Various types of reverse gears are fitted on Albin petrol and diesel engines. They are all integrated into the engine and specifically designed for one or more types of Albin engines. In addition to the Albin reverse gears, we also overhaul the Volvo Penta MS(B) and RB type reverse gear. The MS reverse gear is also found on the Volvo Penta MB10a petrol engine and also on the Volvo Penta diesel engines MD1/2/3B, MD6/7 and MD17C (although with different bell housing).

Reverse gear Albin O-11, O-21, AL-23, O-41, O-411 & AD-2
On the Albin O-11, O-21, AL-23, O-41, O-411 and AD-2 there is an oil lubricated bandbrake / plate clutch with a 1: 1 transmission. The reverse gear of the Albin AL-23, O-41, O-411 and AD-2 can be fitted with a suspended reduction gear, for the Albin AL-23, O-41 and O-411 the reduction ratio is 2: 1 or 3 : 1 and for the Albin AD-2 the reduction ratio is 2: 1 or 2.7: 1. This type of reverse gear consists of a planetary gear system with conical gears. The direction of rotation of the crankshaft is reversed by means of applying a bandbrake around the housing of the planetary gear system, and one can sail backwards. By engaging the plate clutch, the entire gear system is coupled to the crankshaft and one can sail forward.

The engine cranckcase and the reverse gear oil sump are separated from each other, except for the AD-2 where the reverse gear is lubricated with the engine oil. This type of reverse gear has a large control lever on the reverse gear, and a considerable amount of force is required on the operating lever. A bandbrake / plate clutch type reverse gear are not suitable for single-lever operation by means of Morse cables, but are quite robust (not invulnerable) and generally survive – under normal use – the service life of the engine.

The reverse gear is completely dismantled during overhaul. All moving and wear-sensitive parts (clutch plates, gears, brake band, brake drum, control levers, shift fork, shift cone, thrust bearing, etc.) are inspected for excessive wear and, if necessary, repaired or replaced. New parts are rarely used for repair, because the reverse gear is a part of the engine which is not the first to be worn in normal use. Often it is sufficient to replace it with exchange parts, which are generally  in stock.

After inspection and repair, the reverse gear is mounted on the engine again with new gaskets, and the coupling is adjusted. The latter often turns out to be a difficult job for Albin owners, because the adjustment of the reverse position and the neutral position are related to each other. In the life of the engine, it will be necessary to adjust both the forward and reverse position several times. The procedure for this is described in the manual.

The (dis)assembly manual for the Albin O-11 / O-21  and the (dis)assembly manual for the Albin AL-23 / O-41  can be downloaded from the documentation library.  Please note, for al Albin gasoline engines (O-series) it is important that the axial play of the crankshaft is re-adjusted according to the manual, after disassembly of the reverse gear.

Instruction for (dis)assembly of the AD-2 reverse gearis included in the AD-2 workshop manual.

Note: for correct operation, it is essential that the reverse gearis lubricated with the prescribed mineral SAE30 oil.

Reverse gear Albin O-22 & AD-21
This type of reverse gear is characterized by a compact design, and the reverse gear is suitable for single-lever operation by means of Morse cables. The reverse gear is lubricated from the engine oil and has no separate oil sump. The clutch has a 1: 1 transmission. For this type of reverse gear, there is also a suspended reduction gear with reduction ratio 2:1, which is usually fitted on the Albin AD-21.

Particularly in the event of improper use or overloading, certain parts in this reverse gear can get damaged or wear out quickly (often the springs and shifting plungers). To avoid damage, it is important that switching gear is done at idling speed and not at higher engine speeds.

When damage or excessive wear has occured this is often characterized by slipping when the reverse gear is in forward or reverse, or by a ‘rattling’ sound coming from the reverse gear when switching into forward or reverse. Sailing with these phenomena is not recommended to avoid any further damage. Unfortunately, this type of reverse gear cannot be adjusted; the reverse gear must be dismantled and offered for repair, including the small spring and the control mechanism.

After disassembly, inspection and repair, the reverse gear is mounted again with new seals and, if necessary, other new parts. With the Albin O-22, the crankshaft axial clearance is also checked and, if necessary, readjusted, before mounting the reverse gear to the engine.

Note: for correct operation, it is essential that the engine (and therefore also the reverse gear) is lubricated with the prescribed mineral mineral SAE30 oil. The (dis)assembly manual and troubleshouting guide for the Albin O-22 and AD-21 reverse gear can be downloaded from the documentation library.

Reverse gear Volvo Penta MS
The Volvo Penta MB10a engine has an MS-type (MonoShift, MS1) reverse gear with a 1: 1 transmission. Volvo Penta has also applied this reverse gear to other engines and later developed the MS2 from it, which is a different reverse gear. The MS ‘cone’ type reverse gear is a sophisticated piece of engineering and has been designed in a compact way. Volvo Penta has had a patent right over this design for a long time. Overhaul of this reverse gear is a precise job and requires experience.

The MS reverse gear is suitable for single-lever operation by means of Morse control cables. The reverse gear is oil-lubricated and has its own oil sump. There is also a suspended reduction gear for this reverse gear (usually fitted on Volvo Penta diesel engines). With a Volvo Penta MB10a there is usually no reduction gear fitted on the reverse gear. The MS repair manual can be downloaded from the documentation library.

The reverse gear is completely dismantled during overhaul. All moving and wear-sensitive parts (primary axis, secondary axis, bearings, shifting cone and cups, commander mechanism, etc.) are inspected and checked and measured for excessive wear. The securing washer on the secondary shaft is often broken, this may be due to overloading the propeller shaft (dirt or rope in the propeller, for example) or excessive wear, or a combination of both. The reverse gear no longer functions properly (slipping and / or rattling). When slip occurs, the lubricating oil in the reverse gear burns and turns gray. With a properly functioning reverse gear, the oil is blank and clear, which does not mean that it does not have to be replaced annually.

After disassembly, inspection and repair, the reverse gear is mounted on the engine again with new seals and, if necessary, other new parts. The rubber element (torsional damper) between the engine and reverse gear is also often in need of replacement. During the lifetime of the MS reverse gear it may be necessary to adjust the spring pressure of the control mechanism (in the case of non-sudden, increasing slip).

Note: for correct operation, it is essential that the reverse gearis lubricated with the prescribed mineral oil 10W30.

Reverse gear Volvo Penta RB

Although the Volvo Penta RB reverse gear is not on the Albin or Volvo Penta MB10a (the RB gear is found on diverse Volvo Penta diesel engines), we can overhaul it for you and we also have various exchange parts in stock for this reverse gear. The RB repair manual can be downloaded from the documentation library.