive severe injure or are died can
be happened.

If the contents marked are ignored and, it can be the

cause of death or sever injure and the cause of material
damage.

If the contents marked are ignored, it can be the cause

of material damage.

 Important
observed.
contents of this manual which should be

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 CO NTENTS

SECTION 1 - - - - - - - - - - INTRODUCTION

SECTION 2 - - - - - - - - - - CONSTRUCTION

SECTION 3 - - - - - - - - - - PRINCIPLES OF OPERATION

SECTION 4 - - - - - - - - - - HYDRAULIC SYSTEM

SECTION 5 - - - - - - - - - - INSTALLATION

SECTION 6 - - - - - - - - - - OPERATION

SECTION 7 - - - - - - - - - - PREVENTIVE MAINTENANCE

SECTION 8 - - - - - - - - - - TROUBLE SHOOTING

SECTION 9 - - - - - - - - - - DISASSEMBLY AND ASSEMBLY

ANNEX Ⅰ PERIODIC INSPECTION TABLE

ANNEX Ⅱ PARTS ORDER SHEET

ANNEX Ⅲ WARRANTY LETTER

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SECTION 1 - INTRODUCTION.

1-1. OVERVIEW
The D-I marine transmission described in this manual are power transmission
unit for ships, which transmits the power generated from engine into the
propeller.
The major functions are ahead, neutral, astern in propulsion and certain rate of
speed reduction, and it consists of the structure to support the thrust force
generated from the propulsive force of propeller.
The ahead and astern operation of marine transmission is transmitted by a pair of
hydraulic multiple clutches and the necessary hydraulic system for it is built in
the marine transmission.

1-2. SPECIFICATIONS
Max. Max. Pressure Dry Flow of
Reduction Input Input (kg/㎠) cooling
Model speed torque Operating Weight water
ratio Lub. oil
(rpm) (kg-m) oil (kg) (ℓ/min)
1.63, 2.16
DMT18A
2.51, 3.13, 3.31 17 74.5
3,500 20~26 0.8~1.5 20~40
1.63, 2.06 30 77
DMT25AL
2.51, 2.95, 3.31
DMT50A 55 143
1.60, 2.05, 2.45,
DMT70T 3,000 87.5 20~26 2~4 162 40~60
2.82, 3.11, 3.45
DMT90A 87.5 162
1.60, 2.05,
DMT100T 3,000 97 20~26 2~4 164 40~60
2.45, 2.82
4.07, 4.50, 4.95 89
DMT100HL 5.28 3,000 86.7 20~26 2~4 263 40~60
5.94 75.5
1.76, 2.09 2.42,
DMT110A 2,800 110 20~26 2~4 212 40~60
2.82, 3.19, 3.81
4.07 130
DMT135HL 4.50 2800 125 20~26 2~4 293 40~60
4.95 115.7
1.97, 2.57
DMT140H 2,800 130 20~26 2~4 218 40~60
3.03, 3.46
DMT144H 1.83, 2.09 145
2,500 20~26 2~4 287 40~60
DMT150H 2.51, 3.08, 3.43 168

DMT170HL 4.04, 4.48 2,500 168 20~26 2~4 352 40~60

DMT180HL 5.15, 5.95 2,500 168 20~26 2~4 475 40~60

1.83, 2.09
DMT190H 2,500 200 20~26 2~4 310 40~60
2.51, 3.08, 3.43

DMT190HL 4.04, 4.47 2,500 200 20~26 2~4 370 40~60

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Max. Max. Pressure Dry Flow of

Reduction Input Input (kg/㎠) cooling
Model Weight
ratio speed torque O p e r a t i n g water
(rpm) (kg-m) oil Lub. oil (kg) (ℓ/min)

1.50, 1.97
DMT240H 2,500 219 20~26 2~4 400 60~80
2.44, 2.93, 3.40

2.06, 2.50
DMT260H 2,500 259 20~26 2~4 490 60~80
2.92, 3.26

3.53, 4.08, 4.52, 259

DMT260HL 2,500 20~26 2~4 640 60~80
5.04 239

2.06, 2.50
DMT280H 2,500 298 20~26 2~4 510 60~80
2.92, 3.26

DMT280HL 3.53, 4.08, 4.52 2,500 298 20~26 2~4 660 60~80

D-I Marine transmission must be operated within the limit of capacity of marine
engine, If not, slip, overheat or breakage of power transmission line can be
happened.
If any questions, contact with D-I Industrial Co., Ltd.
D-I Marine transmission must not be used for the marine engine which is
as rotated clock wise (Reverse rotation) seen from the rear of the engine.
If D-I Marine transmission should be used for the clock wise rotation engine,
contact with D-I Industrial Co., Ltd. for consultation.

