Our History

België was één van de meest geïndustrialiseerde landen op het einde van de 19e eeuw, de koolmijnen waren in volle ontwikkeling, de staalindustrie en de spoorwegen stonden volop in bloei. In deze periode ontstonden nieuwe ideeën en ontwikkelingen. Eén van deze nieuwe ontwikkelingen was de dieselmotor, die door Rudolf Diesel werd gepresenteerd in Duitsland, en al snel een productie kende in België.

In december 1896 kwam de ontsteking van deze motor niet langer tot stand door vonken, maar door het samenpersen van lucht in een verbrandingskamer onder hoge temperaturen. Slechts drie jaar later werd deze motor geproduceerd in het bedrijf "Carels Brothers" in Gent. Eén van de broers, Georges Carels, werd goed bevriend met Rudolf Diesel. Rudolf Diesel was meer dan een uitstekend ingenieur, hij was een filosoof en romanticus. Hij werd geboren op 18 maart 1858 als de zoon van een lederbewerker in Beieren en een Duitse gouvernante wonende te Parijs. Rudolf Diesel verbaasde iedereen met zijn technisch kunnen, zijn muzikale capaciteiten als pianist en moderne kunsten.

Hij zag zichzelf als een sociaal filosoof. Door zijn ontdekking, dacht hij dat zo de kleine zelfstandigen zoals juweliers, horlogemakers, tandartsen, ... zouden gespaard blijven van de zware arbeid die de grote industriëlen aan de stoommachines verplichtten . Nog voor het eind van de 19e eeuw was Rudolf Diesel miljonair dankzij de licenties die hij wereldwijd verkreeg.

Als filosoof werd hij weliswaar nooit erkend. Het boek "Solidarity", waarin hij zijn visie op het bedrijf beschrijft, kende geen succes. Hij verkocht slechts 200 exemplaren. Verder faalde hij in iedere investering die hij deed en stierf tenslotte in armoede. Niemand weet waaraan hij stierf. Op 27 september 1913 reisde hij per boot naar een conferentie in Londen. 's Nachts verdween hij en werd nooit terug gevonden. Volgens de legende viel hij overboord en verdronk. Nog geen jaar later brak de 1ste Wereldoorlog uit en beide vijandige partijen deden beroep op de dieselmotor: om de levensstandaard te verhogen, in schepen en U-boats, het meest dodelijke wapen op zee.

Op 26 oktober 1912 stichtte een groep van 9 industriële investeerders een bedrijf, met als hoofddoel het vervaardigen van interne verbrandingsmotoren, type: semi-diesel. De toekomst van deze motoren zag er rooskleurig uit omdat zij geschikt waren om alle transportmogelijkheden over land en zee volledig te veranderen.

De meeste schepen werden voortgetrokken door paarden of door de schipper zelf. Vissers gingen op zee met zeilboten. Maar iedereen wist dat de dieselmotor snel zijn toepassing zou vinden in verschillende sectoren; treinen, wagens, bussen en boten werden voorzien van de dieselmotor. Eén van de oprichters was een vertegenwoordiger van het bedrijf Onghena, een bedrijf dat altijd gasmotoren had geproduceerd. Deze man had besloten de productie van gasmotoren stop te zetten ten gunste van de nieuwe, revolutionaire semi-diesel motor.

De fabriek kon opstarten dankzij zijn inbreng van hun gebouwen en machines. De gebroeders Carels hadden de leiding over de productie van de motoren, samen met de investeerders Marcel en Richard Drory. Alle investeerders deden een gelijkwaardige inbreng: 12.500 Euro. Zo werd een nieuw bedrijf geboren: "Anglo Belgian Company". Een Engelse naam omdat het merendeel van het risicokapitaal afkomstig was van Engeland. Ondanks het feit dat het kapitaal nooit werd geïnvesteerd, bleef de naam bestaan. Het bedrijf was ook gekend onder allerlei afkortingen zoals "Anglo" of "ABC".

ABC startte de productie van 6, 8, 12, 16, 24 en 40 PK Dieselmotoren, ook 2-cilinder marine-motoren van 45 PK werden geproduceerd. Op de internationale tentoonstelling te Gent in 1913 stelde ABC 3 motoren (8, 16 en 40 PK) tentoon. Nog voor de Eerste Wereldoorlog exporteerde ABC motoren naar Australië en Rusland.

Reeds in het begin van deze periode exporteerde ABC naar Oost-Europa, het Midden-Oosten, Latijns-Amerika en Congo, een Belgische kolonie in Centraal-Afrika. Dankzij het welverdiende vertrouwen van vele Belgische vissers en scheepseigenaars overleefde ABC succesvol de industriële crisis in de jaren '20. Naar deze twee doelgroepen toe leverde ABC steeds robuuste motoren met een lange levensduur en een minimaal brandstof- en olieverbruik.

ABC kende en begreep de behoeften van deze mensen zeer goed. Daardoor veroverden zij een groot deel van de markt. ABC ondertekende een licentie-akkoord met het Londense engineeringbedrijf "Paxman Ricardo" en kreeg zo de toelating voor het bouwen van motoren met een toerental van 1500 tr/min. Een tweede tijdperk van motorenconstructie was aangebroken. Deze motoren kenden een grote levensduur en werden overgeleverd van vader op zoon. Dergelijke motoren werden gebruikt voor het ontwikkelen van vermogen, als basisuitrusting voor ziekenhuizen of scholen in de voormalige Belgische kolonie Congo. Sommige van deze installaties, tussen 6 en 100 PK, zijn vandaag nog steeds operationeel. Deze periode was een glorietijd, ook voor ABC,... tot de Tweede Wereldoorlog eraan kwam.

At the end of the 19th century, with its developed coalmines, its steel industry and its proven railway system, Belgium was one of the most industrialized countries. Under these circumstances, new ideas and developments were born. Therefore one should not be surprised that one of the new developments, Rudolf Diesel's new engine, shortly after it was presented in Germany, found a manufacturer in Belgium.

