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.

Why wait to get your crankshaft checked

Why wait to get your crankshaft checked

Getting your crankshaft inspected or ground in Perth can be a difficult thing to do. Why should you or your the customer wait, when you want to know yesterday well that’s why we are here.


We have 2 crankshaft grinding Machines at Noordeman Diesel which allows us to do twice as many cranks and also allows us to do nearly everything from a single cylinder engine upto mutli cylinder engines upto 2.6meters long and we have 3 experienced crank grinders who know how to use these machines.


All crankshafts need to be crack tested.  Some experienced crankshaft grinders like us also own a lectro magna flux crack tester. No just a white paint can with black ink.


Basically the lectro magna flux crack tester magnetises the crankshaft and then special fluid is poured over the crankshaft. If a crack is present it will attract the crack testing fluid particle and under a special light the crack is identified under a fluorescent light.


Some cracks can be ground out, some will make the crankshaft UN serviceable. Some are also ok to leave… if you are unsure just bring your crankshaft in and we can crack test your crankshaft and let you know if it needs a grind or a polish.


We can repair the nose of the crankshaft if its damaged, metal spray an oil seal area just check out our Facebook page.


If it’s out of your sports car, high performance crank, old vintage collection, your land cruiser, large earthmoving piece of gear a crankshaft is a crankshaft.


So lets get cranked and bring it in before you throw a rod with frustration.

Perkins 212 – 236 -248 WTF is the difference

Perkins 212 – 236 -248 WTF is the difference

My Perkins 4cyl block has hole in it

Basic specs on a  Perkins 4-212 , 4-236 and 4-248

Engine type 212 236 248
Bore size 3.8750 3.8770 3.9750
Stroke 4.50 5.00 5.00
Square back Non stress block Yes Yes Yes
Flanged back stress block No Yes Yes
More specific specifications at the bottom of the blog

Hopefully  I can word this in a way that we all don’t all  get too lost in translation.

Cylinder blocks difference

  • You can use a 212 cyl block to make a 236 or a 248 Perkins or vice versa  they all can be modified to replace each other.
  • You can convert a 4-236 to be a 248 but you won’t really notice that much difference in extra HP. Fuel system can stay the same
  • There are flange liner blocks and non-flange liners e. Non flanged liners are known as parrel liners
  • The early type Cylinder blocks have flanged and parrel  liners fitted . the top of the liner protrudes and this in known as the fire ring .
  • Fire rings type liners require top set u5lt1014
  • The later type 4-236 blocks have flanged liners . these have no fire ring and the top on the liner is flush with the top of the cyl block
  • 236 flanged liners are available  STD Over size backs you can get .010 and .040 over size backs
  • Non-fire ring type blocks require a different top gasket set U5lt1004
  • You can convert a chrome liner block to a cast liner block by changing counter bore depths
  • 2 hole or 4 hole lifts pumps make no difference
  • You can fit a lip seal or rope seal cranks to either you may have to drill to the bolt holes
  • If you want swap the crankshaft from balance weight to non-balance weight you may run into problem with the oil pump
  • If swap the oil filter from one side to the other of the block you will need to change crossover tubes/ relief valve from the oil pump


  • 212 crankshaft has a different stroke to a 236 and 248..
  • 236 and 248 crankshafts are the same there are some variations
  • there are balance weight and non-balance weight types .
  • lip seal or rope seal ( if swapping seal types you may have to drill out the rear of the cylinder block to suit )
  • splined nose or non-splined nose
  • non spline nose cranks have 3 bolt holes – splined nose has 1 bolt hole


  • All the conrods are the same and interchangeable
  • All small end bushes are the same
  • Conrod nuts and bolts are the same

Cylinder heads

  • 212, 236, 248 all the cylinder heads the same and interchangeable
  • All valves and springs are interchangeable

212 Flanged Cast Iron Liners:

Parent Bore Diam:                           4.0625-4.0635″

Recess Depth:                                   0.150 -0.152″

Outside Diameter:                           4.0645-4.0655″

Interference Fit:                               0.001 -0.003″

Piston Height:                                    0.015 -0.021″

Finished Bore Diameter:               3.877 -3.878″

236 Flanged cast liners”

Parent Bore:                                      4.0625-4.0635″

Recess Depth:                                    0.150 -0.152″

Outside Diameter:                            4,0645-4.0655″

Interference Fit:                               0.001 -0.003″

Piston Height: (above)                    0.003 -0.010″

Finished Bore Diameter:               3.877 -3.878″

236 Parrel liners”

Parent Bore:                                      4.0625-4.0635″

Recess Depth:

Outside Diameter:                           4,0645-4.0655″

Interference Fit:                               0.001 -0.003″

Piston Height: (above)                    0.003 -0.010″

Finished Bore Diameter:               3.877 -3.878″

248 Flanged cast liners”

Parent Bore:                                      4.1045-4.1005″

Recess Depth:                                   0.150 -0.152″

Outside Diameter:                           4,0645-4.0655″

Interference Fit:                                0.001 -0.003″

Piston Height: (above)                    0.003 -0.010″

Finished Bore Diameter:               3.877 -3.878″

248ci Flangless Liner

Parent bore:                                      4.0615 /4.0625

Outside Diameter:                           4.0655-4.0665″

Interference Fit:                               0.003 -0.005″

Finished Bore Diameter:               3.9875-3.9795″

Performance Diesel kits and extra HP

Performance Diesel kits and extra HP

The need for extra Horse power 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 horse power 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,  over size 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. Theses components arelegal 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 a call or and email to discuss performance rebuild options for your Nissan Patrol or Toyota Land cruiser even check out our face book page.


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

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