Royal Enfield Z-Drive 130 Troubleshooting guide

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ENFIELD
Z-DRIVE TRANSOM UNITS SERVICE
MANUAL AND PARTS LIST
LEICESTER ENGLAND

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ENFIELD
Z-DRIVE
TRANSOM UNITS
SERVICE MANUAL
AND
PARTS LIST
FOR
MODELS 130, 130H, 130NON SWIVEL
BOB KNOWLES PLANT SERVICES LTD.
MARINE DIVISION
9 VULCAN ROAD
LEICESTER LE5 5EF
TEL: [phone]
FAX: [phone]
ISSUE TWO APRIL 1980 PUBLICATION NUMBER 7768

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CONTENTS
Page
DESCRIPTION ... ..........................................4
DATA .... ................................ ... ...... ... ... 5
OPERATING, LUBRICATION AND MAINTENANCE
INSTRUCTIONS ......... ... ... ... ... ... ... ... ... ... ... ... ... 6
INSTALLATION DETAILS ... ... ... ... ... ... ... ... ... ... 7
INSTALLATION INSTRUCTIONS ... ... ... ... ... ...... ... ... 8
DIAGRAM, POWER TRIM-TILT ... ... ... ... ... ... ... ... ... 9
INSTALLATION HYDRAULIC LIFT KIT
130 NON SWIVEL ...........................................10
OVERHAUL SECTION ... ... ... ... ... ... ... ... ... ... ... 11
PARTS LIST .... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 19-29
ILLUSTRATION, MODEL 130 Plate A ... ... .... ... ... 20
ILLUSTRATION, MODEL 130H Plate B ... ... .... ... ... 22
ILLUSTRATION, MODEL 130 NON SWIVEL Plate C ... ..... ... ... 26
ILLUSTRATION, "Z-DRIVE", OUTSIDE VIEW (B) ... ... .. ... ... 24
ACCESSORIES ... ..........................................28-29
This booklet is published by BKPS LIMITED and every endeavour is made to
ensure that the information contained in this manual is correct at the date of
publication, but due to continuous development, the manufacturers reserve
the right to make alterations without notice.
Sales and Service Enquiries should be directed to:
BOB KNOWLES PLANT SERVICES LTD.
MARINE DIVISION
9 VULCAN ROAD
LEICESTER LE5 5EF

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DESCRIPTION
The ENFIELD "Z-DRIVE" transom unit is a transom
mounted drive unit incorporating a reverse and
reduction gear. It is suitable for adaption to either petrol
or diesel engines within its power capacity.
Installation is easily accomplished, the standard
mounting plate being arranged to suit a transom raked
aft at 12° to the vertical. Where the transom is at a
different angle an adaptor block is used.
DRIVE
Power from the engine is supplied through a flexible
rubber-metal coupling to the drive unit input shaft. Two
constant-velocity universal joints transmit the power to
the top bevel gears and thence via the floating
mainshaft to the gearshift bevels on the propeller shaft.
PROPELLER ROTATION
The standard propeller rotation is left hand, i.e.
anti-clockwise looking forward when in forward gear.
Rotation can be in the opposite direction so that
contra-rotating twin units may be used.
ENGINE ROTATION
The "Z-DRIVE" transom unit is to be used on
engines which rotate anti-clockwise when viewed from
aft. Clockwise rotation
engines can be used providing manufacturers are
informed when ordering.
GEAR CHANGE
An external lever, on the port side of the unit,
controls the gear change by an internal linkage to the
sliding dog clutch on the propeller shaft. A lock comes
into operation automatically in the astern gear position
to prevent the unit kicking up under reverse propeller
thrust. The external gear change lever is arranged to
suit a single lever control cable and quick release
cable fittings are embodied. Gear positions are
forward, neutral and reverse.
LUBRICATION
The unit must be filled with oil, up to the centre line
of the input shaft. The filler plug Ref.169 is situated on
the upper housing top cover, and the level plug is on
the port side of the upper housing. Ref.172 Plate.E.
STEERING
Steering is by a tiller arm which is adaptable to
either wire rope and pulleys or a proprietary push pull
system.

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TECHNICAL DATA
The unit serial number, consisting of 6 digits
commencing with 2ZE, is found stamped on the port
side of the Drive Housing. This
number should be quoted on all spares and service
queries. The Power Trim Model carries its own serial
number and the suffix "H".
130 130H 130 Non Swivel
*
Torque Capacity 140 lb. ft. torque at speeds
up to 5500 rpm.
Weight 90 lb. 95 lb. 90 lb.
41 kg. 43 kg. 41 kg.
Lubricating Oil Capacity 8.5 pt. 8.5 pt. 8.5 pt.
4.8 L 4.8 L 4.8 L
Type of Lubricant E.P. 90 E.P. 90 E.P.90
Automatic Where hydraulic
Oil for Power Trim - gear box heed lift is fitted
fluid use automatic
gear box fluid
Reduction Ratio 1.65:1 or 1.65:1 or 1.65:1 or
2.0:1 2.0:1 2.0:1
Articulation:
Lift Rearward (total) 55° 55° 55°
Trim Angle Forward 6° 6° 6°
Steering 34° 34° 34°
(30° at steering (30° at steering (30° at steering
arm) arm) arm)
Athwartships Rotation 135° -
Transom Angle 12° 12° 12°
Propellers Small Spline
(for further details 11'/z in. dia. to 14 in. dia.
see Page 28)
For a recommendation of propeller size,
consult our Technical Sales Department
*Torque is given by Horse Power multiplied by 5250 divided by
RPM at Horse Power Rating.