[ C.C.W ENGINE ] [ C.W ENGINE ]

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SECTION 2 - STRUCTURE
2-1. GENERAL
D-I marine transmission consists of five major assemblies. They are input shaft
assembly, astern shaft assembly, and output shaft assembly for the power
transmission system, also there are oil pressure-producing pump assembly, oil
cooler assembly, selector valve assembly and valve holder assembly, pump holder
assembly for the hydraulic system.
They are the lock-up type in which a marine gear housing is bolted directly to the
engine flywheel housing, and the power is transmitted from driving ring which is
fitted on the flywheel of engine to the input shaft through a spider with rubber
blocks fixed on the input shaft. This system makes easy installation of marine
transmission with the engine and easy replacement of the rubber block.

Torsional responsibility
Torsional vibration analysis can be made by the engine maker or independent
consultants. D-I can provide relevant data on the analysis of transmissions
supplied by D-I Industrial Co.,Ltd.
The responsibility for ensuring torsional compatibility of the propulsion system rests
with the assembler of the drive and driven equipment. D-I has no liability for gearbox
noise caused by vibrations or for damage to the gearbox, the flexible coupling or other
drive units caused by this kind of vibration.
Users are advised to note that they should refer to instruction manual prior to use D-I
products for safe operation.

Driving ring,
Spider, Rubber
block
Input shaft
group

Output shaft
group

Astern shaft
group

[Fig-1] Marine Transmission Construction

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2-2. INPUT SHAFT ASSEMBLY

1 6
3
5
4

1) Driving ring
The driving ring is furnished with the involute groove on which the rubber
block is fixed to transmit power, and is bolted directly to the engine flywheel.

2) Spider
The spider is fixed on the input coupling with reamer bolts, and constructed in
a manner that the rubber block can be fixed on it.

3) Rubber block
The rubber blocks are rubber product of involute gear teeth, and reduce
rotative vibration of the engine and transmit the power smoothly.

4) Input shaft
The input shaft is connected with the input coupling with a spline, and the
ahead clutch housing is shrinkage-fitted to it.

5) Ahead clutch sub-assembly

The ahead clutch sub-assembly consists of a clutch housing, a pinion, a clutch
piston, the steel plates with internal gear teeth, the sintered plates with
external gear teeth and a back plate.
The steel plates are furnished with internal gear teeth which are engaged with
external gear teeth of the pinion, and the external sintered plates are furnished
with external gear teeth which are engaged with internal gear teeth of the
clutch housing.
The internal steel plates and external sintered plates are assembled alternately
with each other, and the pressured oil pushes the clutch piston which actuates
the ahead clutch when the lever of the selector valve is shifted to ahead
position. Then, the internal steel plates and external sintered plates are stuck
fast to each other to transmit the power from the ahead clutch housing to the
pinion. If the lever is shifted to the neutral position, the clutch piston returns to
its original position by the force of a return spring, and thereby oil is
discharged from the piston and the clutch is automatically separated.

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6) Pinion
The pinion is engaged with the output gear fixed on the output shaft to
transmit the power from the ahead clutch housing to the output gear.

2-3. Astern shaft assembly

Key slot for driving

gear of pump

The astern shaft assembly has the same parts as those which the input shaft
assembly has, except that the former has no spline in the front and has the
hydraulic pump driving device in the rear end.

2-4. Output shaft assembly

1) Output shaft
The output shaft is supported with two taper roller bearings, and an output
gear is shrinkage-fitted thereon. It has an output shaft coupling attached
thereto in the rear end.

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2) Output gear
The output gear is engaged with the ahead and astern pinion at all time.

3) Taper roller bearings

The taper roller bearings fixed on both sides of the output shaft support the
thrust force generated from the propeller during the ahead or astern actuation.

4) Output coupling
The output coupling is connected to the output shaft by means of taper
connection and is fixed firmly on it with bolts and a lock washer.

2-5. Case assembly

The case assembly is made of cast iron and consists of a case, a case
cover, and a bearing carrier.

2-6. Manifold(Valve holder) assembly

Oil filtter

The manifold (valve holder) is made of cast iron, and includes oil pressure
regulating valve. It is equipped in the manifold entrance, it sends the filtrate oil
from the screen filter of pump to the manifold. And, it is fixed on the bearing
carrier, to lead oil to the ahead and astern shafts.

Manifold, which is used for over DMT 150H, is separated

 into Valve holder and Pump holder.

☞ [ Refer to PARTS LISTS for each Marine Gear ]

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2-7. Secondary oil filter

This is attached to the inlet of the valve holder to re-filtrate which is oil filtered
through a strainer on the inlet side of the pump before leading it to the valve
holder.
As it has simple structure, it is very easy to clean by removing the filter
cover.
Periodic Inspection : ANNEX Ⅰ

2-8. Selector valve assembly

[Option]
Trolling valve position

Lever/Stem valve Selector valve body Trolling valve

1) Selector valve body

The selector valve body is made of cast iron, and bolted on the manifold.

2) Valve stem
The valve stem is rotated in the valve body, and has three ports leading oil to
the passages for ahead, neutral, and astern position. The pressured oil for
actuation of the clutch is led to each clutch through these passages.

3) Selector lever
The lever is fixed on the valve stem with a spring pin, and clutch operation for
ahead, neutral, or astern position can be performed by operation of this lever.
And it is provided with a proper control head to make remote control.

