New Perkins – Caterpillar engines

Perkins Complete Replacement Engines – Available now…..

We are pleased to communicate our new range of Perkins complete replacement engines available to order with immediate effect


Part Number Based on the Build List Engine
NL51894 NL38740 1104D-44T/C4.4T
NL83385 NL38738 1104D-44T/C4.4T
NM83384 NM38734 1104D-44T/C4.4T
NL83578 NL38925 1104D-44T/C4.4T
NL83626 NL38972 1104D-44T/C4.4T
NL83629 NL38967 1104D-44T/C4.4T
NM83630 NM75167 1104D-44TA/C4.4TA
NM83631 NM75169 1104D-44TA/C4.4TA
NR83467R NR82763R 1104D-E44TA(Unity)C4.4-E44TA
NR83468R NR82767R 1104D-E44TA(Unity)C4.4-E44TA


Any Caterpillar Perkins inquiry if it is for spare parts or a new engine or even a cross-reference  CLICK HERE


Perkins Caterpillar blog

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Four Symptoms or Signs Your Engine Has a Cracked Head & Need Repairs

Four Symptoms or Signs Your Engine Has a Cracked Head & Need Repairs

A cylinder head is a fundamental component of your engine, withstanding considerable pressure and high temperature, housing other parts of your engine, such as the intake and exhaust valves, combustion chamber and more.


In other words, a cracked head can cause you a major headache.

Cracked cylinder heads are a common engine problem in many of the vehicles we work on at Noordeman Diesel, so we’re experts in cracked head repairs across a range of vehicle types.

The most important thing is to identify that you may have a cracked cylinder head and to get it fixed


This leads us to some of the tell-tale signs that your cylinder head needs some urgent attention. Read on to find out more!




1. What’s That Smell?

Leaks from your engine can be an indicator of a number of problems, from oil to brake fluid.

However, if you detect a strong, almost sweet odor coming from your engine when the car is running, it could be a sign that your cylinder head is cracked.

This slightly odd smell is a combination of coolant, which is normally tightly contained by the cylinder head, burning as it leaks from the cylinder.


2. It’s Getting Hot in Here

Coolant is there to stop your engine from overheating by absorbing the heat generated by your engine. If you’ve ever run out of coolant before, you’ll know just how integral it is to your engine performance.

A crack in your cylinder head may result in the coolant leaking out, which is a strong, strangely sweet odor. If this is the case, there’s a good chance your coolant will run out quickly, causing your engine to overheat.




3. Where There’s Smoke…

They say where’s there’s smoke, there’s fire, but in the case of excessive white or grey smoke coming from your exhaust pipe, the smoke is an indicator of a problem in your cylinder. This smoke is caused by the burning coolant, which has likely leaked from the cracked cylinder head.


4. Poor Performance

If your vehicle has been experiencing some of the above signs, but you have been ignoring them, you may find that your engine loses power and efficiency.

As mentioned above, the cracked head results in leaking coolant, which impacts the spark plugs in your engine. It may also lower the total pressure produced by the cylinder, affecting your engine’s performance.


Bonus Tip: Engine Misfires

Engine misfires may also be directly related to your cracked cylinder head, as the pressure from the cylinder escapes into another, lowering the cylinder pressure and resulting in a rough idling engine.


Why Choose Noordeman Diesel For Cracked Head Repairs

The above tips are a basic overview of the tell-tale signs associated with a cracked cylinder head, but diagnosing the extent of the damage to your engine requires a wealth of knowledge and experience.

If your vehicle is experiencing performance issues or signs of any engine issue, you can trust our team at Noordeman Diesel to sort it out.

At Noordeman Diesel, we specialize in cracked head repair and cylinder head reconditioning to keep your vehicle running at its peak.

At our warehouse in Welshpool, we have a team of qualified, experienced and knowledgeable technicians ready to assist you with any vehicle issues.

Contact Noordeman Diesel today to discover why customers from across Perth choose us to identify and fix their engine issues, including cracked head repairs.




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Three Things to Consider When Looking for Engine Reconditioning

Three Things to Consider When Looking for Engine Reconditioning

As a car enthusiast, you’ve no doubt come across the term ‘engine reconditioning’ in ads, on websites or on other blogs – we’ll forgive you for checking out other blogs – but do you know what engine reconditioning actually involves?

