Genuine Perkin Filters over the Non genuine alternative

The entire engine oil supply passes through the filter in every 12-15 seconds!
Genuine Perkins filters are designed and made to the highest quality with the highest grade components and materials available.


Fuel filters are designed to filter all fuel before it enters the fuel system. Using inferior grade products can cause:

— Fuel pump failure

— Blocked injector nozzles

— Excessive smoke

— Reduced engine performance

— Piston damage (worst situation)


Perkins air filters are designed to provide complete engine protection whilst ensuring maximum airflow.


Oil filter , filter particles (caused by combustion and friction) from entering the lubrication system and causing excessive wear.

Did you know?

  • Air filters reach their optimum filtration levels only after becoming partially blocked. The dust forms an additional barrier which enhances the filtration capacity of the filter.
  • Just 1 teaspoon of dirt is enough to destroy a diesel engine.
  • The entire engine oil supply passes through the filter every 12-15 seconds!

Genuine Perkins filters are designed and manufactured to exact specifications ensuring engine reliability and long life.


Part of the Noordeman system and process on Crankshafts

Noordeman system and process on Crankshafts

  • All cranks need to be clean so not to contaminate our crack testing fluid, so if you crank isn’t spotless we may have to acid bath clean your crankshaft.
  • We measure all crankshaft main & big end journal, thrust areas and radius, then compare them to the manufacture specs to determine if your crankshaft needs grinding or just linishing.
  • We lectro magna flux crack test every crankshaft and we also check for hardness and straightness.
  • We inspect all crankshaft noses and key ways.
  • All oil seals are inspected for wear and advice on an appropriate course of repair.
  • Metal spraying is the best way to repair a crankshaft oil seal area sometimes a Speedi sleeve may do the trick.
  • Your crankshaft is ground to manufactures specifications then linished and polished for a fine RA finish.
  • We don’t retention counter weight bolts the manual will advise if you need to check or replace.

