marine transmission owners manual - TransDiesel

MARINE TRANSMISSION 

OWNERS MANUAL 

TONAN CORPORATION 

992 SHISHIKO USHIKU IBARAKI 300-1231 JAPAN

My transmission details 

(Record the details for your transmission here for quick reference) 

Vessel Name: 

Transmission Model: 

TM 

Serial Number: 

Ratio: :1 

Date of purchase: / / 

Day / Month / Year 

Purchased from: 

2

Table of Contents 

Warranty ................................................................................ 4 

General Information .............................................................. 5 

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

Construction Features ............................................................ 8 

Installation ............................................................................. 9 

Operation ............................................................................. 15 

Emergency Mechanical Lock-up ......................................... 16 

Oil & Lubrication ................................................................ 22 

Preventative Maintenance .................................................... 24 

Trouble shooting .................................................................. 26 

Replacement Parts Ordering ................................................ 28 

Dealers and distributors ....................................................... 29 

3

SECTION 1 

Warranty 

Tonan Corporation (hereafter referred to as the „The Transmission Manufacturer) guarantees 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 purchaser, as to which the Transmission Manufacturer 

assumes no liability) against defective materials, or workmanship for a period of twenty-four(24) months 

from the date of original shipment, but not to exceed twelve (l2) months or two thousand (2,000) hours 

of service, whichever occurs first. The original purchaser does not rely upon any tests or inspections to such 

products or parts by the transmission manufacturer. 

No other warranties expressed or implied are intended or given. 

The exclusive remedy provided within the applicable warranty period specified in paragraph above shall be, at 

the sole option of the Transmission Manufacturer, either the repair or replacement of any part or product found 

to be defective and the labour to perform the repair or replacement (or equivalent credit). Labour is defined as 

the flat rate labour hours required to disassemble, inspect and reassemble the product only as published in the 

flat rate manual. The above is subject to the following terms and conditions: 

‣ Complete parts or products must be returned to the Transmission Manufacturer within the warranty 

period, transportation charges prepaid. 

‣ This warranty is void if, in the opinion of the Transmission Manufacturer, the failure of the returned 

part or product resulted from abuse or neglect or where such failure has been caused by accident. 

‣ Labour or other costs or expenses incurred by the buyer for removal and reinstallation of the part or 

product is not covered by this warranty and the buyer assumes full responsibility for such costs and 

charges. 

‣ The warranty is void unless the buyer or his agents provide proper transportation and storage facilities 

and reasonable care of the complete product or part from the date of shipment to the date placed in 

service. 

‣ This warranty is void unless the buyer causes the product or part to be properly installed within the 

rated capacity of the product or part with installations properly engineered and in accordance with the 

practices, methods and instructions approved by the Transmission Manufacturer. 

‣ This warranty is valid only if all required replacement parts or products are equal, and otherwise 

identical with components of the original equipment. 

‣ The warranty is void if any modifications are made to any product or part without the prior written 

consent of the Transmission Manufacturer. 

In consideration for this warranty buyer agrees to indemnify and hold seller harmless from and against all and 

any loss, liability, damages or expenses for injury to persons or property, including, without limitation, buyer's 

employees and property due to the acts or omissions of the buyer, its agents, and employees in the installation, 

use and operation of said equipment and shall assert no claim against seller for consequential damages. 

Only authorized factory representatives 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. 

The Transmission Manufacturer reserves the right to improve the product through changes in design or 

material without being obligated to incorporate such changes in products of prior manufacture. Buyer will not 

rely on any such changes as proof of insufficiency or inadequacy of prior designs of material. 

4

SECTION 2 

General Information 

A. Scope 

This owner‟s manual contains instructions for the operation, and installation of the Tonanco marine 

transmission. This manual should be made available to, and read in its entirety by all personnel 

responsible for the operation and maintenance of the unit. A thorough understanding and application 

of the material in this manual will assist in obtaining long and satisfactory service from the marine 

transmission. 

B. Safety 

All persons operating or involved with this equipment should employ safe working practices and 

abide by the current workplaces laws of their county and those of any country that they may be 

working in. 

All personnel should be conversant with all aspects and appropriately trained in the use, 

maintenance, repair procedures and all other facets of the safe operation of the transmission unit. 

Tonan Corporation or any of its representatives will not be responsible for any injuries, losses or 

damages from improper use, carelessness or unsafe work practices. 

C. Installation 

It is recommended that the installation of this unit be carried out by a qualified or trained 

professionals. Many aspects of the installation can be hazardous and of a specialist nature. Many 

other considerations need to be taken into account when installing any component in a propulsion 

package. 

Local laws may differ from country to country so check with your local authorities before 

commencing installation as to the correct requirements to suit your application. 

D. Servicing 

Tonanco transmissions require regular maintenance and failure to carry out such servicing will 

reduce the life of the unit and may void any and all warranty claims. 

E. Parts Lists 

Exploded view illustrations with complete parts are provided in the SP series bulletins to facilitate 

ordering spare or replacement parts. Additional copies of these manuals are available from your local 

dealer. 