The definition of engine reconditioning varies depending on whom you are speaking with, as there are no strict, government-regulated guidelines for what can be classified as a reconditioned engine.

At Noordeman Diesel, we are proud members of the Engine Reconditioners Association of Australia (ERA) and we adhere to a number of processes to ensure your reconditioned engine performs as you expect. We are also one of the two quality endorsed engine reconditioners in Perth.

Car owners have their engines reconditioned when they are damaged to the point of failure, or become excessively worn, with the expectation that the reconditioned engine will perform ‘like new’.

As a basis, engine reconditioning generally involves disassembling the engine, with each part of the engine cleaned and checked. From here, the technician performing the reconditioning will make note of the parts that need to be re-machined, replaced or repaired.

To rebuild your engine, each of these parts is carefully reassembled and tested to ensure they perform at optimal capacity, leaving you with a reconditioned engine that will hopefully see you through for years to come.



Benefits of Engine Reconditioning in Perth

When a reputable company performs engine reconditioning, the major benefits you may experience are better performance, better efficiency and a longer lifespan, as well as a significantly lower cost than buying a brand new engine for your car.

So when it comes to engine reconditioning in Perth, what should you be looking for to ensure you’re getting the best bang for your buck?


1. Have the Wearable Components Been Checked or Replaced?

If you’re paying the money to have your engine reconditioned, you want to know that all those wearable components have had a good once over and that they are working as they should, or if any parts that are faulty, worn or inefficient, they are replaced.

Some common wearable components include gaskets, valve train parts, timing belts, bearing pistons and oil pumps.

If these components are replaced, they should be an exact match to the previous components in your engine – ensure these new parts meet the specifications of your older parts.

What happens when the parts don’t match, we hear you ask? Parts that don’t match the specifications of your previous components may result in your engine seizing up or failing.


2. Machined Parts

Your engine as a whole is a well-crafted machine; with a number of high quality, engineered moving parts that work in unison to keep you moving. Some of the more significant parts of your engine are the smaller machines, such as the valve seats, crankshaft and connecting rods.

When an engine is reconditioned, it is paramount to make sure these machined parts still meet the high quality, engineered standards you would expect from a brand new engine.


3. Price & Compatibility

When it comes to price and compatibility of your reconditioned engine, old sayings like “if it sounds too good to be true, it probably is” and “you get what you pay for” spring to mind.

While a rebuilt, reconditioned engine is certainly a much more cost-friendly choice than buying a brand spanking new engine, it is vital to do your research to make sure that too-good-to-be-true price is legitimate.

This is also where compatibility ties in – with a reconditioned engine, all components need to be compatible to ensure the engine operates properly. One wrong, incompatible part may result in the engine system failing, costing you more money in the end.



Why Choose Noordeman Diesel for Engine Reconditioning in Perth

If you’re on the hunt for a diesel engine specialist to carry out your engine reconditioning in Perth, there’s one name you can trust: Noordeman Diesel.

With a fully equipped workshop based in Welshpool, WA, we are your one-stop-shop for engine reconditioning, servicing, rebuilding, engine machining, complete new engines, and genuine spare parts

Contact Noordeman Diesel today to find out how engine reconditioning could have your engine performing like new in next to no time.

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1100 series now have full gasket sets

1100 series now have full gasket sets


Top and Bottom Gasket and Seal Kits



Perkins is pleased to announce the introduction of a new comprehensive range of top and bottom gasket and seal kits, for the 1104D & 1106D engine ranges, enabling you to quickly identify and supply a high-value solution to the end customer.


Why Gasket & Seal Kits?

Modern engines now have a limited number of soft gaskets, which have been replaced with metal gaskets, rubber seals and O rings. We have, therefore, taken this opportunity to extend the content of our kits to include gaskets, seals, O rings, and required hardware (clips, bolts, etc.) to ensure you have all the parts needed to rebuild the engine.


Front and rear end oil seals have also been added to bottom gasket kits to ensure full coverage of customer needs.



– Kit contents cover all your gasket and seal needs

– Includes all required gaskets seals and hardware, ensuring rebuild can be completed with no delay

– Comprehensive range covering > 98% of all engines

– Full visibility within SPI2, saving you time

– All parts are to the latest OE specification.