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2-9. Hydraulic pump assembly

The hydraulic pump is the circumscribed gear type, and bolted on the pump
holder. The pump driving gear is connected by keyed connection way on the end
of the astern shaft to be driven and rotated at the same speed as that of
engine, but in the opposite direction.

2-10. Oil strainer assembly

The oil strainer assembly is connected with a suction pipe of the pump inlet
side to filtrate oil and fixed on the bottom side of the cover with screws.

Periodic Inspection : ANNEX Ⅰ

2-11. Oil cooler ZINC ANODE

The oil Cooler is fixed above the case cover with bolts, and cools the oil supplied
from the hydraulic pump before leading it into the secondary oil filter.
Oil Cooler contains the alloy (of aluminium and brass) pipe which is strong against
corrision. In addition, zinc anodes are put into the oil cooler.

Periodic Inspection : ANNEX Ⅰ

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SECTION 3 - Principles of operation

3-1. OVERVIEW
D-I Marine transmission is operating with the hydraulic pressure and must be
operated within the limits of rated load capacity, and has the same capacity and
reduction ratio for the ahead and astern actuation. Therefore it can be
appropriately used in the application of twin engine system.
The clutches are hydraulic multi -plates types and performed by the hydraulic
pressure. The lubrication for the each part is divided into 2 ways, one is lubricated
by force and another by scattering.
* Lubrication by force: the input shaft spline, input coupling oil seal, bearings,
gears, pinion bush, internal steel plates and external sintered plates, and etc.
* Lubrication by scattering: bearings, pinion gears, output gear.

3-2. Direction of rotation

The input shaft is rotated in the same direction as that of engine, and the output
shaft in the opposite direction during ahead actuation but in the same direction
during astern actuation.

3-3. Power transmission flow

[Fig-2] Marine Transmission Power Flow

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1) Neutral position
① The power is transmitted from the driving ring bolted on the flywheel of the
engine to the spider with the rubber blocks attached.
② The spider transmits the power to the input shaft via the input coupling,
and the ahead clutch housing which is shrinkage fitted to the input shaft, is
rotated simultaneously.
③ The internal gear teeth of the ahead clutch housing are engaged with the
external gear teeth of the external sintered plates for the ahead clutch
actuation, and these sintered plates is rotated simultaneously. And, the
external gear
teeth of the ahead clutch housing are engaged with those of the astern
clutch housing, and the internal gear teeth of the astern clutch housing are
engaged with the external gear teeth of the external sintered plates for the
astern clutch actuation, so that the astern clutch housing and the external
sintered plates for astern actuation are rotated in the opposite direction of
the engine.
In the neutral position, all the parts being rotated of the marine
transmission do not transmit any power.

2) Ahead position
① In the ahead position, the high pressure oil which is led from the selector
valve pushes the clutch piston of the ahead clutch, and the clutch plates in
the ahead clutch housing are stuck fast to each other.
② The internal steel plates begin to rotate in the same direction as that of the
engine
③ The internal gear teeth of steel plates are engaged with the external gear
teeth of the ahead pinion, and thus the pinion is rotated in the same
direction as that of the external sintered plates at the same speed.
④ At this point, the output gear engaged with the pinion is rotated in the
opposite direction of the engine. And the power is transmitted to the
propeller through the shrinkage-fitted output shaft and the output gear.

3) Astern position
① In the astern position, the external sintered plates in the astern clutch
housing, which is rotated at the same speed as the engine and in the
opposite direction up to now, is stuck fast to the internal steel plates.
② The internal gear teeth of steel plates are engaged with the external gear
teeth of the astern pinion, and thereby the astern pinion is rotated in the
same direction as that of the external sintered plates at the same speed.
③ At this point, the output gear engaged with the astern pinion is rotated in
the same direction as that of the engine.

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④ And the power is transmitted to

the propeller through the shrinkage-fitted output shaft and the output gear.

Ahead position Astern position Neutral position

[Fig-3] Marine Transmission Power Flow

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SECTION 4 - HYDRAULIC SYSTEM

4-1. OVERVIEW

The hydraulic system is shown in [Fig.4] The oil contained in the marine
transmission flows into the pump through the oil strainer, and high pressure oil
that is discharged from the gear pump is led to the selector valve body through
the oil cooler, the secondary oil filter and the manifold. And then, the oil is
regulated to the determined pressure by means of the oil pressure regulating
valve before being led to the valve stem for clutch actuation.
By changing the oil direction of the valve stem, the oil is led to either the ahead
or astern actuation clutch.

[Fig-4] Hydraulic System

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4-2. Selector valve assembly

1) Flow of the pressured oil according by operation of the valve selector stem is
shown in [Fig.5]
The pressured oil discharged from the gear pump is led to the direction of the
2) arrow "P" in [Fig.6] and then into the hole of the valve stem.
When the valve selector stem is operated for ahead or astern position, part of
the oil is led to the rear surface of the clutch piston to actuate the clutch, and
another part of it is led to the oil pressure regulating piston through the orifice
of a check valve to raise the oil pressure to the determined pressure gradually.
And the rest of the oil by continuous discharge from the hydraulicpump, pushes
the oil pressure regulating valve and flows through the passage "L" into the
lubricating oil passage to forced-lubricate respective parts with pressure
regulated by means of the lubricating oil pressure regulating valve.
3) When the selector valve is shifted toward the neutral position, the return spring
of the clutch returns the clutch piston to disconnect the clutch, and the piston
is also returned to lower the pressure down.