F. Trouble-shooting 

This manual also contains a trouble-shooting table, which will assist in determining the cause of 

functional difficulties, which may occur. Proper use of the symptom, cause and remedy columns of 

the tables will determine whether a simple repair can be accomplished on the marine transmission or 

whether complete disassembly and overhaul is necessary. 

5

SECTION 3 

Description 

Tonanco marine transmissions are multidirectional (forward and reverse) and combine a reduction 

unit. They are available in five base models (TM729 to TM1009) and in shallow case and deep case 

configurations. 

Many ratios are available in the range and can be loosely recognised by the case size. The shallow 

and deep case units are very similar. The two major differences between the shallow and deep case 

configuration are their main housing and bottom cover. 

A. Type 

1. This transmission is a close coupled flange type unit, bolted directly to the engine flywheel 

housing. 

2. The driving ring or flexible input coupling furnished with the transmission is installed on the 

engine flywheel. The outer ring is designed to mesh with internal the rubber blocks or 

elements on the input drive assembly of the input shaft. This method of drive is used because 

of the comparatively ease of removal and installation, however, care must be exercised 

during installation to ensure that proper alignment between the marine transmission and the 

engine is attained. 

3. This marine transmission is controlled completely hydraulically. The transmission contains 

hardened and ground helical tooth gears and pinions, which are in constant mesh. An oil 

pump supplies oil pressure to the selector valve assembly for clutch engagement. Both the 

forward and reverse clutches are operated by main pressure oil supply. The gears, bearings 

and clutches are lubricated and cooled with low-pressure oil. 

B. Oil Pump Drive 

The gear type oil pump assembly is spline-connected and driven by the reverse shaft. 

C. Changing Rotation 

1. The standard Tonanco marine transmission model as described in this manual is a righthand 

rotation unit (when viewed from the front of engine) for installation on a right-hand 

engine. The transmission can be converted easily and quickly for left-hand rotation 

applications by remounting the oil pump. 

2. To adapt to opposite engine rotation, remove the oil filter cover with oil suction hose 

attached. Remove the oil outlet hose. Remove oil pump, turn it 180 degrees and reinstall 

it. Install the suction hose where the outlet hose was and the outlet hose where the 

suction hose was. Remove the rotation indicator plate, turn it 180 degrees and re-install 

Replace ventilating cover to opposite engine rotation. This component is available from 

your local dealer. 

6

D. Direction of Drive 

The input shaft and driving reverse gear always rotate in engine direction. The reverse shaft 

and driven reverse gear always rotate in anti-engine direction because the driven reverse gear 

is meshed with the driving reverse gear on the input shaft. When the forward clutch is 

engaged, the input pinion rotates in engine direction. The output gear, which is fixed to the 

output shaft, is meshed with the input pinion and the output gear and shaft are driven in antiengine 

direction. When the reverse clutch is engaged, the reverse pinion rotates anti-engine 

direction. The output gear is meshed with the reverse pinion and, therefore, the output gear 

and shaft are driven in engine direction. 

Conventional engine direction of rotation 

Standard direction of rotation (output) when in forward 

7

SECTION 4 

Construction Features 

A. Housing 

The Tonanco housing is constructed of a cast iron one-piece main housing, a 

bottom cover, and is available in SAE#0, SAE #1 front housing on all larger 

models and the TM729 series SAE#1 and SAE#2 only. 

B. Input Drive Assembly 

1. Input drives are available two types: Rubber Block Drive (RBD) or a 

flexible torsional input (Centa R series). Both have a SAE nominal clutch 

diameter of 11 ½", 14" or 18" depending on model and housing selection. 

2. The RBD consists of a drive ring mounted to the fly wheel 26 rubber drive 

blocks and an input spider mounted to the transmission. A flexible torsional 

input also consists of a drive ring, a number of rubber elements and a drive 

also mounted to the input of the transmission. 

3. Both designs require the drive ring to be secured to the flywheel before 

assembly 

C. Front Housing 

Besides the upper ventilating opening, for increasing the ventilating-effects, 

the front housing is provided an air-intake port at the lower part of the 

housing. All Tonanco units are of a dry front housing configuration. 

D. Lubrication Features 

1. The oil return pipe assembly extending fore and aft, near the top of main 

housing, serves as an oil distribution medium. This pipe supplies low 

pressure oil through cross drilled holes in the front housing to the tapered 

roller bearings of both reverse gears. Cross-drilled holes in the pipe spray 

low-pressure oil on output gear and pinions. 

The tube carrier assembly is mounted on the oil return pipe. Lubricating oil 

is also directed from the pipe through smaller tubes to the other tapered roller 

bearing on the both clutch shafts and pinions. 

2. Besides the main oil strainer/filter, a cartridge type oil filter is mounted on 

the top cover of some models. This is to provide filtered oil for cooling and 

lubrication to the top gears 

8

SECTION 5 

Installation 

Prior to Installation 

CAUTION 

THE TRANSMISSION MOUNTS DIRECTLY ONTO THE FLYWHEEL OF THE ENGINE. 

