Flexible Shaft Coupling for 4" Yanmar - 3HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150HP at 2500RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12HP per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 5" Yanmar - 10HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 4" B/W, Hurth - 5HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 4" B/W, Hurth - 8HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 5" B/W, Hurth, & Volvo - 25HP/100RPM Capacity The R & D Marine Flexible Coupling consists of a flexible disc molded with a polyester elastomer. The disc gives clearance for bolt heads and is able to flex freely to take up any temporary misalignment of the engine and shaft due to flexing of the boat structure or the engine moving on its mount. Forward thrust is taken in compression on the disc between the two half couplings, and reverse thrust is retaken in compression on the disc between the two fail-safe straps. In the unlikely event of a severe impact, the steel straps make the coupling fail-safe and ensure the drive is maintained both forward and reverse. Reduce Engine Noise & Transmission Vibration Staggered bolts enable the element to isolate vibrations and compensate for some misalignment. Reduces Costly Transmission Repairs Absorbs shock loads due to hard gear changes. Fits Most Major Transmissions For engines, 5 to 1,500 horsepower It fits brands such as Borg Warner, ZF-Hurth, Twin Disc, Volvo, Yanmar, Technodrive, and more. Under Compression Load In Both Forward & Reverse The aft steel strap bolted to the transmission acts as a backing plate to prevent reverse thrust from pulling the element apart. Quick & Easy Installation The R & D Marine Flexible Coupling requires no machining and comes supplied with bolts to connect between the two existing shaft flanges. Extremely Durable Impervious to saltwater, diesel, and lubrication oils. The Flexible Couplings are made from a polyester elastomer not affected by saltwater, diesel, or lubrication fluids. Fail-Safe Design A fail-safe design is incorporated in the R & D Flexible Shaft Coupling that prevents the two couplings from pulling apart in the event of an impact or element failure, whereas other couplings do not. This fail-safe design is accomplished by using two steel straps and thru-bolts going into both the shaft coupling and transmission output flange. The aft steel strap is bolted to the transmission output flange, and the front strap is bolted to the shaft coupling. In the event of an impact, the aft steel strap (bolted to the transmission) will catch the front steel strap (bolted to the shaft coupling) and prevent the drivetrain from pulling apart. The R & D element will absorb the shock load (reducing or eliminating damage to the transmission) and will maintain contact between the two couplings. The steel straps also keep the R & D Flex-Coupling under a compression load in both forward and reverse operation (the aft strap bolted to the transmission acts as a backing plate). Machined Not Molded The Drivesaver is molded, while the R & D Flexible Shaft Coupling is machined. Both designs suggested that you first set your alignment by drawing the two couplings up to each other and then adding the flex-coupling. The machined part will have MUCH tighter tolerance than a molded part. Checking Alignment The R & D Flexible Shaft Coupling allows for alignment inspection after the element is bolted in place. There is one bolt head that is machined and painted red. After the R & D Flexible Shaft Coupling is bolted into place, a feeler gauge can be slipped between the red bolt head and the coupling. This process is repeated with the same bolt four times at 90-degree intervals by rotating the shaft. If the gap is within .010" (0.25mm), the engine is accurately aligned. To calculate the power of the coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed   Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 x 2 x 100 = 12 HP per 100RPM The coupling required is 910-009 Specifications: Manufacturer: B/W, Hurth, Volvo Diameter (inches/mm): 5 / 127 # of Bolts: 4 Diameter of Holes (inches/mm): 0.44 / 11.2 Bolt Pitch Circle (inches/mm): 4.25 / 107.9 Register (inches/mm): 2.5 / 63.5 Diameter (inches/mm): 5.63 / 143 Length (inches/mm): 2.06 / 52.4 Bolt Diameter: 7/16 UNF HP per 100 RPM (hp / kW): 25 / 18.64

