In this List of Perkins engines, family type refers to the two letter designation Perkins Engines gives each engine. This nomenclature 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. In the early years, Perkins gave names to their engines, beginning with the smallest Wolf. The larger Lynx and Leopard followed (all four-cylinders), with the 1937 P6 was intended to be called the "Panther." After a lawsuit from motorcycle manufacturer Phelon & Moore, Perkins dropped the Panther (and Python and Puma for the corresponding P3 and P4 models) and stuck to abbreviations from then on.[1]
Perkins was sold by Massey Ferguson's parent Varity Corporation in 1998, and is now a fully owned subsidiary of Caterpillar Inc.
| Family type Code | Engine Ref no. | Production Dates | Notes |
|---|---|---|---|
| AA | 1004-4 | 3990 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 | Petrol 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 | 1004.42 | Sold to HYSTER corp. for use in small to medium lift trucks. | |
| AS | H4.421 | ||
| AT | CCAN4.401 | ||
| BA | 4.20 | Produced as a Joint venture between Perkins, UK government and the 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 Group in their 2.5-tonne van. | |
| BB | T4.20 | As with the 4.20 but turbocharged with an intercooler. 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 petrol 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, optional fit in Ford Thames vans, early Ford Transits, Bedford CA vans. | |
| 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, Hyundai HD1000 Truck and Van (1977-1981), Bedford CA, some cars Opel Blitz, Alfa Romeo F12/A12, Alfa Romeo Giulia, SEAT 131.[2] Also used extensively in marine applications, farm equipment and Mustang/OMC skid-steer loaders. A turbocharged version with 65 hp known as the T4.108 was offered for light commercials, taxis and cars from 1981 though it is not known how many were made or if it even reached production. [3] | |
| GA | 4.154 | Four-cylinder, 154 cu. in. diesel engine. Designed with sister engine 6.231 both produced in England. Later produced by licensee Toyo Kogyo (Mazda) under model # 4.154-200 series same as Mazda XA series. Later developed into 4.165/6.247 family. 4.154 was also an optional fit in Bedford CF vans | |
| 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 | |
| GJ | 403.10 |
3 Cyl Tier 3 EPA rated Engine replaced the 103.10 in the Caterpillar Arr# 145-6693 like in mini ex 301.8. | |
| HA | 4.165 | 1976-01–1982-11 | Four-cylinder, 165 cu. in. diesel engine. Based on 4.154. Assembled by Perkins in Hannover for VW LT van (engine code CG), and by Enasa in Spain for various vehicles including the Nissan Patrol (as the MD27) |
| 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 | Petrol version. | |
| 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) petrol (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. Used in MF 1080, 595. | |
| ND | 4.3182 | Improved version. Used in MF 698. | |
| 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. Most engines made under license by Mazda and used in their light trucks during the late 70s and 80s. | |
| RE | Perkins 1104 | Straight 4-Cylinder Nat asp or Turbo, OEM power unit Fitted to JCB loadall or Thwaites Dumpers | |
| PA | P6 | 1938–01 to 1961-04 | Six-cylinder, 288 cu. in. (4.7 L) diesel engine, rated at 86 bhp at 2,600 rpm. The highly successful P-series of engines established Perkins' reputation as one of the world's major builders of diesel engines.[4] |
| 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. Enlarged version of P6 using CAV DPA injection pump. |
| none | C.305 | 1958–06 to 1961–05. | Horizontal version of 6.305, developed in conjunction with Commer Cars Ltd.[5] |
| none | 6.306 | 1965–12 to 1975–12. | Six-cylinder, 306 cu. in. (5.0 L) diesel engine. Short-stroke 6.354, stroke same as 4.212. Possibly only used in Australian Chamberlain tractor. Not to be confused with the 6.305. |
| unknown | R6 | 1953 to 1962 | Six-cylinder, 340 cu. in. (5.56 L) diesel engine, rated at 108 bhp at 2,700 rpm and 240 lb ft at 1,500/1,750 rpm. Rushed development led to major problems with this engine, with consequent damage to both Perkins' reputation and finances. Although, the problems were solved quite quickly and the engine was relaunched as the R6 Mk2, with a reduced rating of 104 bhp at 2,500 rpm. Sales never recovered after the early problems and only 33,800 engines were built before production ended in 1962.[6] |