List of Perkins engines Number and there history

Perkins engine Designations
Family type Code Engine Ref no. Production Dates Notes
AA 1004-4 3,990 cc, 100 x 127 mm bore and stroke. Also sold as the Phaser 90, it has 90 hp (67 kW; 91 PS). Also known as 4.40
AB 1004-4T Turbocharged version of the AA, sold as the Phaser 110T (110 hp). Also known as T4.40
AC 1004-4T
AD 1004-4TW With intercooler, sold as the Phaser 120Ti. Also known as C4.40
AE FCC4.40 Federal emissions.
AF 1004-40S Gasoline engine.
AG 1004-4
AH 1004-4T
AJ 4.401
AK T4.401
AL CCA4.401
AM CCW4.401
AP N4.401 Narrow front end.
AQ TN4.401
AR 4.421
AS H4.421
AT CCAN4.401
BA 4.20 Produced as a Joint venture between Perkins, UK government and the then Austin Rover Group. Based on the Austin Rover O series engine this engine had major parts produced at Longbridge by Austin Rover with final assembly by Perkins. It was entirely designed by Perkins who also sold it to external customers. It was used by Austin Rover in the Austin Maestro and by LDV Limited in their 2.5-tonne van.
BB T4.20 As with the 4.20. Used by Austin Rover in the Montego and later the Maestro.|
CA P3 1953-11 to 1967-03 Three-cylinder diesel engine. Engine serial is a seven digit number beginning with 1000251. 67,433 engines were produced. Uses a timing chain.
none F3 1957-08 to 1964-10 Three-cylinder diesel engine. Built for Ford, with Simms injector pump. (Ford supplied all the block and head castings).
CB 3.144
CC P3.144 1957-03 to 1969-05 Three-cylinder, 144 cu. in. (2.4 L) diesel engine. Family type is CC. 2691 United Kingdom-built engines and 454 France-built engines were produced for Massey Ferguson; 30,346 were produced for other customers.
CD 3.152 used in many Lincoln brand mobile welders.
none F3.152 1962-02 to 1964-09 Three-cylinder, 154 cu. in. (2.5 L) diesel engine. No family type. Built for Ford (Ford supplied the block & head castings) 64,496 made. Fitted to the Super Dexta
CE D3.152 Direct-injection versions of earlier 3.152 engine types. Produced for Massey Ferguson and other customers including Volvo (tractors)
CF G3.152 G denotes “gas” or ” gasolene” version. Spark-ignition variant of D3152 produced for common installation in Fork lift truck where D3152 engine was specified.
CG P3.152
CJ 3.1522 Development of D3152 using Perkins “squish lip” piston to give improved driveability of engine in emissions sensitive applications such as Fork Lift.
CM 3.1524 Uprated D3152 engine. Board decision named this engine .4 despite no .3 ever existing due to recent launch of 6.354.4 and its success.
CN T3.1524 Turbocharged version of 3.152.4. Initially used by Lindner, later by Massey Ferguson.
CP 903-27
CR 903-27T
CS 903-25
CT 903-27S
DC 1103C-33
DD 1103C-33T
DE 1103C-33TA
DF 1103B-33
DG 1103B-33T
DJ 1103A-33
DK 1103A-33T
EA 4.99 Four-cylinder, 99 cu. in. (1.6 L) diesel engine. Wet sleeves, used in London Taxis.
EB 4.107 Four-cylinder, 107.5 cu. in. (1.8 L) diesel engine. Wet sleeves. Commonly used in marine applications.
EC T4.107 Four-cylinder, 107.5 cu. in. (1.8 L) turbocharged diesel engine. Wet sleeves. Very rare (perhaps never produced).
ED 4.108 Four-cylinder, 108 cu. in. (1,760 cc) diesel engine. Dry sleeves. An evolution of the 4.99 and 4.107. Almost 500,000 engines produced between the 4.99, 4.107 and 4.108. Used extensively in vans and light trucks, Ford Transit, Bedford CA, some carsOpel Blitz, Alfa Romeo F12/A12, Alfa Romeo Giulia, SEAT 131.[1] Also used extensively in marine applications, farm equipment and Mustang/OMC skid-steer loaders.
GA 4.154 Four-cylinder, 154 cu. in. diesel engine. Designed with sister engine 6.231 but only produced by licencee Toyo Kogyo (Mazda). Later developed into 4.165/6.247 family.
GB 4.135 Based on 4.154.Produced only by Toyo Kogyo. (Mazda) Variant used in ’82-’84 B2200 trucks and in ’83-’84 Ford Ranger Diesels. Pushrod, dry sleeves and gear drive
GC 4.182 Based on 4.154. Produced only by Toyo Kogyo (Mazda)
GD 4.25
GE 4.30
GG 402D-05 2-cylinder 0.51-litre / 13.7 Bhp Industrial Engine