Flexible Shaft Coupling for 4" B/W, Hurth - 3HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 5" B/W, Hurth - 13HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 5" B/W, Hurth - 8HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the =vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 5" B/W, Hurth - 20HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Flexible Shaft Coupling for 6" Twin Disc - 28HP/100RPM Capacity The R&D Flexible Couplings are fabricated from a contoured flexible disc molded in tough yet resilient new type polyurethane. The contoured disc gives clearance for the bolt heads, and is able to flex freely to take up any temporary misalignment of the engine and shaft, due to flexing of the boat structure or the engine moving on its rubber vibration isolation mountings. Forward thrust is taken in compression on the disc between the two half couplings and reverse thrust is taken again in compression on the disc between the two fail straps. In the unlikely event of a disc failure the steel straps make the coupling fail safe and ensure drive is maintained in both forward and reverse. To calculate power of coupling required: Horse Power of Engine x Reduction Ratio x 100 = HP/100RPM       Engine Speed Example: Ford 150 HP at 2500 RPM with Borg Warner Velvet Drive 72C 2:1 Reduction Ratio Engine Horse Power is 150 HP, Max Rated RPM is 2500, Reduction Ratio is 2:1 150/2500 X 2 x 100 = 12hp per 100RPM Coupling required is 910-009 The R & D Marine Flexible Coupling fits between the transmission output flange and shaft coupling. It is designed to protect a boat's drivetrain. The unit will reduce vibration, compensate for some misalignment, isolate the shaft and absorb shock loads. The flexible disc is machined from a resilient and durable polyurethane. It allows the unit to flex, absorbing vibrations and temporary misalignment of the shaft and engine due to movement of the engine or flexing in the vessel's structure. The polyurethane disc is backed up by two metal compression straps, one on either side of the flexible coupling. These metal straps hold the system in constant compression whether the drivetrain is in forward or reverse. This feature extends the life of the system dramatically. The R & D Marine Flexible Coupling will also absorb shockloads resulting from gear changes, or the propeller striking a submerged object. The polyurethane disk will distort with light shock loads and is designed to be sacrificial in the event of severe shock load, saving on expensive drivetrain repairs. If the disc is destroyed from massive shockload the metal compression straps keep the coupling intact ensuring that the drive system is functional in both forward and reverse. Why R&D Marine Flexible Shaft Couplings? Polyurethane flange creates a flexible barrier to reduce drivetrain noise and vibration to quiet your drivetrain Absorbs transmission shock load caused by the propeller and high speed gear changes. This helps to reduce and avoid costly transmission damage Fail safe design, both forward and reverse thrust is taken in compression from the steel straps, giving a durable design even in extreme conditions

Engine Mount Kit - 4 Engine Mounts f/Small Yanmar Engines (Yanmar*) * Suitable for the Yanmar 1GM, 2GM, 3GM, 3YM, 3HM and 3JH series engines The R & D Marine Engine Mounts are designed specifically for the rigors of marine applications. The mounts are stiff enough to absorb forward and reverse propeller thrust, yet soft enough to isolate drivetrain vibrations from the hull. To help increase the longevity of the mounts, all steel parts are zinc plated and pasivated to limit corrosion. The rubber component is covered by an oil shield to protect it from petroleum based products. R & D Marine mounts are preloaded based on the combined engine and transmission weight to limit engine movement. To facilitate in the ease of installation the mounts are height adjusting and the mounting holes in the base of the mount are slotted to assist in alignment of the drivetrain. How To Select (details required): 1.Define the total weight of the engine and the transmission. 2.Determine 60% of the total weight and then divide by 2 to determine the capacity of each of the rear mounts (the mounts on the tranmission side of the engine). 3.Determine 40% of the total weight and then divide by 2 to determine the capacity of each of the front mounts (the mounts opposite the tranmission side of the engine). 