Finnøy Reduction Gearboxes - World-class Marine Propulsion Technology
We are proud authorized resellers of Finnøy Gears & Propeller AS, a renowned Norwegian manufacturer specializing in high-performance marine propulsion systems. Finnøy’s reduction gearboxes are engineered for precision, durability, and efficiency trusted by vessel operators worldwide for both commercial and offshore applications.
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Single stage reduction gearboxes with horizontal or vertical offset
The reduction gearboxes are engineered for engines ranging from 150 kW to 8,000 kW. They support maximum input speeds from 3,200 rpm down to 1,000 rpm for the largest models, with available reduction ratios from 2:1 to 10:1. Higher reduction ratios are achieved using an additional gear train. The gearboxes can also be supplied with PTOs for hydraulic pumps or shaft generators.
GXU gearboxes
GXU gearboxes are designed for vessels with limited engine room space. They can be supplied with various centre distances to ensure optimal installation and layout. Built with a robust construction, the gearbox offers high operational reliability and can be equipped with PTOs for hydraulic pumps or shaft generators.
The GXU gearbox is compatible with diesel engines, LNG engines, and electric motors. It is commonly used in bulk carriers, general cargo vessels, and live fish carriers.
The GXU gearbox is compatible with diesel engines, LNG engines, and electric motors. It is commonly used in bulk carriers, general cargo vessels, and live fish carriers.
Twin input – single output gearboxes
Twin input–single output gearboxes are commonly used when variable power to the propeller is required. They can operate with either one or both engines simultaneously, making them an excellent choice for vessels that demand additional reliability. The engines may be positioned either ahead of or behind the gearbox. PTOs for hydraulic pumps or shaft generators can also be supplied.
This gearbox configuration provides a highly flexible solution. By selecting an optimal combination of main engines and e-motors, fuel consumption and emissions can be significantly reduced. The system offers enhanced flexibility, redundancy, and safety. These gearboxes can be driven by diesel engines, LNG engines, e-motors, or a combination of these power sources.
This gearbox configuration provides a highly flexible solution. By selecting an optimal combination of main engines and e-motors, fuel consumption and emissions can be significantly reduced. The system offers enhanced flexibility, redundancy, and safety. These gearboxes can be driven by diesel engines, LNG engines, e-motors, or a combination of these power sources.
2- speed gearbox
The 2-speed gearbox is used on vessels with widely varying power requirements. This configuration offers several benefits:
• Two selectable propeller speeds while maintaining constant engine speed• Optimal propeller operation at both high and low load conditions• Reduced zero-pitch loss in “low gear”• Lower propeller noise in “low gear”• Improved fuel efficiency at low load
• Two selectable propeller speeds while maintaining constant engine speed• Optimal propeller operation at both high and low load conditions• Reduced zero-pitch loss in “low gear”• Lower propeller noise in “low gear”• Improved fuel efficiency at low load
In high gear, clutch 1 is engaged and clutch 2 is disengaged, allowing full engine power to drive the propeller while surplus power is directed to the shaft generator. In low gear, clutch 1 is disengaged and clutch 2 is engaged, reducing power to the propeller due to lower propeller speed, with excess power again supplied to the shaft generator. In both modes, the generator can operate continuously at a constant Power Take-Off shaft speed. The gearbox may also be equipped with a third clutch to disconnect the shaft generator when required.
Alongside the two-speed gearbox, the vessel can incorporate floating frequency operation, enabling the engine speed to be reduced in “generator mode.” Adjusting engine speed to produce a floating shaft-generator frequency between 50 Hz and 60 Hz allows the propeller to run at optimal speed throughout the entire operating range.
Alongside the two-speed gearbox, the vessel can incorporate floating frequency operation, enabling the engine speed to be reduced in “generator mode.” Adjusting engine speed to produce a floating shaft-generator frequency between 50 Hz and 60 Hz allows the propeller to run at optimal speed throughout the entire operating range.
Hybrid propulsion
A hybrid propulsion system is ideal for vessels with fluctuating power demands, allowing both engines and propellers to operate efficiently across a wide power range. While the e-motor can run at synchronous speed, optimal propeller performance is achieved by controlling speed through a frequency converter, resulting in fuel savings and reduced emissions.
This system blends the strengths of diesel, electric, and diesel-mechanical propulsion. Diesel-mechanical drive is typically used for transit between locations, while diesel-electric drive is preferred for standby, DP, or other operational modes that benefit from variable propeller speeds.
“Boost” mode allows the main engine and electric motor to operate together to deliver maximum power—commonly used for heavy-duty operations such as towing, anchor handling, or trawling. When the electric motor is used to run the vessel in the event of main engine failure, it serves as a “take-me-home” mode. A wide range of operating configurations is available, from simple to highly advanced setups.
This system blends the strengths of diesel, electric, and diesel-mechanical propulsion. Diesel-mechanical drive is typically used for transit between locations, while diesel-electric drive is preferred for standby, DP, or other operational modes that benefit from variable propeller speeds.
“Boost” mode allows the main engine and electric motor to operate together to deliver maximum power—commonly used for heavy-duty operations such as towing, anchor handling, or trawling. When the electric motor is used to run the vessel in the event of main engine failure, it serves as a “take-me-home” mode. A wide range of operating configurations is available, from simple to highly advanced setups.
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Twin input – single output gearboxes
PTO/PTI is connected ahead of the main clutch (C1–C2), with separate clutches (C3) and (C4) on the main engine. This configuration is also used on twin-screw vessels, allowing the vessel to operate using only one main engine when required.
Electric propulsion
This setup is primarily applied on vessels with high available electrical power and significant variation in propulsion demand. It offers the following advantages:
• Optimal propeller speed across the full operating range.• Reduced zero-pitch loss.• Improved fuel efficiency at low load.
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