Crankshaft Seal and Vetus Coupling Bushings Replacement on Volvo Penta TMD22 Marine Diesel Engine

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On Amel Super Maramus the engines face backwards and the transmission goes through a kind of c drive mechanism with a propeller mounted in the keel housing. The engines are usually Volvo penta tmd-22s / Perkins Prima marine diesel engine, but many components and assembly techniques are similar across the Volvo Penta range, including: MD22L; MD22P; MD22L-B; MD22P-B; TMD22-B; TMD22P-C; TAMD22P-B; HS25A; HS25A-B; 120S-E; MS2A-E; MS2L-E; MS2B-L; TMD22B

They're normally reliable and robust but like any engines they've got their known issues and the past couple of years we've had a slow leak losing about 750 millilitres of oil every 100 hours. Under normal circumstances that's not a problem you can just keep topping it up which is what most Volvo owners do.

Luckily I had this particular problem diagnosed from a mechanic friend - Jaques - who replaced our turbo and elbow when we were in Malta. He was 90% sure it was the crankshaft seal inside the bell housing which is really difficult to get to but it's quite an easy swap out if you can get in there.

As keen as i am to do most of the boat maintenance myself that particular job i just felt was above my pay grade really. So we were in Majorca and i'd been talking to a couple of other Amel owners who recommended Yacht Concept in Majorca.

Not all mechanics that we met in the Mediterranean are willing to be filmed or even speak English so i was particularly grateful to Torsten, one of the firm's mechanics for letting me film it all and ask loads of awkward questions and basically help out.

So as the transmission had to be decoupled to get to the seal there was a few other jobs we could do while it was apart. One of those jobs was replacing the Vetus coupling bushings in the Vetus coupling transmission and also the transmission cooler unit bolted onto the side of the Hirth gearbox. We also had all of the belts and the pulleys and even the water pump changed as well but that was in a different maintenance blog.

If you've been following our blogs you know that we we rarely spend any time in mariners apart from wintering so this job was quite a chunk out of our monthly budget as we had to pay some extra mooring fees as the job went over a weekend and into the following week. But at least we came away knowing that the engine's had a very deep service and we'd replaced some things that have been kind of on the list for a long time.

There's a lot of debate on the Amel forums about engine alignment after such jobs like this but we felt that the risk of actually taking the Vetus coupling housing off and realigning it all, there was a risk that we would damage the actual housing and because we hadn't changed the engine mounts and the fact that the bushings didn't show any sign of misalignment, we thought we just put everything back as we found it.

And that was it job done. It was more expensive than we thought and it took longer than we expected but that's boat jobs for you!

So in the next maintenance blog I'll be showing how we replaced all of the belts the pulleys and the water pump.

If you're a professional, expert or even an old salty sea dog with some good advice on crankshaft seals or gear couplings on sailboat marine diesel engines, then please leave any constructive criticism, insight and advice in the comments below the videos.

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