List of Perkins engines

From Wikipedia, the free encyclopedia
Jump to navigation Jump to search

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.

Perkins engine Designations
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 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 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. 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 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.
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.
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 Four-cylinder, 165 cu. in. diesel engine. Based on 4.154. Assembled by Perkins in Hannover for VW LT van, 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 Gasoline 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) 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. 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.[3]
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.[4]
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.[5]
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.[6]
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.[7]
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
YB 1006-6T Turbocharged version of the above, also known as the Phaser 160T for its 160 hp (119 kW) max power
YC 1006-6T
YD 1006e-6TW Intercooled model with 180 hp (134 kW) max power, marketed as the Phaser 180Ti
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.
none 2000 Series Electronic (Stafford) Six-cylinder, 12.5L, 15L, & 18L turbocharged, charge-cooled diesel engines.
none 2000/3000 Series Mechanical (Shrewsbury)
none 4006 Series Diesel Six-cylinder, 23L turbocharged charge-cooled diesel engine.
none 4008 Series Diesel Eight-cylinder, 30.5L turbocharged charge-cooled diesel engine.
none 4012 Series Diesel Twelve-cylinder, 46L turbocharged charge-cooled diesel engine.
none 4016 Series Diesel Sixteen-cylinder, 61L turbocharged charge-cooled diesel engine.
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.
none 4016 Series Gas Sixteen-cylinder, 61L turbocharged charge-cooled spark-ignition gas engine.

See also[edit]


  1. ^ Boulton, David (May 2002). "The P6 Engine: A Design Ahead of its Time". Perkins Long Service Club.
  2. ^ "The story of the 4.99 / 4.107 / 4.108 Engine - Perkins longserviceclub". Retrieved 2015-07-02.
  3. ^ "THE P6 ENGINE - Perkins longserviceclub". Retrieved 2015-07-02.
  4. ^ "New Perkins "Flat" Engine | 19th September 1958 | The Commercial Motor Archive". 1958-09-19. Retrieved 2015-07-02.
  5. ^ "THE R6 ENGINE - Perkins longserviceclub". Retrieved 2015-07-02.
  6. ^ "PERKINS Ii iCES NEW | 21st October 1939 | The Commercial Motor Archive". 1939-10-21. Retrieved 2015-07-02.
  7. ^ "The 6.354 Story - Perkins longserviceclub". Retrieved 2015-07-02.
  • 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 dynomometer 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.

External links[edit]