Your stock sits in the Netherlands. It reaches dealers in one to three working days instead of weeks. It sells through a channel that already exists, to buyers who already order from us every week.
You ship to Europe from overseas, order by order, whether you build in China, the United States or anywhere else outside the EU. Sea freight takes weeks. Air freight costs more than the margin on the unit. A European dealer will not build his season around either.
So you sell less than the market would take, to fewer dealers than would carry you, and you find out what sold only when the invoice clears. You have no entity here, no stock here, no dealer network, no product data in the languages your buyers read, and no view of which country buys what.
Every manufacturer outside the EU has the same five gaps. Almost none of them close it alone, because closing it means a company, a warehouse, a sales team and a catalogue before the first unit ships.
Who owns the stock while it sits in Europe is the first thing we settle. There are two answers, and both are real.
We buy your range, import it and hold it on our own books. The stock risk passes to us when the goods are delivered, and you are paid for the shipment, not for each unit a dealer happens to buy. You pay no storage and no handling, because the stock is ours. In return the range, the volumes and the buying price are agreed up front, and we decide what we stock. Payment terms are agreed per brand, and we can decline a range or a proposal that does not fit our channel.
Your goods sit here in custody and remain your property until a dealer buys. At that instant we buy the unit from you and sell it on. You keep the stock risk and the freedom over your range; storage and handling are charged, because the stock is yours. It suits a brand that wants full control, or wants to see how Europe sells before it commits volume.
The two can be combined: the items that sell steadily bought by us, the rest of the range on consignment. We agree it per range after the first call.
Your goods sit in a Dutch warehouse. One to three working days to dealers in the Netherlands, Belgium and Germany. Two to four days across the rest of Europe.
Dealers, webshops, workshops and dropshippers, each reviewed by hand on company description and creditworthiness before they get an account. You are not starting a network. You are entering one.
Titles, descriptions, fitment data and images, in six European languages, checked per item. Not translated price-list lines.
Shopify, WooCommerce, or a CSV or XML feed. Your products appear in dealers' own shops, with stock and prices following automatically.
The dealer returns to our warehouse. We inspect and settle. You are not in that conversation.
We act as the economic operator on your product, so you do not need a European company to be allowed to sell here. What that requires from you is set out below.
What cannot legally be sold in the EU does not enter the catalogue. That protects your brand before it protects ours.
This is an off-road and light-electric channel. Motocross and enduro at the core: parts, brakes and drivetrain, filters and maintenance, plastics and graphics, suspension, exhaust and engine, riding gear and protection, helmets and goggles, tyres, and electric off-road. Around it the light-electric range our dealers buy as well: e-bikes and bicycles, mopeds, and light electric motorcycles, with their parts and gear. 24,666 items across 213 brands today.
Road, touring and classic motorcycles are not in it. No catalogue, no brands, no dealers asking for them. If your product sits outside off-road and light electric, we are the wrong channel and we will say so on the first call.
Batteries
If your product contains a lithium battery, you have already heard no from European warehouses, and you will hear it more often from January 2027, when the Dutch storage rules for lithium energy carriers become legally enforceable.
Our facility is set up for it: compartmented storage, the inbound handling the rules require, and a route for damaged or unstable cells.
The threshold is lower than people expect. Above one thousand kilos the rules apply, and it makes no difference whether the batteries are loose in a carton or built into a vehicle. For an electric motorcycle that is roughly thirty-five units. Your first container is already in scope.
Battery-bearing goods carry their own rate, because they carry their own cost. We will tell you what it is and why.
A report, per brand, per month: units sold by country, how many dealers are actively ordering, your stock position and how fast it turns, which items move and which sit still.
This is the part manufacturers never have when they ship order by order from overseas. After two quarters you will know your European market better than your own export desk does.
You tell us what you make, where you sell now and what you want Europe to look like. We tell you whether we are the right channel. Not every brand is.
The compliance file first — we have to be able to stand behind your product before anything else matters. Then product data, translation into six languages and the connector. This is real work and it is paid for before anything ships.
You ship, we receive, we store. From that moment your goods are one to three days from your dealers.
Orders come through the channel. You get the monthly report.
The Netherlands, by default, because that is where the delivery times above come from.
If the weight of your sales sits elsewhere in Europe, another location within our network can be arranged. Ask, and we will tell you what is possible and what it changes about delivery times.