| none | S6 | 1939–05 to 1962-10 | Six-cylinder, 377 cu. in. (7.4 L) diesel engine. Very similar to the highly successful P6, the S6 was rated at 115 bhp at 2,000 rpm for passenger vehicles and 105 bhp at 1,800 rpm for goods vehicles.[7] |
| TC | 6.354 | 1960 to 1996 | Six-cylinder, 354 cu. in. (5.8 L) diesel engine, initially rated at 112 bhp at 2,800 rpm and later at 120 bhp. Highly successful engine which restored Perkins' reputation after the problematic R6. Developments of the engine, including turbocharged versions remained in production until 1996, by which time over a million had been built at Peterborough plus substantial numbers in other countries.[8] |
| 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 | Larger bore version of 6.354. Same size bore as 4.248. Only used in MF combine. | |
| TT | TC6.3544 | ||
| TU | T6.3544 | ||
| TV | T6.3724 | Larger bore version of 6.354. Same size bore as 4.248. Only used in MF combine. | |
| 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 | 5985 cc, 100 x 127 mm bore and stroke (as per "AA" four-cylinder). Also known as the Phaser, continued Perkins "one litre per cylinder" design. No longer in production. | |
| YB | 1006-6T | Unknown - 2014 | Turbocharged version of the above, also known as the Phaser 160T for its 160 hp (119 kW) max power. No longer in production. |
| YC | 1006-6T | No longer in production. | |
| YD | 1006e-6TW | Unknown - 2014 | Intercooled model with 180 hp (134 kW) max power, marketed as the Phaser 180Ti. No longer in production. |
| YF | 1006-60S | No longer in production. | |
| YG | 1006-60 | No longer in production. | |
| YH | 1006-60T | No longer in production. | |
| YJ | 1006-60TA | No longer in production. | |
| YK | 1006-60TW | No longer in production. | |
| 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. | |
| none | 2000/3000 Series Mechanical (Shrewsbury) | Closed in 2002 and production of these engines ceased.[9] | |
| 1206-TA | Diesel, Six-Cylinder, 7L, Made in Peterborough, UK. | ||
| 1506-TA | Diesel, Six-Cylinder, 8.8L, Made in Seguin, USA Caterpillar factory. | ||
| 1606-TA | 2015 - 2017 | Diesel, Six-Cylinder, 9.3L, Made in Seguin, USA Caterpillar factory. | |
| 2206-TA | Diesel, Six-Cylinder, 12.5L, Originally made in Stafford, UK, now all made in Seguin, USA Caterpillar factory. | ||
| 2506-TA | Diesel, Six-Cylinder, 15L, Originally made in Stafford, UK, now all made in Seguin, USA Caterpillar factory. | ||
| 2806-TA | Diesel, Six-Cylinder, 18L, Originally made in Stafford, UK, now all made in Seguin, USA Caterpillar factory. | ||
| 2806-TTA | 2018- | Six-Cylinder, 18L, Originally made in Stafford, UK, now all made in Seguin, USA Caterpillar factory. | |
| DGDF,[10] DGBF[11] | 4006 Series Diesel | Six-cylinder, 23L turbocharged air-to-air charge-cooled diesel engine. | |
| DGAH,[12] DGBH[13] | 4008 Series Diesel | Eight-cylinder, 30.5L turbocharged air-to-air charge-cooled diesel engine. | |
| DGDM,[14] DGBM,[15] DGNM,[16] DGKM[17] | 4012 Series Diesel | Twelve-cylinder, 46L turbocharged, Diesel, available in Air-to-Air (TAG) and Air-to-Water (TWG) charge-cooled models. | |
| DGWR,[18] DGPR,[19] DGXR[20] | 4016 Series Diesel | Sixteen-cylinder, 61L turbocharged charge-cooled, Diesel, available in Air-to-Air (TAG) and Air-to-Water (TRG) charge-cooled. | |
| none | 4006 Series Gas | Six-cylinder, 23L turbocharged charge-cooled spark-ignition gas engine. | |
| none | 4008 Series Gas | Eight-cylinder, 30.5L turbocharged charge-cooled spark-ignition gas engine. | |
| none | 4012 Series Gas | Twelve-cylinder, 46L turbocharged charge-cooled spark-ignition gas engine. The 4012 gas product has been discontinued and is no longer available.[21] | |
| none | 4016 Series Gas | Sixteen-cylinder, 61L turbocharged charge-cooled spark-ignition gas engine. |
See also
- Perkins Engines - Company article
- Frank Perkins - Founder of the Company
- Massey Ferguson - Former parent company of Perkins engines
References
- ↑ Boulton, David (May 2002). "The P6 Engine: A Design Ahead of its Time". Perkins Long Service Club.