FLYWHEEL-TO-DRIVEN-TRANSMISSION INTERFERENCE IS POSSIBLE DUE TO 

MISMATCH OF TRANSMISSION OR OTHER REASONS. THEREFORE, ENGINE 

CRANKSHAFT ENDPLAY AS WELL AS FLYWHEEL ALIGNMENT CHECKS MUST BE 

MADE BEFORE THE TRANSMISSION IS INSTALLED. 

AFTER INSTALLATION OF THE TRANSMISSION, CRANKSHAFT ENDPLAY SHOULD 

BE MEASURED AGAIN. ENDPLAY AT THE SECOND MEASUREMENT SHOULD BE 

THE SAME AS THE FIRST. ANY DIFFERENCE OF THESE TWO ENDPLAY 

MEASUREMENTS COULD BE AN INDICATION OF INTERFERENCE. 

CONSEQUENTLY, THE TRANSMISSION SHOULD BE REMOVED AND THE SOURCE 

OF INTERFERENCE FOUND AND CORRECTED. 

THE MANUFACTURER WILL NOT BE RESPONSIBLE FOR SYSTEM DAMAGE 

CAUSED BY ENGINE TO TRANSMISSION INTERFERENCE REGARDLESS OF THE 

CAUSE OF INTERFERENCE. THIS ENGINE CRANKSHAFT ENDPLAY CHECK IS 

CONSIDERED MANDATORY. 

A. General 

B. Alignment 

(1) The transmission front housing flange and pilot, and the engine flywheel and flywheel 

housing must be checked for trueness. Make certain the engine flywheel and flywheel 

housing are clean prior to inspection. 

(1) Bolt an appropriate 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. 

Refer to the adjacent drawing. 

(2) Rotate the engine flywheel, always keeping a 

thrust in same direction and note the face deviation of 

the engine flywheel housing flange. 

The face deviation must not exceed the figures given 

in Table 1. 

9

(3) With the indicator mounted as in the above 

paragraph, adjust the indicator stem so that it will 

ride on bore of the engine flywheel housing. Refer to 

the adjacent drawing. 

(4) Rotate the engine flywheel and note the bore 

eccentricity of the engine flywheel housing bore. 

Refer to Table 1. 

SAE Housing 

Size (SAE J617c) 

Table 1 

Flywheel Housing Tolerance 

Note: All figures are total indicator readings 

Face Deviation 

Bore Eccentricity 

mm Inch mm Inch 

00 0.305 0.012 0.305 0.012 

0 0.254 0.010 0.254 0.010 

1 0.203 0.008 0.203 0.008 

2 0.203 0.008 0.203 0.008 

(5) Bolt an appropriate dial indicator or gauge to the 

engine flywheel housing so that the indicator is 

perpendicular to the engine flywheel, and the 

indicator stem is riding on the inner face of the 

flywheel. Refer to the adjacent drawing. 

Rotate the flywheel. 

The variation of the face run out of the surface to 

which the driving ring is bolted should not exceed 

0.013 mm (0.0005 per inch of diameter). 

10

(6) With the indicator mounted as in the above 

paragraph, adjust the indicator stem so that it will 

ride on the driving ring pilot bore of the engine 

flywheel. Refer to the adjacent drawing. 


The driving ring pilot bore eccentricity of the 

engine flywheel should not exceed 0.13 mm (0,005 

inch) maximum total indicator reading, thrust on the 

flywheel should be in one direction at all times to 

obtain a correct reading. 

(7) Readjust the indicator so that stem will ride on 

the pilot bearing bore of the flywheel. Refer to the 

adjacent drawing. 


The eccentricity of the pilot bearing bore should not 

exceed 0.13 mm (0.005 inch) maximum total 

Indicator reading. 

Eccentricity between the driving ring pilot bore 

(Refer to step 6) and the pilot bearing bore should 

not exceed 0.2 mm (0.008 inch) total indicator 

reading. 

(8) With the indicator stem on the inside diameter of 

the driving ring pilot, apply pressure with a pry bar 

between the flywheel and flywheel housing on the 

opposite side from the indicator. Refer to the 

adjacent drawing. 

The indicator will measure vertical movement of 

engine flywheel. Maximum allowable movement is 

0.013 mm (0.005 inch). 

11

Installation 

A. Transmission Installation 

(1) Thoroughly clean flywheel and engine housing mating surfaces of any protective coatings, 

rust or other contaminants. 

(2) Install the input coupling drive ring to the engine flywheel and secure with appropriate high 

tensile bolts. 

(3) If not already done so fit rubber drive elements to the input of the transmission and on Centa 

couplings rotate the input so as to align the arrows for correct synchronous engagement 

(refer to Centa instructions supplied with the element). 

(4) Install the transmission on to the back of the engine. 

NOTE! Do not use the housing bolts to pull the transmission up to the engine. Should it not 

go on freely, remove the transmission and locate the source of the fouling and retry. 

(5) Secure the transmission to the engine housing using appropriate high tensile bolts. 

(6) Fit appropriate transmission mount pads using appropriate high tensile bolts. 