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OPERATING, LUBRICATION AND
MAINTENANCE INSTRUCTIONS
The Z-DRIVES are a transmission system for boats
allowing a direct coupling to an engine without a
gearbox being required. Also incorporated are steering
and either a kick-up system or power trim.
STEERING
This is done usually with a proprietary push-pull
system and the patented exterior linkage will require
little maintenance.
GEARSHIFT
There are ahead, neutral. and astern positions of
gear movement and the angle of movement and
length of the Z-DRIVE operating lever are designed to
suit one recommended stroke of a cable system.
These systems have alternative strokes available by
selecting a different anchoring hole on the control
head.
Operation is simple. Select neutral once the engine
is started and is idling at its operating temperature, the
control head lever can be moved to engage the
desired gear. Further movement of the control head
lever will give an increase in engine speed but no
further gear engagement.
The engine may be stopped when a gear is
engaged but starting should always be when in
neutral and no gear shifting should be attempted
when the engine is NOT idling.
LUBRICATION
Before entering service and at regular intervals (20
hours or monthly, whichever is the shorter period) the
oil level in the unit must be checked. The level plug is
on the outside near the top of the Z-DRIVE body. The
Power Trim Models have a dipstick in the transom
plate. Should the colour of the lubricant become grey
or creamy, contamination by water has occurred and
the cause should be ascertained. The lubricant should
be changed at least once per season.
ELECTROLYTIC CORROSION
As protection against galvanic action, the Z-DRIVE
has a zinc block (5) fitted to the underside of the
transom plate and a zinc ring
(218) just forward of the propeller. These should be
inspected and replaced as they become eaten away.
A craft must be fitted with sufficient anodes to
protect its own hull and fittings otherwise the whole
sterndrive may act as such. Consultation with an
expert on such anodes may be a wise precaution if in
doubt.
NEVER use any paint on the hull or Z-DRIVE that
contains copper.
PARKING MODEL 130 Z-DRIVE
If it is wished to leave the boat with the Z-DRIVES)
parked, adopt the following procedure:
Just before stopping the engine, engage astern.
(This ensures that the drive will not slip off the reverse
catch bar because the astern lock pin is under the
catch). Pull on the plunger release cable to withdraw
the locating plunger. The winding handle, when turned
in the socket of the Z-DRIVE, will cause the body to
swing sideways to starboard. (This will be possible in
starboard direction only because of a stop plate on the
swivel plate). Continue winding until the plunger
re-engages. The Drive is then parked. For trailing
support the Z-DRIVE body with ropes or blocks, etc.
POWER TRIM
Operation
If the system is correctly assembled, when the
switch is pressed down the body will be trimmed
inwards. This trimming will be finished when the rams
are completely closed. There is no indication of this on
the gauge but a change of note on the pump may be
heard. Trimming out is achieved by pressing the
switch upwards. If underway, a reading will be shown
on the gauge (up to 600 p.s.i.) and when the needle
swings quickly up to 1000 p.s.i. end of travel is
reached. Continued operation under this condition will
result in overheated wiring and damage.
Parking
It is recommended that the Power Trim Model
Z-DRIVES are left parked with the bodies down. The
rams are fully closed and there is no chance of
marine growth on the piston rods.

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INSTALLATION DETAILS
INSTALLATION OF DRIVE UNIT
The assembly is bolted through the transom
which should be prepared as shown in Figs. 1,
2,3,4,5.. It will also be noted that suitable re-
inforcing must be introduced to the transom. The
drive unit is arranged to suit a standard transom
angle of 12° although it is possible to accommodate
other angles by making up a suitable adaptor block.
Generally speaking, it is recommended that the
cavitation plate should be located within 0-'%4 inches
(0 to 19 mm) below the keel (see Fig. 2).
On the 130 Z-DRIVE the out-drive unit should be
installed initially with the locating tilt catch rod in the
centre hole and the propeller shaft horizontal. A
small angular adjustment of the propeller shaft with
the rod in the other two holes is possible if it is
found necessary to alter the trim. With fast single
engine craft, where speeds over 30 mph (48 kph)
are anticipated, it may be advisable to locate the
engine and drive about 1'/4 inches (31.75 mm) off
centre towards the port side to minimise torque
reaction.
The distance between a pair of "Z-drives" will
depend on the engines and their size, in the case
of 130 "Z-drive" the minimum distance is more
critical than with the 130H because when cranking
up to the parked position (normal) the port unit
must not foul the other.
STEERING GEAR
The tiller arm is adaptable to either a wire rope
and pulley system or a proprietary push pull cable
system, with 9 ins. (228 mm) travel. The special
steering linkage does not have to be disconnected
from the drive before swivelling to the parked
position or when the unit is tilted.
REMOTE CONTROL
Remote control of both engine throttle and gear
change is by means of a "single lever" control
which is available as an optional extra with cable
lengths up to 30 feet (9.14 metres) and all
necessary fittings. For details of remote control
cable kits available refer to Accessories Section.
Pa
g
e 27.
ELECTROLYTIC CORROSION
As the unit is of aluminium alloy construction,
and copper alloys are commonly used in wooden
boat construction, some trouble due to galvanic
action should be anticipated unless precautions are
taken.
It is recommended that an anti-fouling paint, as
used with aluminium hulls and specifically free from
copper, be applied to the bottom of the boat. This
can also be used on the underwater part of the
"Z-DRIVE" transom unit. Paints based on red lead
should not be used.
A zinc sacrificial block is provided on the
underside of the transom plate. The purpose of this
block is to attract electrolytic erosion which would
otherwise attack other "ZDRIVE" components. This
sacrificial block should never be painted. As it is
the normal function of the sacrificial block to erode,
it should be replaced periodically, as necessary. A
zinc ring is also fitted forward of the propeller.
A master switch should be fitted in the earthed
lead between the battery and starter motor to
isolate the engine when the boat is out of use.
Care should be taken to avoid earthing the unit to
the engine or other metal work with the mounting
bolts, controls, steering gear, etc.
When connecting radio, echo sounding
equipment, etc., check polarity of engine earth.

