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Simon Mags
Member
Username: simonmags
Post Number: 6
Registered: 05-2015
| | Posted on Wednesday, January 11, 2017 - 05:46 pm: | 
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http://www.woodworkforums.com/f32/gearbox-question-claemarine-1xe-210891#post199 6907
I have started a thread over there looking for information on this gearbox, so that I can source a suitable replacment, suspect it's from approximatley 1950 era.
Out of a timber motor sailer, around 25 foot. Was attached to a pretty original Perkins P3, from appox 1955.
Guessing it's a paralell drive gearbox as from memory it didn't have any down angle on the connector to the drive shaft.
Wondered if there was a way to work out if it is a 1:1 ratio or something different though, bearing in mind it will no longer spin due to some corrosion issues. |
Jim Staib
Senior Member
Username: drrot
Post Number: 217
Registered: 09-2008
| | Posted on Thursday, January 12, 2017 - 09:45 am: |
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Looks like Paragon guts. Also looks 1-1. +++ jpeg +++ 274989 +++
++++++ jpeg +++ 274990 +++
++++++ jpeg +++ 274991 +++
+++ |
Jim Staib
Senior Member
Username: drrot
Post Number: 218
Registered: 09-2008
| | Posted on Thursday, January 12, 2017 - 09:50 am: |
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Simon Mags
Member
Username: simonmags
Post Number: 7
Registered: 05-2015
| | Posted on Thursday, January 12, 2017 - 06:07 pm: |
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Thanks Jim,
So if I was to look for a replacement gearbox, anything that's pararlell drive, 1:1 ratio and of a similar length to this would be a good start i guess. That and making sure the new gearbox fits the spline from the Engine as well...
Another picture for your amusement.
That's taken from the bottom of the gearbox, you can see the selector shaft poking out on the right of the picture there.
Cheers |
Jim Staib
Senior Member
Username: drrot
Post Number: 219
Registered: 09-2008
| | Posted on Friday, January 13, 2017 - 10:14 am: |
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My guess is you need to find one off a Perkins. While the guts are the same the housing is specific to the engine as it keeps the oil contained. Usually powered direct off the crankshaft end with a small hole that feeds it oil through the end of the crankshaft and has a shared oil between the engine and reverse gear. |
Simon Mags
Member
Username: simonmags
Post Number: 9
Registered: 05-2015
| | Posted on Sunday, January 22, 2017 - 10:44 pm: |
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Evidently from the Marine Handbook for the Perkins P3 they recommended the use of a Borg Warner 71C and possibly a Parsons DA Marine transmission. So will now be on the lookout for one of those to suit.
I'm still not 100% on this though as the Marine handbook appeared to be for the 6 cylinder version of the Perkins engine, even though it indicated the P3.152 which as I understood it was a 3 cylinder engine only.
http://www.cheoyleeassociation.com/RestorationIssues/Manuals/Perkins%20Marine%20 Engine%20Handbook.pdf
Anyway the Borg Warner/Velvet Drive 71c, looks like it may be a close match to what i need, even if it is a bit over the top for a little 3 cylinder engine. |
Jim Staib
Senior Member
Username: drrot
Post Number: 220
Registered: 09-2008
| | Posted on Monday, January 23, 2017 - 12:15 pm: |
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The 71C is a self contained hydraulic unit. The 1EX is lubricated through the end of the crankshaft. The 1EX also allows feathering in gear. Sorta depends on what you like too. |
Ned Lloyd
Senior Member
Username: ned_l
Post Number: 100
Registered: 08-2012
| | Posted on Sunday, February 26, 2017 - 03:05 pm: |
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A little late I suppose,. But,.... Definately 1:1. Any gear reduction is accomplished through a separate reduction gear that is off the back end of the reverse gear.
As for lubricaci�n, the hole that is drilled through the bolt that holds the splined stub shaft onto the crankshaft is principally to lubricate the reverse pinion gears and isn't much needed when in "forward".
I would still hold onto that gear case. They haven't made them in probably 40 years, and parts are getting difficult to come by.
If you change reverse gear styles the stub shaft can be removed from the crank shaft and swapped out with the new reverse gear,. |