NOTE! In some countries the use of transmission mounts is not mandatory however… in the 

interest of safety and reliability under all conditions and circumstances Tonanco requires the 

use of transmission mounts. Failure to do so may void all and any warranties offered. 

(7) Install oil and water lines to oil cooler (if not already fitted). 

(8) Fit clutch engagement control cable 

WARNING! Failure to ensure full movement of the clutch engagement leaver to its detent 

position will damage and cause premature failure of the clutch packs. Excessive travel or 

over stoke of the lever can be just as harmful! Ensure positive selection is achieved in all 

positions 

(9) Install appropriate: 

Pressure monitoring equipment 

Temperature monitoring equipment 

It is recommended the electric gauge system be use when installing gauges in the helm or 

wheel house. Co-use of the supplied mechanical pressure gauge (fitted in the engine room) is 

also highly recommended as a backup pressure monitoring system in the event of an 

electrical fault. 

(10) FILL UNIT WITH CORRECT OIL AND TO THE CORRECT LEVEL! 

Refer to the lubricating oil section for correct oil selection. 

Re- check the oil level immediately after starting as significant amounts can be taken by the 

oil cooler and the lines. 

B. Alignment 

(1) Proper alignment of an engine and transmission 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. A bend is actually formed in the keel 

which changes the original engine and shaft alignment. The following steps may be taken to 

secure proper transmission alignment. 

C. Propeller Shaft Installation 

(1) A wire is run through shaft log and secured to a brace near the engine bed giving the wire a 

position equivalent to the shaft centre line. 

(2) The stern bearing and stuffing box are installed and bolted into position with the wire 

passing through each in the exact centre of the bore. With the bearing and stuffing box in 

place, the wire is then re-moved. 

12

(3) The propeller shaft is then installed in its proper position. 

(4) If intermediate shaft is used, it is blocked into position and its coupling. If there is an 

intermediate bearing in the line, this is installed and positioned with shims during the 

alignment process. 

(5) If a light shaft is used without an intermediate bearing, the shaft must be centred and 

supported to take out the droop while alignment of the flange couplings is being made. 

D. Engine and Transmission Alignment to Propeller Shaft 

(1) It is important to align the 

engine and transmission, 

only when the boat is afloat, 

and not in dry dock. 

During this alignment 

period, it is also advisable to 

fill the fuel tanks and add 

any other ballast that will be 

used when the boat is in 

service. 

With engine and 

transmission in position on 

the engine bed, arrangement 

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 the desired amount. Steel plates must 

be inserted under the jacking screws so that the bolts will not damage the engine bed. 

(2) Lifting can also be accomplished by the use of chain hoists or properly placed jacks. 

Adjustable shims (commercially available) can simplify the whole problem, particularly for 

future realignment. 

(3) It may also be necessary to move the engine and transmission 

from one side or the other on the 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. 

(4) As the engine and transmission comes into its aligned position, 

it will be possible to match 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 inch) feeler gauge between 

the flanges of the coupling. The feeler gauge is run completely 

around the coupling. 

(5) Then the transmission flange coupling is rotated 90°, 180°and 270°with the feeler blade 

being run around the flange again in each successive position. If the alignment is correct, the 

feeler gauge will fit snugly, with the same tension, all around the flange coupling. 

13

(6) If the alignment varies during rotation, then further alignment is necessary, or the 

transmission and shaft couplings should be checked for improper face run out. Face run out 

on the transmission output flange can usually be corrected by repositioning the coupling on 

its spline. Shaft coupling run out is usually due to inaccuracy of taper fit or key interference. 

(7) Some boats are not structurally rigid and some carry their load in such a way that they will 

“hog” or go out normal shape with every loading and unloading. Where this condition exists, 

it may be necessary to make a compromise between the top and bottom coupling clearance 

by leaving a greater clearance at the bottom of the transmission output flange and propeller 

coupling. This clearance might be 0.127 to 0.178 mm (0.005 to 0.007 inch) while the top 

would maintain standard 0.05 mm (0.002 inch). 

(8) During the process of securing final alignment, it may be necessary to shift the engine many 

times. When it becomes apparent that the alignment is reasonably close, the holes for the lag 

studs are marked and drilled. Then with final alignment secured, the necessary steel or 

hardwood shims are made up and the engine and transmission is fastened in place. The 

alignment is then rechecked, and if satisfactory, the coupling is bolted together. 

(9) Although it is not as necessary to align a flexible coupling as accurately as a solid coupling, 

the closer it is in the initial alignment, the more vibration-free it will be. The most accurate 

method of alignment is to align the shaft on to the transmission with flexible coupling out of 

the system. This can be done with a spacer the same size as the coupling but not flexible in 

nature, Flexible couplings are used only for noise and vibration dampening.... and not to 

correct inadequate alignment. 

(10) When a heavy boat is dry-docked, it naturally undergoes some bending. Therefore, it is 

always good practice to unbolt the transmission coupling and prevent bending of the shaft. 

CAUTION!! 

BE SURE THE TRANSMISSION IS FILLED WITH 

OIL BEFORE STARTING. 

And rechecked immediately after starting for the first time! 