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INSTALLATION INSTRUCTIONS
When assembling the "Z-DRIVE" transom unit to
the craft for the first time, it may be an advantage to
use the "Z-DRIVE" transom plate for marking off
purposes.
Removal of Transom Plate
from "Z-DRIVE" Unit
When new, there will be no oil left in the unit, but on
all other occasions, before removing the transom plate
from the "ZDRIVE", the oil must be drained.
The oil drain plug should be removed from the
skeg, and the oil allowed to drain into a suitable clean
container.
STANDARD MODEL 130
1. Loosen the jubilee clip around the gaiter over the
universal joints (transom plate only). Engage
reverse gear to lock reverse catchdown before
removing swivel pins. I nstruction 4.
2. Remove the screws holding the steering arm
assembly to the transom plate. Withdraw the
steering arm through the hole in the plate and
allow the steering linkage to swivel away to one
side.
3. Remove the two grubscrews at the top
of each leg of the swivel fork.
4. Tap outwards the two swivel pins connecting the
fork to the swivel plate until the fork can swing
away.
5. Move the gear lever to neutral which withdraws
locking plunger from under reverse catch. The
reverse catch can be pressed down and the
body lifted away from the swivel plate.
6. Remove the flexible coupling wormwheel and
worm-wheel housing from the transom plate.
7. The transom can be marked off according to the
Figs. 2 & 3, and after some preliminary cutting of
holes, the plate may be offered up for drilling.
8. When all the necessary holes have been cut in
the transom, the plate can be attached together
with the gasket using the "Z-DRIVE" bolting kit
8093.
POWER TRIM MODEL 130H
1. Loosen the clip around the gaiter over the
universal joints (transom plate end only.
2. Remove the screws holding the steering arm
assembly to the transom plate. Withdraw the
steering arm through the hole in the plate, and
allow the steering linkage to swivel away to one
side.
3. Remove circlips off the end of the shaft on which
the hydraulic cylinders are mounted, withdraw
the shaft to one side, retaining the nylon and
stainless steel washers as this is done. Note the
order in which they are assembled. It is most
important that the hydraulic cylinders are not
rotated when at the innermost extreme of travel.
4. Loosen the allen screws found on the
top of each leg of the swivel fork.
5. Tap outwards the two swivel pins connecting
the fork to the transom plate, until the latter is
free. The transom plate can now be handled
separately from the "Z-DRIVE" body, which can
be put on one side until required.
6. The transom can be marked off according to
Fig.4 and after some preliminary cutting of
holes, the plate may be offered up for drilling.
7. When all the necessary holes have been cut in
the transom, the plate can be attached together
with the gasket using the 'Z-DRIVE" bolting kit
8093.
130 NON SWIVEL MODEL
1. To remove Transom Plate from Drive Leg follow
instructions as for Standard 130 instructions 1
to 5. Cut hole in Transom of Boat according to
Fig.5. Place Transom in cut out position
correctly for height from bottom of boat to
centre of input shaft Figs.3 & 5. When all the
necessary holes have been drilled the Transom
Plate can be attached together with the Gasket
using the Z-Drive bolting kit 8093.

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INSTALLATION HYDRAULIC LIFT KIT
130 NON SWIVEL Z-DRIVE
If the Hydraulic Hand Lift is to be used. Cylinder. Smear Cylinder liberally with water
Before placing Cylinder into Recess Housing proof grease and position into Recess in
draw Piston from Cylinder close valve on Transom Plate. The system is now ready to lift
Pump and Prime Hose and Cylinder until oil unit to parked position. When unit is in
is level with '0' Ring at top of Cylinder, the lift position for long periods or storage
Position Piston into oil open Release Valve on the unit should be supported with rope or
Pump and press down Piston to end of blocks etc.

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OVERHAUL SECTION
1. Transom Plate Assembly - 130
2. Transom Plate Assembly - 130H. 130 Non Swivel.
3. Swivel Fork
4. Hydraulic Trim Tilt Equipment
5. 130 "Z-DRIVE" Housing, Lower
6. 130 "Z-DRIVE" Housing, Upper
7. Checking for Backlash
INTRODUCTION
Disassembly of the "Z-DRIVE" transom unit for
inspection may be accomplished by following the
procedures outlined below:
1. Transom Plate Assembly:
2. Drive Housing
(a) Lower
(b) Upper
1. TRANSOM PLATE ASSEMBLY
When the disassembly ,procedure for any given
section has been completed, any further disassembly
indicated by inspection may then be carried out by
following in detail the necessary additional procedures.
When removing or refitting ball and roller bearings, it is
recommended that the housings, etc., should be
heated in water to maintain manufacturing tolerances,
and so avoid possible loosening of the bearings in the
housings.
When re-assembling the unit, all gaskets and '0' rings
must be removed. Dirt is a major cause of wear and
failure; therefore, conduct all maintenance operations
in an area which is as clear and clean as possible.
Place the disassembled parts on a clean surface and
if they are to remain for an extended period of time,
cover exposed-surfaces, which can be contaminated
by salt air, etc. For parts identification numbers refer to
the illustrations contained in the Parts List section.
The following instructions assume that the unit has
been removed from the craft. For ease of dismantling
the unit can be split into two parts. These are (1) the
Transom Plate and (2) Drive Housing. To accomplish
this the following procedure should be adopted:
Drain off the oil into a clean container.
TRANSOM PLATE ASSEMBLY 130
To Disassemble the Transom Plate Assembly
If the transom plate assembly has been removed from
the craft with the close coupling components still
connected, remove these first.
Knock back the tabwashers (61) locking the set screws
(60) that hold the flexible couplings (59) to the input
shaft (55). Unscrew the bolts (60) and remove the
flexible coupling (59).
Undo the nut (57) on the universal coupling input shaft
(55) and remove with the washer (58). The input shaft
(55) can now, without the aid of special tools, be pulled
out of the transom plate. It will bring with it the inner
race to the roller bearing (21). Using a suitable drift,
the universal coupling shaft (56) can be tapped
through its ball bearing (22) in the opposite direction to
which the input shaft was removed.
The oil seal (24) and bearings (21) in the swivel hub
(20) can be inspected and if necessary changed.
Removal of Swivel Hub from Transom Plate
Remove from the hub the six socket screws (42),
(retaining the wormwheel). (41)
Remove the seven socket screws (40) that retain the
wormdrive housing (33) to the transom plate (1)
Rotate the swivel plate (44) and hub (20) so that the
lug clears the hook in the transom.
Undo the six nuts (51) or the countersunk screws (54)
and withdraw the swivel plate from the hub.
Using a suitable drift on the inboard end of the swivel
hub (20) tap the swivel hub through the transom plate
(1) in a rearwards direction. When the hub is clear,
the sealing '0' rings (29, 30) and nylon thrust washer
(32) and bearing strips (31) will be evident and can be
removed.
It is not necessary to remove the swivel hub (20) to
replace the front oil seal (24) as this can be done after
the input shaft (55) has been removed.
If the bearings roller (21) and ball (22) require
renewal, the swivel hub (20) must be heated such as
in boiling water and the bearings tapped clear with a
drift or extractor.