– Improved value over the cost of individual components.



1106D Bottom Gasket and Seal Kit


– Sump gasket

– Sump adapter gasket

– Sump fixing kit

– Timing case gasket

– Front cover gasket

– Rear end oil seal, front end oil seal

– Water pump gasket

– Oil cooler gaskets

– Plus various additional gaskets

– O rings.

1104D Top gasket and seal kit


– Cylinder head gasket

– Rocker cover gasket

– Exhaust manifold gasket

– Valve stem seals

– Injector O ring

– Washers

– Induction gaskets

– Plus various O rings.



Part No. Description Engine Detail
T402945 Top gasket & seal kit 1106D PJ/PK
T402946 Top gasket & seal kit 1104D NJ/NH
T402948 Top gasket & seal kit 1104D Turbocharged NL/NM
T402947 Top gasket & seal kit 1104D Nat asp NK
T403224 Oversize top gasket & seal  kit 1106D PJ/PK
T403223 Oversize top gasket & seal  kit 1104D NJ/NH
T403222 Oversize top gasket & seal  kit 1104D Turbocharged NL/NM
T403221 Oversize top gasket & seal  kit 1104D Nat asp NK
T403016 Bottom gasket & seal kit 1106D RHS PTO timing case with sumpadaptor gasket
T403017 Bottom  gasket & seal kit 1106D Single LHS PTO timing case withsump adaptor gasket
T403018 Bottom gasket & seal kit 1106D RHS PTO timing case with castiron sump
T403019 Bottom gasket & seal kit 1106D Single LHS PTO timing case with cast iron sump
T403020 Bottom gasket & seal kit 1106D LHS PTO timing case with sumpadaptor gasket
T403037 Bottom gasket & seal kit 1104De RHS PTO timing case withstressed sump
T403038 Bottom gasket & seal kit 1104De RHS PTO timing case with nonstressed sump
T403039 Bottom gasket & seal kit 1104De LHS PTO timing case with stressed sump
T403040 Bottom gasket & seal kit 1104De LHS PTO timing case with nonstressed sump
T403045 Bottom gasket & seal kit 1104Dm LHS PTO Timing case withstressed sump
T403046 Bottom  gasket & seal kit 1104Dm RHS PTO Timing case with nonstressed Sump
T403047 Bottom gasket & seal kit 1104Dm LHS PTO Timing case non stressed Sump
T403048 Bottom gasket & seal kit 1104Dm RHS PTO Timing case withStressed sump
T403067 Bottom  gasket & seal kit 1104Dm LHS high PTO Timing case withnon stressed Sump



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Issued By Perkins Parts Marketing


Performance Diesel Kits and extra HP

Performance Diesel Kits and extra HP


The need for extra Horsepower and Performance is a growing commodity,   the need for race proven extra strong engine rebuild kits for the 4WD, Off-road market, camping fishing, and Comp Truck. So far we have gained massive horsepower gains from Nissan Patrol TD42T engines, Toyota 1HDT and of course Toyota 1HZ engine.

Upgraded components now are in our performance engine rebuild kit,  we also can ceramic coat valves,  oversize valves, turbo, manifolds so many more modifications in getting that extra performance power out of your engine.


Parts include:

  • – Ceramic coated Heavy duty Pistons with moly coated skirts
  • – Pistons with thicker crown castings for higher boost pressures & thermal load
  • – Heavy duty sleeves
  • – Billet forged crankshafts
  • – Heavy duty con rods
  • – Modified cylinder heads with free flowing port designs
  • – Modified camshafts
  • – Safari & DTS turbo kits



These parts are being tested in 4WD, Comp Truck and the Goss mobile, as well as off-road rally conditions &, are proving extremely robust. These components are legal upgrades for Nissan Patrol & Toyota land cruiser. The idea behind these components is to retain reliability but boost performance, power & torque.

Check out our high-performance Toyota 1FZFE.

Give us a call or an email to discuss performance rebuild options for your Nissan Patrol or Toyota Land cruiser even check out our Facebook page.