- ↑ "The story of the 4.99 / 4.107 / 4.108 Engine - Perkins longserviceclub". Retrieved 2 July 2015.
- ↑ "PERKINS ENGINES have turbocharged their four-cylinder 4.108 vehicle diesel and | 10th October 1981 | the Commercial Motor Archive".
- ↑ "THE P6 ENGINE - Perkins longserviceclub". Retrieved 2 July 2015.
- ↑ "New Perkins "Flat" Engine | 19th September 1958 | The Commercial Motor Archive". Archive.commercialmotor.com. 19 September 1958. Retrieved 2 July 2015.
- ↑ "THE R6 ENGINE - Perkins longserviceclub". Retrieved 2 July 2015.
- ↑ "PERKINS Ii iCES NEW | 21st October 1939 | The Commercial Motor Archive". Archive.commercialmotor.com. 21 October 1939. Retrieved 2 July 2015.
- ↑ "The 6.354 Story - Perkins longserviceclub". Retrieved 2 July 2015.
- ↑ "Perkins shuts Shrewsbury engine plant - Farmers Weekly". 3 January 2002.
- ↑ "About Perkins 4006-23TAG2A". January 2019.
- ↑ "About Perkins 4006-23TAG3A". January 2019.
- ↑ "About Perkins 4008TAG1A". January 2019.
- ↑ "About Perkins 4008TAG2A". January 2019.
- ↑ "About Perkins 4012-46TAG3A". January 2019.
- ↑ "About Perkins 4012-46TAG2A". January 2019.
- ↑ "About Perkins 4012-46TWG3A". January 2019.
- ↑ "About Perkins 4012-46TWG2A". January 2019.
- ↑ "About Perkins 4016-61TRG2". January 2019.
- ↑ "About Perkins 4016-61TRG1". January 2019.
- ↑ "About Perkins 4016-61TRG3". January 2019.
- ↑ "Electric Power Generation | Perkins".
- Perkins Diesel Conversions & Factory fitted units, by Allan T. Condie, 2nd edition 2000, ISBN 0-907742-79-3
The 4 107T was used in UK Military electricity generating sets, the engines when in need an overhaul were rebuilt by a Kent based engineering works in Ramsgate, adjacent to the inner Harbour known as Walkers Marine (Marine Engineers) Ltd. Houchins of Ashford an MOD contractor would send an MOD inspector to verify dynamometer testing of power and smoke emissions both on start up and full power for one full hour (27 horsepower produced at 3000 rpm) being used near military front lines any excessive smoke whilst running would give the armies position away. When the transport vessel "Atlantic conveyor" was sunk during the Falklands conflict a large quantity of these generating units were lost. The engines were highly stressed due to turbo charging, the 4-107T used a Holset Brand turbocharger without after-cooling, and the longer 4-108 pistons with extended skirts, also a toughened tufftrided crankshaft, larger diameter cylinder head studs were used to contain the high combustion pressures. The engines when rebuilt could take up to four days of diligent running on the "Heenan and Froud" water dynamometer with great care given regarding application and duration of the load as minor tightening was not un-common, and a heavy seizure could result in disassembly and liner and piston replacement. But once run in the process of gaining full power with minimal rpm overshoot or droop or heavy black smoke was achieved by finely adjusting the injection timing and governor load springs in the CAV DPA injection pump.
Ian V Curtis recollections whilst an apprentice Diesel Engineer at Walkers Marine during the 1980s.
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