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The ball bearing (21) is retained by circlip (23) which
should be removed before the bearing (21) is
withdrawn.
The new bearings are pressed home hard against their
locating shoulders with the bearings (22 & 21) cold and
the hub (20) hot as before. If the oil seal (24) has been
removed a new one may be fitted at this stage but after
the hub (20) has cooled.
The '0' rings (29 & 30) should be inspected and
renewed if necessary. The washer (32) is located in its
correct position and the nylon strips (31) fitted into their
respective grooves. An application of a suitable water
resistant graphite containing grease should be applied
to the outer diameters.
The swivel hub is replaced within the transom plate,
taking care that the nylon strips remain within their
grooves as this is done.
THE SWIVEL PLATE ASSEMBLY
The only items on the swivel plate that may require
replacing from time to time are the buffer (46), the two
bushes (45), the rod (47) and nuts (48) left. I n addition
to these there is the swivel plate stop (49) with its
screws (50) which may be moved to the opposite side
of the swivel plate to allow for swivelling for parking in
the opposite direction to that normally used.
NOTE: If this parking procedure is adopted, it is necessary to disconnect
the gear change cable before parking to avoid damage to the cable.
To remove the buffer (46) merely unscrew as if it were
a small bolt. Re-fit a new one, making sure that it is
screwed up tight.
To renew the swivel bushes (45), place the swivel
plate somewhere where the part of the plate that
contains the bush can be adequately supported.
While using a suitable drift the bush is pushed through
with a press or gently tapped through using a
hammer.
The reverse is the procedure for fitting the new
bushes but ensure that they do not protrude either
side of the lugs.
The reverse catch rod (47) is normally positioned in
the middle of the three holes but can be removed and
used in either of the other two, whichever appears to
give the best boat performance.
The removal of this bar can be done at any time and
does not necessitate the dismantling of the
"Z-DRIVE". I f one of the nuts (48) is undone, the bar
can be slid out sideways and re-fitted into whichever
of the holes is thought to be the best position.
To re-fit the swivel plate assembly to the transom
plate, the plate has to be slid over the spigot on the
swivel hub and at the same time the lug at the bottom
of the swivel plate engaged within the hook of the
transom plate. The swivel hub is then rotated to align
the holes within its flange with those on the swivel
plate. The nuts (51) or countersunk screws (54) are
re-fitted.
RE-FITTING THE WORMDRIVE HOUSING
The seven socket head screws (40) are fitted through
the worm drive housing (33) and into the forward face
of the transom plate (1). This is done with the cone
pointing vertically upwards. The wormwheel is then
attached to the swivel hub by six socket head screws
(42). The constant velocity joint is tapped, from the
rear, through the ball bearing (22) until fully home.
The input shaft (55) is fitted from the front of the
transom, engaging with the splines of the constant
velocity joint (56) and care should be taken when it is
passing through the oil seal (24).
If the roller bearing (21) has been replaced within the
swivel hub, the inner race previously fitted must be
removed and the inner race to the new bearing fitted.
Races and bearings are not interchangeable.
The input shaft is tapped along the shaft of the
constant velocity joint until itself is hard against the
bearing.
The washer (58) and nut (57) are then fitted on to the
exposed thread of the constant velocity joint, the nut is
tightened to 140 lb. ft. torque. The flexible coupling (59)
screws (60) tabwashers (61) may now be re-fitted to
the input shaft.
2. TRANSOM PLATE ASSEMBLY 130H
130 NON SWIVEL
Disassembly of the Transom Plate
Dismantle the input coupling (59) from the input shaft
(55) by removing the set-screws (60), plain washers
(62) and tab washers (61, 68).
Remove the input shaft nut (57) and washer (58) from
the internal bore of the input shaft. Using a soft drift,
carefully drive out the constant velocity joint (56) from
the input shaft. Using a suitable press, remove the
input shaft from its bearings (21). After removal of the
circlip (23) press out the bearings (21) and (22) and
seal (24) from the transom plate.

