PB Asher

PB Asher Diesel Injection Specialists
Repair & Supply of Automotive and Marine Diesel Pumps / Injectors and associated spares

PB Asher is a UK based company providing a complete diesel pump & injector repair, service & supply concept. Over the past 65 years the company has achieved an unrivalled reputation globally & within all industry sectors. With up to date testing equipment for all types of diesel fuel injection equipment, highly skilled technicians and an ever-increasing inventory of spare parts, PB Asher is able t

o offer service & repair of diesel fuel injection pumps & injectors and starting equipment that is second to none. Diesel Pump & Diesel Injector service & supply by PB Asher Ltd

Our unique approach to quality and customer service allows us to offer a complete solution to all diesel injection requirements from the smallest car diesel pump right through to servicing some of the largest marine diesel pumps in the world. No matter what your requirement is we can help you find a competitive & professional solution.

01/09/2026

SMM opens today.

50,000 people from 120 countries in one place for four days. The conversation this year centres on decarbonisation, energy efficiency and where alternative propulsion is heading.

Nearly 40% of newbuild tonnage ordered in 2025 was already prepared for alternative fuels such as LNG or methanol. That's a significant shift in a short period of time.

The transition conversation at SMM level is important. For the vessels and operators we work with day to day, the immediate reality is different. Engine reliability, maintenance schedules, parts availability, keeping vessels on schedule and on contract. Those pressures don't pause while the industry works through the bigger questions.

What SMM does well is show where things are heading. The challenge for the engineering side of this industry is making sure the operational fundamentals stay solid while everything else is changing around them.

Most vessel jobs that go wrong come down to the same thing. - Something wasn't lined up before the team travelled. - P...
27/08/2026

Most vessel jobs that go wrong come down to the same thing.

- Something wasn't lined up before the team travelled.

- Parts weren't confirmed.

- The scope wasn't clear enough to make decisions on-site.

- The timeline didn't account for what the port window actually allowed.

Before anyone stepped foot on that vessel, the parts had been identified, sourced and confirmed. Engineers were allocated and briefed on the scope. Workshop capacity was checked against the timeline. The port window was mapped out so we knew exactly what we were working towards before the job started.

Footage can capture the job itself, but it doesn't show the weeks of preparation that made it possible. The components are coming off, the work is being done, and the engine is going back together properly. But the reason that work goes smoothly is almost always because someone did the coordination properly beforehand.

We spend a lot of time on that upstream work at PB Asher. The right parts are confirmed before anyone travels. Engineers are briefed on exactly what they're walking into. Job mapped to the vessel's schedule so there are no surprises at the port window.

It's not the glamorous side of what we do. But it's the part that determines whether the job comes together the way it should.

The Boca Da Vinci job is a good example of that. Two days of solid engineering work, supported by preparation that started well before the team was on the move.

25/08/2026

Ben Cross and Matt Cross are heading to SMM next week, one of the biggest maritime trade fairs in the world.

50,000 attendees from 120 countries and four days of talking ships, engines, technology and where the industry is heading.

Or, as Ben and Matt see it, plenty of people to talk to, an unreasonable amount of coffee and snacks and several days pretending their feet don't hurt.

They’re looking forward to catching up with some familiar faces, meeting plenty of new ones and having a good look around the show.

If you’re going to be there and fancy a coffee, a catch-up or a wander around the show, give them a shout.

Also, if anyone knows where the best beer in Hamburg is after the show, or preferably during the show, that information will be gratefully received.

The Visatron name comes up a lot in conversations about crankcase protection. What it's actually doing inside the engine...
24/08/2026

The Visatron name comes up a lot in conversations about crankcase protection. What it's actually doing inside the engine is less often explained.

The Visatron oil mist detection system from Schaller Automation continuously monitors the crankcase atmosphere across every engine compartment. It draws air from each compartment through a suction system, passing it through an optical measurement path where turbidity is measured by infrared light absorption. When oil mist levels rise above a set threshold, the system triggers an alarm and can initiate an automatic engine slowdown or shutdown.

Oil mist forms when bearings or moving parts overheat. In extreme cases, it can ignite and cause a crankcase explosion. The Visatron system is designed to detect the conditions that lead to that point before it's reached.

A few things worth knowing about the system:

- Wear-free suction pump powered by compressed air, keeping maintenance requirements low across the engine's working life.

- Approved by all major classification societies, so compliance is straightforward across different flag states and vessel types.

- Compatible with diesel, gas and dual-fuel engines.

- More than 55,000 engines are equipped worldwide, with a well-established parts supply chain behind it.