4.Determine the stud necessary stud diameter and footprint of the mount. 5.Choose mount most appropriately sized for the per mount weight. When possible, choose the mount nearest the middle of the weight range. Example: Engine weight is 480lbs., transmission weight is 110lbs., footprint is 4", stud diameter is 5/8". Total weight is 590lbs. 590 x .6 / 2 = 177 lbs per rear mount. Mounts required are 800-010 590 x .4 / 2 = 118 lbs per rear mount. Mounts required are 800-037 Why R&D Marine Engine Mounts? Designed for marine use, accepts propeller and engine thrust in both directions Offers a fail safe design R & D Marine Mounts are height adjustable Pre-loaded to reduce movement Slotted holes in base to assist in alignment Mount types to fit all applications

Split Half Coupling for Volvo - .75" The R & D Marine Steel Clamp Half Coupling has a 4" diameter flange size. Steel Clamp Half Couplings can accommodate the variations that occur with normal shaft tolerances, are easy to install, and can be adjusted to the required position on the shaft. This particular split-half coupling is made for a Volvo. High Strength: Machined from solid steel Excellent Fit: Clamps to give a better fit than a solid coupling Able to accommodate normal shaft tolerances Easy Installation: Easy to install and position Specifications: Type of Gearbox (inch): 4" Flange Volvo Imperial Bore Diameter (inch): .75" Flange Diamter (inch): 4" Hole Pitch Circle: 80mm Number of Holes: 4 Hole Size: 10mm Register: 60mm F Length (inch): 3.28"

Engine Mount w/4" Footprint - 3/4" Stud - 250-563lbs Capacity Per Mount The R & D Marine Engine Mounts are designed specifically for the rigors of marine applications. The mounts are stiff enough to absorb forward and reverse propeller thrust, yet soft enough to isolate drivetrain vibrations from the hull. To help increase the longevity of the mounts, all steel parts are zinc plated and pasivated to limit corrosion. The rubber component is covered by an oil shield to protect it from petroleum based products. R & D Marine mounts are preloaded based on the combined engine and transmission weight to limit engine movement. To facilitate in the ease of installation the mounts are height adjusting and the mounting holes in the base of the mount are slotted to assist in alignment of the drivetrain. How To Select (details required): 1.Define the total weight of the engine and the transmission. 2.Determine 60% of the total weight and then divide by 2 to determine the capacity of each of the rear mounts (the mounts on the tranmission side of the engine). 3.Determine 40% of the total weight and then divide by 2 to determine the capacity of each of the front mounts (the mounts opposite the tranmission side of the engine). 4.Determine the stud necessary stud diameter and footprint of the mount. 5.Choose mount most appropriately sized for the per mount weight. When possible, choose the mount nearest the middle of the weight range. Example: Engine weight is 480lbs., transmission weight is 110lbs., footprint is 4", stud diameter is 5/8". Total weight is 590lbs. 590 x .6 / 2 = 177 lbs per rear mount. Mounts required are 800-010 590 x .4 / 2 = 118 lbs per rear mount. Mounts required are 800-037 Why R&D Marine Engine Mounts? Designed for marine use, accepts propeller and engine thrust in both directions Offers a fail safe design R & D Marine Mounts are height adjustable Pre-loaded to reduce movement Slotted holes in base to assist in alignment Mount types to fit all applications

Silicone Shaft Seal 2" Shaft & 2-3/4" Tube The PSS PRO Shaft Seal is a mechanical face seal utilizing PSS's proven stainless steel and carbon sealing components, with a few additions. These additions include adding reinforced silicone bellows, 316 stainless steel hose clamps (rolled edges and non-perforated), and an optional Nitronic 50 rotor upgrade (for highly corrosive environments). Designed specifically for applications that will require increased durability and resistance to harsh, corrosive, high-pressure, and otherwise demanding environments, the PSS PRO Shaft Seal is a specialized mechanical seal that is suitable for a variety of applications and has unmatched performance. Features: 2 in. shaft diameter  2-3/4 in. to 2-7/8 in. stern tube diameter Certifications: ABS Certified RINA Certified Bureau Veritas Certified How