13
The ball bearing (21) is retained by circlip (23) which
should be removed before the bearing (21) is
withdrawn.
The new bearings are pressed home hard against their
locating shoulders with the bearings (22 & 21) cold and
the hub (20) hot as before. If the oil seal (24) has been
removed a new one may be fitted at this stage but after
the hub (20) has cooled.
The 'O' rings (29 & 30) should be inspected and
renewed if necessary. The washer (32) is located in its
correct position and the nylon strips (31) fitted into their
respective grooves. An application of a suitable water
resistant graphite containing grease should be applied
to the outer diameters.
The swivel hub is replaced within the transom plate,
taking care that the nylon strips remain within their
grooves as this is done.
THE SWIVEL PLATE ASSEMBLY
The only items on the swivel plate that may require
replacing from time to time are the buffer (46), the two
bushes (45), the rod (47) and nuts (48) left. I n addition
to these there is the swivel plate stop (49) with its
screws (50) which may be moved to the opposite side
of the swivel plate to allow for swivelling for parking in
the opposite direction to that normally used.
NOTE: If this parking procedure is adopted, it is necessary to disconnect
the gear change cable before parking to avoid damage to the cable.
To remove the buffer (46) merely unscrew as if it were
a small bolt. Re-fit a new one, making sure that it is
screwed up tight.
To renew the swivel bushes (45), place the swivel
plate somewhere where the part of the plate that
contains the bush can be adequately supported.
While using a suitable drift the bush is pushed through
with a press or gently tapped through using a
hammer.
The reverse is the procedure for fitting the new
bushes but ensure that they do not protrude either
side of the lugs.
The reverse catch rod (47) is normally positioned in
the middle of the three holes but can be removed and
used in either of the other two, whichever appears to
give the best boat performance.
The removal of this bar can be done at any time and
does not necessitate the dismantling of the
"Z-DRIVE". I f one of the nuts (48) is undone, the bar
can be slid out sideways and re-fitted into whichever
of the holes is thought to be the best position.
To re-fit the swivel plate assembly to the transom
plate, the plate has to be slid over the spigot on the
swivel hub and at the same time the lug at the bottom
of the swivel plate engaged within the hook of the
transom plate. The swivel hub is then rotated to align
the holes within its flange with those on the swivel
plate. The nuts (51) or countersunk screws (54) are
re-fitted.
RE-FITTING THE WORMDRIVE HOUSING
The seven socket head screws (40) are fitted through
the worm drive housing (33) and into the forward face
of the transom plate (1). This is done with the cone
pointing vertically upwards. The wormwheel is then
attached to the swivel hub by six socket head screws
(42). The constant velocity joint is tapped, from the
rear, through the ball bearing (22) until fully home.
The input shaft (55) is fitted from the front of the
transom, engaging with the splines of the constant
velocity joint (56) and care should be taken when it is
passing through the oil seal (24).
If the roller bearing (21) has been replaced within the
swivel hub, the inner race previously fitted must be
removed and the inner race to the new bearing fitted.
Races and bearings are not interchangeable.
The input shaft is tapped along the shaft of the
constant velocity joint until itself is hard against the
bearing.
The washer (58) and nut (57) are then fitted on to the
exposed thread of the constant velocity joint, the nut is
tightened to 140 lb. ft. torque. The flexible coupling (59)
screws (60) tabwashers (61) may now be re-fitted to
the input shaft.
2.TRANSOM PLATE ASSEMBLY 130H 130 NON SWIVEL
Disassembly of the Transom Plate
Dismantle the input coupling (59) from the input shaft
(55) by removing the set-screws (60), plain washers
(62) and tab washers (61, 68).
Remove the input shaft nut (57) and washer (58) from
the internal bore of the input shaft. Using a soft drift,
carefully drive out the constant velocity joint (56) from
the input shaft. Using a suitable press, remove the
input shaft from its bearings (21). After removal of the
circlip (23) press out the bearings (21) and (22) and
seal (24) from the transom plate.

14
This will enable the main body of the "ZDRIVE" to be
lifted clear of the hydraulic cylinders. Now, from inside
the hull, unscrew the two tubing nuts (94) which hold
the oil supply and return pipes to each cylinder, arid
remove the pipes.
Now undo the large nut (91) with nylon washer (92)
and remove.
It will be necessary to keep the main body of the
"Z-DRIVE" lifted out of the way whilst the hydraulic
cylinders are removed.
Checking the Hydraulic Cylinder Units for Leakage
A simple method of checking the hydraulic cylinder
and pumps for leakage and to observe that the
cylinders and pumps function
correctly is to re-connect the pipes (96) to the
hydraulic cylinder.
The hydraulic units can now be suitably clamped and
operated several times to both extremities to remove
air inclusions, checking that the pump reservoir is
correctly filled to the level of the oil filler hole.
It will be observed whether leakage occurs at the
knuckle joint seals, piston rod seals, or any of the pipe
connections.
If new rings are fitted into the grooves in the hinge
tongue, the hinge fork must be very carefully fed over
the tongue.
The parts should be well lubricated with oil before
starting to re-assemble, making sure that absolute
cleanliness is maintained.
Re-fit the pivot pin.
5. MODEL 130/130H/130 NON SWIVEL
To Disassemble the Drive Body (Lower)
Knock back the tabs on the locking washer and
turning anti-clockwise remove the propeller shaft
spinner nut. Withdraw the propeller and distance piece
from the propeller shaft (204).
Remove the clutch operating lever pivot pin (155) and
sealing washer (156) from the skeg. Remove the two
socket screws (219) and withdraw the zinc ring (218)
from within the boss surrounding the propeller shaft.
Release and remove the ten socket screws (163) and
sealing washers (129) which secure the skeg (162) to
the body (161) and remove the skeg.
Remove the split pin (144) from this gear change
operating rod (150, 151). I n the case of R.H. rotation
units - drawing section F F refers to Plate A. Remove
clutch operating lever (153) together with the dog
clutch operating fork (154).
Lift the propeller .shaft (204) complete with bearings,
bevel gears, thrust washers, seal and dog clutch from
the housing.
Withdraw the seal circlip (217) and seal (213)
complete with housing (214) from the rear end of the
propeller shaft. Using a suitable extractor remove the
ball bearing (166) from the rear end of the propeller
shaft. It will now be possible to remove the rear thrust
washer (211), rear bevel gear (210), rear bevel gear
bush (205), dog clutch (212), front bevel gear (205)
and front thrust washer (211) from the propeller shaft.
Remove the front bearing circlip (209) and bearing
spacer (207). Press off the front bearing (206) and
remove the second spacer (208), circlip (209) and
front bevel gear bush (205) from the propeller shaft.
Loosen clamp screw (136) and remove the gear
change operating lever (135) and key (132) - See
Section C - C Plate A illustrated.
Remove the piug (139), washer (140), spring (138)
and gear change locking plunger (137) from the gear
change lever shaft bearing (126) or in the case of R.H.
rotation units (126A). Remove circlip (85) and thrust
washer (134) from the gear change lever shaft.
Release and remove the six screws (40), sealing
washers (128) and plain washers (129) securing the
gear change lever shaft bearing (126) to the housing.
Remove the bearing and joint (127) from its location.
Withdraw the pin (141) which connects the operating
lever (133) to the astern lock operating fork (142). See
section D D Plate A, not present on 130H.
Disconnect the gear change operating rod (150) or
(151) on R. H. rotation units from the gear change
lever (133) by removing the securing pin (149) and
withdraw the operating rod and lever from the unit.
Remove the '0' ring (131) and circlip (85) from the
gear change lever shaft (130). The shaft can now be
pressed out of the gear change lever and the
woodruff key (132) removed.
Note: Position oflever reversed on R.H. rotation units.
Withdraw the astern lockpin (145) and fork (142) from
the lockpin bush (175). Remove the split pin (144),
washer (143) and fork (142) from the astern lockpin.
Release and remove the two setscrews (196),
washers (197) and vertical drive shaft retainer (195)
from the housing. Using a suitable extractor remove
the bottom bevel gear (193) from the vertical drive
shaft and bearings.