HA 4.165 Four-cylinder, 165 cu. in. diesel engine. Based on 4.154. Assembled by Perkins in Hannover for VW LT van.
JA P4 1937-06 to 1967-05 Four-cylinder diesel engine. 97,390 engines were produced.
JB 4.192 1958-05 to 1972-01 Four-cylinder, 192 cu. in. (3.1 L) indirect-injection diesel engine. Used in the MF 65 mk.1 tractor.
JC P4.192 no information
JD 4.203 Four-cylinder, 203 cu. in. diesel engine.
none L4 1952-10 to 1961-07 Four-cylinder indirect-injection diesel engine. Commonly used in agricultural applications. No family type. Regarded as grandfather to later 4.236.
JE D4.203 Four-cylinder, 203 cu. in. direct-injection diesel engine. Used in the MF 65 mk.2 and MF 165 mk.1 tractors.
JF G4.203
JG 4.2032
LA 4.212 Four-cylinder, 212 cu. in. (3.5 L) diesel engine. Essentially, a 4.236 with a smaller stroke. Used in the MF 165 mk.2 and International Harvester 475 tractors.
LC none This family type was reserved for a 224 cu. in. version of the 4.236, but never entered production.
LD 4.236 Four-cylinder, 236 cu. in. (3.9 L) diesel engine.
LE G4.236 Four-cylinder, 236 cu. in. (3.9 L) gasoline (or propane) engine.
LF 4.248 Four-cylinder, 248 cu. in. (4.1 L) diesel engine. Essentially, a 4.236 with a larger bore.
LG 4.2482 This development of the 4.236 series was designed to use the Perkins “squish lip” piston which gave emissions benefits although had lower specific output compared to conventional direct-injection engines. It was used in fork lift applications as an alternative to the smaller swept volume 4.236.
LH C4.236 Four-cylinder, 236 cu. in. (3.9 L) “compensated” (lightly turbocharged) diesel engine.
LJ T4.236 Four-cylinder, 236 cu. in. (3.9 L) turbocharged diesel engine.
LM 4.41
NA 4.270 Four-cylinder, 270 cu. in. (4.4 L) diesel engine, produced from 1958-12 to 1974-04.
NB 4.300 Four-cylinder, 300 cu. in. (4.9 L) diesel engine.
NC 4.318 Four-cylinder, 318 cu. in. (5.2 L) diesel engine.
ND 4.3182
RA 6.247 Straight 6-cylinder, normally aspirated diesel, only ever fitted to Dodge 50 range in the UK also known as the ‘Black’ Perkins engine
PA P6 1938-01 to 1961-04 Six-cylinder diesel engine.
PB 6.288 1960-04 to 1964-01 Six-cylinder, 288 cu. in. (4.7 L) diesel engine, .
PC 6.305 1959-03 to 1970-02 Six-cylinder, 305 cu. in. (5.0 L) diesel engine, .
none C.305 1958-06 to 1961-05. No information.
none 6.306 1965-12 to 1975-12. Six-cylinder, 306 cu. in. (5.0 L) diesel engine,
none S6 1939-05 to 1962-10 Six-cylinder diesel engine, .
TC 6.354 Six-cylinder, 354 cu. in. (5.8 L) diesel engine.
TD H6.354 Six-cylinder, 354 cu. in. (5.8 L) horizontal diesel engine. A slant engine, used in marine applications. Very rare.
TE T6.354 Six-cylinder, 354 cu. in. (5.8 L) turbocharged diesel engine.
TF HT6.354 Six-cylinder, 354 cu. in. (5.8 L) horizontal turbocharged diesel engine. Very rare.
TG 6.3541
TH T6.3541
TJ 6.3542
TK C6.3542
TP T6.3543
TR 6.372
TT TC6.3544
TU T6.3544
TV T6.3724
TW 6.3544 Horizontal version used in some British Rail diesel multiple units, e.g. classes 158, 165, 166
TX C6.3544
TY H6.3544
TZ HT6.3544
XA V8.510 V-8, 510 cu. in. (8.4 L) diesel engine.
XB TV8.510 V-8, 510 cu. in. (8.4 L) turbocharged diesel engine.
XC V8.540 V-8, 540 cu. in. (8.8 L) diesel engine.
XE TV8.540 V-8, 540 cu. in. (8.8 L) turbocharged diesel engine.
XG 1103D-E33 Electronic Governing
XH 1103D-E33T Electronic Governing / Turbocharged
XJ 1103D-E33TA Electronic Governing / Turbocharged / Air to air charge cooled
XK 1103D-33
XL 1103D-33T Turbocharged
XM 1103D-33TA Turbocharged / Air to air charge cooled
YA 1006-6
YB 1006-6T
YC 1006-6T
YD 1006e-6TW
YF 1006-60S
YG 1006-60
YH 1006-60T
YJ 1006-60TA
YK 1006-60TW
ZA V8.640 V-8, 640 cu. in. (10.5 L) diesel engine.
ZB TV8.640 V-8, 640 cu. in. (10.5 L) turbocharged diesel engine.
none T12 Twelve-cylinder diesel engine, two banks of six cylinders arranged in a V . Produced for marine use during the war, Perkins used one on a standby generator at the factory which is now in preservation.

