So presumably the FPT 150 is a badged 6BT? Thank you Tk.
No not quite.....These are products of European Engine Alliance.
FPT 45 is a bit of a hybrid. Block is pretty much rear gear drive Cummins ISBe with Cummins 4B two valve cylinder head, however crank and bore different. Fuel system is Bosch VE derived, not used by Cummins.
I have used both 4.5 and 6.7 FPT engines, however not the natural two valve you are considering. The four pot turbo I used was a rough tough little diamond as it has no Lanchester shaft and no common rail fuel system. Used a pair of the 6.7 naturally aspirated big brothers in Detroit re-power and they worked extremely well.
Only have one reservation we had some grief with fuel pump on one engine, pump looks like a VE, however it is an Indian licence built clone without 100% Bosch compatibility. Ended up having to ship fuel pump back to UK to fix as French fuel pump shops were foxed.
Certainly inexpensive horsepower, how IVECO do it I have no clue.
Further to the above in the cold light of day, pulled out corres from a few years back, and note that there was at the a relatively small price delta 4 Vs 6 also some issues with cost and availability of 24 volt options. PM me with outline of your project and I will share experience with you. FPT dealers are with no offence intended 'flog em a box' people, technical assistance is not always brilliant.
PM me as to what you are attempting to do and I am happy to share my experience.
Interesting, so the bore is not the same as the Tector? I will need to keep a sharp eye out for these blocks as sometimes the management buy in secondhand blocks when the original saddles* have fretted too badly to line bore and preserve gear train integrity and I have been caught out in the past by ISC 2 valve blocks.
*Number 4 saddle and cap of course on the ISB usually and probably 3 and 5 on ISC.
If you're looking for a reliable and cheap to maintain package have you considered the Mermaid J-444 NA based on the rock solid JCB Dieselmax engine. 85HP on a Heavy duty rating, hard wearing and spares available for 90+% of the engine from any JCB dealer anywhere in the world. Obviously marinisation components are mermaid only, but Jabsco sea water pump so impellers easily available.
It's all BRITISH made too - base engine and marinisation components.
If interested, contact Julian down at the Mermaid office in Poole.
All the best
Jon
Latestarter,
Thanks for your reply. We are aware that our data sheets are not yet as we would like them to be, but we have putting resources into range development rather than new literature over recent times. We now have a range of engines that goes from 75hp to 160hp with the JCB and we are now playing 'catch up' with data sheets - they are coming, but bear with us. In the meantime, the data is there and we do supply it to anyone who requests it albeit not on a single data sheet. This will be remedied soon.
In this power sector our experience has been better with the JCB than with the FPT, so we will always recommend what we feel is the better option. Added to this the extended lead times to get any FPT engines that are not held in stock compared to JCB and most people opt for the product with no questions. The JCB works well and is solid and reliable and we get little or no comeback from them which has to count for something.
Anyway, point taken on the data sheets - keep an eye on the web site in coming months and you'll see them loaded up.
All the best
Jon
Sadly as I suspected you are not proud of the weight of the JCB J-444, at 560kg it has a very limited market in leisure applications particularly OP's requirement for Perkins 4.236 replacement.Good Morning LS,
Latestarter,
Thanks for your reply. We are aware that our data sheets are not yet as we would like them to be, but we have putting resources into range development rather than new literature over recent times. We now have a range of engines that goes from 75hp to 160hp with the JCB and we are now playing 'catch up' with data sheets - they are coming, but bear with us. In the meantime, the data is there and we do supply it to anyone who requests it albeit not on a single data sheet. This will be remedied soon.
In this power sector our experience has been better with the JCB than with the FPT, so we will always recommend what we feel is the better option. Added to this the extended lead times to get any FPT engines that are not held in stock compared to JCB and most people opt for the product with no questions. The JCB works well and is solid and reliable and we get little or no comeback from them which has to count for something. Oh and of course the JCB is cheaper than the FPT by some margin.
