Wholesale Aftermarket Parts & Accessories for ATV/UTV, Off-Road
Built to deliver performance, reliability and style — whether the bike is being maintained, upgraded or rebuilt from the frame up. We machine adjustable lowering links, shift and throttle linkage, bagger levers, swingarm and shock bearings, damper tube kits and the joints that hold all of it together, with flexible MOQ and global shipping behind them.
Custom motorcycle builds usually change fit, control and durability rather than a single part in isolation. Ride-height links, shift and throttle linkage, swingarm and shock bearings, fork hardware, brackets and CNC-machined hardware all need dimensions that match the bike, the rider and the brand program behind the part.
Our deepest motorcycle coverage sits on the Harley side — shift linkage heim joints and bagger shift levers are in production, in billet aluminium and chromoly.
A naked bike that gets modified more than most. Linkage, rearset hardware and ride height adjustment are where the demand concentrates.
Small displacement, huge modification culture. Small-bore joints and short adjustable linkage rods do most of the work here.
A classic that lives on as a build platform. Custom-length linkage and made-to-drawing brackets matter more than catalogue fitment.
Another café and scrambler favourite. Parts usually need to be made to a measurement rather than picked from a list.
Air-cooled boxers with a devoted rebuild community and a shrinking supply of original parts — a natural fit for reverse-engineered production.
Alongside the GSX-R1000, for which we already make lowering links in both pre- and post-2009 fitments.
A bobber platform where seat height and stance changes drive most of the parts demand.
Modern naked, heavily modified. Linkage, ride height and control hardware in aluminium and chromoly.
These are example platforms for custom linkage, ride-height and machined hardware programs, not a limit. We also build fully custom parts from your samples or technical drawings — contact us to inquire about other models.
Beyond this list: the models above are the ones distributors ask for by name, but most of our motorcycle work is specified by measurement rather than by badge. Thread size, ball diameter, eye-to-eye length and linkage geometry are what we quote against, which means a bike that never appears on any fitment list is still perfectly straightforward to build for. Send the sample or the drawing and material selection and surface treatment get decided together with you.
“Motorcycle parts” is not one market. A bagger, an adventure bike, a supersport and a dirt bike get modified for completely different reasons, and each pulls a different part of the catalogue. Knowing which one your customers ride is the fastest way to decide what to stock.
Long days in the saddle, and a rider who wants the controls exactly where their foot lands. Shift linkage is the classic upgrade — adjustable length with heim joints at each end, in billet aluminium for looks or chromoly for touring loads. Finish matters as much as function on this side of the market.
Tall bikes bought by riders of every height. Lowering links are the single most requested part here — not for stance but so the rider can get a foot down with confidence on loose ground. We already tool the Tenéré 700 and DRZ400S/SM, in CNC-machined billet aluminium with anodised finishes.
Geometry is the whole conversation. Ride height changes at either end alter rake, trail and how quickly the bike turns, so links get specified to a measurement rather than picked off a shelf. GSX-R1000 covered in both pre-2009 and 2009+ fitments, plus the CBR seat height links.
Impact loading, grit everywhere, and parts that are expected to be serviced rather than babied. Linkage rods and joints here are specified for sealing and wear resistance first — the same brief as our off-road and ATV lines, which is why much of the hardware crosses straight over.
The common thread: on a motorcycle, almost every worthwhile upgrade runs through a linkage — shift, throttle, brake, ride height, suspension. Getting one right means matching thread size, ball diameter and eye-to-eye length, and using left- and right-hand threads at opposite ends so the rod adjusts by rotating rather than by coming apart. Our guide to RH and LH threads covers why that detail matters more than it looks.
Eight families across the four groups the motorcycle catalogue is organised by — suspension, steering, drivetrain and parts. All machined in the same 35,000 m² workshop on 19 CNC machines and 12 lathes, which is why a mixed order ships once rather than four times.
CNC-machined billet links that adjust rear ride height to suit the rider rather than the spec sheet — better balance, easier reach to the ground, and a handling change that is deliberate instead of accidental. Aluminium, chromoly or titanium, anodised in a colour matched to your branding, with logo engraving and branded packaging available.
Billet aluminium or chromoly levers with heim joints at each end, so linkage length is fine-tuned on the bike instead of at the bench. M6 ball-and-socket joints in chromoly or aluminium handle the small-bore end of the same job. Anodised, polished, chrome or powder coated. Small joints in linkage are a deliberate engineering choice, not a cost one — here is why M6 and M8 rod ends dominate shift linkages.
Low friction, high wear resistance and smooth motion under load — which on a swingarm pivot is the difference between a rear end that tracks and one that binds. PTFE-lined and steel-on-steel builds, custom sizes and materials, and the same bearings go into UTV and automotive applications. What “self-lubricating” actually means is worth reading before specifying.