In December 1896, this engine, which no longer depended on sparks for its ignition, but where ignition starts under the high temperature after compression of air in a combustion chamber, ran for the first time. Only three years later this engine was produced in the company "Carels Brothers" in Gent. One of the brothers Carels, Georges, became a good friend of Rudolf Diesel. Rudolf Diesel was more than just an excellent engineer, he was a philosopher and romanticist. Rudolf Diesel was born on the 18th of March 1858 as the son of a Leatherworker in Bayern and a governess of German origin living in Paris. Rudolf Diesel surprised people with his technical interest, his musical capacities as a pianist and modern artist.

Further he considered himself more as a social philosopher and with his discovery, he first of all thought, that the independent workers, such as jewelers, watchmakers, dentists,... would be spared from the harsh labor of operating the steam machines of the big industrial Companies. The license payments he got made him a millionaire already before the end of the 19th century.

The recognition as a philosopher however, he never obtained. From his book "Solidarity", in 2 bands, in which he described his view on a right Company, he only sold a 200 pieces. Further he failed in the investments he made and knew poverty before he died. His death remains a mystery. On September the 27th of 1913, he took the boat to London for a Conference. During the night he disappeared and was never found back. It is generally believed that he got overboard and drowned. Less than one year later the first World War started and both sides used the discovery of the diesel engine, made to improve human life standards, in ships and U-boats, the deadliest weapon ever used at sea.

Tijdens de oorlog verminderde de handel en verkoop aanzienlijk. Toch ging ABC verder met produceren. ABC steunde de schippers, wat een positieve zaak was in tijden van honger en armoede. Het transport over water bleef verdergaan, aangezien dit de beste manier was om aardappelen en bloem te verhandelen en te transporteren. Toch daalde de productie, maar was er wel meer tijd voor onderzoek, ontwikkeling en ontwerp. Dit wierp zijn vruchten af na de oorlog. Na de oorlog waren er 2 middelsnellopende prototype-motoren beschikbaar: een 2- en 3-cilinder motor. Deze motoren werden gebouwd in trailers, wat ideaal was om de motoren te testen. Nergens anders werden de motoren aan dergelijk zware omstandigheden onderworpen. De nieuwe motoren, de 4-slag-enkelwerkende motoren werden ontwikkeld tijdens de oorlog onder de codenaam DU (Diesel Universal). Deze motoren waren zeer belangrijk voor ABC daar zij de basis vormden voor velerlei motoren die later door ABC tot stand kwamen.

De nieuwe Diesel Universal (DU) motor voldeed aan alle eisen en verwachtingen en bereikte hierdoor een nieuw marktsegment. Men ging verder met het ontwerpen van 5-, 6- en 8-cilinder motoren. Zodra bekend raakte dat turbo-oplading bij motoren leidde tot hogere vemogens paste ABC alle DU-motoren aan. De nieuwe turbo-opgeladen motoren raakten bekend onder de naam DUS. Daarmee bereikte men 50 % meer vermogen met hetzelfde cilindervolume.

Er werd een nieuwe versie van de DU-motor gecreëerd, de DX-motor met natuurlijke aanzuig en de DXS-motor voorzien van een turbo-oplader. Het motortoerental werd opgedreven van 600 naar 750 tr/min. De kracht van de motor kon verdubbeld worden door het gebruik van een opladingsluchtkoeler die zorgt voor de koeling van de opladingslucht ná de turbo-oplader. Deze groep nieuwe motoren werd gedoopt met de naam DXC-motoren.

De motoren kunnen gebruikt worden voor het opwekken van elektriciteit, voor propulsie van schepen en voor tractie-toepassing. Tot het eind van de jaren '60 kende ABC een voorspoedige periode en exporteerden zij naar alle Europese landen, Centraal-Afrika, het Midden en het Verre Oosten.

In de jaren '70 ging het iets minder goed. Het management had problemen om het evenwicht tussen kosten en inkomsten te bewaren. Daardoor verloor ABC de meest belangrijke markt, Belgisch Congo. Zaïre had immers eigen financiële middelen en de strijd voor onafhankelijkheid werkte dit verlies nog meer in de hand.

In 1973 verleende het Franse bedrijf "Semt-Pielstick" ABC een licentie voor de productie van de PA4 snellopende motoren.

Naast het verkrijgen van deze licentie bleef ABC niet stilzitten. ABC ontwikkelde een volledig nieuwe motor, de DZC-motor waarbij het vermogen verdubbelde met hetzelfde cilindervolume. Het motortoerental werd opgedreven tot 1000 tr/min. ABC had de bedoeling om jaarlijks 100 van deze motoren te produceren. De motor is in staat zware brandstof te verbranden tot 380 cSt.

Het management die de leiding overnam eind 1979 was compleet nieuw. Het bestond uit Pauwels, een Belgische producent van transformatoren, Batibo, een bedrijf actief in het zetten van gebouwen en een Belgische onderneming in scheepsbouw (Belgian Shipbuilder Corporation). Het management veranderde de naam in Anglo Belgian Corporation. Later investeerde ook de "Governmental Investment Company" (GIMV).

De verkoop van de DZC-motoren kwam op gang. De eigenaars hadden echter onvoldoende vertrouwen in ABC en zij weigerden verder kapitaal te investeren. De aandelen werden overgeleverd aan Ogepar, een familiale holding in Luxemburg. Daarvoor kregen zij een vergoeding van € 1,86 M.

Ogepar deed meer dan enkel investeren. Zij zorgden voor een compleet nieuw management. De verkoop van de DZC-motor was een succes. De verkoop van de motor vertegenwoordigde 75 % van de totale omzet. ABC heeft banden met allerhande bedrijven in Zaïre, Congo, Burundi en Rwanda, in ex-Eternit bedrijven (bouwmaterialen) in Zaïre en Burundi, Moës, een bedrijf dat actief is op de markt van uitbestedingen en onderhoud in het zuiden van België en ook met Pegard, wereldleider in het vervaardigen van CNC-machines.

