Diesel engine and pump drive repair for oil and gas operations
In this sector the diesel plant is rarely the interesting part of the operation and always the part that stops it. This page is for the maintenance engineer, the contracts engineer and the vendor qualification team — and it starts with what we will not claim.
First, because it decides the rest
What we claim, and what we do not
What we are
An engine and machining specialist
- Diesel engines, generator sets and heavy component machining
- Measured, repaired and rebuilt in our own building by the people who answer for the result
- ISO 9001:2015 certified, certificate number 211495
- Established 2011, with over 25 years of experience
What we do not present ourselves as
Approvals we do not hold
- No class society approval
- No manufacturer dealership
- Not an offshore-certified or approved contractor
- No claim about permit-to-work qualifications, offshore survival or safety certification
- No claim of acceptance under any operator's approved vendor list beyond what we can show you on paper
Tell us the site requirements — the documentation, the approvals, the safety regime, the access arrangement — and you will be told plainly which we meet, which we would need to arrange, and which are outside what this company holds. A supplier who says yes to all of it at enquiry stage is a supplier who will be a problem at the gate. Ask for the company documentation pack when you are running a vendor evaluation and you will get what is genuinely held, without embellishment. Where work falls outside that boundary, the honest answer is usually that the component comes to us and the site work stays with your approved contractor — which, on the heavy end of this work, is the arrangement that matters most anyway.
The plant
Almost none of it looks like an oilfield in a photograph
- Offshore support and supply vessels — main propulsion engines, auxiliary engines and onboard generator sets, plus the engines driving deck and pump machinery. The vessel-side view is on marine and shipping.
- Crew boats, standby and utility craft — high-hour engines under hard duty cycles.
- Generator sets on rigs, barges, camps, wellsites and construction spreads, from small skid units to large prime-power machines.
- Pump and compressor drive engines — diesel-driven pump sets, air compressors and dewatering plant on yards and sites.
- Firewater pump engines on installations, vessels and port terminals, which have their own failure pattern — see diesel fire pump engine repair.
- Cranes, winches and deck equipment power packs, which are diesel engines driving hydraulics and are treated as engines here.
- Fabrication yard and base plant — the ordinary industrial diesel fleet behind every offshore operation.
Conventional heavy-duty diesel engines run in an unusually unforgiving environment: salt, heat, dust, long periods at low load punctuated by full load, and a maintenance window dictated by an operation rather than by a workshop.
Three situations
Where an independent workshop is genuinely useful here
A heavy component with a long lead time. A crankshaft, a block, a cylinder head, a liner set or a connecting rod for an engine in this sector is an order with weeks attached to it. Whether the component in your hand can be brought back into specification instead is a measurement — and if it can, the lead time collapses into a workshop schedule. Crankshaft grinding, cylinder boring and honing, head surfacing, connecting rod boring, line boring and press work all happen in our own building: the machine shop pages set out each operation.
Injection equipment that has been guessed at. Low power, smoke, a set that will not carry load, a pump drive that hunts. Pumps, injectors and governors are settled on a bench, not on an engine, and ours are here — fuel systems and calibration.
A supplier who will state a scope boundary in writing. In this sector work falls between contractors more often than it fails technically. We would rather write down what is ours and what is not before the job than argue about it after.
We are not the only workshop selling machining into this market and we do not pretend to be. What we can say is that it is done here, by us, on our own schedule, rather than passed to a third party whose queue neither of us controls.
- On your site or vessel
Diagnosis and measurement, compression and blow-by testing, fuel, cooling, lubrication and starting system fault finding, injector and pump changes, turbocharger removal and refitting, top-end work where access allows, and running checks afterwards.
- Back to Sharjah
Anything needing a machine tool or a test bench. In most cases the component travels and the asset stays.
- Full overhaul in the workshop
Where an engine or a set comes ashore or off a spread entirely.
- Access agreed at enquiry stage
Permits, escorting and documentation settled before mobilisation, not at the gate. If a site's regime requires approvals we do not hold, you will be told before a mobilisation is planned.
Because this sector buys on it
Documentation
A job here leaves a written record in the same shape every time. Agree the reporting format at enquiry stage and it is built into the job rather than reconstructed for a file afterwards.
For vendor registration, ask for the company documentation pack. ISO 9001:2015 certification covers the quality management system. Anything beyond that, we will tell you whether we hold it or not.
The decision that costs real money in this sector is whether a major component is still serviceable, and it is a reading rather than a judgement. A crankshaft turns on ovality, hardness, bend and crack depth, and on the material remaining above the manufacturer's bottom permitted undersize. A block turns on liner bore wear, taper, ovality and main bearing bore alignment. A head turns on flatness, seat recession and cracks. Send the component and let us measure it: you get the figures with the manufacturer's limits beside them, and a repair-versus-replace argument stops being a debate about opinions. If the part is past recovery we will say so, because a wrong repair on plant that has to work is dearer than a right replacement.
Straight answers
Frequently asked questions
Are you an approved vendor for oil and gas operators?
We will not claim approvals we do not hold. Tell us whose approved vendor list you are working from and what it requires, and you will get a straight answer about where we stand and what would be needed. Ask for the company documentation pack to start that assessment.
Do you work offshore?
The honest answer depends entirely on the installation's requirements, and those are yours to define. Where they are ones we can meet, we will say so; where they are not, the workable arrangement is usually that components come to our workshop and site work stays with your approved contractor. Vessel and alongside work is covered on marine and shipping.
Do you hold class society approval?
No, and we say so plainly rather than let it be inferred. We hold ISO 9001:2015 certification, certificate number 211495.
Can you handle large engines and large gensets?
Yes — genuine experience across large sets, and larger work is accepted with subcontract support where that is useful. Send the engine model, rating and serial number and you will be told plainly whether yours is a job we take.
What is the fastest way to get a useful answer from you?
Photograph the engine data plate and the failed component, send it to +971 50 767 9050, and say what the unit was doing when it stopped and what the site requires of a supplier.
Talk to us about your equipment
The equipment type, the engine make, model and rating, the running hours and the symptom. For vendor qualification, ask for the company documentation pack.