Anyway, point taken on the data sheets - keep an eye on the web site in coming months and you'll see them loaded up.
All the best
Jon
Diesel engines have been around for over 100 years, and because of the greater energy density of diesel fuel they are common among all kinds of heavy machinery. In recent years, environmental regulations have had a profound impact on diesel fuel and engines. Modern diesel engines operate at much higher temperatures and pressures than in the past. This means that even slight contamination in fuel can result in serious engine damage.
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Fuel quality problems and/or inadequate filtration can lead to poor starting, reduced performance and low power which lead to reduced fuel economy while creating wear throughout the engine. Solid contaminants as small as 4 microns can lead to premature failure of fuel injectors and other components. A micron &#; also known as a micrometre &#; is one thousandth of a millimetre (1/25,000 of an inch). A human hair is approximately 100 microns in diameter.
Diesel fuel is denser and has a more complex chemistry than other fuels such as gasoline and can develop a number of problems if not handled and stored correctly. Dirt, water, algae and asphaltene are all contaminants that cause fuel filter plugging or collapse, resulting in severe damage to the engine and fuel system.
Water and dirt can enter fuel storage tanks and cause algae (microbe) growth. Removal of water in the fuel is key to limiting algae. Long periods of fuel storage can create an ideal environment for algae to grow in fuel storage and vehicle tanks. If algae is allowed to grow in fuel tanks it can become difficult to remove. An additive can be added to the fuel to address the problem, but if a heavy &#;bio-film&#; of algae has accumulated on the surface of the tank or other equipment, the additive may not be able to completely penetrate the film. This results in short-term relief, but the problem quickly returns as the algae further reproduces. In this case, the fuel tank may need to be completely drained and cleaned by qualified professionals.
Asphaltene is the term used for high carbon content fuel molecules, which are naturally present in diesel. Asphaltene buildup is due to high fuel injection pressures used in modern diesel engines. The diesel fuel is continuously recirculated and exposed to high pressures and heat, which results in the agglomeration of asphaltenes into larger and larger clusters of solids. These solids may grow so large that they damage the fuel injectors or plug the fuel filter.
Fuel filters for Tigercat FPT engines must meet Tigercat&#;s filtration and water separation specifications. Failure to use the correct filters will severely impact fuel system life and reliability. Damage that results from using improper filters will not be covered by your Tigercat warranty.
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Filters must be changed every 250 hours or more often if there is reason to suspect fuel is contaminated. Where equipped, the transparent fuel/water separator filter bowl should be checked daily and water drained from the system as required.
For maximum protection of your Tigercat FPT engine, fuel should be filtered coming out of the storage tank. Tigercat recommends using a multistage filtration system on diesel storage tanks or mobile fueling carts. This helps to ensure the fuel put into the vehicle is at the correct quality level to prevent premature filter clogging.
Tigercat also recommends adding appropriate additives to diesel fuel in storage to ensure fuel quality. An asphaltene additive can help prevent the buildup of asphaltenes, stabilize fuel in storage and clean fuel injectors. Regular microbicide treatment will help prevent algae and microbial growth. Check with your supplier that additives are compatible with Selective Catalyst Reduction (SCR) after treatment systems.
Finally, machine owners need to take action to ensure their diesel fuel tanks are sound and not leaking or corroding. Zinc galvanized steel tanks must never be used for storing or transporting fuel. Dissolved zinc will severely damage fuel injector nozzles. Care must be taken with any portable tanks or fuel carts to ensure they are clean and not corroded.
Fuel tanks should be inspected regularly by qualified professionals and tested with a water detecting paste to ensure they are not accumulating water at the bottom and that water is not leaking into the tanks. Areas around tanks should be kept secure and tanks should be locked to prevent tampering.
The bottom line is that modern diesel engines demand more attention to fuel quality and filtration than was the case in the past. By following these guidelines you can ensure the smooth operation of your Tigercat FPT engine for years to come. Contact your Tigercat dealer to ensure you have all the right filters and are taking the right steps to protect your investment.
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