We store, handle and ship, and we look after the dealer side. On consignment we do not take unsold stock off your hands: a unit is bought from you only at the instant a dealer buys it.
That is why storage is charged per week and handling per movement. Stock that does not move costs money, and that cost belongs with the party who decided to put it there. It also means you always know exactly what your European position is worth, because it is still on your books.
Under Dutch law your goods are held in bewaarneming, a contract of custody. They stay your property for as long as they sit here — we hold no stock of yours on our own account. When a dealer buys, title moves from you through us to that dealer in a single step, which is what lets the dealer receive one invoice from one European supplier.
Your stock carries your own article numbers, is recorded per brand in our system and is marked as your property. Identifiable is the word that matters: it is what keeps your goods outside our estate if anything ever happened to us.
Dutch tax law gives the authorities a right over movable goods on a debtor's premises, but that right covers fixtures and equipment, not trade stock passing through a warehouse. Your position does not hang on ours.
Goods of third parties held in custody are insured at replacement value for the ordinary risks of storage and handling. We hold a right of retention over your stock for unpaid invoices, and for nothing else.
Your importer
EU law requires an economic operator established in the Union, whose details appear on the product. For vehicles and protective equipment it has been that way for years; since the General Product Safety Regulation it applies to almost every consumer product. Without one, your goods cannot legally be placed on the market here.
Most channels push that role back to you: set up a European company, or appoint a representative, and come back when you have. We take it. Your goods enter the European market under our name, with our insurance behind them.
That is a decision, not a favour. A provider who stores and dispatches your goods becomes that economic operator by default when no importer or representative is established in the Union, and from December 2026 the same holds for liability for a defective product. The role lands here either way. We would rather hold it deliberately, with the file checked, than by accident.
We read the file, we verify each certificate with the body that issued it, and across a sample of the range we have the product tested again ourselves. What does not pass does not enter the catalogue, and we tell you exactly why. This is the longest part of onboarding and the part we will not shorten, because we are the ones a European authority calls.
We carry product liability insurance for the goods we place on the market, so a European buyer has a party here to address. You indemnify us for what comes from the product itself: a defect in design, in manufacture, or in the information you gave us. That sits in the contract before the first container leaves, and it is not negotiable — it is the only basis on which the role can be held at all.
Some manufacturers want the European role in their own name. That works: a Dutch BV, a private limited company, incorporated in your ownership. It is yours, it stays yours, and it becomes the importer and the economic operator named on the product. We arrange the incorporation, the trade register, the VAT number and the import deferment permit, and we run the administration for you.
The trade-off is time. A BV takes weeks: a civil-law notary, the trade register, the beneficial-owner filing, and a bank account that will accept a foreign shareholder. Our own importer route starts the moment the compliance file passes.
Neither answer is wrong. A brand that intends to build a real European presence usually wants its own entity in the end. A brand that still wants to find out whether Europe works for it at all should not spend three months on paperwork first. You can also start on ours and move to your own later; we have built the switch into the contract.
Not every brand wants to sell through someone else's channel. Some already have European buyers and are missing only the warehouse and the paperwork. Some would rather their prices did not sit beside two hundred other brands.
For those, the same back end runs under your own name: your ordering site, your domain, your logo, your prices, your customer list. Your buyers order from you. We receive the order, pick it, ship it from Dutch stock and settle the return, and they never see us.
You can have both. A white-label front for the buyers you already have, and our channel for the countries where you have none. Most brands that start with one end up with both.
Bring them. Your dealers do not have to leave you to use the channel, and you do not hand them over to us. There are two routes, and you can use both.
One condition, in both routes: each dealer holds his own subscription to the platform. For most that is our entry subscription, the lightest we offer and the one e-bike dealers use. It gives him the catalogue, the stock view and the connector, and it keeps every dealer on the platform on the same terms.
Four parts:
This is the consignment model. As our distributor, storage and handling fall away, because the stock is ours; what remains is agreed in the buying terms.
Every rate is on our price sheet, in euro, with nothing left out. What you pay in total depends on the size of your range, how many languages you want and how much of it moves.
Every rate we charge, in euro. Enter the access code we sent you to open it. No code yet? Request access below and we send you one.
We read every one of these ourselves. Expect a reply within two working days.