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Perkins 354 engine number list

Perkins 354 engine number list

Below is a old 354 Perkins engine number list that has been added to the internet to assit anyone with a 354 perkins.

i will also update the old  perkins 3cyl and 4cyl engine number listings

System 1 System 2 First Engine on Engine System 3
EngineSeries Descriptoon Start End Start End NumberIBuild List x Ref Fiche Set
6.354 General 8000251 8052409
General 8060000 8099999
General 850000J 8525876 354U251 354U199999 354U176110 TC —- – 5100010
354U300000 354U400083 354U300000 As ‘General’
354US251 354US31089 354US251
Ciaas 8220251 8238302 354UC251 354UC20500 354UC15260
I.H.C. 8120251 8137881 354UH251 354UH15201 354UH13584
M.F. 8800251 8800261 N. A.
M.F. 8820251 8840484 354UA251 354UA69258 354UA32100 ·As General’
T6.354 General TE – – – – – U510001D
M.F. 88TOOOO 88T1249 354UA251T J 354UA25978T 354UA7800T
HT6354 General 8430000 8430777 Included in H.6.354 range with suffix ‘T’ N. A . TF —- -U510001D
TC6.354 M.F. N.A. 354UA251TS I 354UA14499TS
6.354.2 General N.A. 354U200000 354U201892 N. A. N. A. 6.354.2
General N.A . 354.2U251 3542U31187 354.2U2401 TJ —- – U510001
T6.354.3 General N. A. 354.3U251T 3543U13320T 354.3U447T TP—- – U510001D
6.354.4 General N.A. 3544U251 3544UB65 3544U251 TW– – – -U510001D
M.F. N.A. 3544UA251 3544UA798 3544UA251 As ‘General’
T.6.354.4 General N.A. 3544U251T 3544U251T TU—- -U510001D
M.F. N.A. 3544UA251T 3544UA623T 3544UA251T As ‘General’
C6.354.4 General N.A. N.A . N.A. TX—- -U510001D
M.F. N.A. N.A. N.A. As ‘General’
6.372 General N.A. 372U251 372U10084 372U700 TR — — – U510001D
Claas N.A. 372UC251 372UC2624 372UC904 N.A.
M.F. N.A. 372UA251 372UA13417 372UA1096 As ‘General’
3723U251 3723U375
6.372.4 General N.A. 3724U251 3724U324 3724U251 TV – —- U510001D
S6 General 40001 43601 N.A. N.A. N.A.
General 4044800 4046569 N.A. N.A. N.A.
V8.510 General (pre cross flow) N.A. 510GB251 510GB300 N.A . N.A.
General (pre cross flow) N.A. 510U301 510U1255 N.A . N.A.
General (cross flow) N.A. 510U2000 510U32750 510U17904 XA- – – – – U510001D
Ciaas N.A. 510UC2000 510UC2067 N. A. N.A.
Ford N.A. 510UD2000 510UD8981 510UD7001 N.A.
M.F. N.A. 510UA2000 510UA10909 510UA7340 As ‘General’
TV8.510 General N. A. Included in V8.510 range with suffix “T” XB- – – – – U510001D
Perkins engine number reference guides list below

Manifold Repairs Save time

Manifold Repairs Save time

Inlet or exhaust Manifold facing is one of the most important yet the most commonly overlooked step’s when over hauling your Engine or Cylinder Head. Removing the manifold once the head has been refitted can be a costly and time consuming exercise, here at Noordeman diesel we can save you down time and money by servicing your manifolds at the same time we are servicing your Cylinder head.
Our services include:
• Cast welding of cracked manifold’s
• Manifold facing
• Acid bathing
• Metal spraying of manifold face’s and flanges
• Crack testing
• Spark eroding and removal of broken bolts & studs
• Sand blasting
• Re-taping of bolt holes
• Sleeving of joints in 2 & 3 piece manifolds
• Brazing of manifold faces and flanges
• Thread inserts
Our state of the art milling machines and highly skilled technicians can ensure a perfectly machined sealing surface between the exhaust ports and manifold face,
Your manifold can be returned at the same time as your cylinder head.

Perkins phased out engine types

Perkins phased out engine types

The list below shows the years the engine were 1st commenced by Perkins and when they were phased out.

 Eng Type.