SEE PAGE 25 FOR CORRECT OIL AND FILLING PROCEDURES. 

14

SECTION 6 

Operation 

GENERAL 

A. Description 

This transmission has forward, neutral and reverse positions obtained by means of 

the selector valve. When these positions are selected, the selector valve directs highpressure 

oil through internal passages to operate the clutches. 

B. Hydraulic System 

1. Oil is pumped through the system by the gear-type pump. The oil is taken 

from the sump through the strainer by the pump, and discharged through the 

heat exchanger and filter to the selector valve. The oil enters the pressure 

regulating area of the valve where main pressure is regulated by cascading 

excess oil into the lube circuit. Lube oil is distributed through fixed 

controlled orifices to lubricate bearings and cool the clutches. Lube pressure 

is controlled by a piston in the oil return pipe assembly. 

SELECTOR VALVE ASSEMBLY 

2. In neutral, the inlet ports to the clutches are blocked, the clutches are 

disengaged and the area behind the clutch pistons is open to sump. Oil is 

distributed through the lubrication system. 

3. When the selector valve is shifted to engage either clutch, the selector valve 

directs main pressure to engage the selected clutch pack. Oil is also directed 

through a port in the selector valve spool to a fixed orifice in the orifice 

plate causing a controlled flow of oil to unseat the rate-of-rise piston and 

move it to seat on a shoulder in the rate-of-rise piston bore compressing the 

pressure regulator springs. This progressively increases the clutch engaging 

pressure causing the clutches to engage at a controlled rate. Any excess oil 

becomes lube oil. 

4. The selector valve allows only one clutch to be engaged at a time, and the 

oil from the disengaged clutch is dumped to sump. When a clutch is 

disengaged, pressure head existing behind the clutch apply piston is relieved 

to sump through the selector valve. This allows the return springs to move 

the clutch piston to the disengaged position to prevent clutch drag. 

A. Description 

B. Operation 

The selector valve assembly contains passages and ports for the transmission 

and direction of pressurized oil within the hydraulic system. It is the 

function of the pressure rate control piston within the selector valve 

assembly to provide a rapid, yet smooth, pressure rise for the hydraulic 

system during clutch engagement. 

To achieve the maximum service life of the transmission all shifts should be 

carried out with the engine speed at low idle. It is preferable when changing 

propeller shaft direction to allow the shaft to slow or become stationary 

before engaging the next desired direction. 

15

SECTION 7 

Emergency Mechanical Lock-up 

(Come home feature) 

An emergency lockup feature has been designed into the clutch packs of all Tonanco units in 

the event of hydraulic system failure. Simply, this feature is a mechanical lock-up of the 

clutch to enable the boat to return to port. 

This feature is intended to be used on single engine vessels and as a last resort to gain 

propulsion. On multiple engine vessels it is encouraged to use the other good engine to 

return to port for repairs. 

Most common reasons for use of the come home screws are: 

‣ Loss of hydraulic pump drive 

‣ Hydraulic pump failure 

‣ Loss of lubricating oil 

‣ Broken, worn or blown sealing rings 

‣ Clutch pack piston failure 

It is highly recommend that you, your crew and any person that may have to undertake 

this procedure whilst at sea, practice and be familiar with the procedure. 

Direction of rotation for forward or ahead motion should be clearly marked on or near the 

propeller shaft in the event of an emergency and to save valuable time. It is also 

recommended that a tool set be assigned, marked clearly and located in an accessible 

location to undertake this and any other emergency procedure. 

INSTRUCTIONS FOR USE 

1. TURN OFF THE ENGINE! Serious injury to personnel may be resulted, if the engine is left 

running. 

2. Secure the propeller shaft to prevent rotation. Wave action or motion of the vessel may cause 

the propeller to back drive and turn the shaft. If this occurs when attempting to engage the 

clutch it will cause the pack to rotate damaging the screws, the tooling and may render the 

unit completely unusable. 

3. Disconnect the selector control cable to prevent any accidental engagement. And secure it in 

the neutral position! 

4. If not already done so, determine the direction of output or propeller shaft rotation and the 

associated clutch pack for this direction. Generally a single engine vessel uses the input shaft 

clutch pack for forward direction. This is the shaft located directly behind the crankshaft. 

5. Remove the two access plugs from the manifold over the appropriate forward clutch 

location. (Locations of the plugs for the come home screws are shown on the following 

pages) 

16

6. Rotate engine by hand or lever (Do not use the starter motor) until the come home setscrews 

are visible through the access plugholes. A flashlight or other source of light may be 

required to see these screws. 

7. Use an appropriate hex-wrench or hex-driver (see below for correct tool selection) to 

alternately tighten the two (2) come-home screws (1/4 of a turn each time to prevent the 

piston from jamming) in a standard clockwise direction until mechanical lock-up of the 

clutch is attained. Make sure they are as tight as possible but not excessively. 

8. Remove the tool and replace the two access plugs. 

9. The drive and driven clutch plates are now mechanically clamped together for solid drive 

through clutch. The transmission is always in gear. 