15
The vertical drive shaft (194) can now be removed,
care being taken to prevent the removable collar (198)
from falling and becoming lodged in the housing.
With a suitable extractor remove the roller bearing
(165) and ball bearing (166) from the bottom of the
housing. Disassembly cf the drive housing (lower)
comprising the skeg bottom bevel gears and the lower
housing, is now complete.
Before inspection and reassembly, all parts should be
thoroughly washed in clean paraffin. Carefully inspect
all components for wear, pitting and cracks, etc.
Renew all parts considered unserviceable
To Reassemble the Drive Body (Lower)
Using a suitable press, fit the bottom bevel drive gear
ball bearing (166) and roller bearing (165) to the body
(161) ensuring that each bearing is fitted in to the full
extent of its recess.
Refit the vertical drive shaft (194) with collar (198) into
the drive housing and using a press, fit the bottom
bevel drive gear (193) into the roller bearing (165) and
ball bearing (166).
Fit the vertical drive shaft retainer (195) to the housing
and secure with the two setscrews (196) and washers
(197).
Fit the '0' ring (176) into the astern lock pin bush (175)
and refit the' bush and sealing washer (169) into the
body (161). Refit the fork (142) and washer (143) to
the astern lock pin (145) and secure with split pin
(144). Assemble the lock pin into the bush.
Fit the woodruff key (132) to the inner end of the gear
change shaft (130) and using a suitable press,
assemble the gear change lever (133) to the shaft and
secure with the circlip (85).
Place the gear change operating rod (151) (151 R.H.
rotation unit), in position in the housing and connect
the gear change lever (133) to the rod with the pin
(149).
N.B. As the assembly of this item varies according to direction of
rotation, it should be noted that the above instructions refer to the L.H.
rotation unit and is illustrated in the main drawing whilst the assembly
of the R.H. rotation unit is illustrated in Section F F -Plate A.
Connect the gear change lever to the astern lock
operating fork (142) with the pin (141). (Not on 130H).
Fit the '0' ring (131) to the gear change lever shaft and
using a new joint (127) fit the gear change shaft
bearing (126) (126A for R.H. rotation) to the housing
and secure with the six screws (40), sealing washers
(128) and plain washers (129).
N. B. Refer to illustration for correct method of
fitment of the gear change shaft bearing (126) and (126A) as this
varies with left or right hand rotation units.
Assemble the thrust washer (134), circlip (85) and
woodruff key (132) to the gear change shaft.
Fit the locking plunger (137), spring (138), washer
(140) and plug (139) to the rear change shaft bearing
(126) or 126A on R.H. rotation units.
Fit the key (132) and the gear change operating lever
(135) to the shaft (130) and secure with the clamp
screw (136).
N. B. It should be noted that on L.H. rotation unit the lever will point
aft, whereas on a R.H. one it will point forward; two key-ways are
provided on the shaft for this purpose.
Onto the front end of the propeller shaft (204)
assemble the front bevel gear bush (205), the
rearmost of the two circlips (209) and bearing spacer
(208) then press on the front bearing (206), fit the
foremost spacer (207) and secure with the second
circlip (209).
Onto the rear end of the shaft assemble the front
bevel gear (210), the dog clutch (212), the rear bevel
gear (210) and the rear thrust washer (211), press on
the rear bearing (166) and fit the propeller shaft seal
(213), complete with housing (214) and '0' ring (215).
To ensure that the bearing (166) is correctly
positioned, place the assembled propeller shaft in its
location in the housing, ensuring that the seal housing
locating pin (216) engages with the locating hole in
the seal housing (214). Check that clearance exists
between the front face of the bearing and the rear
face of the rear bevel gear thrust washer (211), and
also between the rear face of the bearing and the
front face of the seal housing (214).
With the propeller shaft assembly correctly positioned,
check the backlash between the bottom bevel drive
gear (193) and both propeller shaft bevel gears (210).
Clearance between these gears should be within the
limit of 0.008 in to 0.012 in. (0.20/0.30 mm). Should
the backlash require adjustment, thrust washers (211)
of the required thickness should be fitted to bring the
backlash within the above limits.
When the dog clutch operating fork (154) is in the
groove of the dog clutch, place the clutch operating
lever (153) in position. Connect it to the gear change
operating rod (150), (151 for R.H. rotation units) and
secure with the split-pin (152).
The faces of the skeg and housing are