[Fig-5] Oil Passage of Selector Valve

[SEC. A-A of Fig-6]

[Fig-6]Selector Valve Ass'y

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SECTION 5 - INSTALLATION

Installation of marine transmission has an important effect on the function and

performance of the marine transmission.

GAUGE / TOOL SPEC. REMART

DIAL GAUGE
MAGNET BASE
THICKNESS GAUGE
WRENCHES

The Key, which is used for starting a marine engine, should be pulled off
before installing Marine transmission to the Marine engine.

5-1. Check point before installation

The flywheel and flywheel housing should be cleaned and then be checked for the
accuracy.

1) Check face of the flywheel housing (flatness)

Install a dial gauge as shown in below figure, and read off the deviation of
gauge's scale, rotating the flywheel in the same direction.
At this point, the value of deviation should not exceed 0.2 mm.

Dial gauge

Engine flywheel

Engine housing

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2) Check the bore of engine flywheel housing (concentricity)

Install a dial gauge as shown in below figure, and read off the eccentricity of
the gauge's scale, rotating the flywheel in the same direction. At this point, the value
of eccentricity should not exceed 0.2 mm.

Dial gauge

Engine flywheel

Engine housing

3) Check the driving ring surface of engine flywheel (flatness)

Install a dial gauge as shown in below figure, and read off the deviation of the
gauge's scale, rotating the flywheel in the
same direction. At this point, the value of deviation should not exceed 0.5 mm for
every 100 mm of the diameter.

Dial gauge

Engine flywheel

Engine housing

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4) Inspection of diameter of the flywheel's driving ring seating guide(concentricity)

Install a dial gauge as shown in below figure, and read
off the eccentricity of the indicator gauge's scale, rotating the flywheel in the

Dial gauge

Engine flywheel

Engine housing

same direction. At this point, the value of eccentricity should not exceed 0.127 mm.
5-2. Installation
The alignment between engine and the marine transmission is the most
important factor for normal performance and extension of life.

1) Bedrail
Use the engine bedrail made of well-dried rigid wood or steel.
If the engine bedrail is not rigid, the alignment will be deviated due to the
vibration of the engine or other influence.

2) Supporting
The support brackets for the marine transmission have to fix on the engine
bedrail firmly like the engine mounting.

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Bolts for Housing and Brackets of marine transmission should be tightened

firmly. If not, a noise, vibration or breakage of housing can be occurred.

3) Alignment

The alignment between marine transmission's output shaft coupling and the
propeller shaft coupling should be aligned well and the allowable deviation is as
indicated in the following figures :

The alignment must be made only when the ship is afloat, not in a dock.
In addition, in case of a wooden ship, periodic check should be made
every one or two months since the engine bedrail may be bend up to
about six months after initial installation, and also a FRP or steel ship must
be checked periodically.

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SECTION 6 - OPERATION

6-1. Preparations for operation

1) Check the whole parts of the marine transmission, and check if bolts, nuts,
etc in major parts are loosened.
2) Check the oil level with oil level gauge and neutral pressure
2-1) Check if the neutral pressure(1~5 kgf/cm2) is formed within 30 seconds at
idle RPM after the engine starts up.(If not, just stop the engine and then check
relevant parts)
2-2) After running the engine at idle RPM for 2~3 minutes, stop the engine and
check the oil level immediately.

3) Place the selector valve lever on the neutral position before starting the
engine.

Check the oil amount in marine transmission before operation. If the

oil is not enough, fill it up with oil.

6-2. Operation
1) Run the engine at engine idle RPM for about 10 minutes for warming-up.

2) During 10 minutes warming-up, check on oil leakage, abnormal noise,

over-heat, cooling water condition, etc.
3) Check the neutral oil pressure as increasing the engine RPM gradually.
(The clutch oil pressure is 1~5 kgf/㎠ at engine idle RPM in neutral position)
4) Check if the operating oil pressure is normal when operating the marine
transmission in ahead and astern position.(Refer to 1-2 "Specifications")
When decreasing the engine RPM, the operating oil pressure could be
decreased a little bit, however, it is normal.
5) The shifting of selector valve lever to ahead or astern position must be taken
at 50% of rated engine RPM or under.
6) The oil temperature during continuous operation is 50-90℃, but it could be
increased a little bit by frequent ahead and astern operations.
7) Observe abnormal noises, over-heat, etc. all the time during operation. If
abnormal conditions are found, stop the engine and find out the cause
of them and then take measures to solve them.
8) Be sure to place the selector valve lever on the neutral position before
stopping the engine.

