sailboat transmission repair

Transmission Service

Our marine transmission department specializes in sales, repair, and remanufacturing of Velvet Drive, Borg Warner, ZF Marine, Hurth, Paragon, Walters, Pleasurecraft, Twin Disc, Volvo Penta, Yanmar, and Kanzaki transmissions.

We stock a wide range of parts as well as complete new and rebuilt transmissions. Contact us if you have questions, would like to purchase a transmission or parts, or to schedule transmission service.

Frequently Asked Questions (FAQ)

As a rule, gear clatter is the result of an unfavorable interaction of individual components, such as engine, couplings, gears, propeller shaft, and propeller. Such influences are beyond the control and responsibility of transmission manufacturers.

A distinction should be made between gear clatter under load and idle gear clatter:

Gear clatter under load may occur at a specific RPM. It is caused by design factors, such as number of cylinder, number of propeller blades, engine speed, and number of gear teeth. These may incite natural frequencies of the drive unit to such an extent that tooth flanks separate off and clatter despite their load from the torque. This gear clatter under load may damage the gears.

Gear clatter at idle may occur when there are low numbers of revolutions per minute. The phenomenon is due to irregularities during the ignition and combustion process which occur at low engine speeds. This type of gear clatter increases with the specific output of the engine, the reduction of moveable engine masses and a diminished idle speed. As a rule, idle gear clatter will not damage the gears, as almost no torque is transmitted at low speeds or when idling. It produces, however, a disagreeable noise.

Measures against gear clatter under load: By calculating in advance the natural frequency of the drive unit and choosing the adequate resilient coupling, for instance, the critical natural frequency is dislocated from the range of operating speeds, or the critical vibration moments are damped.

Measures against gear clatter at idle: More often than not, a suitable dampening coupling is the solution to idle gear clatter, as the transmission cannot influence this phenomenon. Lightweight automotive flywheels can contribute to gear clatter, so heavier marine flywheels are always recommended. In diesel engines, gear clatter can be very prominent, so selecting a good dampening coupling is very important.

Velvet Drive Docs

View PDF technical documents, manuals, and more for Velvet Drive and Borg Warner marine transmissions.

ZF Marine Docs

View PDF technical documents, manuals, and more for ZF Marine and Hurth marine transmissions.

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What is the cost to repair a boat transmission?

Boat owners understand that regular maintenance and repairs are essential to keep their vessels in top condition. The cost to repair a boat transmission is a concern for many boaters, as the transmission is a vital component of the boat’s propulsion system.

The cost of repairing a boat transmission varies widely depending on the type, size, and model of the boat. For example, it may cost more to repair a transmission in a large yacht than in a small runabout.

Many boat owners choose to have their boat transmissions serviced and inspected regularly to prevent major problems from occurring. Routine maintenance can help extend the lifespan of the transmission and reduce the need for expensive repairs.

If you suspect there is a problem with your boat’s transmission, the first step is to bring it to a qualified marine mechanic. They will be able to diagnose the issue and provide an estimate of the repair costs.

The cost of repairing a boat transmission can range from several hundred dollars to several thousand dollars. The price can vary depending on the type of problem and the required repair. For example, a small repair can cost several hundred dollars, while a complete transmission rebuild may cost several thousand dollars.

It is important to note that boat owners should not attempt to repair the transmission themselves, as it is a complex and specialized component of the boat’s propulsion system. Attempting to repair a boat transmission without the proper knowledge and tools can lead to further damage and costly repairs.

The cost to repair a boat transmission can vary widely depending on the size, type, and model of the boat. Routine maintenance and inspections can help prevent major problems and reduce the need for costly repairs. Boat owners should always seek the help of a qualified marine mechanic when repairing or servicing their boat’s transmission.

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Inboard Transmission Maintenance

When planning to change the fluids on your boat, don't forget the transmission.

Photo: Mark Corke

Yes, it's a messy job, but someone's got to do it, and there's no reason it can't be you. In fact, you could argue that it's better if you do this annual task yourself. That way you'll recognize any changes in your transmission fluid that might indicate trouble. A little prep and know-how will make short work of this job.

Preparation

The trick here is to do the research once, then keep a record of what you needed to purchase to complete the task. Start by reading the owner's manual. In addition to telling you the recommended type and quantity of transmission fluid you'll need, it also provides tips on how best to complete the task. Once you have those in hand, gather the necessary tools, then place catch pans and oil-absorbent pads beneath the transmission before beginning. This adds an extra layer of protection to keep accidental leaks contained.

