Frequently Asked Questions

Trial orders can start from a mixed, low-quantity container — we consolidate in our Wenzhou warehouse, so there is no strict MOQ to open an account. Once a part number moves into regular production the MOQ is typically 100–200 pcs per model, depending on the cylinder type and the packaging you choose. If you want to test six references at 50 pcs each first, that is a normal starting order for us.

Yes — consolidation is what the Wenzhou warehouse does best. Dozens of part numbers travel in one container, sorted and labelled per destination, with one packing list and one B/L. Mixed loads are the usual way importers test a new range without committing cash to a single slow-moving reference.

Yes. Physical samples ship from Wenzhou so your workshop or your own counter can validate fit and pedal feel before you commit. We quote samples at unit price plus courier; the sample cost is credited against the first production order for the same part number.

We answer within one working day, and usually the same day. To come back with a real quotation rather than a question, send any of: the OE number; an aftermarket reference such as TRW, LPR or A.B.S.; three photographs of the old unit with a steel rule across the bore; or simply the vehicle make, model and year plus the wheel position. Quantities, destination port and whether you want your own brand on the box all change the price, so include them if you have them.

Stocked models ship in 7–15 days. A new part number runs 25–45 days after drawing approval and deposit, plus sea transit. We quote FOB Ningbo / Shanghai as standard, and can arrange door-to-door logistics including export customs, booking, insurance and documents such as the B/L and C/O.

Every unit is pressure and leak tested at the end of the line, and we hold the test record per batch. On top of that, our three-stage inspection runs a pre-production audit, during-production (DUPRO) monitoring and an AQL pre-shipment check, with the report and high-resolution photographs sent to you for approval before the container is loaded.

Yes, and we would rather you asked. You receive the inspection report, the batch pressure-test record and the photographs while the goods are still in the warehouse, so any issue is resolved before they sail rather than after they land. Third-party inspection by SGS, BV or TÜV can be arranged at your cost if your compliance process requires an independent report.

During-production inspection — a check carried out while the batch is still running, not only at the end. It catches a drifting dimension or a changed seal compound early enough to correct the batch instead of scrapping it. It is the middle stage of our three-stage process, between the pre-production audit and the AQL pre-shipment check.

12 months or 30,000 km on hydraulic parts, stated on the quotation, against manufacturing defects in materials and workmanship. The batch pressure-test record we hold is what supports a claim, so a warranty conversation starts with the batch number rather than an argument.

We are. If a unit does not match the bore, port thread or mounting distance we confirmed in writing on the quotation, that is our error and we replace it — you are not left holding a container of parts you cannot sell. This is exactly why we put those figures in writing before production: it turns a dispute into a comparison against a document.

Five lines: brake master cylinders, brake wheel cylinders, clutch master cylinders, clutch slave cylinders (including the concentric type) and cylinder repair kits. That is the complete range — we do not supply brake proportioning or load-sensing valves, and we are not a brake friction material supplier.

No. Our scope is road and off-highway vehicles — passenger cars, SUVs and pickups, light commercial vehicles, trucks and buses, plus off-highway applications such as forklifts, agricultural and construction machinery. ATV and UTV are in scope as vehicles; motorcycle and powersports parts are not, and we would rather say so than quote for something we do not specialise in.

A clutch slave cylinder built around the release bearing and mounted on the gearbox input shaft, instead of sitting outside the gearbox and pushing a release fork. It removes the fork and the external linkage entirely, which makes the release more precise but less forgiving to fit: it has to be bled on the bench or with a pressure bleeder, not by pumping the pedal.

Yes — the same five lines cover those applications. Truck, bus and trailer use wheel cylinders and master cylinders sized for load, and off-highway machinery uses the same families in smaller volumes per reference. Batch consistency matters more than brand in these applications: a fleet lives or dies on the part behaving the same way every time.

Yes. Export customs, booking, insurance and the document set (B/L, C/O, packing list, commercial invoice) are handled on our side under one consistent format, whether you buy FOB, CIF or door-to-door. If your market needs a specific certificate for the part numbers you are buying, tell us at the quotation stage and we will confirm which documents apply.

Europe, Latin America, the Middle East, Africa, Southeast Asia and beyond — 40+ markets since 2015. Destination matters for more than freight: it decides which packaging marks, which language on the box and which product documentation are appropriate, and we would rather build that in from the first quotation.

They are the two brake and clutch fluid specifications our seals and fluid paths are built for. The difference is the dry and wet boiling point, which matters more on vehicles that work hard — towing, mountain roads, or a truck on a loaded route. EPDM and SBR compounds are compatible with both, and mixing the two fluids in one system is a service issue rather than a parts issue.