Does it Work? Two nitrile o-rings seal the stainless steel rotor to the shaft and will not experience wear. The Shaft Retention Collar is attached to the shaft and helps retain the propeller or rudder shaft in a vessel in the event of catastrophic failure of the coupling or if the shaft comes free from the coupling. A seal is created between the two mating faces of the carbon stator and the stainless steel rotor. A seal is created between the two mating faces of the carbon stator and the stainless steel rotor. Raw water is fed to the PSS Shaft Seal for cooling / lubricating the seal faces on high speed vessels. Hose clamp tail protection, Clamp Jackets. The stationary carbon stator is attached to the bellows, which is secured to the stern tube (shaft log). 316SS hose clamps with rolled edges and a non-perforated band. Shaft Retention Collar  The PYI Shaft Retention Collar is designed to help retain the propeller or rudder shaft in a vessel in the event of catastrophic failure of the coupling or if the shaft comes free from the coupling. The double split design provides maximum axial holding power with the benefit of quick and efficient assembly with the shaft installed. The design fully engages the shaft without marring. Easily installed where major disassembly would otherwise be required. Greater axial holding power than set screws or one-piece clamping collars. Effective on hard and soft shafts. Rotor The PSS stainless steel rotor is slid down the shaft and secured to the shaft with set screws at 90° for maximum holding power. Precision tolerances are maintained by computer-controlled lathes. The faces have a number 9 micro finish and are perpendicular to the bore to prevent run-out as the collar rotates. The carbon graphite stator will polish the face of the rotor during the first few minutes of operation. The stainless steel rotor should not need to be replaced under normal operating conditions. The stainless steel rotor used on the PSS Type A Shaft Seal is made from 316L stainless steel. Carbon Stator The high-density resin-impregnated carbon/graphite stator is a composite that is first mixed, molded, and then formed under pressure. The blanks are then baked, machined, and lapped. The face of our carbon is finished to a flatness of 4 helium light bands (measured .000044" of variation over the entire lapped surface). The grade of carbon used in the PSS has an operating temperature of over 500° Fahrenheit (+260° Celsius) and cannot melt if the seal runs dry, unlike a rubber lip seal or plastic face seal. The high density of the carbon greatly increases its longevity and wear resistance. Several commercial vessels have recorded over 40,000 (over 4-1/2 years of continuous operation) engine hours on the same, original components. The carbon should not need to be replaced under normal operating conditions. Bellow The PSS PRO Shaft Seal bellow provides the best combination of durability, strength, and elasticity. It's constructed of four-ply aramid or silicone with a flurosilicone outer. This flurosilicone cover creates an oil- and fuel-resistant barrier, protecting the exterior surface from the possibility of damage from a splash or spill. Both ends of the bellow are sealed. The four-ply cloth inlay provides excellent strength and resistance to abrasion. This bellow has a continuous operating temperature range of -90°F to +425°F (-70°C to +220°C).

Scot Pump 35066 MOTOR/PUMP AB 1X3/4 1/3HP • Compact • Enclosed Switch Compartment   Pump • All Bronze marine centrifugal pump Freshwater or Seawater applications • Precision machined to close tolerances for consistent performance. • Hardware - Type 300 stainless steel • Semi-open impeller handles solids to 5/16 inch (7mm) • Impeller mounted on motor shaft • Heavy-duty, designed for continuous 24 hour – 7 day operation.   Shaft Seal • Rated at 75 PSI – 5 BAR • Seawater Buna rubber parts, ceramic stationary and carbon rotating element, stainless steel spring and metal components.   Motor – 2 Pole • Meets Coast Guard ignition protected requirements. The thermal protector and starting  switch are in the enclosed outlet cover. • Sealed ball bearings • Single-phase capacitor start – 115/230 Volt • Dual frequency 50 Hz or 60 Hz • Stainless steel shaft. • Three phase motors are not available   This pump is no longer made with the plug at the bottom, Scot stoped building them that way.