2000 Series Electronic (Stafford) ||Six-cylinder, 12.5L, 15L, & 18L turbocharged, charge-cooled diesel engines.

2000/3000 Series Mechanical (Shrewsbury)

4006 Series Diesel ||Six-cylinder, 23L turbocharged charge-cooled diesel engine. 4008 Series Diesel ||Eight-cylinder, 30.5L turbocharged charge-cooled diesel engine. 4012 Series Diesel ||Twelve-cylinder, 46L turbocharged charge-cooled diesel engine. 4016 Series Diesel ||Sixteen-cylinder, 61L turbocharged charge-cooled diesel engine.

4006 Series Gas ||Six-cylinder, 23L turbocharged charge-cooled spark-ignition gas engine. 4008 Series Gas ||Eight-cylinder, 30.5L turbocharged charge-cooled spark-ignition gas engine. 4012 Series Gas ||Twelve-cylinder, 46L turbocharged charge-cooled spark-ignition gas engine. 4016 Series Gas ||Sixteen-cylinder, 61L turbocharged charge-cooled spark-ignition gas engine.


In this List of Perkins engines, family type refers to the two letter designation Perkins Engines gives each engine. This nomencleture was introduced in 1978 under Perkins’ new engine numbering scheme, where the family type is encoded in each unique serial number. Engines that went out of production prior to 1978 may have been retroactively assigned a family type to expedite parts support (this is the case with the Perkins 4.107). Some engines never entered production, such as the Perkins 4.224, but were assigned a family type.

Perkins was sold by Massey Fergusons parent Varity Corporation in 1998, and is now a fully owned subsidiary of Caterpillar, Inc.




Perkins to Mazda  or Mazda to Perkins

Perkins to Mazda or Mazda to Perkins

Mazda to Perkins information.

As you get older and your staff gets younger. I get quizzed many times whats an XA engine in the world of Perkins or an XC Engine.

All the information today assists with the newer model engines out in the market place but, they don’t think engines over 15yrs old still exist today. So I will put the information in my head in this Blog overtime.

      Mazda to Perkins:

  • – S2 – Perkins 4-135
  • – XA – Perkins 4-154
  • – XB – Perkins 4-165
  • – HA – Perkins 4-182
  • – ZB – T4100 Perkins 6-247 2 piece sump – 6 glow plugs
  • – ZB – E4100 Perkins 6-247 1 piece sump – 1 glow plug in the inlet manifold
  • – ZC – Perkins 6-335 Precombustion engine looks like a 354 Perkins
  • – YA – 4cyl – perkins4-154
  • – YA – 6cyl – 6-231

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Cavitation – Erosion – Electrolysis on Wet Liners

Cavitation – Erosion – Electrolysis on Wet Liners

Cavitation corrosion, Cavitation-accelerated corrosion, Cavitation, pitting and pinholes

Sometimes erroneously called electrolysis, which is in fact an entirely different process with similar results.

Cavitation erosion commonly occurs on the outside of diesel engine wet sleeves. This has been the subject of research by engine and component manufacturers over many years.


Wet cylinder liners have hollow spaces or cavities in the water jacket area, however, these are usually only visible at the thrust and/or opposite side in the area around the top or bottom dead center of the piston.


Probable Causes

The cavitation damage (pitting) is caused by vibrations of the cylinder liner. These vibrations can occur at the cylinder wall due to the contact alteration of the piston in the top and bottom dead center and be transmitted to the surrounding water jacket. When the cylinder wall moves back during a vibration cycle, a vacuum forms for a brief instance, resulting in vapor bubbles in the water. When the coolant column vibrates back, the vapor bubbles implode and the water flooding back onto the cylinder liner causes material erosion. It also often occurs around the liner ‘o’ ring sealing lines.


Cavitation damage is promoted by the following points:

  • Insufficient anti-freeze in the coolant which could reduce the formation of vapor bubbles.