Check your transmission fluids at the same time you check your engine oil. A vacuum pump is the easy way to remove transmission oil. (Photo: Mark Corke)

Out With The Old

Marine transmissions typically have no drain plug, which means you'll have to use a portable vacuum pump to remove the fluid via the dipstick/fill port. If you have one on hand to change the engine oil, the same unit can be used to change the transmission fluid as well. Just don't cross-contaminate the two in whatever container you use to catch the old fluid. Take a good look at the used fluid once it's removed. Like new fluid, it should be a translucent, reddish pink with little or no odor. Fluid that's thick or milky in appearance (a sign of water contamination), has a burnt smell, or has particulates which you can feel between your fingers is your boat's way of telling you that all isn't well and that inspection by a professional is necessary.

In With The New

Once the old fluid is removed, add the correct type and amount of fluid. A funnel is your friend, and having an appropriately sized one on hand makes adding fluid easier and minimizes spills. After changing your transmission fluid, it's always a good idea to verify that the level is correct. Some transmissions require that fluid levels be checked at operating temperature. To do this, follow the directions provided in your engine manual, but in general, you'll run the engine for five minutes or so with the boat in the water, shift into forward and reverse a few times, shut the engine down, then immediately pull the dipstick and check the fluid level. This is particularly important for transmissions having an external cooler. If you wait too long after shutting down the engine, fluid in the cooler can drain back into the transmission, giving an erroneous "over full" reading.

Always contain and dispose of waste fluids properly. Store waste fluids separately. Mixing fluids can make recycling impossible and create a veritable Hell's Broth that's even more toxic (and difficult) to dispose of. Your marina likely has a disposal or recycling program available for waste oil but may not have such a program for transmission fluid. There are other options; for instance, many automotive-parts stores maintain separate stations for recycling transmission fluid.

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Frank Lanier

Contributing Editor, BoatUS Magazine

Capt. Frank Lanier is a SAMS-accredited marine surveyor with over 40 years of experience in the marine and diving industries. He’s an author, public speaker, and multiple award-winning journalist whose articles on boat maintenance, repair, and seamanship appear regularly in numerous marine publications worldwide. Contact him via his YouTube channel “Everything Boats with Capt. Frank Lanier” or at captfklanier.com.

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Marine Transmissions: Clutch Situation

By Vincent Daniello
Updated: January 26, 2010

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I am often asked about engine maintenance schedules, but seldom hear questions about marine transmissions. With proper service, marine transmissions will cause few, if any, problems through many thousands of service hours. If neglected, though, they may leave a working engine with no way to transfer power to the propeller. A transmission problem can be devious: When an engine fails, the propeller stops spinning, but a neglected transmission could lock into forward or reverse. Even Murphy’s Law skeptics have to concede this is most likely to happen while docking, and the result could be ugly.

“A lot of people lump the transmission in with the engine. They don’t see the two as separate components,” says Martin Meissner, marketing manager for ZF Marine ( www.zf.com ). “They’ll call Cat, MAN, MTU for service, but they don’t realize that [often] the transmission isn’t being done.” People accustomed to automobile maintenance, where all service is performed by the dealership, may not realize a boat’s propulsion may require two different mechanics. “A factory-trained technician knows what to look for, and can make sure everything is within specification,” Meissner says.

Another reason some boaters ignore their transmissions is that the oil always looks clean, but looks can be deceiving. “Those clutch packs are sacrificial,” explains Meissner. “The moment the transmission is going into gear there is a certain amount of slippage as [the clutch plates] come together. Once they’re locked up they stop slipping [on a properly working transmission]. They wear over time and you’re circulating this material through the transmission and increasing wear.”

Transmission clutch plates are designed to last many tens of thousands of hours, even factoring this wear, but oil contaminants can cause more immediate problems. “You get particulates in the oil, copper and lead from clutches, and iron from bearings,” says Fred Brunn, owner of American Marine Tech in Palm Beach Gardens, Florida ( www.amti-inc.com ). Brunn is factory-certified to repair ZF and other transmission and engine brands. “Eventually you clog the filter and that affects clutch pressure. It will eventually slip and could disengage,” he says. Brunn also says slipping clutches can heat up to the point of damage. “When the plates get hot they can fuse together and lock in forward,” he says. “Nobody notices until they get to the dock and take it out of gear, but then the engine won’t go into neutral.”