16
machined flat. On these units when re-fitting the
skeg a suitable jointing compound should be used.
Place the skeg (162) in position on the housing,
ensuring that the tabs on the thrust washers (211)
locate in their respective slots in the skeg. Secure
the skeg with the ten socket screws (163) and
sealing washers (129). Fit the rear seal housing
retaining circlip (217).
Fit the clutch operating lever pivot pin (155) and
washer (156) to the skeg, ensuring that it is
correctly located in the clutch operating lever (153).
Replace the zinc ring (218) in the boss surrounding
the propeller shaft and secure with two socket
screws (219).
Refit the distance piece, propeller, lock washer and
spinner nut. With the spinner effectively tightened,
secure with the locking washer tabs.
Refill the unit to the correct level with oil. Oil
capacity of the unit is 8'/z pints (4.8 litres). E.P. 90
gear oil should be used.
6. To Disassemble the Drive Body (Upper)
Remove the eight screws (171) securing the top
cover (167) to the housing and remove the top
cover and joint (170).
Remove the six socket screws (140) and spring
washers (179) which retain the bevel gear bearing
housing (177) to the body. Withdraw the bearing
housing and joint (178) from the body.
Using a suitable extractor, carefully remove the
bevel gear (192), roller bearing (165) and ball
bearing (166) from the bevel gear bearing housing
(177).
Remove the circlip (203) from the universal joint
and input shaft assembly (199). Using a suitable
press, remove the universal joint from its bearing
(22).
Remove the two circlips (23) from the housing and
press the universal joint shaft bearing (22) from the
housing.
Withdraw the vertical drive shaft bevel gear (192).
Before the bearings (165 and 166) can be
removed, the vertical drive shaft (194) and collar
(198) must be withdrawn. This can be
accomplished by dismantling the lower housing as
described in the earlier section. The vertical drive
shaft can be withdrawn and using a suitable
extractor, remove the vertical drive shaft bevel
gear (192), roller bearing (165), ball bearing (166)
and collar (198) from the housing.
If renewal of the centre swivel pin bushes (45) is
intended, press out in the normal manner.
Thoroughly clean and inspect all components for
wear, pitting and cracks, etc. Renew worn or
defective parts.
To Reassemble the Drive Housing (Upper)
If the centre swivel bushes (45) have been
removed for renewal, fit new bushes.
Fit the ball bearing (166) roller bearing (165) to the
housing, ensuring that the bearings are fitted to the
full extent of their recesses. Replace the vertical
drive shaft (194) and ensure that collar (198) is
correctly positioned and reassemble the lower
housings, as described in the earlier section. Re-fit
the vertical drive shaft bevel gear (192).
Fit the inner bearing circlip (23) to the housing and
fit in the universal joint shaft bearing (22). Fit the
second of the circlips (23).
Press the universal joint and input shaft assembly
(199) into its bearing (23) and secure with the
circlip (203).
Fit the ball bearing (166), roller bearing (165) and
bevel gear (192) to the bevel gear housing (177)
ensuring that the races fit in to the full extent of
their recesses.
Fit the bevel gear bearing housing (177) to the
body (161) using a new joint (178) and secure with
the six socket screws (40) and spring washers
(179). With the aid of a feeler gauge, check the
backlash between the top bevel gear and the
vertical drive shaft bevel gear. Clearance between
these two gears should be within the limit of 0.008
in to 0.012 in. (0.20/0.30 mm). Adjustments to the
clearances is obtained by the addition of extra
joints (178) to the bevel gear housing (177).
Assemble the top cover (167), using a new joint
(170) to the housing and secure with the eight
screws (171).

17
7. CHECKING FOR BACKLASH
Re-fit into bearings in bearing housing top bevel gear
(220). Slip gear (221) into bearings at the top of the
housing. With two joints (178) offer the bevel gear
housing with the gear up to the body. Check as
follows:
(F,) When looking at the inner faces of the gear, not
the teeth, ensuring that the edges of the teeth
are in line with the edges of the teeth of the
mating gear.
(b) When a clock gauge is mounted with its stylus
on the pitch circle diameter, the other gear being
held, the reading given should be 0.008 in. -
0.312 in. (min. to use).
To correct for (a) :-
It is unlikely with minimum shimming to start with
that either gear will be too high, so the first step
is to observe which gear has teeth whose faces
are behind those of mating gear. The gear that
has such teeth requires additional shimming.
To correct for (b) :
However, when faces are in line, backlash may
not be correct. I f it is too much, additional
shimming will be necessary on both gears.
If it is too little, shimming has to be taken away
from both gears. On vertical gear (221) shim is
put between gear and ball bearing. For top input
gear (220)
shimming is done by using extra joints (178)
On ahead and astern gears (238) on propeller
shaft assembly, adjustment is made by fitting
different thickness of thrust washer (236).
When backlash is correct, the assembly may
continue:
Slip vertical bevel gear (221) on vertical
driveshaft (223). Re-fit washer (225) and
setscrew (226).
Holding hose clip (189) loosely over gaiter (190)
put gaiter over spigot provided on the body (180)
and tighten clip to seal.
Using soft-faced mallet, tap constant velocity
joint (227) through ball bearing (22) until
shoulder of joint is hard against bearing. Fit
retaining circlip (203) into groove on shaft. The
assembly of parts in bearing housing may be
re-fitted and held in place with six screws (40)
and washers (179). Top cover (167) with gasket
(170) is fitted back into place and fixed with
screws (171).

