I have a Perkins
4107 inboard driving a TMP 12000.
Due to ill health
& lockdown it was left afloat for two years without running and it became seized, I think due to an exhaust
valve being open to the atmosphere via the heat exchanger
and sea water
rusted it. I have removed the head
, soaked the pistons in various types of magical juice over the last few months and decided to haul out
next spring and replace the engine
Current situation Question 1
.....another 4107. I am taking parts
from the old to the "new" and I noticed my oil filter
is upwards and has cooling
hoses to a heat exchange but the "new" one doesn't have a modern type. My first question is does the 4107 need an oil
cooler for normal use? The TMP has its own cooling
Question 2 & 3
It has a TMP 12000 gearbox
which I don't particularly like. It has two oil
compartments, it is epicyclic, its noisy in reverse and changing from forward to aft means a pause in neutral and don't stop in gear
for any reason. It has a standard dipstick for drive and a bolt dipstick for reduction.
I have a PRM Delta
20 from an old engine
. It is quiet and has one oil compartment. Its a hydraulic clutch
and has is a standard gear
train. The dipstick is a nut on top and awkward to use. If I use this gearbox
I have to drop the engine 3cm which is a whole lot of pain. So my question is, How often do you need to check the oil level in each gearbox and which is better the PRM Delta
20 or the TMP?
My instinct tells me that you don't need to cool the oil in the engine, the TMP is better than the PRM, you only need to check the level daily with the dipstick and other bolt types very occasionally.
I am sure that there are many venerable Perkins
experts out there who can definitely answer my queries. Im an engineer
so please avoid mansplaining, I know what an epicyclic gearbox is.