Brunn often sees even the outsides of marine transmissions neglected, resulting in preventable failures. Oil or seawater dripping onto the transmission can gum up or corrode vital shift linkages and shift-control components. Abrasive salt and rust can also wear the transmission output seal, sometimes necessitating the dismantling of the transmission for repair. Neglect can take its toll internally as well. Transmission oil cooler zincs should be changed along with engine zincs, and coolers should be cleaned and tested when engine cooling systems are serviced, or risk having the transmission fluid disappear overboard through the cooler. “On larger gearboxes [beginning at roughly 1,000 horsepower], the cooler is integral to the transmission,” Brunn says. “If you ignore service on these you can get into big [and expensive] problems with the aluminum housing.”

Even with proper maintenance , marine transmissions occasionally fail. But they often slip, shift harder than usual, or make uncharacteristic noises well beforehand. “If there is a change from normal for your gearbox or your boat, that’s a warning,” Brunn says. Many problems can also be detected by monitoring transmission oil and temperature. “Oil should always reach at least the minimum operating pressure,” Brunn says, noting that it is typically stamped on a plate on the transmission. “If the pressure drops, either something is wrong hydraulically, or something is coming apart mechanically. It’s the domino effect. One part could make another go bad.”

Transmission oil pressure remains roughly the same when the engine is in gear, whether at idle or full rpm. Oil temperature varies with propeller load and seawater temperature, but should also be monitored for uncharacteristic change. “The majority of transmissions run cooler than they are designed to run,” Brunn says. “On average we see 120 to 140 degrees. As long as it’s below the maximum allowable, typically 180 degrees, it’s okay, but if it starts going higher than normal, say 165, you might need to get your cooler cleaned or you might have a seawater flow problem.”

Slipping clutches also heat transmission oil. Over time, this can be seen right on the dipstick. “Instead of being that nice amber color, [the oil] will start to look like molasses,” says David Richardson, a sales representative for Twin Disc ( www.twindisc.com ). “When the clutches start to really slip, it could turn black.” One sign of clutch problems is a propeller shaft that turns when the engine is in neutral and the boat is stationary. “As they heat up and cool, instead of being flat, the clutches become distorted,” Richardson explains. The result is a transmission that never completely disengages. “When you put the boat in neutral, you’ll see the propeller shaft still turning slowly,” he says. “There should be no movement of the propeller in neutral unless it is being affected [by current or the boat’s forward motion].”

Trolling valves, which intentionally cause transmission slip to slow shaft rpm below idle speed, don’t increase transmission maintenance, but scheduled maintenance takes on added importance. Older, mechanical trolling valves shouldn’t be operated above their rated maximum rpm or used while docking where immediate power may be needed. With electronic controls, however, some transmissions allow seemingly infinite control, such as ZF’s SmartCommand controls or Twin Disc’s Quick Shift system.

“With Quick Shift, we’re applying less pressure to the clutches and diverting the extra oil to the cooling system to dissipate the heat,” says Richardson. “In Express Mode, in the first 15 degrees of travel [of the throttle lever], you can control that prop to as low as three or five rpm. Once you pass that 15 degrees, you’re in normal full lockup.” Because these work by allowing transmission slip, maintenance concerns are similar to trolling valves.

Transmission service intervals vary, but they’re generally at least twice that of engine oil change recommendations. Filters may be internal or external, and oil selection also varies. “Transmissions are designed with a certain clutch material and size, and a certain oil and pressure to transmit torque without slip,” Richardson says. To develop the proper friction, most models warn against synthetic oil, and many against multigrade oils. Check either the nomenclature plate on the transmission or the manual to be sure.

“Some people never look at the owner’s manual for their transmissions,” says Brunn. “That tells you what you need to do. It’s a piece of machinery that needs maintenance just like the engine. If you ignore it, it will fail earlier. You might be stuck in forward, you could have nothing.” In short, if you ignore a marine transmission, sooner or later it will ignore you.

For a transmission maintenance guide click here .