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9) To use emergency screws in an emergency

In case that the ahead clutch is slipped or not operated, it can be engaged
mechanically by emergency measures. The ahead clutch has three screws
called emergency screws assembled and it can be engaged by tightening the
screws. If the failure is repairable on the spot, repair it correctly as referring
to "Trouble shooting". If it is not repairable on the spot, enter the nearest port
by using the emergency screws and then repair it.

Shifting of selector valve lever to ahead and astern position must be

taken at 50% of rated engine RPM or under.

* How to use the emergency screws

1) First of all, stop the engine.

2) Remove the plug shown in [Fig.7].
3) After finding the emergency screws through the hole(covered with the plug)
as turning the engine flywheel, tighten the three screws by hexagonal
wrench(Below DMT25AL:4mm, Over DMT50A:5mm) to engage the clutch. The
screw torque is 130kgf.㎠.
4) Re-assemble the removed plug.

To use the emergency screws means that the ahead clutch is engaged
all the time. Therefore, be careful when the engine starts up because
the vessel moves forward once the engine is on. During a sail, the
selector valve must be placed on the ahead position and the engine
should be operated at 70% of rated engine RPM or under.
When using the emergency screws, fill the marine transmission with oil
till the oil level comes up to center of astern shaft.

The vessel should slow down before entering the port and be taken
in tow because the astern function does not work while using the
emergency screws.

[Fig-7] Position of Emergency Screw

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SECTION 7 - PREVENTIVE MAINTENANCE

7-1. Genernal

All the rotating parts of the marine gear are lubricated with oil in the case. The
followings are the check points for maintenance of the proper performance :

7-2. Oil

1) Use only SAE-API service class SAE#30 engine oil.

2) Check the oil level everyday.( Refer to 5-1, Section 5 )
3) Replace the oil after first 100 hours, and then every 1,000 hours.
* If a foreign substance such as water, seawater, etc has come into the
marine transmission, overhaul it and clean its part before assembly, and then
feed it with new oil.
Use only SAE-API service class SAE #30 engine oil
Multi-grade oils(SAE#10W, 15W40,etc) should not be used in
D-I marine transmission because they have influence on the
coefficient of friction to make the clutch slipped.
MARINE GEAR Recommended Oil
Name Manufacturer
Daphne Marine Oil SX30 S-Oil
Delo 1000 Marine 30 GS Caltex
diamond Marine T103(TBN13 SAE#30) MICHANG OIL IND,CO.,LTD.
Exxmar 12TP30 Esso Oil Co., Ltd
Mobilgard 312(SAE#30) Mobil KOREA
Shell Gadinia Oil 30 Showa Shell Oil Co., Ltd
Jomo marines D13 Japan Energy Corporation

7-3. Oil filter

Also, disassemble the oil strainer and the secondary oil filter to clean them at
the time of oil changing.

7-4. Visual Inspection

Inspect external parts of the marine transmission frequently, and repair it if any
defect is found. Particularly, inspect the rubber blocks through an inspecting
window of the flywheel housing frequently, and if they are damaged or worn out,
replace them with new ones.

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7-5. Overhaul

The overhaul period of the marine transmissionr is the same as that of the
engine.
If any wear or damaged parts is found, replace them according to the
followings :
1) Replace all of the gaskets, O-rings, and other rubber products in every
overhaul.
2) Replace the rubber blocks and bearings every 10,000 hours, or earlier if
excessive wear or damage is found.
3) [Table 1] shows the allowable wear limits of the important parts.

Remedy when
Parts Point to be measured Allowable wear limits limit is
excessive
input coupling and
Spline backlash 0.3 Replacement
input shaft

pinion and output gear Gear backlash 0.5 "

clutch housing gear " 0.4 "

pinion bush and input shaft clearance 0.2 "

sintered plates and

Gear backlash 0.5 "
clutch housing

steel plates and pinion " 0.5 "

(Unit : mm)
Replace the worn-out parts in case of over the allowable wear limits. If
too prolonged operation is expected to do the subsequent overhaul, it is
preferable to replace them even if they are within the allowable wear limits.

7-6. Periodic Ispection Table

Periodic Ispection : ANNEX Ⅰ

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SECTION 8 TROUBLE SHOOTING

If something is wrong with the marine transmission, refer to [Table 2].
Symptom Cause Remedy
1) Oil strainer clogged
2) Secondary oil filter clogged 1) Remove clog and clean
3) Oil pressure regulating 2) "
piston stuck in the control 3) "
valve
1. Low main 4) Seal damaged or worn 4) Replacement
oil pressure 5) Hydraulic pump damaged or 5) "
worn
6) Remote control faulty 6) Adjustment
7) Orifice clogged 7) clean it
8) Clutch oil pressure regulator 8) Inspect length of spring and
valve's spring damaged or `1 replace it if necessary
worn
1) Oil level low
1) In case of oil leakage, replace
of the components such as
gaskets, oil seals, etc. which
2. No oil pressure
cause oil leakage and fill the oil
2) Hydraulic pump defective
2) Replace hydraulic pump
3) Air leak on suction side of
3) Correct cause of air leak
pump