  • P3


  •  Nov  1953


  • Mar  1967
  • F3
  •   Aug  1957
  •  Oct 1964
  • P3.144
  • Mar  1957
  • May 1969
  • 3.152
  •  Feb 1962
  • Sept 1964
  • 4.99
  • Feb 1958
  • Feb 1972
  • 4.107
  • Jan  1961
  • Jan 1975
  • P4
  • June  1937
  • May 1967
  • 4.192
  • May  1958
  • Jan 1972
  • L4
  • Oct 1952
  • July  1961
  • 4.270d
  •  Dec 1958
  •                                             Apr 1974
  • P6
  •  Jan 1938
  •                                              Apr 1961
  • 6.288
  •  Apr 1960
  •                                            Jan 1964
  • 6.305
  •  Mar 1959
  •                                             Feb 1970
  • c.305
  • June 1958
  •  May 1961
  • 6.305
  • Dec 1965
  • Dec 1975
  • R6/6.340
  • Dec 1952
  • Jan 1962
  • S6
  • 6-354 series
  • May 1939
  • 1961
  • Oct 1962
  • late 1990


The 4.236 Engine

The 4.236 Engine


THE 4.236 ENGINE: 

Perkins had relied on the P4 engine during the years after the war as the power unit for many applications from passenger cars to industrial equipment.  By the end of the 1950s the engine was becoming outdated, with the indirect ‘Aeroflow’ combustion system becoming uncompetitive with new generations of engines from other manufacturers.  In the late 1950s a decision was made to produce a four-cylinder version of the 6.354, applying the engine ‘family’ concept to the successors to the original ‘P’ series.

The tractor version was basically tailored to the needs of the parent company Massey Ferguson, having a cylinder block with cast-in adaptor for the transmission housing and starter motor position plus a heavier front end to suit the frameless tractor chassis.  To combat vibration problems associated with a large capacity four-cylinder engine rigidly mounted into such a chassis, the engine incorporated a Lanchester balancer in the sump.  Driven at twice engine speed and featuring twin counter-rotating weights, this unit balanced out most of the second order imbalance inherent in a four-cylinder in-line engine.   The engine was closed with a massive cast iron sump, which also formed part of the tractor backbone.

The ‘vehicle’ cylinder block was of lighter construction with machined pads to accept the flexible front mounts common to vehicle installations, plus a rear face able to accept a variety of flywheel housings and adaptors, with alternative starter motor positions.  The rest of the engine components were common wherever possible, although one exception was the crankshaft, where the separately balanced tractor engine could take a simple non-counterweighted version, whereas the vehicle crankshaft had integral counter-weights providing better balance at higher speeds.  

In 1964 the new factory was formally opened and volume production started, reaching 2,553 engines for that year and increasing rapidly to over 60,000 engines by 1969.

Little has been said so far of ratings.   The original target was for 80 BHP at 2800 RPM for the vehicle version and 65 BHP at 2200 RPM for the tractor version.

This was just a start however.  Many variants of the basic engine were to follow, as the engine became the workhorse for many customers.      Thus the original swept volume of 236 cubic inches was soon followed by the 4.248 (3.975 inch bore in place of 3.875 inches) and the 4.212 (4.5 inch stroke in place of 5 inches).

As a result of an agreement with Togyo Kogyo in Japan, short stroke, indirect injection versions of both the 4.236 and 6.354 engines were developed, the 4.224 and 6.335 respectively, these being exclusively for trucks in the Far East.


As more licensee agreements were signed around the world, the 4.236 family of engines became the preferred product.  New plants in Mexico, Peru, Turkey, Brazil, Yugoslavia, Japan, Poland and Korea all took this engine as their basic product, often to support local MF tractor production.

As with the 6.354, there were numerous upgrades and product improvements over the years.  However by the 1980s legislative requirements and competitive pressure demanded more radical change.   The changeover to the 1000 series family was simultaneous for the 4.236 and 6.3544, although volumes remained high on the 4.236 family for longer.  The last 4.236 to be built in Eastfield came off the assembly track in 2000, by which time a total of 2,190,838 engines (including all variants) had been assembled in Peterborough alone.  This represents the highest production volume of any Perkins product, and probably doubles if all overseas-built units are taken into account!

The 4.236 family was the backbone of Eastfield production for nearly 30 years, powering more Massey Ferguson products than any other engine type, to say nothing of the huge number of applications for other major manufacturers and for small specialist concerns


thank you to the perkins hertigate club and Dave Boulton  August 2002 and a more detailed version can be found on

David Boulton      August 2002.