Publish Time: 2026-10-22 Origin: Site
Choosing a marine gearbox ratio starts with the engine torque curve and the speed required at the surface drive. For a surface-piercing propeller, the final choice must also suit the propeller geometry, hull resistance and operating immersion. Engine horsepower alone cannot establish the right ratio.
This guide explains the calculations and uses the TSD BG750 as a practical reference. Its maximum input torque is 4500 N·m, measured at the surface-drive input after the gearbox. A suitable match must satisfy that limit, the confirmed speed envelope and the ratings of the gearbox, shafting and couplings throughout the operating range.
Surface-drive assembly showing the input coupling, shaft housing and external hydraulic components.
The examples below explain a selection method. They do not specify a gearbox or predict the performance of the vessels shown.
A reduction gearbox lowers the speed delivered to the drive and increases transmitted torque. A 1.50:1 reduction means that the engine turns 1.5 revolutions for each revolution at the gearbox output. The ratio must therefore be stated with its convention, especially when comparing supplier data.
Relationship | Calculation and units |
|---|---|
Reduction ratio | i = ne / nd |
Engine torque | Te = 9550 × Pe / ne |
Drive input speed | nd = ne / i |
Drive input torque | Td = Te × i × η |
Propeller speed | np = nd / j, where j is the internal drive reduction ratio |
Here Pe is engine shaft power in kW; ne, nd and np are engine, drive-input and propeller speeds in rpm; Te and Td are torque in N·m. The constant 9550 is rounded. Gearbox mechanical efficiency is η. Internal drive reduction is j = nd / np; confirm its value rather than assuming that input and propeller speed are identical.
For an illustrative steady calculation, this article assumes η = 0.97. That value is not a measured efficiency for a particular gearbox. A preliminary maximum-torque screen should also consider η = 1.00 so that an assumed transmission loss does not create additional allowable capacity.
At a fixed operating point, more reduction produces more torque at the drive input. Peak engine torque may occur below rated speed, so a calculation at rated power and rpm is only one check. Review each relevant engine operating point, the gearbox duty rating and transient cases such as clutch engagement, reversal and propeller re-entry.
Any service factor must be agreed for the application. The 4500 N·m ceiling does not by itself define a continuous-duty working torque, a transient allowance or an acceptable torsional vibration level.
Item | Reference value |
|---|---|
Maximum surface drive input torque | 4500 N·m |
Adapted input power in the 2024 manual | 257-441 kW |
Propeller diameter options in the manual | 660 / 750 mm |
Overall reference dimensions on the G750 drawing | 1528 × 958 × 750 mm |
Weight on the supplied drawing | 163 kg excluding propeller |
Lubricating oil in the manual | GL-5 80W/90 |
Nominal oil capacity in the manual | 2.5 L |
The table provides reference data for early matching. Confirm the supplied model, drawing revision and duty rating before ordering. The G750 drawing lists an upper power value of 480 kW, while the BG750 manual lists 441 kW; this article uses the manual range and does not extend the approved power rating to 480 kW.
The 2024 BG manual contains two speed statements that need model-specific clarification. Its general application section says propeller speed after the gearbox should be at least 2000 rpm, while its BG750 parameter table labels 2000 rpm as the maximum input speed after reduction.
These statements should not be combined into a requirement to operate only at 2000 rpm. Obtain written confirmation of the permissible continuous, intermittent and transient speeds for the actual BG750 unit, including which shaft each limit refers to. The 2000 rpm value used in the worked example is a comparison point, not an approved operating instruction.
Propeller pitch, allowable operating immersion and any internal drive ratio must be confirmed with the same package. A diameter option alone is insufficient to specify a propeller.
Assume an engine delivers 400 kW at 3000 rpm. Calculated engine torque is 1273 N·m. With η = 0.97, the gearbox delivers 388 kW at that point. For illustration only, assume an internal drive ratio of 1:1.
Reduction ratio | Drive input rpm | Input torque N·m at η = 0.97 | Input torque N·m at η = 1.00 |
|---|---|---|---|
1.25:1 | 2400 | 1544 | 1592 |
1.50:1 | 2000 | 1853 | 1910 |
1.75:1 | 1714 | 2161 | 2228 |
2.00:1 | 1500 | 2470 | 2547 |
2.50:1 | 1200 | 3088 | 3183 |
Calculated drive-input speed and torque for the same engine operating point. The 2000 rpm line is a comparison reference; the torque line marks the 4500 N·m maximum input rating.