3. High main oil 1)regulator pressure valve operated

1) Remove clog and clean
pressure poorly
1) Lubricating oil pressure 1) Remove clog and clean
4. Low Lubricating
regulating
oil pressure
valve operated poorly
1) Clutches slipping 1) Disassembe marine transmission
and check of clutch plates
5. Over-heat 2) Excessive oil level 2) Regulation of oil level
3) Bearing damaged 3) Overhaul marine transmission
4) Defective rotating part 4) Refer to Item 6
1) Clutch plates stuck 1) Disassemble of clutch ass'y and
2) Pinion bush stuck replace clutch plates
3) Both thrust washers of pinion 2) Disassemble and replace
6. Rotating parts
stuck 3) Disassemble and replace thrust
defective
4) Clutch piston's returning spring washers
is damaged or broken 4) Disassemble and replace of
spring

1) Clutch plates stuck 1) Disassemble of clutch ass'y and

replace clutch plates
7. Improper Shifting
2) defective Remote controller 2) Adjust and replace remote
of ahead / astern
controller
3) Clutch piston's return spring 3) Refer to Item 6-4).
is damaged or broken
1) Gear teeth or spline damaged 1) Disassemble and repair or
worn replace
2) Bearing damaged
8. Abnormal noise 3) Rubber blocks damaged or 2) Disassemble and replace
worn 3) "
4) Bolts or nuts loosened or 4) Secure tightening
removed

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SECTION 9 - DISASSEMBLY AND ASSEMBLY

9-1. Disassembly
Check the marine transmission for oil leakage or abnormal noise before
disassembly.

Assembly and Disassembly should be performed in a place

where there is no dust and foreign matter, etc.
Don't assemble or disassemble marine transmission when
raining or high percentage of humidity.
The following pictures, which is used to help you understand,
is for DMT50A. Thus, for other models, please refer to parts
list and perform the assembly or disassembly accordingly.

TOOLS SPEC. REMARK

Wood
Rags
Washer
Combination Wrench sets
Torque Wrenchs
Zig for Shim Adjustment
Bearing Puller
Bearing Heater
Snap Ring Pliers
Impact socket sets

1) Disassembly of the marine transmission

① Drain all the oil from hydraulic systems.

② Disconnect all the connecting parts.
③ Disconnect the output shaft coupling and the propeller shaft coupling to
provide a sufficient space for easy removing of the marine transmission.
④ Remove the marine transmission from the engine, but do not remove the
driving ring unless replacement of parts is necessary.

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Remove cooling pipe

Remove coupling

Necessary to remove.

2) Case disassembly Drain oil

① Place the marine transmission on a rigid wooden bed with its input side
down so that the spider can be easily rotated.
② Remove the manifold(pump holder and the valve holder) fixed on the bearing
carrier.
③ Remove the hydraulic pump.
④ Remove the bearing carrier fixed on the cover by pulling bolts, and
then remove outer cace of the bearing fixed on the bearing carrier.
⑤ Remove the input shaft assembly and the astern shaft assembly.
⑥ Remove the output shaft coupling, and then the case cover by pulling bolts.
⑦ Remove the input coupling.
ⓐ Do not remove the input coupling, unless it is needed to replace.
ⓑ When disassembling the case, take care not to damage or lose
the clearance adjusting shim for the bearings of the input, astern
and output shafts for re-assembly.
ⓒ As the clearance may be changed according to wear of the thrust
washers or replacement of the bearings, adjust the shim according
to description of Item 9-3 at the time of assembly.

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3) Input shaft assembly

① Remove the retainer placed in the front, and then the thrust needle bearing,
the pinion gear and the thrust needle bearing in order.
② Remove the snap ring, and then the back plate to support clutch plates
the external sintered plates, and the internal steel plates in order.
③ Press the spring toward the clutch piston, and remove the retaine
Press the spring toward the clutch piston, and remove the retainer
placed in the middle of the input shaft, and then the spring support and
the return spring.
④ Strike the spline portion of the input shaft against a wooden bed to remove
the clutch piston.

Do not use a steel bed as the shaft may be damaged

⑤ remove four seal rings installed on the shaft end

Be careful not to break Rings (oil seal)

⑥ Do not remove the bearing on the rear side unless replacement is

necessary.

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1
3

4 6

Check Point
☞ [Refer to Table-1]

4) Astern shaft assembly

① Remove the taper roller bearing installed in the front of the astern shaft
assembly by a bearing puller.
② The rest of the removing process is the same as process of the the
input shaft assembly.

Check Point
☞ [Refer to Table-1]
5) Output shaft assembly
② Do not remove the taper roller bearings installed in both sides end of
the output shaft unless replacement is necessary.
* Do not remove the ahead and astern clutch housings and the output gear
as they have been shrinkage-fitted to the shaft.

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Ahead (Astern) Clutch Housing and output gear is is shrinkage-fitted

to the each shafts. Thus, it is impossible to disassemble.
Do not try to disassemble.

Check Point
☞ [Refer to Table-1]

6) Spider disassembly
Do not remove the spider unless replacement is necessary.