CAUTION 

Should there have been a hydraulic oil leak causing the come home feature to be used, do 

not block any lines or cap off the hoses. This may hydraulic the oil charge pump causing a 

catastrophic pump failure or high pressure oil rupture. Minimise any leak or divert the line 

into a suitable container. Do not allow oil to leak or flow onto any ignition sources. 

Operate engine at reduced speed and do not attempt to use hydraulic engaging during solid drive. 

When using mechanical lock-up with a twin-engine arrangement, be sure the direction of drive of the 

two units is compatible. 

Tools 

TM729 Series 

Crescent wrench or adjustable spanner for access plugs (1/2” male square heads) 

5mm Allen or hex drive T wrench or key for come home screws 

TM828 to TM989 Series 

8mm Allen or hex drive T wrench or key for access plugs 


TM1009 

10mm Allen or hex drive T wrench or key for access plugs 


Repair the transmission as soon as possible. 

17

TM729 Shallow & Deep Case 

Note only the forward clutch pack can be engaged on the TM729 series! 

PROPELLER SHAFT ROTATIONS 

Opposite to engine rotation 

ONLY 

18

TM828 Shallow & Deep Case Models 



Same as engine rotation 

19





20


TM 1009 Model 




21

SECTION 8 

Oil & Lubrication 

OIL CAPACITIES 

TM729 Shallow Case: Approximately 10.2 litres (2.7 gal US) 

Deep Case: Approximately 11.4 litres (3.0 gal US) 







TM1009 Approximately 65.1 litres (17.2 gal US) 

With all models check the oil level is on the full mark of the oil gauge at idle speed. 

OIL RECOMMENDATIONS 

Use only SAE-API service class CD engine oil certified to meet TO-2 transmission oil specification 

or type C-3 transmission fluid. Also approved is SAE-API service class CC engine oil. 

OIL VISCOSITY 

Sump temperature, 

also oil temperature in to the heat exchanger 

During start-up Steady operating conditions 

Recommended oil 

viscosity 

Below 65.5 ゚C (150 ゚F) 

This operating condition 

is not approved 

1.7 ゚C (35 ゚F) Min 65.6 - 85 ゚C (150 - 185 ゚F) SAE viscosity #40 oil 

10 ゚C (50 ゚F) Min 80 - 100 ゚C (175 - 210 ゚F) SAE viscosity #50 oil 

Above 100 ゚C (210 ゚F) 

This operating condition 

is not approved 

NOTE: Multi viscosity oils (i.e. l0W-20 etc.) should not be used in the transmission. 

OIL LEVEL 

Oil level should be checked daily by the oil level gauge in the main housing. Check the oil 

level with the engine running at low idle and the transmission in neutral. Oil temperature should be 

in normal operating range prior to checking the oil level. 

OIL CHANGE INTERVAL 

Replace oil after every six months or 1000 hours of operation, whichever occurs first. 

22

OIL STRAINER 

Remove and clean after first 100 hours and thereafter every 1000 hours of operation. 

OIL FILTER ELEMENT (excludes TM729) 

Replace after first 100 hours and thereafter every 1000 hours of operation. 

OIL PRESSURES 

Models: TM729, TM828, TM939 and TM989. 

Engine 

Speed 

1800RPM 

SELECTOR POSITION 

Lube pressure 

FORWARD NEUTRAL REVERSE 

Kg/cm² PSI Kg/cm² PSI Kg/cm² PSI Kg/cm² PSI 

Minimum 12.0 170 3.0 43 12.0 170 1.5 21 

Maximum 15.0 213 6.0 85 15.0 213 2.0 28 

Oil Temperature 82.2 ゚C (180 ゚F) 

Model: TM1009 only. 

Engine 

Speed 

1800RPM 

SELECTOR POSITION 

Lube pressure 

FORWARD NEUTRAL REVERSE 

Kg/cm² PSI Kg/cm² PSI Kg/cm² PSI Kg/cm² PSI 

Minimum 16.7 237 4.9 70 16.7 237 1.5 21 

Maximum 18.5 263 6.9 100 18.5 263 2.0 28 

Oil Temperature 82.2 ゚C (180 ゚F) 

23

SECTION 9 

Preventative Maintenance 

1. GENERAL 

1. Lubrication 

Grease the oil seals on the output end of the output shaft through the grease fitting with 

good quality grease, Apply grease once a week if there is water in the bilge. Grease the 

seals at the same time the oil is changed if the bilge is dry. No other lubrication is 

required beyond the daily oil check. 

2. Overhaul Interval 

I. Some maintenance or repairs can be made without removing the transmission from 

the boat. It is advisable that if any substantial repairs are required and carried out in 

the vessel that these are done as a temporary measure and a full workshop overhaul 

be considered in the near future 

II. 

A complete overhaul of the transmission should be made at the same time that the 

engine is overhauled. 

2. OIL SYSTEM 

1. Oil Level 

I. The oil level should be checked daily by the oil level gauge in the main housing. 

Check the oil level with the engine running at low idle and the transmission in 

neutral oil temperature should be in normal operating range prior to checking oil 

level. 