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Marine Transmission Care Tips

By Rick Shackleton
Updated: August 12, 2021

If the transmission for your inboard motor fails, it will leave you just as stranded as an engine breakdown. Don’t neglect the transmission. I compiled these tips, with assistance and photos from ZF Marine, to help you better care for your marine transmission.

Look for signs of leaks running down the case. Are any seals sweating? If so, have a pro look at it or affect repairs. Also check to see if there is any sign of water dripping or leaking onto the transmission housing itself, which could cause corrosion.

Deploy a catch pan and absorbent cloths, remove the plug, and remove the dipstick to provide a vent. If your transmission does not have a drain plug, use a pump to drain the fluid via the dipstick tube. If your transmission requires automatic transmission fluid, it should appear as a translucent, reddish-pink color. If it requires standard oil, it should be a maple-syrup color with no milkiness (water) or particulate grit. Oil should not smell or look burnt. If you find any of these things, call a pro. Change fluid annually, at winter layup. Always use the manufacturer’s recommended oil type and weight.

If your transmission has a screen-type filter, remove, clean and inspect it. Look for material in the screen. If found, consult an expert. If your transmission has a cartridge filter, this should also be changed with each oil change. If you have the option, choose original equipment replacement filters.

Top off the fluid a little at a time, and use the drained fluid as a guide for how much to add. If the transmission has a cooler, you’ll likely need to check the level with the fluid warm. Basically, you run the engine for five minutes at idle, shift a couple of times, shut down, then pull the dipstick and check the fluid level. Don’t wait long after shutting down, lest fluid in the cooler drains back into the transmission, which then causes an erroneous “overfull” reading. When checking the oil level while cold, it may be above the mark—this is called a cold check, and it is correct. The mark on the stick indicates the proper oil level with the transmission running.

Your transmission’s oil cooler will be fitted with a sacrificial anode, aka a zinc. Replace it annually.

A transmission oil cooler, if fitted, should be flushed and tested. Check for loose or leaking lines and fittings. It can be corroded or blocked by scale and often requires replacement.

Neutral Safety Switch

Test this with a multimeter for continuity to make sure the safety device is operating correctly and to prevent your engine from starting in gear.

Shift Linkage

Inspect mechanical push/pull cables from end to end. Make sure each cable isn’t wearing through the sheath at bends, which could result in binding. With a friend, make sure the shift lever’s position at the helm matches exactly with the shift lever on the transmission. Adjust the linkage in small increments, noting where you started with a Sharpie. Push/pull cables are relatively inexpensive. If there’s doubt about their condition, replace them. If you have electronic controls, inspect the connectors for corrosion, and the waterproof boots for condition. Also check the controls’ processor for any error codes.

More: boat maintenance , Engines , How-To , Preventative Care , ZF Marine

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Marine Transmission Maintenance & Repair

While the engine is the heart of your boat, your transmission is an integral part of your boat power train. Without a properly working transmission and running gear, your boat is dead in the water. A&M are your transmission, gearbox, and running gear specialists. We provide Factory Authorized service on ZF transmissions and Volvo IPS drives and can perform maintenance and repair on all major brands.

A&M’s experienced technicians can perform regular maintenance, including oil & filter changes, hose replacement, gear cooler, and dampener plate service. If your transmission is not operating correctly, we can repair, rebuild, or replace it to ensure your boat operates reliably.

Proper engine, transmission, and propeller shaft alignment are critical to a trouble-free powertrain. A&M can perform precise alignment that will reduce vibration and wear.

Propeller Specialists

A properly sized and tuned propeller is critical to getting the performance and fuel economy you expect from your boat. A&M can help you select the correct size, pitch, and cup to meet your performance goals. We can tune your existing propellers or have new propellers custom manufactured to your exact specifications.

We also offer propeller shaft refurbishment, replacement, dripless bearing, and stuffing box service. A&M is your complete running gear service provider.

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Marine Diesel Services in South Florida and Gulf Coast for Yachts

How Does a Marine Transmission Work?

by Marine Diesel Specialists | Apr 3, 2019 | Blog | 0 comments

Marine transmissions differ from your car’s transmission, bringing different features. Your marine transmission is more like a marine gear, working to provide neutral for your marine engine and to bring reverse rotation so you can easily move your boat around. But, how does your marine transmission work to offer these results? Our transmission and diesel specialists explore what makes your transmission tick.