7) Selector valve body disassembly

① Remove the hexagonal socket screws, and remove the cover
spring pin, lever, selector valve, thrust bearing, O-ring, spring and ball.
② Remove the screw, and remove the piston cover, orifice plate, oil pressure
regulating piston, springs oil pressure regulating valve, ball, spring and
remove the set screw and sleeve.

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Trolling Valve(Option)

Check Point
☞ [Refer to Table-1]

9-2. Assembly

Assembly shall be performed in the reverse order of disassembly. Clean all the
parts so that there should be no dust or metal chip, etc., in the marine
transmission before assembly, and observe the followings :

1) Replace the parts which cause oil leakage.

2) Replace the sliding surface of the bearing discolored or excessively worn out,
if it produces an abnormal noise.
3) Replace the worn out parts over the allowable wear limits.
4) Grease on such rubber parts as O-rings before assembly.
5) Replace the gaskets with new ones.
6) Check and confirm whether degree of bent of the lock washer is normal
before assembly.
7) The followings are precautions for assembly of the clutch :
① Before assembling the clutch, check whether the clutch piston, input shaft,
or astern shaft where the O-rings are to be seated has a sharp edge and
grease them.
② Install the external sintered plates and the internal steel plates alternately in
order from the clutch piston side as shown in [Fig 7].
③ Ensure that the snap ring supporting the back plate support is firmly seated
in its groove before assembling the marine transmission.

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8) Specified torques for screws and nuts

① The specified torque for the screws and nuts are indicated in [Table 3] :
Classification M5 M6 M8 M10 M12
Hex head cap
0.5 - 0.8 1.1 - 1.3 2.2 - 2.6 3.9 - 4.5
Screws & nuts
Hex socket head
0.6 - 0.7 1.1 - 1.2 2.6 - 3.0
cap screw
(Unit : kgㆍm)
9-3. Adjustment of shim

Adjust the clearance of the taper roller bearings supporting the input, astern and
output shafts with a shim as illustrated in [Figs.10 and 11].

1) Adjustment by shims of the input and astern shafts; adjust the axial clearance
to be 0 ～ 0.05 pushing the rear bearing toward the front bearing.
2) Adjustment by shims of the output shaft; adjust the axial clearance to be
0 ～ -0.05 in the same manner as the above.

ⓐ The shim adjustment should be made very accurately.

ⓑ Too small clearance may cause faster wear of the bearings
and rise of the oil temperature (over-heat), and too large
clearance may cause abnormal wear of the manifold, oil
leakage from the oil seals, abnormal wear of the gear,etc.

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[Fig-10] Input and Astern Shafts

[Fig-11] Output Shaft

1.The shim adjustment should be made with the special tools that are made according
to the drawings provided.
2.D-I Industrial Co. will provide you with drawings that are needed to manufacture
special tools for the shim adjustment. Refer to the drawing lists attached and contact
with D-I Industrial Co. for drawings of special tool for the shim adjustment.

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HOW TO DISASSEMBLE OUTPUT COUPLING

NO FIGURE INSTRUCTION

1)Assemble the support plate as figure. If not,

people might get hurt by the output coupling
1
which might come out suddenly by the
hydraulic pressure.

1)Pour oil into the hole on the output coupling

2 and then screw the bolt in two or three times to
push the oil into the hole.

1)Get the bolt wound by seal taper to prevent the

oil inside output coupling from leaking out.

3 ※Screw Length(L)
.DMT110A: 25mm over
.DMT150H～240H, 260H, 280H: 35mm over
.DMT200HL, 260LH, 280HL: 45mm over

1)Pour grease into the hole on the output coupling

to prevent the oil inside output coupling from
leaking out.

4 2)Screw the bolt with seal tape into the hole

rapidly to make a pressure inside output
coupling.

3)Disassemble the output coupling.

[CAUTION]
1.In case the output coupling is not off by above porecedure, try above precedure
two or three times.
2.Applicable Model: DMT110A-DMT280HL

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ANNEX I
PERIODIC INSPECTION TABLE
○ Check, ◎ Exchange
Check / Exchange
NAME (year) Parts to Using Remark
1 3 5 10
*Gasket, paper ◎ Cover, Case, Holder,
Manifold etc.
*Gasket, copper ◎ Drain/Magnet Plug etc.
*O Ring ◎ Screen/Secondary Filter
Air Breather Ass'y etc.
*Seal, oil ◎ Input Coupling,
Output Shaft
M Ring, oil Seal ○ ◎ Input/Astern Shaft Wear, Breakage

○ ◎
A Body, selector valve
R Spring Valve, regulator pressure
I Valve, oil pressure etc.
N Plate
E (sintered/steel) ○ ○ ◎ Clutch houging
wear,Taken off
,Reform
G *Ring, external ◎ Input/Astern Shaft
E Washer, thrust
A
○ ◎ Input/Astern Shaft
Wear, Damage,
Taken off
R Washer, thrust bearing
Bearing, thrust needle
○ ◎ Input/Astern Shaft
(D240H~D280HL)
Wear, Damage,
Taken off
B
O Bush, pinion
D
○ ◎ Input/Astern Shaft
Wear, Damage,
Taken off
Y
Bearing, taper ○ ◎ Input/Astern/Output Shaft
Wear, Damage,
Taken off
※Magnet Plug Cover
※Oil(SAE#30) See at 23 page
(7-2 Oil)
※Screen Filter ◎ ◎ ◎ Breakage,
Reform
※Secondary Filter ◎ ◎ ◎ Breakage,
Reform
P *Gasket, pump/plate BODY, pump
U Bush, pump
M
○ Plate, pump
Cover, pump
Wear, Damage,
Taken off
P Pump Ass'y ◎ ◎
C *Gasket, paper Cover, cooler
O
O *Gasket, copper Bolt, union
L
E Zinc Anode Every 6 month
R to exchange