Chromoly, carbon steel, stainless and aluminium bodies in 2-piece and 3-piece construction, PTFE-lined or metal-to-metal, zinc plated, anodised or polished. Thread options in both directions at both ends are what make a linkage adjustable in place. The same catalogue serves motorcycle, race and off-road linkage — only the sizes change.
Longer damper tubes for extended front ends, giving back the control and stability a stretched front loses. Sizes are made to the build rather than to a catalogue. Our hard-chromed piston and damper rod capability sits behind these — Ra ≤ 0.2µm surface finish and straightness inside 0.05mm, because rough chrome is what destroys fork seals.
Precision uniball bearings for shocks and struts in high-carbon steel, stainless or custom alloy, with an optional PTFE liner for maintenance-free service. Zinc plating, anodising or black oxide. Matching shock eyelets are built as standard, with rubber bushing or spherical bearing depending on how much compliance the application wants.
Adjustable rods for throttle and transmission control, CNC-machined so the action stays smooth and repeatable rather than developing slack. Length, ball joint size and material are all specified by you. The same rods go onto dirt bikes, ATVs and race bikes, which is why they exist in a wider size range than a bike-only supplier would carry.
The part that is not in anyone’s catalogue — a bracket for a build, a spacer nobody makes any more, a lever to your own profile. Send a drawing or a physical sample and we machine it, with material, tolerance, surface treatment and branding all decided together. Prototypes are typically ready in 4–6 weeks before a production run.
Also in the same workshop: weld-in tube adapters and bungs, jam nuts, misalignment spacers and washers, clevises and adjustable tensioning rods. These are the parts a linkage build actually needs and the ones most often forgotten at quote stage — ask for them on the same line rather than sourcing them separately.
What each family can be specified in as standard. Anything outside these is a custom job rather than a refusal — send the drawing and we will quote against it.
| Family | Materials | Threads & Sizing | Finishes |
|---|---|---|---|
| Lowering Links | Billet aluminium, chromoly, titanium | Adjustable, made to fitment | Anodised, custom colour Logo engraving |
| Shift Linkage & Bagger Levers | Billet aluminium or chromoly steel | Adjustable via heim joints at each end | Anodised, polished, chrome, powder coated |
| Heim Joints for Linkage | Chromoly steel | Male / female, LH & RH | Zinc plated, anodised, polished |
| Ball & Socket Joints | Chromoly steel or aluminium | M6 with 10mm ball LH / RH | To specification |
| Throttle & Gear Linkage Rods | Steel, aluminium, or custom | Custom length and ball joint size | To specification |
| Swingarm Spherical Bearings | PTFE-lined; custom materials | Custom sizes | To application |
| Shock Bearings & Eyelets | High-carbon steel, stainless, custom alloys; optional PTFE liner | Custom sizes | Zinc plating, anodising, black oxide |
| Custom CNC Parts | Aluminium, stainless, chromoly, titanium | To drawing or sample | To specification |
Two specs worth deciding deliberately: misalignment angle, which determines whether a joint binds at the end of its travel rather than at the end of its life; and bore-to-thread relationship, which is what most people get wrong when measuring an existing part to replace it. How to measure a rod end properly will save a round of samples.
Four things that decide whether a motorcycle part is worth putting your brand on — and what we actually do about each.
We started in 1999 and have spent 26 years making vehicle parts, with precision engineering and strict quality control behind every batch. Global riders and aftermarket brands have been ordering from the same factory long enough that consistency, not novelty, is what keeps them.
Tailor-made spare parts from materials and finishes through to dimensions. Most motorcycle work is specified by measurement rather than by model, which is exactly the kind of job an in-house CNC shop handles well and a catalogue supplier cannot handle at all.
From 50 pieces or $500 per order, so you can test a line, customise it and scale it without a heavy initial commitment. For a distributor deciding whether a new fitment will move, that is the difference between trying it and skipping it.
Our own factory and a stable supply chain behind it, delivering to more than 20 countries with reliable quality and on-time shipping. Export documentation and packaging are handled here, so stock arrives ready to sell rather than ready to repack.
The commercial questions every buyer asks first, answered up front rather than after three emails.
Our minimum is 50 pieces or a $500 order value. It flexes by line and by whether the part is a catalogue item or a custom development — tell us the family and target volume and we will give you a specific figure rather than a policy.
A 30% deposit with the 70% balance before shipment. Flexible terms can be discussed for long-term partners once there is an ordering history behind the account.
Sample parts are available so you can evaluate dimensions, materials and finishes before committing to a production run. On custom development the sample cost is negotiable and typically refunded once the bulk order is placed.
Send a technical drawing or a physical part and we work from that. Material selection, dimensions, thread and ball sizes, surface treatment, anodise colour, laser engraving and branded packaging are all specified by you.
Raw material inspection through to final testing, with 26 years of manufacturing practice behind the process. Consistency across batches is the part that matters for a distributor — material certificates and dimensional records are available on request.
Global delivery through established logistics partners, with proper export documentation prepared here. Packaging can be neutral, branded or retail-ready depending on how the stock needs to arrive.