Gedurende de eerste 10 jaar samen met Ogepar verdubbelde de omzet, onder de supervisie van dhr. Froidbise, Algemeen Directeur van ABC. Ieder jaar kon ABC afsluiten met winst. Er werden nieuwe markten geëxploiteerd, zoals de warmtekrachtkoppeling (WKK) in België, vlotterkranen, export van elekrogeengroepen naar Indonesië, Taiwan, Maleisië, Syrië en Pakistan. Bovendien is het opmerkzaam dat heel wat Belgische scheepswerven verdwijnen, deze representeerden in het begin van de jaren '80 nog 50 % van de totale markt.

Sinds 1989 wordt ABC beheerd door dhr. Luc Duyck, Burgerlijk Ingenieur, afgestudeerd aan de universiteit te Gent. Naast het optimaliseren van het bestaande motorenaanbod kan elke motor worden aangepast naar dual-fuel. Dual-fuel motoren zijn beschikbaar tot 1200 kW/groep. Sinds 1993 zijn de DZC-motoren uitgerust met een koolring (anti-polishing ring) in de voering, een concept dat noodzakelijk is conform de brandstof- en smeeroliemodificaties om een milieuvriendelijk beleid te kunnen en blijven voeren. Een team van ingenieurs volgt dagelijks alle evoluties en prestaties op onze markten, hierdoor zijn zij in staat de DXC- en DZC-motoren up-to-date te houden. Op het vlak van middelsnellopende motoren heeft de DZC-motor een vooraanstaande positie in zijn marktsegment.

In 1997 startte ABC met het ontwerp van de DZC-motor in V. Met de 12- en 16-cilinder uitvoering werd het vermogen verdubbeld en uitgebreid tot 5000 PK.

Door de komst van de Eerste Wereldoorlog werd het ontluikende succes van ABC onmiddellijk getemperd. De commerciële directeur, Marcel Drory werd opgeroepen door het leger. De grondstoffen konden niet meer verkregen worden in de nodige hoeveelheden en langzaam aan bleven alle activiteiten uit. Het Duitse leger bezette de fabriek en bracht alle productiematerialen over naar Duitsland, waar jonge mannen verplicht werden te werken voor het Duitse leger. Op 11 november 1918 werd een vredesakkoord bereikt. Alle materialen, gestolen door Duitsland, konden gerecupereerd worden en dankzij investeringen vanuit de Verenigde Staten brak er opnieuw een tijd aan van succes, glorie en export van de dieselmotoren.

De gloednieuwe (V)DZC-motor voldeed aan alle verwachtingen en droeg bij tot de autonome groei van ABC. Sinds zijn lancering werden meer dan 1200 stuks voor verschillende toepassingen verkocht.

Nieuwe kansen deden zich voor want de (V)DZC-motor zorgde voor grote turnkey projecten. Het meest prestigieuze en opmerkelijke project was in 2009 in Congo-Brazzaville, een onafhankelijke krachtcentrale met 10 x 16(V)DZC motoren, goed voor het opwekken van 32 MW in totaal.

In januari 2011 werd een nieuwe Algemeen Directeur aangesteld, ir. Tim Berckmoes. Hij werkt sinds 1999 voor ABC als Production and Engineering Manager en leidt vandaag ABC door het nieuwe decennium.

ABC investeerde in het ontwerp en de productie van een gloednieuwe motor ter uitbreiding van het bestaande gamma, in nauwe samenwerking met het Oostenrijkse studiebureau AVL. De nieuwe productielijn vereiste de bouw van een nieuw atelier. Dit gloednieuwe gebouw van 5000 m² groot is sinds begin 2012 operationeel. Het beschikt over de meest geavanceerde gereedschapsmachines, apparatuur en proefbanken.

The engine DU completely responded to the requirements and found and covered a new market-segment. Further designs of 5, 6 and 8 cylinder engines took place. As soon as the principle of turbo-charging the engines, leading them to higher power output, was known, ABC adapted his DU engines. The new turbo-charged engines were commercialized under the name DUS. A 50% increase of power from the same engine cylinder-volume was obtained.

A new version from the DU engine-line was designed and the name DX was given to the naturally aspirated version and DXS for the turbo-version. The engine speed was increased from 600 to 750 rpm. Through cooling of the charge-air after the turbo compressor by means of an intercooler, the power of the same engine could be doubled, if compared to the naturally aspirated engine. This family got the name DXC.

The engines can be used for generating electricity as well as for propulsion of ships and as traction engine in locomotives (mostly maneuvering locomotives). Until the end of the sixties ABC knew a prosperous time and exported to all European countries, Central Africa, the Middle and Far East. In the seventies the management couldn't obtain equilibrium between income and costs. Furthermore the most important market, Belgium Congo, was lost due to the independency fights and the new nation, Zaire having not enough financial means.

A license for a high-speed engine was taken from the French Company Semt-Pielstick in 1973, leading to the production of the PA4 range for in-line engines.

Moreover, the company developed a complete new engine, being the DZC engine with double power from almost the same cylinder-volume. The engine speed was increased to 1000 rpm. Target was to build 100 engines of this type every year. The engine could burn heavy fuel up to 380 cSt.

Tijdens de oorlog verminderde de handel en verkoop aanzienlijk. Toch ging ABC verder met produceren. ABC steunde de schippers, wat een positieve zaak was in tijden van honger en armoede. Het transport over water bleef verdergaan, aangezien dit de beste manier was om aardappelen en bloem te verhandelen en te transporteren. Toch daalde de productie, maar was er wel meer tijd voor onderzoek, ontwikkeling en ontwerp. Dit wierp zijn vruchten af na de oorlog. Na de oorlog waren er 2 middelsnellopende prototype-motoren beschikbaar: een 2- en 3-cilinder motor. Deze motoren werden gebouwd in trailers, wat ideaal was om de motoren te testen. Nergens anders werden de motoren aan dergelijk zware omstandigheden onderworpen. De nieuwe motoren, de 4-slag-enkelwerkende motoren werden ontwikkeld tijdens de oorlog onder de codenaam DU (Diesel Universal). Deze motoren waren zeer belangrijk voor ABC daar zij de basis vormden voor velerlei motoren die later door ABC tot stand kwamen.