At 1.50:1, the calculated output is 2000 rpm and 1853 N·m. At 2.50:1, it is 1200 rpm and 3088 N·m. Both torque values are below 4500 N·m at this single engine point, but neither result establishes that the complete propulsion package is suitable. Listed ratios are comparison points, not confirmed gearbox availability.
The gearbox sets available speed and torque; the propeller determines the load absorbed at each operating condition. A surface-piercing propeller also encounters changing immersion and ventilation as the hull accelerates and its running attitude changes. The same engine and gearbox can therefore behave differently with another diameter, pitch, blade geometry or installation height.
Start with full-load displacement, hull form, resistance estimates, target operating speed and the engine supplier loading requirements. Review candidate propellers across acceleration and cruise as well as the maximum intended operating point. Use a controlled trial to validate the match rather than inferring vessel speed from gearbox ratio alone.
G750 dimensional reference drawing. Confirm applicability to the delivered BG750 and use the current installation drawing for fabrication. This reproduction is not to scale.
Reserve space for the coupling, universal shaft, hydraulic components, steering movement and maintenance access. Overall envelope dimensions are not a substitute for mounting-hole positions, load calculations or the approved clearance envelope.
Stern arrangement photograph showing external propulsion components. The photograph illustrates layout context and does not establish dimensions or installation acceptance.
The BG manual specifies an 8° overall installation angle and a 45° transom installation position. Confirm the reference planes on the approved drawing. Use the manufacturer hole template, check the structural load path, and prepare a clean, flat mounting surface with the specified sealant.
Grease the universal drive-shaft ball joint as instructed. The manual states that the connection-angle error should not exceed 5°; treat this as its stated connection criterion, not a universal allowance for every joint or shaft. Follow the actual shaft supplier alignment and speed requirements.
For twin installations, the manual states spacing between engines of at least twice the propeller diameter. A 750 mm diameter gives 1500 mm by that rule. Confirm the intended engine or drive centerline datum and the complete steering-clearance envelope with the installation designer.
Keep the oil circuit clean, connect the low-oil alarm and verify the specified oil level. Fit and check hydraulic steering to its separate instructions. Confirm hose clearance and unrestricted movement before launching. Bolt torques and structural reinforcement must follow the delivered installation package.
Vessel photographed ashore. The image is arrangement context and is not a sea-trial result or evidence of a specified propulsion performance.
Before first start, check mechanical connections, oil and cooling circuits, electrical connections, alarms and steering clearance. Start in neutral and follow the engine and gearbox warm-up procedures. The BG manual describes gradual acceleration and smooth gear changes, with neutral selected before reverse.
During a controlled trial, record loading condition, engine and drive rpm, temperatures, pressures, vibration, weather and water conditions, and GPS speed at each test point. Compare engine loading with supplier requirements. Use a suitable torque measurement or an approved calculation model where torque verification is needed. Investigate abnormal vibration, overload or cooling issues before increasing load.
The BG manual calls for daily oil-level, circuit and leak checks; 50-hour inspections of connections, propeller condition and hydraulic rods; and 200-hour oil replacement and wear inspections. Apply the schedule for the actual equipment, including separate engine and gearbox maintenance instructions.
No. The 1.50:1 ratio is an example that converts 3000 engine rpm to 2000 drive-input rpm. Actual selection depends on confirmed speed limits, engine torque, propeller loading and the vessel operating requirements.
Account for the gearbox first. Reduction increases the torque delivered to the surface drive. Compare drive-input torque across the full engine curve and agreed load cases with the applicable drive and drivetrain limits.
It lowers drive-input rpm and raises available torque at a given engine point. The resulting boat speed depends on propeller and hull matching. A gear-ratio calculation cannot establish a speed or fuel-consumption improvement.
Provide the engine model and power/torque curves, rated rpm, duty cycle, gearbox options, hull dimensions, full-load displacement, target speed, propeller data, transom geometry and number of drives.
Discuss the engine, gearbox, surface drive and propeller as one package. Request confirmed duty and speed limits together with a revision-controlled installation drawing before procurement.
TSD BG Series Installation and User Manual, Version 2024, Sections 1.1, 1.3 and 3-5; G750 dimensional drawing. Confirm the applicable revision for the delivered unit. All worked values and plotted curves are calculated examples, not measured vessel-performance data.