How Marine Transmissions Work

There are clutches in your marine diesel transmission that work at different gear sets alongside hydraulic pressure generated by internal pumps. The hydraulic pressure pushes clutches together, providing the desired operation. Different gear level positions will offer no engagement, engagement of two gear sets, or engagement of three gear sets. No engagement provides neutral, while rotation of two or three gear sets will deliver clockwise or counterclockwise rotation which can provide reverse or forward movement.

Transmissions also act as the intermediate between your propeller and your engine, equalizing the RPM between the two. The transmission slows the propeller’s rotation, usually to about half of the engine’s RPM, so that things run more efficiently.

With the gear set engagement and hydraulic pressure, your marine transmission should also contain cooling solutions so the transmission can safely dissipate any heat created by normal operation. Popular marine diesel transmission brands include ZF Transmissions and Twin Disc.

Maintaining Your Marine Transmission

Just as your marine engine needs expert care, professional marine diesel transmission maintenance is imperative to keep your systems running properly. Proper maintenance can help avoid issues such as lack of reverse power, clutch slipping, and more. We can perform transmission maintenance on its own or combine transmission maintenance with our marine diesel engine and generator maintenance services for complete yacht care.

Repairing Marine Transmissions

If your boat experiences these or other transmission troubles, we are here to help with expert marine transmission repairs and parts. We use OEM manufacturer parts for your, marine transmission repair in Florida , ensuring that your transmission will continue to perform at its best.

Contact our team at Marine Diesel Specialists to learn more about our services, buy OEM marine transmission parts online , or to schedule your maintenance appointment.

Our Marine Diesel Specialists offer a variety of products and services to provide marine diesel solutions in Fort Lauderdale and Punta Gorda. Our authorized MAN Engine dealers can offer expert maintenance, repair, and survey services, as well as complete engine, transmission, and generator overhauls. If you are seeking top-quality marine diesel solutions, products, or services, don’t wait to contact our Marine Diesel Specialists and Gulf Coast Diesel Service.

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Boat Engine Repair, Boat Transmission Service and Boat Mechanic

Located in Mount Vernon servicing Stamford, Ct and surrounding areas

Boat Transmission Service

Your boat’s transmission is an integral, often ignored piece of your boat’s engine. To ensure your engine is operating at peak performance, you need to give it the care and attention it deserves. Here at JR Boats Works Inc., we are boat transmission experts with many years of experience helping our customers get their boats back in the water.

If you think you are experiencing issues with your boat transmission, or have not had your annual checkup, call (718) 812-3991 today.

Get in touch with us today!

The importance of having your boat transmission serviced.

The transmission is one of the most misunderstood parts of the engine and can be intimidating to work on it yourself. It is an essential component of the engine and keeps your boat moving. It is responsible for the power distribution to the propeller, allowing you to shift into forward, reverse, and neutral.

If you are having trouble shifting into gear or your engine balks or jams, it could be a transmission problem. If you are concerned, get in touch with our team today.

Boat Transmission Troubleshooting

It can be hard to know what is wrong with the inner workings of your boat – that is what we are here for. Even though boats are water-bound, they accrue damage over time and need a steady maintenance program. We understand that for several reasons it can be difficult to keep up with the maintenance of your boat. And believe us, we have seen some neglected boats in our shop. One of the most common issues we see boat owners for is regarding their boat’s transmission.

After years of fixing boat transmissions of all shapes and sizes, some in very poor condition – we are certain that we can assist you with your boat. If you are experiencing issues with the way your boat is running, give JR Boats Works Inc. a call. We will do a full assessment of your boat to find the problem. Once we’ve diagnosed the root of the problem, we’ll get straight to work on the repairs.

Boat Transmission Repair

We have a lot of experience fixing boat transmissions, and nothing makes us happier than getting our clients back out on the water to enjoy some quality leisure time. That’s why we take a streamlined approach to our repair process. We carry a wide range of materials from top-of-the-line manufacturers so we can replace broken parts fast. We’ve repaired boat transmissions from the newest editions to old ones passed down through generations and are peerless in our ability to make quick work of complicated repairs. We’re proud to have served so many clients throughout our time in business and look forward to helping you next.

Call JR Boats Works Inc. Today for Boat Transmission Service

JR Boats Works Inc. is the team to call for boat transmission services. We are masters of our craft, driven by our passion for boats. We love nothing more than helping our clients out and getting their boat’s transmission back to optimal performance.