De nieuwe Diesel Universal (DU) motor voldeed aan alle eisen en verwachtingen en bereikte hierdoor een nieuw marktsegment. Men ging verder met het ontwerpen van 5-, 6- en 8-cilinder motoren. Zodra bekend raakte dat turbo-oplading bij motoren leidde tot hogere vemogens paste ABC alle DU-motoren aan. De nieuwe turbo-opgeladen motoren raakten bekend onder de naam DUS. Daarmee bereikte men 50 % meer vermogen met hetzelfde cilindervolume.

Er werd een nieuwe versie van de DU-motor gecreëerd, de DX-motor met natuurlijke aanzuig en de DXS-motor voorzien van een turbo-oplader. Het motortoerental werd opgedreven van 600 naar 750 tr/min. De kracht van de motor kon verdubbeld worden door het gebruik van een opladingsluchtkoeler die zorgt voor de koeling van de opladingslucht ná de turbo-oplader. Deze groep nieuwe motoren werd gedoopt met de naam DXC-motoren.

De motoren kunnen gebruikt worden voor het opwekken van elektriciteit, voor propulsie van schepen en voor tractie-toepassing. Tot het eind van de jaren '60 kende ABC een voorspoedige periode en exporteerden zij naar alle Europese landen, Centraal-Afrika, het Midden en het Verre Oosten.

In de jaren '70 ging het iets minder goed. Het management had problemen om het evenwicht tussen kosten en inkomsten te bewaren. Daardoor verloor ABC de meest belangrijke markt, Belgisch Congo. Zaïre had immers eigen financiële middelen en de strijd voor onafhankelijkheid werkte dit verlies nog meer in de hand.

In 1973 verleende het Franse bedrijf "Semt-Pielstick" ABC een licentie voor de productie van de PA4 snellopende motoren.

Naast het verkrijgen van deze licentie bleef ABC niet stilzitten. ABC ontwikkelde een volledig nieuwe motor, de DZC-motor waarbij het vermogen verdubbelde met hetzelfde cilindervolume. Het motortoerental werd opgedreven tot 1000 tr/min. ABC had de bedoeling om jaarlijks 100 van deze motoren te produceren. De motor is in staat zware brandstof te verbranden tot 380 cSt.

During the war, considering the reduced possibilities for sales and trading, the company continued its activities. The company supported the fishing fleet, which was a matter of survival for the hungry crowd. The transport over rivers also had to continue as it was the best way for transportation of wheat and potatoes. As the production level was low anyhow, a lot of time was available for research and design for the post-war future. Two prototype medium-speed engines, a 2-cylinder and a 3-cylinder engine were available at the end of the war. They were built in trawlers, the ideal test for an engine, as nowhere else such severe working conditions were encountered. The new engines, 4-stroke single acting, developed during the war under the code name DU (Diesel Universal) are the base for many designs and concepts of ABC engines later on.

The newly designed VDZC engine met all expectations, it contributed to the organic growth of the company. Since its launch, over 1200 engines have left our factory in Ghent, providing power for various applications.

New opportunities came along as VDZC's product range allowed us to offer larger turnkey projects. The most prestigious and remarkable project in 2009 was in Congo - Brazzaville, an independent power plant operating with 10, 16VDZC engines, generating a total of 32MW.

In January 2011 a new General Manager was appointed, ir. Tim Berckmoes, who had been working since 1999 for the company as General Manager of Production and Engineering, took the position and will lead the company through the next decade.

ABC invested in the design and manufacturing of a new engine extending the existing product range. ABC's engineering department, together with the Austrian engineering company AVL, worked intensively on this project. The start of a required new production and assembly facility was launched at the beginning of 2011. This brand new 5.000m² building is almost finished and should be operational by the beginning of 2012. The facility will have the at most advanced tooling machines, equipment and test-benches available on the market.

Not only increased Ogepar the capital, it also changed the complete management. This took some time, but meanwhile, the modified DZC was sold with increasing success and represented besides the DXC-range, almost 75% of the turnover. Through its mother company, ABC has links in plantations and trading companies in Zaire, Congo, Burundi and Rwanda, in ex-Eternit factories (civil construction materials) in Zaire and Burundi, Moteurs Moës, a workshop for subcontracting and maintenance in the southern part of Belgium, Pegard Productics, world leader manufacturer of CNC-milling machines.

In the first decade with Ogepar, the turnover doubled, under the influence of Mr. Froidbise, president of the company, and each and every year some profit was made. New markets were found, such as the cogeneration plants in Belgium, floating crane works, export of power stations to Indonesia, Taiwan, Malaysia, Syria and Pakistan. But also to be noted is the disappearance of all Belgian shipyards, that represented almost 50% of the market in the beginning of the eighties.

Since 1989, daily management in ABC was in the hands of Mr. Luc Duyck ( † 2011 ), a civil engineer of the University of Ghent with a degree in Engine Construction. Besides optimizing the existing engine range, both engine ranges were modified to dual-fuel engines. Dual fuel engines are available up to 1200 kW/unit. Since 1993, the DZC-engines are equipped with an anti-polishing ring in the liner, a necessary concept due to fuel and luboil modifications for environmental reasons. A team of engineers accurately follows all evolutions of the engine market and engine performances and keeps the DXC end DZC design up-to-date. In its medium-speed range, the DZC-engine is now a top leader.

In 1997, ABC started the design of the DZ-engine in V. With 12 and 16-cylinder execution the power range has been doubled and extended to 5000 HP.

The management that took over at the end of 1979, was completely new, and consisted of Pauwels, a Belgian manufacturer of transformers, Batibo, a company active in construction of real estate, and the Belgian Shipbuilder Corporation. They changed the name into "Anglo Belgian Corporation", thus keeping the abbreviation "ABC". A short time later the Governmental Investment Company GIMV also joined and increased the capital.