  • The cooling system, e.g. the radiator cap, has a leak. This prevents pressure from forming in the cooling system, promoting the formation of vapor bubbles.


  • The cylinder liner in the crankcase has excessive clearance. Therefore, the vibrations caused by the contact alteration of the piston cannot be sufficiently absorbed.


  • An incorrect coolant (acidic water, etc.) has been used


  • The engine is operating in an insufficient temperature range. Therefore, the pressure level of the coolant is too low, promoting the formation of vapor bubbles. The piston does not reach its operating temperature, has excessive clearance and displays insufficient smoothness during contact alterations. An insufficient temperature range can be caused by the following:


  • – The thermostat or the thermo switch is defective.
  • – The viscous clutch of the fan wheel is defective, i.e. the fan wheel is driven permanently


  • Always check the cooling system (radiator cap, hoses, clamps) for leaks.


  • Ensure there are no air leaks in the cooling system.


  • Ensure there is sufficient anti-freeze with corrosion protection. Replace Regularly


  • Correctly bleed the cooling system when filling to ensure there are no trapped air pockets


  • Make sure the cooling system is functioning correctly (thermostat, fan, thermo switch).


  • Only use distilled water in the cooling system.


  • Apply special protective coatings to the water jacket region of the sleeve outside surface E.g. chrome, copper, plasma, ceramic.


Have any further questions or seeking more professional advice contact us and fill out the form below

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Valve Damage Part 2 Valve face Burning

Valve Failure Analysis

Valve Face Burning

Result: Valve face burnt and torched.
Cause: Excessive localized heat in the valve head, distortion and seat leakage (poor seating).
Contributing Factors:
a) Lack of stem to guide clearance.
b) Worn valve guide and/or misalignment of valve stem and guide.
c) Pre-ignition (lean air-fuel mixture, incorrect fuel).
d) Improper compression ratio
e) Defective cooling system
f) Incorrect lash adjustment
g) Excessive carbon build up on valve
Result: Wide areas of valve face burnt but not torched through.
Cause: Excessive accumulated heat on the valve head, concentrated on the margin.
Contributing Factors:
a) Worn valve guide.
b) Excess material removed during a previous re-facing operation.
c) Poor valve seating.
Result: A hole burnt through the back of the valve head into the underhead radius just behind the valve face. This is more common on hard faced valves.
Cause: Excessive localized heat in the valve head, distortion and seat leakage (poor seating)
It starts as a radial rim crack or thermal fatigue, then the base material burns through behind the hardened face.
Contributing Factors:
a) Engine overload.
b) Fuel system problems (lean air-fuel mixture).
c) Pre-ignition.
d) Incorrect fuel.
e) Poor valve seating.

Valve face Pitting

Result: Pitted valve and valve seat faces
Cause: Solid particles pressed between valve face and valve seat
Contributing Factors:
a) Excessive oil consumption (through piston rings, valves guides and valve stem seals)
b) Abnormal combustion.
c) Long idle periods.
d) Thermostat malfunction (bellow normal engine temperature).


Result: 1) Corrosion on the valve underhead between the neck and the valve face.
Valve stem necking.
Cause: Erosion and corrosion caused by exhaust gases.
Contributing Factors:
a) Use of inadequate valve material.
b) Excessive engine overload conditions (Overheating).
c) Incorrect fuel.
d) Lean air-fuel mixture.


Result: Cupping or tuliping of the valve head.
Cause: Very high seating forces. Excessive combustion temperature and pressure.
Contributing Factors:
a) Engine overload.
b) Pre-ignition.
c) Detonation.
d) Excessive valve spring pressure.
e) Improper compression ratio.
f) Improper air-fuel mixture.
g) Difference in angle between the valve seat and the valve face.