18
PARTS LIST
METHOD OF IDENTIFYING AND
ORDERING SPARE PARTS
The Parts List contains the numbers and descriptions
of all parts comprising the Model 130, 130H, 130 Non
Swivel Transom Units, together with a Supplementary
Section giving those of the recommended propellers
and other principal accessories. (For further details of
Accessories, see separate leaflet).
IDENTIFICATION
Each part contained in the Unit is located in its section
in columns headed as follows:
Ref. No.
Relates the item concerned to its position on the
drawing.
S or N.S.
'S' indicates that the item in question is available as a
spare part.
'ICS.' indicates that the item is not available as a
spare part by itself.
(for various reasons, some sub-assemblies or component
parts can ONL Y be supplied in the complete assembly. It is
therefore necessary, before ordering, to determine whether
or not the part required is, in fact, available separately).
Qty. Req.
Indicates the total quantity of the particular item in the
assembly, or group, in which it is contained.
Part No. & Description Is self-explanatory.
Remarks Contains supplementary notes and
information.
As a guide for use of the Parts List, the following
examples are given:
1.Locate the item required and its Ref. No.
on the drawing.
Locate the Ref. No. in the list, so as to check
whether 'S' or 'ICS.' determine quantity, and
ascertain part number and description.
(a) If the part is indicated 'S', then it can be
ordered separately, e.g. Ref. No. 7 in the
Transom and Swivel
2
Plate Assembly on Page 18 is read as:
33432309 Sleeve, Swivel Plate
Locking Plunger
This is indicated 'S' and, therefore, is
available as a spare part.
(b) If the part is indicated 'ICS.' then it can
only be supplied inside its containing
assembly, e.g. Ref. No. 112 in the
Steering Linkage Section on Page 22 is
read as:
7067 Link, Steering Upper
This is indicated 'ICS.' and can ONLY be
supplied inside the assembly of which it is
part. This assembly is covered by the first
number in the next left hand column
reading upwards which is:
7225 Assembly Link and Bushes
and is the one that should be ordered.
ORDERING
When ordering parts, it is imperative to quote the serial
number of the Unit and to specify the part number,
description and quantity of the items required. If in
doubt, then the reference numbers should also be
given to facilitate identification by your Dealer.
The Unit serial number will be found stamped on the
port side of the Drive Housing; it consists of six digits,
commencing 2ZE. The power trim model has its own
suffix H. We would again stress the importance of
always quoting the number and giving complete
information if parts orders are to be promptly
expedited.
All enquiries relating to parts and accessories should
be addressed to:
BOB KNOWLES PLANT SERVICES LTD.
MARINE DIVISION
9 VULCAN ROAD
LEICESTER LE5 5EF
TEL: [phone]
FAX: [phone]

19
S For
Ref. or Qty. NS Part Description Remarks
No. NS Req. Model No.
TRANSOM & SWIVEL PLATE ASSEMBLIES
- S 1 130 only 37814125 Assembly, transom plate comprising:-
) NS 1 37537182 Transom Plate
2 S 10 32815117 Pin, Nylon
3 S 1 32114126 Plug Breather
4 S 1 7055 Nipple, Greasing
5 S 1 36131314 Block, zinc
6 S 1 2224568 Screw, zinc block to transom plate
7 S 1 33432309 Sleeve, swivel plate locking plunger
8 S 1 2725499 Circlip, sleeve locating
9 I S 1 37811111 Plunger pin and 'O' ring asst'.
10 S 1 32815117 Pin, nylon
11 S 1 31744128 Spring
12 S 1 2415702 '0' ring
13 S 1 36285105 Fork end plunger release
14 S 1 32713113 Pin, shackle, cable
15 S 1 2221281 Grub screw
16 S 1 2131037 Washer
17 S 1 2117269 Split pin
19 S 1 130 only 36863113 Gasket "Z-DRIVE" to transom
S 1 130 only 710947 Swivel hub assembly, comprising:-
20 S 1 33426381 Hub, swivel
21 S 1 2546106 Bearing, roller, input shaft
22 S 1 0040020 Bearing, ball, input shaft
23 S 1 2721790 Circlip locating bearing
24 S 1 2415507 Seal input shaft
25
29 S 1 2415821 'O' Ring - rear (Swivel hub to transom plate)
30 S 1 33824117 'O' Ring - front (Swivel hub to transom plate)
31 S 2 36841412 Strip (Swivel hub to transom plate)
32 S 1 33822406 Thrustwasher (Swivel hub to transom plate(
- S 1 710914 Assembly, housing worm drive and
assembly worm and shaft comprising:-
S 1 710951 Assembly worm drive housing
33 S 1 37522441 Housing, worm drive
34 S 2 2513089 Bush, worm drive housing
35 S 1 32456408 Shaft, worm drive
36 S 1 31173109 Worm gear
37 S 2 2513970 Thrust washer, worm drive
38 S 2 2115261 Pin worm to shaft and tube assembly to
shaft.
39 1 37442415 Tube assembly
40 7 2222712 Socket screw, worm drive housing to Stainless
transom plate.
41 S 1 31173201 Wormwheel
42 S 6 2222712 Socket screw Stainless
43 S 1 710915 Handle, cranking asst'.
S 1 130 only 710938 Assembly, swivel plate comprising:-
44 NS 1 38167553 Plate swivel
45 S 2 2513911 Bush top pins/swivel fork to plate
46 S 1 2634018 Buffer, swivel plate
47 S 1 32524137 Rod, locating catch - swivel fork
48 S 2 2211284 Nut, retaining rod
49 S 1 36113133 Plate, stop - swivel plate
50 S 2 2222712 Screw - plate to swivel plate
51 S 6 7349 Set screw swivel plate retaining Stainless
52 S 6 2131041 Washer - to swivel hub Stainless

20