OEM and aftermarket both: we produce OEM parts for replacement programs and aftermarket parts for performance upgrades and custom builds, across the same model range. The factory is certified to ISO 9001 with SGS verification, and you are dealing with the people who machine the parts rather than with a trading company in between.
We manufacture and customise motorcycle parts and accessories. Contact us for catalogues, technical support or a custom solution.
Send the models you cover, the families you want quoted and your target quantities. A drawing or a physical sample is ideal — on motorcycle work, a measured part beats a model name almost every time.
Our engineers confirm material, thread, ball size and length, then send a specific quote within 24 hours along with the catalogue so you can see the rest of the range while you decide.
Sample approval, production under batch-level inspection, branded packaging and export documentation. Whether it is before or after the sale, the same engineers and sales team stay on your account.
Request the motorcycle parts catalogue and a factory quote — answered within 24 hours.
Feedback from the wholesalers, workshops and distributors who order from us regularly.
“We order wholesale motorcycle parts regularly, and the supplier never disappoints. The stable supply chain and strong quality control give us full confidence.”
“Our shop needed bulk custom motorcycle parts with special finishes. Everything arrived on time, and the precision machining exceeded our expectations.”
“As a distributor, we rely on consistent aftermarket motorcycle parts. The flexible MOQ policy helped us test new products before scaling to larger volumes.”
“We’ve sourced suspension and steering motorcycle parts for more than a year. Each batch is reliable, with packaging and global shipping handled professionally.”
“For wholesale motorcycle accessories and drivetrain components, this manufacturer is our trusted partner. The customization options really make a difference for our clients.”
What distributors, retailers and workshops ask most often before opening an account.
We can support common motorcycle build platforms including Harley-Davidson Iron 883, Ducati Monster, Honda Grom, Yamaha MT-09, Yamaha XS650, Yamaha Bolt (XV950), Moto Guzzi V7, BMW Airheads (R80 / R100) and Suzuki Hayabusa. Existing fitments already include Ténéré 700, DRZ400S/SM, Honda CBR and Suzuki GSX-R1000 lowering links, plus Harley shift linkage and bagger lever work. We also build fully customised parts from your samples or technical drawings, including material selection and surface treatment.
Four groups carry the motorcycle volume. Suspension — lowering links and ride height kits, shock bearings, eyelets and mounting hardware. Steering — front end damper tube kits and fork components. Drivetrain — shift linkage, bagger levers, gear linkage rods and ball-and-socket joints. Parts — rod ends and heim joints, swingarm and suspension spherical bearings, throttle linkage rods, tube adapters and bungs, plus custom CNC parts and brackets. Each covers both OEM replacement and aftermarket upgrade work.
MOQ starts at 50 pieces or $500 per order, with payment terms of 30% deposit and 70% balance before shipment. The flexible minimum is deliberate — it makes it easier to start small on a new fitment and scale a bulk order once it proves itself, rather than committing to volume before you know it moves.
Yes — we deliver globally and currently serve customers in more than 20 countries. A reliable supply chain and established international logistics partners sit behind it, and we prepare proper export documentation ourselves so shipments clear without surprises.
Yes — custom work is most of what we do on the motorcycle side. Linkage rods, levers, lowering links, joints, bearings, brackets and one-off machined parts are all built to your drawing or sample, with material, dimensions, thread and ball sizing, surface finish, anodise colour and branding decided together. Prototypes are typically ready in 4–6 weeks before a production run.
Every part goes through strict quality control from raw material inspection to final testing, and the factory is certified to ISO 9001 with SGS verification. Twenty-six years of manufacturing practice is what makes batch-to-batch consistency achievable rather than accidental — and consistency, not a single good sample, is what a distributor actually needs.
Both. OEM parts for replacement programs and aftermarket parts for performance upgrades and custom builds, across the same model range and out of the same workshop. We are the manufacturer, not a trading company, so an OEM program and a small aftermarket run are handled by the same engineers.
Alloy and chromoly steel, stainless steel, billet aluminium and titanium, plus other specialised materials on request. Finishes include anodising in custom colours, hard chrome, zinc plating, black oxide, polishing, chrome and powder coating. Each part is specified for the strength, durability and appearance the application actually needs — the full breakdown by family is in the table above.
Yes — we supply wholesale to distributors, retailers and workshops, and our bulk pricing is built around cost savings and consistent quality at volume. Neutral, branded or retail-ready packaging can be specified so stock arrives shelf-ready.
Yes. Sample parts are available for quality testing before a bulk order, so you can evaluate dimensions, materials and finishes on the actual bike before committing to production. On custom development the sample cost is negotiable and usually refunded once the production order is confirmed.
Let’s build your solution together. We specialise in manufacturing and customising motorcycle parts and accessories — contact us for product catalogues, technical support or a custom solution. Rm.701, No.23, Lane 466, YinDu Rd. SH, CN · 0086-21-34689886 · [email protected]