Call (718) 812-3991 today to schedule a service appointment.

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BAM Marine - Mercury Marine & Mercruiser engines and parts, Cyborg transmissions

Marine transmission repair services

We have a fully equipped repair shop and experienced technicians ready to repair your Velvet Drive, Huber, or ZF transmission and get you back on the water fast!

Many new and rebuilt units are in stock for immediate shipment. Contact us with your needs.

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Sea Ray Boats
Sport Yachts/Yachts

Transmission Repair Costs

Thread starter Joe Burkard
Start date Jun 28, 2023
Tags 191998 sea ray express bridge (44)

Jun 28, 2023

Joe Burkard

Team Sea Ray, I have a 1998 Sea Ray 44 Express Bridge. Can anyone give me a sense of what it would cost to rebuild or replace a transmission? Engines are 3126 CATs. Thank you! Joe

Well-Known Member

I'm afraid I can't help with your question, but I will suggest that putting your location in your profile will help you get a more accurate answer for your immediate need. Such pricing could vary widely across the geography this board covers.

I just had two rebuilt over the winter. It was more of a T&M ordeal. One needed an output shaft (+550) in addition to the clutch pack. They were also upgraded to the new pump and solenoid setup (+1150 each side) also replaced the Dampers (+1000 each) and the oil coolers (+600 each). I didn't add it all up but I am thinking about $7500 per side. The engines were also removed so the labor was built into that work. ------- (COMPLETED

New. If they are the HURTH HSW800 gears there are issues with the countershaft. The ZF 85IV corrected that issue. If it's your port gear that crapped the bed then you are a victim of the weak case around the countershaft bearings. Gear will be around $5500 and as you have an Express Bridge the labor will be quite high. I'd budget $10K. That would include pulling the shaft, replacing cutlass bearing and shaft log. Essentially baselining the boat's running gear on that side.

Jul 10, 2023

ttmott said: New. If they are the HURTH HSW800 gears there are issues with the countershaft. The ZF 85IV corrected that issue. If it's your port gear that crapped the bed then you are a victim of the weak case around the countershaft bearings. Gear will be around $5500 and as you have an Express Bridge the labor will be quite high. I'd budget $10K. That would include pulling the shaft, replacing cutlass bearing and shaft log. Essentially baselining the boat's running gear on that side. Click to expand...

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Hurth Transmission Repair

Thread starter CYQK
Start date Sep 9, 2015
Forums for All Owners
Ask All Sailors

Have a Hirth 25 transmission on the perkins 4.108 Anyone have experience which company is best at repair/replacement? Thanks Gary

SEMPERAVANTI41

Re: Hirth Transmission Repair http://www.eastcoastmarinetransmission.com/ Just had my Kanzaki rebuilt by Nick. Did a great job!

Thanks semper

Curious Semper, how much did it cost you and what were issues with your Kanzaki? I am looking at having my K2A overhauled or rebuilt.

Another Question For Semper How long did it take from the time you sent it to them until you got it back? Thanks.

Phoned Rick Packed her up and away to their shop Sounds like he knows his stuff

My strut was bent which caused the prop shaft to come out of alignment with the transmission. The coupler was forced into the rear of the transmission and broke into pieces. This caused damage to the rear seal which let all the oil leak out. The rebuild was $1500.00 which included a replacement rear shaft that was damaged. This would normally not be needed. Rick did the whole job in 2 days and shipped my transmission back via UPS. The transmission now works better than new. I have no financial interest in Rick's shop, but he did a great job and was a pleasure to deal with.

Got my gear back from rick good to deal with will know more in the spring when I get her hooked back up And yes he knows his stuff

I just talked to a sailor rebuilding a Gulfstream that needed Perkins parts. Here's my list, just search Hurth or whatever parts. http://www.tadiesels.com/ http://www.foleyengines.com/products/engine-products/perkins-engines-and-perkins-engine-parts?wsptrack=msn|perkins|perkins-diesel-parts|perkins%20diesel%20engine%20parts&utm_medium=cpc&utm_source=Bing-PPC&utm_campaign=perkins&utm_content=perkins-diesel-parts&utm_term=perkins%20diesel%20engine%20parts http://www.perkinspartsdirect.com/overhaul-kits-for-perkins-3152-engines All U Get

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