VP 2003 spline problem

[olavs]

Friends

I've read about the VP 2003 spline problem where the splines on the shaft between the engine and the gearbox wears out prematurely on early models.

Now, my question is whether this applies only for engines with gearbox and straight propeller shaft or if it also applies on 2003 with saildrive.

Thanks for the help.

Regards
Olav Saastad
Norway

 

[Allanrichard]

A letter from Volvo shown on the Westerly Owners site may help you decide !
Volvo 2003 gearbox splines 11 July 2002
Volvo Penta Users Gtroup: http://www.volpen.org.uk/usergroup

See Volvo letter below

Also see article in October 2002 PBO

Acknowledgements to Eric Hyett and the Westerly Owners, please read their web page first:
http://www.westerly-owners.co.uk/html/volvo_gearbox_splines.html

This Volvo gearbox is subject to failure as a result of wear to the splines, resulting in total loss of drive. Failure is unpredictable and inspection is strongly recommended. See process on the Westerly site and below.

To check it you need to unbolt the prop shaft coupling from the gearbox, pull back the shaft and disconnect the gear shift cable completely, disconnect the water cooling hoses (at the end away from the gearbox), and unbolt and remove the gearbox from the engine. Removing the engine compartment woodwork may be necessary to gain access.You will need a long extension for your socket set. You will then be able to examine the spline drive on the input shaft and flywheel drive coupling.

There is information that 2300059159 is the last affected serial number; after this all may be OK, however DB Marine told me there is no definitive serial number!

When reassembling some contributors have recommended the use of Copperslip copper based grease (from Halfords) on the splines, this stands up to the high pressure of the drive. Note that DB Marine use Duckhams Keenol, so the choice is yours....

For an effective modification contact DB Marine, Volvo Agents in Cookham, Berkshire, telephone 01628 526032. Return the complete assembly to DB. They machine the shaft, removing the worn splines, turn the splined portion into a hexagon, rebuild it and return it with flywheel plate to match with some form of shock absorption built in. They say this mod will out last the engine, cost is around £300. I have looked at a modified shaft and it looks an effective piece of engineering.

Volvo also make a cushioned plate kit, this was fitted to my gearbox on an unknown date (maybe from new), and there is very little wear in the splines.

Volvo Penta 2000 series engine drive splines.

From Volvo Penta Europe

Volvo Penta 2000 series engine drive splines

Thank you for your enquiry in which you express concerns over the gearbox drive spline on 2000 series engines.

First of all I must point out that if this matter was in any way secret it must be the worst kept one of all. Anyone who purchases the carrier service kit will see that the fitting instructions were first written in April 1991. To avoid any doubt, engines from serial number 2300059128 were fitted with a different type of drive plate and therefore the following comments would not necessarily apply.

The background to this comes from a commercial charter fleet using 2000 series engines in the late 1980’s. After a considerable number of hours use, many thousands in fact, they began to find that the gearbox drive splines had worn away with the now familiar results. To counter this problem, that was at that time entirely peculiar to the one fleet, the carrier kit was created. At this point in time there was no suggestion that the same problem would later arise on leisure boats at a fraction of the hours run.

The kit was made available to charter operators and later to the general public through our normal spare parts system.

When the first occasional reports of wear occurring at as little as 500 hours run were received it was of course difficult to identify an exact cause and determine just who would be affected. The cynical amongst us would suggest that the longer we waited the more the problem could be passed off as age related but this is not so. Even today it would not be straightforward to attempt to contact owners direct. Our warranty records would not show the current owner after up to 17 years in service, if the engine had been registered with us in the first place, and we still do not have a specific cause that allows us to determine the range of products at risk.

To explain, so far I am only aware of two saildrive installations that have lost drive although the same spline is used in both this and the gearbox version. One of the principal differences here is that saildrives almost invariably have a propeller with a rubber hub and this may offer some cushioning effect to the spline. It could be that most gearbox installations on rubber engine mounts would have a solid driveline with a clamp coupling and bronze prop. Any torsional vibrations would therefore be transmitted directly back to the spline drive, as would the effects of sudden or violent gear shifting. To date this is our best interpretation of the cause although the evidence we receive from owners is always inconclusive.

To attempt to contact any past or present owners, if the engine was registered, to explain they might have a problem we do not know the cause of and cannot tell them if they might be affected, depending on the huge variation of boat, engine type, drive type, installation, propeller shaft coupling, propeller etc is an impossible task.

All that would result is confusion and uncertainty. Introduce into this the element of whether or not the spline had been greased when the gearbox was fitted to the engine during installation and you can see there is no real answer other than to rely on our dealer network to advise those customers who remain in contact with them and for the owners clubs to inform their members. There has also been a regular flow of letters and articles in the boating magazines to which we reply and we will always of course advise any owner who contacts us direct.