The first sales of the DZC engine were obtained. The owners didn't have enough confidence in the company anymore, refused a capital increase and handed their shares over to Ogepar, a family holding headquartered in Luxembourg, against the promise of a capital increase of 75.000.000 BEF (Belgian franc).

During the war, considering the reduced possibilities for sales and trading, the company continued its activities. The company supported the fishing fleet, which was a matter of survival for the hungry crowd. The transport over rivers also had to continue as it was the best way for transportation of wheat and potatoes. As the production level was low anyhow, a lot of time was available for research and design for the post-war future. Two prototype medium-speed engines, a 2-cylinder and a 3-cylinder engine were available at the end of the war. They were built in trawlers, the ideal test for an engine, as nowhere else such severe working conditions were encountered. The new engines, 4-stroke single acting, developed during the war under the code name DU (Diesel Universal) are the base for many designs and concepts of ABC engines later on.

Already from the beginning of this period ABC exported to Eastern Europe, the Middle East, Latin America and Congo, a Belgian Colony in Central Africa. ABC survived successfully the industrial crisis in the twenties, mostly because of the confidence earned from the Fishermen of the Belgian Coast, as well as from the ship-owners for inland vessels transporting to France and Germany. In both applications the exploitation margins of the ship-owners were that small that they couldn't afford time loss for repairing. They needed robust engines, with long lifetime and low fuel and oil consumptions.

ABC understood the needs of these people and took a big market share. ABC signed a license agreement with the Engineering Company Paxman Ricardo from London and got the permission to build engines of 1500 rpm. Hence the second generation in engine construction was born. Tradition from father to son ensured powerful and long-lasting engines. These engines were also used for power generation and were basic equipment for every missionary school or hospital in the previous Belgian Colony Congo, nowadays known as under the name of 'Republic of Congo'. Some of these installations, between 6 and 100 HP are still operational today! Unfortunately, when Belgium got involved in the Second World War, the heydays were over.

The First World War stopped the excellent start of ABC. Marcel Drory, the commercial director was called under the arms. Raw materials were no more available in enough quantities and slowly all activities died. The German army occupied the factory, transported all machines to Germany and young workers were obliged to work behind the lines for the German army. After signing peace, November the 11th 1918, most of the machines taken by the Germans were recovered, and from the United States new equipment was bought so that a new period of glory and export could start.

October the 26th 1912, a group of 9 industrial investors founded a company in the office of notary Fobe, with the purpose of building internal combustion engines of the semi-diesel-type. These engines would have a big future, because they would completely change the way transport over land and sea occured at that time.

Most of the ships were pulled by horses or the shipper himself. Fishermen went on sea with sailing boats. But one could foresee that in the future, these ships and boats as well as trains, cars and busses would have a diesel engine as power source. The nine persons that met each other at the notary, represented both the past and the future. One of them represented the company Onghena, that built until then gas engines of old design and had decided to stop this line of production in favor of the new semi-diesel engine.

On their properties and with a part of their machines, the new factory would start up, under the supervision of the diesel engine manufacturer Carels and both investors Marcel and Richard Drory. All investors participated at that time with 500.000 BEF (Belgian franc), except for Carels, who brought the license for manufacturing Diesel Engines against a Royalty of 5% on the total turnover. The name of the new Company would be "Anglo Belgian Company" as they wanted to show that part of the risk capital should come from England. However the war made that this capital was never invested; the name however was kept, and many people used abbreviations as "Anglo" or "ABC".

ABC started the production of 6, 8, 12, 16, 24 and 40 HP Diesel engines, as well as 2-cylinder marine engines of 45 HP. On the International Exhibition in Gent in 1913, ABC exposed 3 engines (8, 16 and 40 HP). Already before the First World War started, ABC exported engines to Australia and Russia.

Not only increased Ogepar the capital, it also changed the complete management. This took some time, but meanwhile, the modified DZC was sold with increasing success and represented besides the DXC-range, almost 75% of the turnover. Through its mother company, ABC has links in plantations and trading companies in Zaire, Congo, Burundi and Rwanda, in ex-Eternit factories (civil construction materials) in Zaire and Burundi, Moteurs Moës, a workshop for subcontracting and maintenance in the southern part of Belgium, Pegard Productics, world leader manufacturer of CNC-milling machines.

In the first decade with Ogepar, the turnover doubled, under the influence of Mr. Froidbise, president of the company, and each and every year some profit was made. New markets were found, such as the cogeneration plants in Belgium, floating crane works, export of power stations to Indonesia, Taiwan, Malaysia, Syria and Pakistan. But also to be noted is the disappearance of all Belgian shipyards, that represented almost 50% of the market in the beginning of the eighties.

Since 1989, daily management in ABC was in the hands of Mr. Luc Duyck ( † 2011 ), a civil engineer of the University of Ghent with a degree in Engine Construction. Besides optimizing the existing engine range, both engine ranges were modified to dual-fuel engines. Dual fuel engines are available up to 1200 kW/unit. Since 1993, the DZC-engines are equipped with an anti-polishing ring in the liner, a necessary concept due to fuel and luboil modifications for environmental reasons. A team of engineers accurately follows all evolutions of the engine market and engine performances and keeps the DXC end DZC design up-to-date. In its medium-speed range, the DZC-engine is now a top leader.

In 1997, ABC started the design of the DZ-engine in V. With 12 and 16-cylinder execution the power range has been doubled and extended to 5000 HP.

The management that took over at the end of 1979, was completely new, and consisted of Pauwels, a Belgian manufacturer of transformers, Batibo, a company active in construction of real estate, and the Belgian Shipbuilder Corporation. They changed the name into "Anglo Belgian Corporation", thus keeping the abbreviation "ABC". A short time later the Governmental Investment Company GIMV also joined and increased the capital.

The first sales of the DZC engine were obtained. The owners didn't have enough confidence in the company anymore, refused a capital increase and handed their shares over to Ogepar, a family holding headquartered in Luxembourg, against the promise of a capital increase of 75.000.000 BEF (Belgian franc).

