Electric Two-Wheeler Supplier and Exporter: e-Bikes to Off-Road

DIDIDEDE is an electric two-wheeler supplier and exporter based in Hangzhou, China. We ship e-bikes, mopeds, motorcycles and off-road machines to distributors, fleet operators and importers – and we build the battery packs that go into them, so the machine, the pack and the paperwork are specified together instead of being sourced from three different vendors.

Most buyers arrive with a market, a price point and a use case rather than a model number. The sections below cover how we turn those into a build sheet, and what happens between the confirmed specification and the container leaving port.

Key takeaways

  • We build the machine and the pack, so the vehicle, the battery and the export paperwork are specified together rather than sourced from three different vendors.
  • Speed and power decide how a two-wheeler is registered: up to 25 km/h with pedal assist is treated as a bicycle or pedelec in most of Europe, 25-45 km/h is moped / L1e-B, above 45 km/h is motorcycle / L3e with full type approval.
  • Compare energy in watt-hours, not amp-hours – a 64V 67Ah pack is about 4.3 kWh and a 72V 60Ah pack is 4.32 kWh.
  • Vehicles ship as SKD kits to save freight and simplify local assembly; units per container are confirmed per model rather than quoted as a generic figure.
  • Documents supplied with a shipment: build sheet, UN38.3 test summary, MSDS, CE declaration and IEC 62133, commercial invoice and packing list with HS classification (batteries usually 8507.60), and certificate of origin.

The two-wheeler range we export

Matching the machine to your market

Speed and power decide how a two-wheeler is classified, registered and insured. Buyers usually lose money not on the unit price but on importing a model that cannot be registered in their country. Three broad bands cover most markets:

  • Up to 25 km/h with pedal assist – treated as a bicycle or pedelec in most of Europe and many other markets. No licence, no registration. Our e-bikes sit here.
  • 25-45 km/h – moped / L1e-B class. Helmet required, registration and sometimes insurance; some markets require type approval. The B35 is built for this band.
  • Above 45 km/h – motorcycle / L3e class. Full type approval, licensed rider, insurance and often a brake and lighting homologation. – D60 (55 km/h), DANCER (105 km/h) and EB-PRO (100 km/h) fall here.

Tell us the destination market before you order and we will confirm which models can be registered there. We supply the build sheet, test reports and documentation your importer needs; type-approval rules are national, so the final check is always done against the importing country’s current requirements.

The battery specification drives the machine

Range, acceleration, service life and warranty claims all trace back to the pack. When we specify a machine with you, these are the numbers we set first:

  • Voltage and capacity – these set the energy budget. A 64V 67Ah pack is about 4.3 kWh; a 72V 60Ah pack is 4.32 kWh. Compare watt-hours, not amp-hours.
  • Peak current – the pack and BMS must exceed the controller’s peak draw, or the machine will cut out under acceleration no matter how large the capacity is.
  • Chemistry – LiFePO4 for cycle life and thermal stability, NMC where energy per kilogram matters. We build both and supply cells separately if you assemble your own packs.
  • Charging – on-board or off-board charger, charge time, and whether the site has single-phase or three-phase supply.

Detailed guidance for each class: e-bike battery packs and electric motorcycle battery packs; the full range sits under battery packs.

The specification is the contract, so it is worth reading line by line before it is locked. How to read a battery pack spec sheet explains the voltage window, current ratings, IP rating and connector details that most often cause problems later.

Packing, SKD and container loading

  • Vehicles ship as SKD kits to save freight and to simplify local assembly; CKD can be quoted where volumes justify it.
  • Units per container depend on the model and how it is broken down – we confirm the loading plan per model rather than quoting a generic figure.
  • Batteries travel as class 9 dangerous goods with UN38.3 test summary and MSDS – see battery shipping and export compliance for the full document list.
  • Cartons, palletisation and marking are specified with the packing list, including country-of-origin labelling if your market requires it.

Documents we supply with a shipment

  • Build sheet with the confirmed configuration (motor, controller, battery, charger, tyres, braking).
  • Battery documentation: UN38.3 test summary, MSDS, CE declaration and IEC 62133 test report.
  • Commercial invoice, packing list and HS classification (vehicles and batteries are classified separately – batteries are usually 8507.60).
  • Certificate of origin, and any preferential-origin form your customs authority accepts.
  • Test reports or declarations required by the importing market, confirmed before production starts.

A document-by-document breakdown, including who issues each certificate and when it expires, is in our export document checklist.

For the reasoning behind each document, and the packing and marking rules that go with them, see our battery resources: the export document check list, UN 38.3 and MSDS explained, and packaging and marking for export.

Spare parts and after-sales

A distributor’s margin is decided after the sale, not at the port. We stock and quote the parts that actually fail:

  • Wear items: brake pads and shoes, tyres and tubes, chains, bearings, lights and indicators.
  • Electrical spares: controllers, chargers, throttle and brake cut-off switches, displays.
  • Battery spares and replacement packs, matched to the original specification so a warranty swap does not require re-engineering.
  • Wiring diagrams, parts catalogues and, for larger fleets, basic technician training.

Warranty cover by component — pack, motor, controller, charger and frame — is set out with the exclusions and the claim process on our battery warranty page. Ask for the terms to be written into your pro forma invoice.

How to start: samples, MOQ and OEM

Send the market, the use case, the target speed and power band, and the quantity. Minimum order quantity is 3 units for prototypes and samples, and a sample build takes about two weeks from a confirmed specification. Branding, colour, decals, seating and battery configuration can all be specified – see the custom battery pack OEM process and our battery pack manufacturing capability.

Frequently asked questions

What is the minimum order quantity for vehicles?

3 units for samples and prototype builds. Container-scale orders are quoted against the model, the configuration and the loading plan.

Can we put our own brand on the machines?

Yes. Branding, colour, decals, seat, instrumentation and battery configuration can be specified on OEM runs. Tell us the annual volume and we will propose a programme.

Do the vehicles come with the battery documentation?

Yes – UN38.3 test summary, MSDS, CE declaration and IEC 62133 test report for the pack, plus the vehicle build sheet. See battery shipping and export compliance.

Can you ship batteries separately from the vehicles?

Yes, and it is common for fleet orders. Batteries are then declared as UN3480 class 9 dangerous goods, with packing and state of charge handled under IATA or IMDG rules depending on the mode.

Do you supply spare parts after delivery?

Yes. We quote a recommended spares package with the first order, sized to the fleet, and ship subsequent parts by air or sea as needed.

Request a quote for electric two-wheelers

Send the market, the intended use, the speed and power band, and the quantity. Request a quote, or message us on WhatsApp.