Seizure or Scuffing

Result: Stem seizure or scuffing
Cause: High temperature caused by friction due to lack of clearance and/or lubrication
Contributing Factors:
a) Poor stem to guide clearance
b) Insufficient lubrication.
c) Valve underhead, neck, and stem carbon build up.
d) Engine running at a low speed or overloaded.
e) Valve stem bent (Possible collision with the piston).
f) Incorrect valve stem seals.
g) Falta de alineación entre vástago, guía y asiento de la tapa. *


Result: Valve stem and guide wear
Cause: Excessive stem to guide clearance. Signs of high temperature and stem/guide seizure.
Contributing Factors:
a) Poor to stem to guide clearance (oil film breakdown)
b) Excessive stem to guide clearance (insufficient heat dissipation)
c) Poor stem lubrication
d) Wrong valve stem seals
e) Incorrect rocker arm geometry
f) Restricted exhaust flow *
Result: a) Guide out-of-round due to wear
b) Valve stem uneven wear.
c) Valve tip wear
Cause: High temperature caused by friction and misalignment of the valve stem.
Contributing Factors:
a) Worn rocker arm pivot
b) Improper valve tip grinding
c) Guide/seat misalignment
d) Excessive lifter bore clearance
e) Too much spring tension
f) Insufficient lubrication *
Result: Valve facing grooving
a) Improper fuel .
b) Incorrect Springs
Contributing Factors:
a) Weak valve springs.
b) Valve seat/guide misalignment .
c) LPG or propane gas used as fuel.
Result: Valve wear in the keeper groove area (single or multi-groove).
Cause: Use of worn or improper keepers
Contributing Factors:
a) Worn keepers
b) Too much spring tension or defective springs
c) Worn valve retainers
d) Insufficient lubrication
e) High speed seating generating excess friction between the retainer, keepers, and valve.
These are the most common examples of valve related failures
Since the least common result of valve failure is the valve itself, it is always necessary to determine the cause of failure prior to replacement of the damaged valve(s).

Valve Damage Part 3 Breakage


Caused by Thermal Overstress
Failure caused by wide variations of temperature and pressure within the combustion chamber
Caused by Mechanical
Failure caused by mechanical origin. This includes wear and breakage, which have nothing to do with the combustion chamber environment.
Result: The valve head breaks, along a chord of its circle, by the under head radius (the fracture starts with a fissure in the radius)
Cause: Very high pressures and temperatures in the combustion chamber. (These problems are mainly associated with the exhaust valves)
Contributing Factors:
a) Use of inadequate valve material
b) Engine overspeed. Valve float
c) Weak valve springs
d) High seating speed
e) Abnormal combustion
f) Incorrect fuel *
Result: Breakage in the middle of the underhead radius with total valve head detachment
Cause: Excessive engine load and accumulated heat.
Contributing Factors:
a) Engine overspeed
b) Excessive accumulated heat in the valve neck.
c) Weak springs. Valve float.
d) Seating speed too high due to excessive lash.
Result: A radial crack inward from the margin. If the fissure advances, the head will break.
Cause: Thermal fatigue due to high temperatures and unequal temperatures in different zones of the valve head
Contributing Factors:
a) Thermal shock
b) Engine overload
c) Excessive combustion temperature and pressure
d) Weak valve springs
e) Too high seating speed
Result: Valve head to stem breakage
Cause: Repeated stem stresses
Contributing Factors:
a) Weak springs. Valve float
b) Engine overspeed.
c) Seating speed too high due to excessive lash.
d) Incorrect valve timing.
e) Sticking valve stem.
f) Guide/seat misalipnment.
Result: Valve stem breakage in the keeper groove area
Cause: Material fatigue due to mechanical hardening on the surface. It occurs on the contact zone between grooves and keepers
Contributing Factors:
a) Defective keeper assembly
b) Keeper groove damaged
c) Valve float
d) Excessive valve train clearance
e) Engine overspeed, especially on valves with rectangular keeper grooves.
Characteristic appearance of an impact failure
Starting point
Note: Breakage by impact is a sudden failure (Example: Piston/Valve collision)
Starting point
Note: Breakage by material fatigue happens after thousands of cycles, starting in a small defect and advancing until breakage occurs.