Onboard · alongside · in the Sharjah shop
Marine diesel engine repair for ship owners and operators
A vessel alongside is not earning. This page is about whether we are the right supplier for that problem — not about how a cylinder head is machined.
Two things cost you money on a marine engine job, and neither is the labour rate
Lead time — a component that has to be shipped out for machining adds days you do not control. And scope inflation — a supplier without machining capability tends to quote replacement parts, because that is the only tool it has. Owning the machines changes both. When a crankshaft journal measures out of round, we can grind it. When a head is bowed, we can surface it. When a liner bore is worn, we can bore and hone it. Whether that is the right decision depends on the measurements, and you see those before we recommend anything — but it is at least on the table. On a vessel where downtime is the real cost, having a repair option is worth more than a discount.
Who we work for
The people who call us
Owners and operators
- Tugs, barges and landing craft
- Supply and crew boats
- Coastal cargo and workboats
- Fishing and dhow operators
- Offshore support vessel operators
Managers and yards
- Ship managers and technical superintendents running a fleet from an office, who need a supplier that reports properly
- Shipyards and repair yards subcontracting engine and component work during a docking
Agents and owners' representatives
- Ship agents and charterers arranging attendance for a vessel calling in the UAE
- Yacht owners and yacht management companies
Scope
What we handle, and where it goes
| Scope | Where it is covered |
|---|---|
| Main propulsion engines — repair, top overhaul, major overhaul | Marine main engine repair |
| Auxiliary engines and onboard gensets | Auxiliary engine repair |
| Fuel injection pumps and injectors, marine and industrial | Fuel systems and calibration |
| Turbochargers — strip, rebuild, balance | Turbocharger repair |
| Heat exchangers, oil coolers, aftercoolers — cleaning, re-tubing, pressure testing | Cooling system repair |
| Crankshafts, liners, heads, rods — machining | Machine shop |
| Emergency fire pump engines, bow thruster engines, deck machinery drives | Diesel engine repair |
| Attendance onboard, alongside or at a yard | On-site and in-situ repair |
Engine makes with real depth: Caterpillar, Cummins, MAN, Perkins, MTU, Volvo Penta, Yanmar, Mercedes and Wärtsilä. Marine fuel pump and injector work covers Bosch, MAN, B&W, Niigata, Wärtsilä, Yanmar, MaK, Cummins, CAT and Delphi units. We hold no brand dealership; manufacturer names identify the equipment serviced.
Proximity, and what it buys
The second reason, and the one that decides most jobs
The workshop behind Yerevan Steel Factory in Industrial Area 15, Sharjah is close to Sharjah's own port and creek berths, close to Hamriyah, and about half an hour from Dubai's marine areas — Dubai Maritime City, Jebel Ali, Ras Al Khor and the marinas.
Components can be landed in the morning and be on a machine the same day, and the people machining them are the people who answer the phone about them. Against a supplier who mobilises equipment or ships a component out, that is a difference measured in days and in cost, not in brochures.
Whether a crankshaft can be ground rather than replaced turns on ovality, hardness, bend and crack depth, and on how much material remains above the manufacturer's bottom undersize. A liner turns on wear, taper and ovality; a head on flatness, seat recession and cracks. Land the component and you get the readings with the limits beside them. That is a far smaller thing to ask for than a quotation, and it is usually the thing that settles the argument with the owner.
- Unit-by-unit in service
Where the engine design allows it, so the vessel keeps trading through a phased top overhaul.
- Landed component work
You strip, we machine and return — or we do both.
- Attendance during a docking
Working to the yard's programme rather than to ours.
- Split jobs
Strip onboard, machine in Sharjah, rebuild onboard. The normal shape of a large main engine job here.
Marine repair scheduling is dictated by cargo, charter and dry-docking windows, not by workshop convenience. Tell us the port or yard and the access requirement at enquiry stage, and the passes and permits are dealt with before an engineer travels rather than at the gate.
For superintendents and managers
Documentation, class and vendor registration
Technical superintendents buy on paperwork as much as on workmanship, so a job here leaves a written record. Agree the reporting format at enquiry stage and it is built into the job rather than reconstructed afterwards.
A superintendent can check a record built that way, which is the entire point of building it that way. We are ISO 9001:2015 certified, which covers the quality management system. We hold no manufacturer dealership and do not present ourselves as one. Ask for the company documentation pack when you are running a vendor evaluation and you will get what we hold, without embellishment.
Straight answers
Frequently asked questions
Do you attend vessels, or does everything come to the workshop?
Both. Diagnostics, top overhauls, injector and pump changes, turbo removal and cooling work are done onboard or alongside. Machining comes to Sharjah. Most large jobs are a split of the two.
Can you handle a job during a dry docking?
Yes, working to the yard's programme. Tell us the docking dates when you enquire — engine work scoped late in a docking is where most overruns come from.
What is your response time for a vessel calling in the UAE?
It depends on the port and the notice. Sharjah and Dubai are close; Fujairah is a mobilisation. Give us the ETA, the engine model and the symptom and you will get a straight answer about whether we can meet the window.
Do you supply marine spares?
Yes, sourced against the job. We are not tied to a single manufacturer's channel, so genuine and quality aftermarket options are both quotable and the choice is yours.
Do you work on yachts as well as commercial vessels?
Yes — the engines are the same family of work. Yacht owners tend to want a different reporting style and we will match it.
What about terminal plant, tugs and yard equipment?
Shore-side handling equipment sits slightly outside vessel work and is covered on ports and terminals.
Where to go next
Related pages
Talk to us about your fleet
For a vessel with a problem, phone rather than email — give us the port, the engine model and the symptom. For a supplier evaluation or vendor registration, ask for the company documentation pack.