II. 

Oil and Filter Change Interval (Maximum). 

a. With a new transmission, change the initial oil within 100 hours operation. 

Thereafter the oil and oil filter must be changed every six months or 1000 

hours of operation, whichever comes first. 

b. For a rebuild transmission, check the filter strainer and element after 8 hours 

operation. If the filter is clean, re-install and then change filter element after 

1000 hours. If either of the filters are dirty or have contaminates, clean the 

strainer and change the element. Operate another 8 hours. Check again. 

Continue this cycle until the filter is clean and then change the element after 

1000 hours service or more often if conditions warrant. 

c. For vessels in long term storage (more than one year) drain and refill the oil 

before recommencement of service. At the commencement of the long term 

storage it is advisable fill the transmission unit completely (to the top of the 

dipstick tube only). This expels any air and prevents corrosive condensation 

building up over time. It is also recommended that the propeller shaft be 

rotated by hand every three to four months as well. Be sure to remove the 

excess oil before starting the engine! 

24

2. Draining 

I. Drain the oil from the transmission by following means either of the following: 

a. Gravity Drain: Drain the transmission by removing the square-head pipe 

plug on the rear side at the bottom cover. 

3. Filling 

b. Suction Drain: A suction pump can be used to drain the oil from the 

transmission sump. 

I. Prior to filling, make sure of the drain plug is secured in place. Remove the 

breather assembly from the top of the main housing assembly and then pour oil 

through the breather opening. 

II. 

III. 

IV. 

Fill the sump with the appropriate amount of oil for the type of casing (Deep or 

shallow case) with the proper weight and type of oil. See section 8 for proper oil. 

Start the engine and let it idle with transmission in neutral until oil is circulated 

throughout the hydraulic system. 

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 oil as necessary to 

bring the oil level up to "Full" on the oil gauge. 

4. Suction Oil Filter 

Remove and clean the pump suction oil filter element at every oil change or sooner 

if necessary. Replace the cartridge type oil filter with new filter at the same time. 

5. Periodic Visual Inspection 

I. Check the mountings for tightness or damage such as cracks. Tighten loose 

mountings and replace damaged parts. 

II. 

III. 

IV. 

Heat exchanger. Inspect heat exchanger oil lines for leaky connection, sponginess, 

kinks, cracks or other damage. Replace any damaged lines. 

Rubber drive blocks and elements. Annually remove the ventilation cover on the 

front housing, and inspect the rubber blocks for wear or damage. Replace worn, 

damaged or hard rubber blocks or drive elements. 

Oil seals: Periodically, inspect the driveline and input and output shaft oil seals for 

leakage. Replace parts as required. 

V. Pressure gauge assembly: Periodically, inspect the pressure gauge for damage. 

Replace damaged gauge. If the gauge is suspected of being inaccurate, replace the 

gauge with one of proven accuracy to determine the extent of malfunction 

25

SECTION 10 

Trouble shooting 

This section of the maintenance manual has been prepared to assist maintenance personnel in trouble 

shooting the equipment. When trouble shooting any equipment, always remember to consider all 

aspects of the entire power package and never assume it is the fault of only one part. Consult with 

your nearest authorised repairer should any problem persist. 

The trouble-shooting table is organized in three columns. Proper use of the table will aid in the rapid 

determination and repair of any functional difficulties that may occur. 

Symptom Cause Remedy 

1. 

Low clutch apply 

oil pressure. 

2. 

No oil pressure. 

3. 

High oil 

pressure. 

1-1. Partially clogged oil 

strainer. 

1-2. Stuck pressure 

regulation piston in 

selector valve 

assembly. 

1-3. Broken seal rings 

in clutches. 

1-4. Emergency (Lock- 

Up) setscrew loose or 

missing. 

1-1. Remove and clean oil strainer. 

1-2. Disassemble the valve assembly and 

clean the piston. 

1-3. Remove the manifold and disassemble 

the clutches. Replace broken seal rings in 

piston carrier. 

1-4. Remove the emergency lock-up 

setscrew access plugs. Tighten a loose 

emergency lock-up setscrew by turning 

counter clockwise or replace setscrew. 

1-5. Remove oil pump assembly. Replace 

1-5. Damaged or worn 

pump assembly. damaged or worn oil pump assembly. 

1-6. Incorrect linkage 1-6. Adjust the linkage so that selector valve 

installed on selector system is indexed properly by detent. 

valve assembly. 

1-7. Clogged or plugged 1-7. Remove orifice plate cover. Clean 

orifice in orifice plate of parts. 

selector valve. 

1-8. Faulty pressure 1-8. Replace pressure gauge. 

gauge. 

2-1. Oil pump suction 2-1. Remove and clean. 

strainer blocked. 

2-2. Oil level low. 2-2. Check oil level. Find and correct the 

leak. 

2-3. Air leak on suction 2-3. Check hose, gaskets and seals for 

side of pump. 

leakage. Replace parts causing leakage. 

2-4. Pump drive on 2-4. Disassemble and repair as required. 

reverse clutch shaft 

broken. 

