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The bending machines are the same for every buyer. What changes is which property of the part nobody can compromise on. A marine rail is judged by what salt does to it, a crash bar by how it looks on the shelf and whether the pair matches, a machine frame by whether it sits flat after welding. This page sorts the work by that question, because choosing the wrong category is how buyers end up arguing about the wrong tolerance.
An order placed in the wrong category usually comes back as a complaint about the wrong thing — a bow rail rejected over a scratch, a crash bar rejected over a weld bead that was never visible on the drawing, a frame rejected because two diagonals differ. Naming the category first is what makes the quotation comparable.
| Marine | Motorcycle | Machine frames | |
| Material | 316L default, 304 for freshwater | Carbon steel, then coated; stainless for unpainted | Mild steel painted; aluminium where weight matters |
| Typical parts | Bow rails, grab handles, ladder and bimini frames | Crash bars, engine guards, racks, subframes, stands | Guards, enclosures, skids, cabinet stands |
| What decides acceptance | Wall thinning at the bend, weld treatment, finish | Visible face, left-to-right pair matching, coating | Diagonals and flatness on the welded assembly |
| Sample and batch | 3 days with a standard die; 25–40 days for a run | Same, with coating time added outside | Same, plus a welding fixture on first order |
| Certification barrier | Class society approval — not held here | IATF 16949 and PPAP — not held here | EN 1090 structural — not held here |
The certification row is the one that decides whether a job is possible at all, and it is better read before the drawing is sent than after. The full list of what we do and do not hold is on the documents page.
Bow rails, stern rails, grab handles, ladder frames and bimini hoops in 316L and 304 stainless. The page covers what wall thinning works out to on a rail, when a corner should be bent rather than welded, and what paperwork a marine order can and cannot carry.
Crash bars, engine guards, rear racks, handlebars, subframes and centre stands — bent and welded as pairs, coated outside. The page covers pair matching, the visible face, and the parts we will not take on because they are safety-critical.
Guard frames, enclosures, skids and cabinet stands for equipment makers. The page covers cutting versus bending as two separate machines, how a frame is measured as an assembly, and why welding fixtures decide consistency across a batch.
Most enquiries can be placed by asking what the part is attached to, then what will damage it first. The order matters: the attachment point decides the group, and the failure mode decides the material.
| 1. What is it fixed to? | A hull or a deck → marine. A vehicle → motorcycle. A machine, a floor or a production line → machine frames. A building → handrail and guardrail, which sits outside this set because those are components rather than a buyer industry. |
|---|---|
| 2. What damages it first? | Salt water → 316L and weld treatment. Weather and handling on a coated part → coating quality. Vibration and repeated assembly → geometry that has to stay square |
| 3. What document will your customer ask for? | Class approval, PPAP, or a structural certificate. If the answer is any of those three, check the certification row above before going further — none of them is held here |
If the part does not fit any of the three, it is still worth sending. The bending range is Ø4–150 mm in round, square and oval tube, wall 0.8–5 mm, and the process is described on the tube bending page. Furniture frames, playground structures and fitness equipment parts are made here too; they simply do not have a page yet.
One line is enough: what it is fixed to and what has to survive. The first reply says whether the radius, wall and material are workable, and which documents can be confirmed.