The engine DU completely responded to the requirements and found and covered a new market-segment. Further designs of 5, 6 and 8 cylinder engines took place. As soon as the principle of turbo-charging the engines, leading them to higher power output, was known, ABC adapted his DU engines. The new turbo-charged engines were commercialized under the name DUS. A 50% increase of power from the same engine cylinder-volume was obtained.

A new version from the DU engine-line was designed and the name DX was given to the naturally aspirated version and DXS for the turbo-version. The engine speed was increased from 600 to 750 rpm. Through cooling of the charge-air after the turbo compressor by means of an intercooler, the power of the same engine could be doubled, if compared to the naturally aspirated engine. This family got the name DXC.

The engines can be used for generating electricity as well as for propulsion of ships and as traction engine in locomotives (mostly maneuvering locomotives). Until the end of the sixties ABC knew a prosperous time and exported to all European countries, Central Africa, the Middle and Far East. In the seventies the management couldn't obtain equilibrium between income and costs. Furthermore the most important market, Belgium Congo, was lost due to the independency fights and the new nation, Zaire having not enough financial means.

A license for a high-speed engine was taken from the French Company Semt-Pielstick in 1973, leading to the production of the PA4 range for in-line engines.

Moreover, the company developed a complete new engine, being the DZC engine with double power from almost the same cylinder-volume. The engine speed was increased to 1000 rpm. Target was to build 100 engines of this type every year. The engine could burn heavy fuel up to 380 cSt.

During the war, considering the reduced possibilities for sales and trading, the company continued its activities. The company supported the fishing fleet, which was a matter of survival for the hungry crowd. The transport over rivers also had to continue as it was the best way for transportation of wheat and potatoes. As the production level was low anyhow, a lot of time was available for research and design for the post-war future. Two prototype medium-speed engines, a 2-cylinder and a 3-cylinder engine were available at the end of the war. They were built in trawlers, the ideal test for an engine, as nowhere else such severe working conditions were encountered. The new engines, 4-stroke single acting, developed during the war under the code name DU (Diesel Universal) are the base for many designs and concepts of ABC engines later on.

Already from the beginning of this period ABC exported to Eastern Europe, the Middle East, Latin America and Congo, a Belgian Colony in Central Africa. ABC survived successfully the industrial crisis in the twenties, mostly because of the confidence earned from the Fishermen of the Belgian Coast, as well as from the ship-owners for inland vessels transporting to France and Germany. In both applications the exploitation margins of the ship-owners were that small that they couldn't afford time loss for repairing. They needed robust engines, with long lifetime and low fuel and oil consumptions.

ABC understood the needs of these people and took a big market share. ABC signed a license agreement with the Engineering Company Paxman Ricardo from London and got the permission to build engines of 1500 rpm. Hence the second generation in engine construction was born. Tradition from father to son ensured powerful and long-lasting engines. These engines were also used for power generation and were basic equipment for every missionary school or hospital in the previous Belgian Colony Congo, nowadays known as under the name of 'Republic of Congo'. Some of these installations, between 6 and 100 HP are still operational today! Unfortunately, when Belgium got involved in the Second World War, the heydays were over.

The First World War stopped the excellent start of ABC. Marcel Drory, the commercial director was called under the arms. Raw materials were no more available in enough quantities and slowly all activities died. The German army occupied the factory, transported all machines to Germany and young workers were obliged to work behind the lines for the German army. After signing peace, November the 11th 1918, most of the machines taken by the Germans were recovered, and from the United States new equipment was bought so that a new period of glory and export could start.

The newly designed VDZC engine met all expectations, it contributed to the organic growth of the company. Since its launch, over 1200 engines have left our factory in Ghent, providing power for various applications.

New opportunities came along as VDZC's product range allowed us to offer larger turnkey projects. The most prestigious and remarkable project in 2009 was in Congo - Brazzaville, an independent power plant operating with 10, 16VDZC engines, generating a total of 32MW.

In January 2011 a new General Manager was appointed, ir. Tim Berckmoes, who had been working since 1999 for the company as General Manager of Production and Engineering, took the position and will lead the company through the next decade.

ABC invested in the design and manufacturing of a new engine extending the existing product range. ABC's engineering department, together with the Austrian engineering company AVL, worked intensively on this project. The start of a required new production and assembly facility was launched at the beginning of 2011. This brand new 5.000m² building is almost finished and should be operational by the beginning of 2012. The facility will have the at most advanced tooling machines, equipment and test-benches available on the market.

October the 26th 1912, a group of 9 industrial investors founded a company in the office of notary Fobe, with the purpose of building internal combustion engines of the semi-diesel-type. These engines would have a big future, because they would completely change the way transport over land and sea occured at that time.

Most of the ships were pulled by horses or the shipper himself. Fishermen went on sea with sailing boats. But one could foresee that in the future, these ships and boats as well as trains, cars and busses would have a diesel engine as power source. The nine persons that met each other at the notary, represented both the past and the future. One of them represented the company Onghena, that built until then gas engines of old design and had decided to stop this line of production in favor of the new semi-diesel engine.

On their properties and with a part of their machines, the new factory would start up, under the supervision of the diesel engine manufacturer Carels and both investors Marcel and Richard Drory. All investors participated at that time with 500.000 BEF (Belgian franc), except for Carels, who brought the license for manufacturing Diesel Engines against a Royalty of 5% on the total turnover. The name of the new Company would be "Anglo Belgian Company" as they wanted to show that part of the risk capital should come from England. However the war made that this capital was never invested; the name however was kept, and many people used abbreviations as "Anglo" or "ABC".

ABC started the production of 6, 8, 12, 16, 24 and 40 HP Diesel engines, as well as 2-cylinder marine engines of 45 HP. On the International Exhibition in Gent in 1913, ABC exposed 3 engines (8, 16 and 40 HP). Already before the First World War started, ABC exported engines to Australia and Russia.