2-5. Oil pump defective. 2-5. Replace oil pump. 

3-1. Stuck pressure 3-1. Remove and clean regulating piston. 

regulation piston in 

selector valve 

assembly. 

3-2. Faulty spring. 3-2. Check and replace spring. 

26

Symptom Cause Remedy 

4. 

Overheating. 

5. 

Excessive 

noise. 

6. 

No neutral. 

7. 

Harsh 

engagement. 

4-1. Improper oil level. 4-1. Check and fill with proper oil to the 

correct level. 

4-2. Faulty heat 4-2. Inspect, repair or replace heat 

exchanger.(if used). exchanger. 

4-3. Clutches slipping. 4-3. Check clutch apply oil pressure. If 

pressure is normal, remove, disassemble 

and repair slipping clutch. 

4-4. Bearing failure. 4-4. Overhaul transmission. 

4-5. Bearing 

4-5. Check cooling oil to the bearing. 

Overheating. 

Recheck bearing endplay. 

4-6. Insufficient cooling 4-6. Inside diameter of water lines too small. 

water flow. 

Replace lines with larger inside diameter 

hoses. Check for obstructions. 

4-7. Clutch plates 4-7. Replace clutch plates. 

warped. 

5-1. Bearing failure 5-1. Overhaul transmission! 

5-2. Worn or damaged 

rubber input drive 

blocks or elements. 

6-1. Clutch plates 

warped. 

6-2. Selector valve 

incorrectly position. 

Valve not in detent. 

7-1. Orifice plate Steel 

ball in selector valve not 

seating properly. 

7-2. Regulating or 

control piston stuck. 

5-2. Remove transmission. Replace worn or 

damaged rubber drive blocks or elements. 

6-1. Replace clutch plates. Overhaul clutch 

piston assembly. 

6-2. Check and adjust selector valve control 

linkage. 

7-1. Remove orifice plate cover. Clean 

parts. Replace parts if necessary. 

7-2. Disassembly selector valve. Clean 

parts. Replace parts is necessary. 

8. 

Low lube oil 

pressure. 

. 

8-1. Pump GPM output 

too low. 

8-2. Pump suction 

strainer blocked. 

8-3. Air leak on suction 

side of pump. 

8-4. Lube regulator 

valve stuck. 

8-1. Replace oil pump. 

8-2. Remove, clean, inspect and install the 

oil filter element. 

8-3. Inspect for and correct air leak. 

8-4. Remove and clean or replace parts as 

necessary. 

27

SECTION 11 

Replacement Parts Ordering 

A. Identification 

Identification of your unit is most important, without proper identification it is very difficult to 

supply correct replacement parts. This can lead to incorrect supply which in turn causes undue stress 

and expense to all parties concerned. 

Tonanco transmissions are easily identified by the use of their name plate. The name plate is located 

on the port side of the unit and if missing the serial number and ratio is imprinted into the main 

housing under the location of the name plate. 

Please take the time to note and record the model, serial number and ratio. Provision has been made 

in the front cover of this manual for you to record this information but it is also recommended that 

the information be stored at a secure secondary location. 

B. Sourcing 

Renewal parts, service parts kits and workshop repairs may be obtained from your authorized 

distributor or service dealer, or directly from the transmission manufacturer. Refer to the contact 

pages on page 29. 

C. Method 

When ordering a service part please provide the following information: 

Model number 

Ratio 

Serial number 

The part number (where possible) 

The description of the part 

The quantity required 

Do not use the word "complete", as only the parts number determines the components that will be 

furnished. Also do not designate the quantity by "sets" but specify the number of parts required by 

part number. 

Also, it is imperative that the model and serial numbers of the units be included. These numbers will 

always be found stamped on the marine transmission nameplate. 

Tonanco only produces gasket kits, seal and lock sets and control valve kits only. Some Tonanco 

dealer‟s suppliers may be able to provide specialist overhaul kits however refer to your nearest 

Tonanco dealer for availability of such product lines. 

28

GLOBAL 

(HEAD OFFICE) USA 

Tonanco Global 

P O Drawer 1707 

Lake Charles LA 70602 

USA 

PH 1-800-909-8718 

Fax (337) 433-9744 

sales@gdsco.net 

(Factory) JAPAN 

Tonan Corporation 

No. 992 Shishiko 

USHIKU IBARAKI 

300-1231 

Ph: 029- 872-1036 

Fax: 029- 872-8444 

tonan@ca.wakwak.com 

Dealers and distributors 

USA 

New Zealand 

Global Diesel Service 

TransDiesel 

1903 West McNab Road Unit 10, 148-158 Beaumont St 

Pompano Beach (Florida) 

Westhaven, Auckland 

FL 33069 Ph +64 9 379 0260 

Ph: (954) 971-6600 Fax +64 9 303 1976 

paulp@transdiesel.co.nz 

Australia 

North Star Transmissions 

1/830 Knight Road 

North Albury, 2640 

New South Wales 

Ph: +61 2 6040 1900 

Fax: +61 2 6040 3499 

sales@nstco.com.au 

29

marine transmission owners manual - TransDiesel

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