*MARK : The parts, which are marked*, should be replaced with new ones once
marine transmission is disassembled and assembled.
※MARK : The parts, which are marked※, are recommended to be cleaned when
oil replacement (Replace oil after first 100hours and then every 1000hours)

1. REGULAR INSPECTION (EVERY 5 YEARS)

-Inspect and check marine transmission after disassembling the marine transmission
-Refer to above table for the parts that need to be replaced.
2. OVERHAUL OF MARINE TRANSMISSION (EVERY 10 YEARS)
-Inspect and replace parts after disassembling the marine transmission.
-Refer to ANNEXⅡ for overhaul parts.
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ANNEX Ⅱ

PARTS ORDER SHEET

Fill out the blanks below and get in touch with distributor DATE

COMPANY

NAME

ADRESS

TEL. FAX.

PARTS ORDER LIST

Gear Ratio
MODEL
Serial No.

ENGINE HP/ rpm Installation

date
No. NAME PARTS NO. Q.TY No. NAME PARTS NO. Q.TY

REMARK
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ANNEX Ⅲ
WARRANTY LETTER
The marine transmission, which D-I Industrial Co.,Ltd. manufactures, is guaranteed to have
a good operation in case that D-I Marine Transmission is operated according to the
instructions mentioned in the D-I marine Transmission manuals. D-I Industrial Co.,Ltd.
warrants D-I Marine Transmission as follows.
1. SCOPE OF WARRANTY
Warranty is limited to repair or supply with new one against D-I Marine transmission or
its parts which is occured by defective materials or workmanship within warranty period.
2. WARRANTY PERIOD.
D-I Industrial Co.,Ltd. warrants against defective materials or workmanship for a period
of twenty-four(24) months from the date of original shipment by D-I Industrial Co., Ltd.
to original customer or twelve(12) months from the first sea trial, whichever occurs first.
3. WARRANTY NON EFFECTIVE
D-I Industrial Co.,Ltd. does not warrant
1)The parts that are not produced by D-I Industrial Co.,Ltd. or genuine parts
which are lost.
2)The cost or the breakdown that is occured for repairing before contacting with
D-I Industrial Co.,Ltd.
3)The breakdown which is occured due to any modification to D-I Marine
Transmission or its parts without the prior to consent of D-I Industrial Co.,Ltd.
4)The breakdown that is occured due to that the customers do not keep the right
handling, operation, periodical maintenance and storage way mentioned in the
instruction manuals.
5)Consumable parts such as gaskets, packings, tubes and other similar ones.
6)The breakdown that is occured due to the customer's negligence, faulty maintenance.
Misuse ornon observance of recommended or operation instructions.
7)The breakdown caused by using products at over rated power.
8)The breakdown caused by other application ( other than propulsion of ship )
without approval of D-I Industrial Co.,Ltd.
9)The breakdown caused by negligence of corrosion protection.
10)The breakdown caused by torsional vibrations.
4. OBLIGATION OF USERS.
1)D-I Marine Transmission should be inspected and repaired according to the
instructions mentioned in the manuals.
2)Use of unsuitable parts, inspection or repair can cause a fatal damage. In case that
D-I Transmission should be repaired in a workshop, contact CS team of head office
or use a workshop that is appointed by D-I Industrial Co.,Ltd.
5. WARRANTY REPAIR
1)This warranty letter is accompanied D-I Marine Transmission and is effective with
signature of D-I Industrial Co.,Ltd.
2)Users should summit this warranty letter to warranty repairman when warranty repair
or periodic inspection is performed.
6. D-I Industrial Co.,Ltd. does have no obligation to apply new specifications to the
D-I Marine Transmission that was supplied before changing specifications.
7. WARRANTY SUCCESSION
In case that owner is changed because D-I Marine Transmission is resold or contributed
to the other customer within warranty period, D-I Industrial Co.,Ltd. warrants the rest of
warranty period. In order to do that, this warranty letter should be accompanied with D-I
Marine Transmission.

D-I INDUSTRIAL CO.,LTD.

The contents of this manual can be modified without prior notice for the improvement of quality.

MAMU NO. M1709N01DMT

FACTORY : (52781) 13, Namgang-ro
1367 beon-gil, Jinju-si,
Gyeongnam-do, Korea
TEL. : +82-55-760-5500
FAX. : +82-55-755-9188
E-mail : [email protected]
URL : http://www.d-i.co.kr
printed: 2017. 09