At the end of the 19th century, with its developed coalmines, its steel industry and its proven railway system, Belgium was one of the most industrialized countries. Under these circumstances, new ideas and developments were born. Therefore one should not be surprised that one of the new developments, Rudolf Diesel's new engine, shortly after it was presented in Germany, found a manufacturer in Belgium.

In December 1896, this engine, which no longer depended on sparks for its ignition, but where ignition starts under the high temperature after compression of air in a combustion chamber, ran for the first time. Only three years later this engine was produced in the company "Carels Brothers" in Gent. One of the brothers Carels, Georges, became a good friend of Rudolf Diesel. Rudolf Diesel was more than just an excellent engineer, he was a philosopher and romanticist. Rudolf Diesel was born on the 18th of March 1858 as the son of a Leatherworker in Bayern and a governess of German origin living in Paris. Rudolf Diesel surprised people with his technical interest, his musical capacities as a pianist and modern artist.

Further he considered himself more as a social philosopher and with his discovery, he first of all thought, that the independent workers, such as jewelers, watchmakers, dentists,... would be spared from the harsh labor of operating the steam machines of the big industrial Companies. The license payments he got made him a millionaire already before the end of the 19th century.

The recognition as a philosopher however, he never obtained. From his book "Solidarity", in 2 bands, in which he described his view on a right Company, he only sold a 200 pieces. Further he failed in the investments he made and knew poverty before he died. His death remains a mystery. On September the 27th of 1913, he took the boat to London for a Conference. During the night he disappeared and was never found back. It is generally believed that he got overboard and drowned. Less than one year later the first World War started and both sides used the discovery of the diesel engine, made to improve human life standards, in ships and U-boats, the deadliest weapon ever used at sea.

At the end of the 19th century, with its developed coalmines, its steel industry and its proven railway system, Belgium was one of the most industrialized countries. Under these circumstances, new ideas and developments were born. Therefore one should not be surprised that one of the new developments, Rudolf Diesel's new engine, shortly after it was presented in Germany, found a manufacturer in Belgium.

In December 1896, this engine, which no longer depended on sparks for its ignition, but where ignition starts under the high temperature after compression of air in a combustion chamber, ran for the first time. Only three years later this engine was produced in the company "Carels Brothers" in Gent. One of the brothers Carels, Georges, became a good friend of Rudolf Diesel. Rudolf Diesel was more than just an excellent engineer, he was a philosopher and romanticist. Rudolf Diesel was born on the 18th of March 1858 as the son of a Leatherworker in Bayern and a governess of German origin living in Paris. Rudolf Diesel surprised people with his technical interest, his musical capacities as a pianist and modern artist.

Further he considered himself more as a social philosopher and with his discovery, he first of all thought, that the independent workers, such as jewelers, watchmakers, dentists,... would be spared from the harsh labor of operating the steam machines of the big industrial Companies. The license payments he got made him a millionaire already before the end of the 19th century.

The recognition as a philosopher however, he never obtained. From his book "Solidarity", in 2 bands, in which he described his view on a right Company, he only sold a 200 pieces. Further he failed in the investments he made and knew poverty before he died. His death remains a mystery. On September the 27th of 1913, he took the boat to London for a Conference. During the night he disappeared and was never found back. It is generally believed that he got overboard and drowned. Less than one year later the first World War started and both sides used the discovery of the diesel engine, made to improve human life standards, in ships and U-boats, the deadliest weapon ever used at sea.

The newly designed VDZC engine met all expectations, it contributed to the organic growth of the company. Since its launch, over 1200 engines have left our factory in Ghent, providing power for various applications.

New opportunities came along as VDZC's product range allowed us to offer larger turnkey projects. The most prestigious and remarkable project in 2009 was in Congo - Brazzaville, an independent power plant operating with 10, 16VDZC engines, generating a total of 32MW.

In January 2011 a new General Manager was appointed, ir. Tim Berckmoes, who had been working since 1999 for the company as General Manager of Production and Engineering, took the position and will lead the company through the next decade.

ABC invested in the design and manufacturing of a new engine extending the existing product range. ABC's engineering department, together with the Austrian engineering company AVL, worked intensively on this project. The start of a required new production and assembly facility was launched at the beginning of 2011. This brand new 5.000m² building is almost finished and should be operational by the beginning of 2012. The facility will have the at most advanced tooling machines, equipment and test-benches available on the market.

Not only increased Ogepar the capital, it also changed the complete management. This took some time, but meanwhile, the modified DZC was sold with increasing success and represented besides the DXC-range, almost 75% of the turnover. Through its mother company, ABC has links in plantations and trading companies in Zaire, Congo, Burundi and Rwanda, in ex-Eternit factories (civil construction materials) in Zaire and Burundi, Moteurs Moës, a workshop for subcontracting and maintenance in the southern part of Belgium, Pegard Productics, world leader manufacturer of CNC-milling machines.

In the first decade with Ogepar, the turnover doubled, under the influence of Mr. Froidbise, president of the company, and each and every year some profit was made. New markets were found, such as the cogeneration plants in Belgium, floating crane works, export of power stations to Indonesia, Taiwan, Malaysia, Syria and Pakistan. But also to be noted is the disappearance of all Belgian shipyards, that represented almost 50% of the market in the beginning of the eighties.

Since 1989, daily management in ABC was in the hands of Mr. Luc Duyck ( † 2011 ), a civil engineer of the University of Ghent with a degree in Engine Construction. Besides optimizing the existing engine range, both engine ranges were modified to dual-fuel engines. Dual fuel engines are available up to 1200 kW/unit. Since 1993, the DZC-engines are equipped with an anti-polishing ring in the liner, a necessary concept due to fuel and luboil modifications for environmental reasons. A team of engineers accurately follows all evolutions of the engine market and engine performances and keeps the DXC end DZC design up-to-date. In its medium-speed range, the DZC-engine is now a top leader.

In 1997, ABC started the design of the DZ-engine in V. With 12 and 16-cylinder execution the power range has been doubled and extended to 5000 HP.