Speaking with DB Marine who manufacture their own hexagon type carrier kit, they report that the vast majority of failures they have seen are from reverse gears with again only a small number being from saildrives. In nearly all cases the splines show clear evidence of fretting corrosion, this is what produces the characteristic red dust in the flywheel housing reported by owners. Greasing the splines before assembly, as described in the original installation instructions, reduces this damage and would prolong the life of the components. The Westerly Owners’ Association web site shows examples of splines that are worn after 1611 and 1449 hours use, somewhat more than the headline figure of 500, and the red dust is clearly visible on the splines.

Inspection of a gearbox spline involves removal of the box itself. This is not a particularly difficult exercise, the water feed, coupling, control cable and securing bolts have to be undone before the unit can be drawn back from the engine. Four to six inches of clearance should be sufficient and the fixing bolts are retightened to 40Nm (about 30ftlbs).

Saildrives involve a little more work and it is usually easier to remove the engine from the bed leaving the drive in the hull. Bear in mind that the diaphragm seal that the saildrive mounts in has a service life of 7 years. By now all of the 2000 series engines should have had at least one new replacement diaphragm, if not two. This is the part that surrounds the drive allowing it to move with the engine suspension and most importantly keeps the water out. A failed seal will sink the boat. Changing this seal therefore requires the boat to be blocked ashore as the drive has to be removed and split to release the diaphragm.

Ultimately, anyone who has any doubt over the condition of a drive spline is advised to undertake an inspection. Their repair options would then be to fit the Volvo Penta carrier service kit if there is only minimal wear. If the spline is beyond being returned to service then a replacement gearbox or the DB Marine method are the best alternatives. Rebuilding a gearbox with a new gear set may not be an economic solution if the unit has run for several thousand hours. There would be a need to fit new seals, bearings and a cone clutch to return it to “as new” condition. The assembly and shimming of the gearbox is a specialist operation so with the labour charges involved the other options may well be less costly. A new unit will also carry a 12 month manufacturers guarantee.

Yours sincerely,

for VOLVO PENTA UK LTD.

Garry Porter

Warranty Engineer

Product Support

 

[syfuga]

We had a spline failure on our 2003 after relatively few engine hours, in the late 80's. We had the drive plate metallurgicaly tested, and the conclusion was that it was not appropriate material for the application, i.e. too soft. Volvo denied any knowledge or liability, and it cost around £2500 (then) to fit a reconditioned gearbox. Once the drive starts to slip, the damage to the splines and drive plate escalates and results in sudden failure (this time with charterers, and in mid Channel).

This experience, and the need for a complete overhaul at just over 2000 hours, led me to conclude that I would never buy another boat fitted with a Volvo!

 

[oldsaltoz]

We have twin sail-drives and replace the spline by welding in a section of hardened (I think tool steel) hexagon bar.

No more problems since and we run around 2500 to 300 hours a year.

Good luck and fair winds.

 

[Tranona]

We had a spline failure on our 2003 after relatively few engine hours, in the late 80's. We had the drive plate metallurgicaly tested, and the conclusion was that it was not appropriate material for the application, i.e. too soft. Volvo denied any knowledge or liability, and it cost around £2500 (then) to fit a reconditioned gearbox. Once the drive starts to slip, the damage to the splines and drive plate escalates and results in sudden failure (this time with charterers, and in mid Channel).

This experience, and the need for a complete overhaul at just over 2000 hours, led me to conclude that I would never buy another boat fitted with a Volvo!

Not sure why you suddenly bring up a 13+ year old thread on a subject that is now dead and buried! The sun has come out today!

 

[Bilgediver]

Friends

I've read about the VP 2003 spline problem where the splines on the shaft between the engine and the gearbox wears out prematurely on early models.

Now, my question is whether this applies only for engines with gearbox and straight propeller shaft or if it also applies on 2003 with saildrive.

Thanks for the help.

Regards
Olav Saastad
Norway

According to one Volvo agent I spoke to regarding this the problem look much longer to develop on sail drive. engines.
He thought this was due to the much lower inertia of the drive train coupled with the fact that there was a rubber bush
in the prop hub. This reduced reversal forces at the splines which caused the fretting. If the engine has done high hours
it does no harm to check the splines especially if replacing a diaphragm.

 

[Tranona]

According to one Volvo agent I spoke to regarding this the problem look much longer to develop on sail drive. engines.
He thought this was due to the much lower inertia of the drive train coupled with the fact that there was a rubber bush
in the prop hub. This reduced reversal forces at the splines which caused the fretting. If the engine has done high hours
it does no harm to check the splines especially if replacing a diaphragm.

That is exactly what Volvo say in the letter contained in post #2

POSTED 13 YEARS AGO!!!!