PB Asher is the UK distributor for Schaller Automation and Visatron. For vessels operating under the UK flag or managed from UK ports, that means direct access to genuine parts, technical support and servicing through a team that knows the systems.

If you have a Visatron system onboard or want to discuss crankcase protection options for your fleet, speak to the PB Asher team directly. [email protected]

There's a lot of talk in this industry about alternative fuels.LNG, methanol, ammonia. Most people in the industry accep...
18/08/2026

There's a lot of talk in this industry about alternative fuels.

LNG, methanol, ammonia. Most people in the industry accept where this is heading, and the transition is already underway. But almost all of that conversation is happening at the policy and newbuild level. Very little of it is coming from the people who have to open up the engine and service it.

Dual-fuel engines run under more extreme conditions than conventional diesels, with different lubrication requirements and higher thermal loading than the engine was originally built around. The tolerances don't always hold once the fuel mix changes. Maintenance intervals need a proper look before you assume they'll carry across. We see this regularly.

The majority of the world's fleet will still be running on conventional fuels well into the 2040s. Vessels in service today have lifespans of 20 to 30 years, so for most fleets, the transition means managing both old and new systems simultaneously, often with the same teams, and the complexity of that builds quickly.

A servicing approach built around one fuel type doesn't transfer automatically to another. The OEM guidance is being updated, but on the ground, that knowledge isn't filtering through as fast as the vessels are changing. It shows up in the wear patterns, the fuel consumption figures, and parts failing before they should.

The fuel transition is an engineering problem, not just a commercial one. The sooner the conversation catches up to that, the better.

When a VISATRON® oil mist detector alarms onboard, the crew has seconds.Crankcase explosions are one of the most serious...
13/08/2026

When a VISATRON® oil mist detector alarms onboard, the crew has seconds.

Crankcase explosions are one of the most serious failure modes in marine engineering. Classification societies and flag states require oil mist detection on vessels above certain engine power thresholds for exactly that reason.

The VISATRON® system monitors crankcase conditions in real time. When oil mist concentration rises beyond safe levels, the alarm activates. The crew responds. That gap between early warning and a serious incident closes fast, and the detector is what buys the time.

It needs to be correctly calibrated, properly maintained, and working to the manufacturer's standard. A poorly serviced unit on a vessel generating that kind of heat and pressure is a real risk.

PB Asher joined the Schaller Global Service Network as their authorised UK service partner earlier this year. As the sole UK distributor, we support VISATRON®-equipped vessels with:
- Authorised servicing to the manufacturer's standard
- Genuine Schaller parts supply
- Exchange units where needed

If your vessel runs VISATRON® equipment and it's due for a service, speak to our team.
📧 [email protected]

12/08/2026

Second year in, and Noah's already pulling the front end off a main engine.

Happy International Youth Day. This is what it looks like when you invest in young engineers properly.

10/08/2026

In this clip, Joe explains what happens when parts don't arrive in time.

Once the damper exceeds its service hours, the engine can't run. For a working vessel, that means the ship can't sail. And if the ship can't sail, the next contract gets delayed.

The engineering job slips. Everything scheduled around it slips with it.

On the Boca Da Vinci job, the parts were confirmed and on-site ahead of the threshold. The engine stayed on schedule, so did the vessel.

06/08/2026

There's a new national day in the calendar today, and it's one we're happy to get behind.

Created by Enginuity and EAL to recognise vocational learners, apprentices and the employers who train them. The first official observance.

The vocational route into engineering has always produced some of the most capable people in the industry. Engineers who learned on real equipment, alongside people who'd spent years doing the same work. That's exactly what today is for.

At PB Asher, it's the route we've built the team around. Our apprentices start on real jobs early. Engine overhauls, component work, diagnostics, field service. They work alongside experienced engineers who take the time to show them how it's done properly.

The engineers who came through that route are some of the best people we have.

If you're thinking about the vocational route into engineering, we're always open to a conversation.

[email protected]

05/08/2026

Vibration dampers don't last forever.

In this clip, Joe explains why.

The dampers on a marine engine have a set service life measured in running hours. Once those hours are reached, they need to come out and be replaced. Leave them too long, and the damper starts to wear, vibration transfers through the crankshaft, and the knock-on effects on the engine build from there.

This job on the Boca Da Vinci was scheduled maintenance, planned ahead of the hour threshold and completed within the vessel's port window. The kind of work that protects the engine from problems that are significantly more expensive to fix further down the line.

Address

West Quay Road
Southampton
SO151AE

Opening Hours

Monday 8am - 5pm
Tuesday 8am - 5pm
Wednesday 8am - 5pm
Thursday 8am - 5pm
Friday 8am - 5pm

Telephone

023 8033 3139

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