The management that took over at the end of 1979, was completely new, and consisted of Pauwels, a Belgian manufacturer of transformers, Batibo, a company active in construction of real estate, and the Belgian Shipbuilder Corporation. They changed the name into "Anglo Belgian Corporation", thus keeping the abbreviation "ABC". A short time later the Governmental Investment Company GIMV also joined and increased the capital.

The first sales of the DZC engine were obtained. The owners didn't have enough confidence in the company anymore, refused a capital increase and handed their shares over to Ogepar, a family holding headquartered in Luxembourg, against the promise of a capital increase of 75.000.000 BEF (Belgian franc).

The engine DU completely responded to the requirements and found and covered a new market-segment. Further designs of 5, 6 and 8 cylinder engines took place. As soon as the principle of turbo-charging the engines, leading them to higher power output, was known, ABC adapted his DU engines. The new turbo-charged engines were commercialized under the name DUS. A 50% increase of power from the same engine cylinder-volume was obtained.

A new version from the DU engine-line was designed and the name DX was given to the naturally aspirated version and DXS for the turbo-version. The engine speed was increased from 600 to 750 rpm. Through cooling of the charge-air after the turbo compressor by means of an intercooler, the power of the same engine could be doubled, if compared to the naturally aspirated engine. This family got the name DXC.

The engines can be used for generating electricity as well as for propulsion of ships and as traction engine in locomotives (mostly maneuvering locomotives). Until the end of the sixties ABC knew a prosperous time and exported to all European countries, Central Africa, the Middle and Far East. In the seventies the management couldn't obtain equilibrium between income and costs. Furthermore the most important market, Belgium Congo, was lost due to the independency fights and the new nation, Zaire having not enough financial means.

A license for a high-speed engine was taken from the French Company Semt-Pielstick in 1973, leading to the production of the PA4 range for in-line engines.

Moreover, the company developed a complete new engine, being the DZC engine with double power from almost the same cylinder-volume. The engine speed was increased to 1000 rpm. Target was to build 100 engines of this type every year. The engine could burn heavy fuel up to 380 cSt.

During the war, considering the reduced possibilities for sales and trading, the company continued its activities. The company supported the fishing fleet, which was a matter of survival for the hungry crowd. The transport over rivers also had to continue as it was the best way for transportation of wheat and potatoes. As the production level was low anyhow, a lot of time was available for research and design for the post-war future. Two prototype medium-speed engines, a 2-cylinder and a 3-cylinder engine were available at the end of the war. They were built in trawlers, the ideal test for an engine, as nowhere else such severe working conditions were encountered. The new engines, 4-stroke single acting, developed during the war under the code name DU (Diesel Universal) are the base for many designs and concepts of ABC engines later on.

Already from the beginning of this period ABC exported to Eastern Europe, the Middle East, Latin America and Congo, a Belgian Colony in Central Africa. ABC survived successfully the industrial crisis in the twenties, mostly because of the confidence earned from the Fishermen of the Belgian Coast, as well as from the ship-owners for inland vessels transporting to France and Germany. In both applications the exploitation margins of the ship-owners were that small that they couldn't afford time loss for repairing. They needed robust engines, with long lifetime and low fuel and oil consumptions.

ABC understood the needs of these people and took a big market share. ABC signed a license agreement with the Engineering Company Paxman Ricardo from London and got the permission to build engines of 1500 rpm. Hence the second generation in engine construction was born. Tradition from father to son ensured powerful and long-lasting engines. These engines were also used for power generation and were basic equipment for every missionary school or hospital in the previous Belgian Colony Congo, nowadays known as under the name of 'Republic of Congo'. Some of these installations, between 6 and 100 HP are still operational today! Unfortunately, when Belgium got involved in the Second World War, the heydays were over.

The First World War stopped the excellent start of ABC. Marcel Drory, the commercial director was called under the arms. Raw materials were no more available in enough quantities and slowly all activities died. The German army occupied the factory, transported all machines to Germany and young workers were obliged to work behind the lines for the German army. After signing peace, November the 11th 1918, most of the machines taken by the Germans were recovered, and from the United States new equipment was bought so that a new period of glory and export could start.

October the 26th 1912, a group of 9 industrial investors founded a company in the office of notary Fobe, with the purpose of building internal combustion engines of the semi-diesel-type. These engines would have a big future, because they would completely change the way transport over land and sea occured at that time.

Most of the ships were pulled by horses or the shipper himself. Fishermen went on sea with sailing boats. But one could foresee that in the future, these ships and boats as well as trains, cars and busses would have a diesel engine as power source. The nine persons that met each other at the notary, represented both the past and the future. One of them represented the company Onghena, that built until then gas engines of old design and had decided to stop this line of production in favor of the new semi-diesel engine.

On their properties and with a part of their machines, the new factory would start up, under the supervision of the diesel engine manufacturer Carels and both investors Marcel and Richard Drory. All investors participated at that time with 500.000 BEF (Belgian franc), except for Carels, who brought the license for manufacturing Diesel Engines against a Royalty of 5% on the total turnover. The name of the new Company would be "Anglo Belgian Company" as they wanted to show that part of the risk capital should come from England. However the war made that this capital was never invested; the name however was kept, and many people used abbreviations as "Anglo" or "ABC".

ABC started the production of 6, 8, 12, 16, 24 and 40 HP Diesel engines, as well as 2-cylinder marine engines of 45 HP. On the International Exhibition in Gent in 1913, ABC exposed 3 engines (8, 16 and 40 HP). Already before the First World War started, ABC exported engines to Australia and Russia.

The First World War stopped the excellent start of ABC. Marcel Drory, the commercial director was called under the arms. Raw materials were no more available in enough quantities and slowly all activities died. The German army occupied the factory, transported all machines to Germany and young workers were obliged to work behind the lines for the German army. After signing peace, November the 11th 1918, most of the machines taken by the Germans were recovered, and from the United States new equipment was bought so that a new period of glory and export could start.