Automotive buyers often send old parts, rough dimensions, hand sketches, or a damaged sample. This gallery groups the parts most relevant to performance, repair, racing, and low-volume replacement machining.
These images are not a fixed catalog. They show the type of work EKINSUN can quote from drawings, samples, photos, rough sketches, or existing parts.
Aluminium wheel spacers supplied as a matched pair. A spacer pushes the wheel outboard of the hub face, so the two clamping faces are what the job lives or dies on — if they are not parallel to each other, the wheel runs out.
Clutch and flywheel gear components. A flywheel and clutch are balanced as an assembly, so replacing one piece changes the balance of the whole rotating group — a replacement is worked to the parts already on the engine rather than to a generic drawing.
Steel clutch flywheel. Steel is chosen where the friction surface is cut into the flywheel itself and has to absorb the heat of a slipping clutch directly, rather than through a separate insert bolted onto a lighter body.
Aluminium four-cylinder engine block. The cylinder bores and the main bearing bores are the datums everything else is measured from, so they are cut in as few setups as possible to keep the crank axis square to the bore axes.
Cylinder head machined from solid aluminium billet. Billet heads exist because a one-off or a short run cannot carry the cost of a casting pattern — ports and chambers are cut directly, so a design change costs machine time instead of new tooling.
Machined plenum shells, left open on one face so the internal shape can be cut, then closed by a mating half. An intake sits below atmospheric pressure, so that joint is not cosmetic: a leak there lets in air the engine was never told about.
Intake manifold cut from billet aluminium. Machining the plenum out of solid leaves the internal walls as-cut rather than as-cast, so there is no core shift to correct and no sand texture left in the airway.
Billet motorcycle triple clamp. One clamp holds both fork tubes, so the two bores have to sit parallel and at the spacing the forks were designed for; anything else and the forks bind instead of sliding.
Triple tree, upper and lower clamps as a set. The offset between the steering stem and the fork bores is what sets trail, so this is a geometry part — change it and you change how the bike steers, not just how it looks.
Anodised plate brackets with countersunk fixing holes. A countersink pulls the screw head below the surface so the next plate in the stack can sit flat against this one; on a stacked chassis assembly there is nowhere for a proud head to go.
Turbine impeller cut on five axes. The blades curve in two directions at once and shade one another, so the cutter has to be tilted to reach into each passage without touching the neighbouring blade.
Impeller viewed down its axis. Looking straight down shows the blade-to-blade passages, and it is the narrowest section of each passage, not the outside diameter, that limits how much air the wheel can move.
Turbo compressor housings laid out as a batch. Repeat parts run from one program and one fixture so the scroll and the bore land in the same place on every piece — a batch job is a repeatability problem, not a one-off problem.
Turbo compressor housing, single piece. The clearance between the wheel tips and the housing contour is the detail that decides whether it works: open that gap up and the wheel pushes air around itself instead of into the engine.
Single aluminium turbo housing. Aluminium belongs on the cold side, where the compressor runs; the hot exhaust side of a turbocharger is a separate part in a heat-resistant material, so the two halves never come from the same stock.
Black anodised wheel spacer with markings cut into the face. Marking earns its keep once spacers are off the car — an unmarked stack all looks alike, and two different sizes end up fitted left and right without anyone noticing.
Spacers with a raised centre lip. That lip is a spigot: it picks up the hub register on one side and re-creates it for the wheel on the other, so the wheel ends up centred by metal rather than by its bolts.
Stainless spacers, drilled through on one face and tapped on the other. That is what makes them bolt-on: the through holes drop over the existing hub studs, the tapped holes take the wheel bolts, and both sets have to clear each other inside the same disc.
Clutch and flywheel gear components. A flywheel and clutch are balanced as an assembly, so replacing one piece changes the balance of the whole rotating group — a replacement is worked to the parts already on the engine rather than to a generic drawing.
Four-cylinder block in aluminium. Aluminium blocks normally run on iron or coated liners, because the bore wall has to survive piston rings sliding on it for the life of the engine and the alloy on its own does not take that duty.
Machined plenum shells, left open on one face so the internal shape can be cut, then closed by a mating half. An intake sits below atmospheric pressure, so that joint is not cosmetic: a leak there lets in air the engine was never told about.
Anodised plate brackets with countersunk fixing holes. A countersink pulls the screw head below the surface so the next plate in the stack can sit flat against this one; on a stacked chassis assembly there is nowhere for a proud head to go.
Steel turbine impeller. Every blade rides on the same wheel, so metal removed unevenly from one blade to the next shows up as vibration at speed — blade-to-blade consistency counts for more here than the finish on any single blade.
Turbo compressor housings laid out as a batch. Repeat parts run from one program and one fixture so the scroll and the bore land in the same place on every piece — a batch job is a repeatability problem, not a one-off problem.
Aluminium turbo housing with a complex outer form. The inlet, the outlet and the mounting face all point in different directions, so the part is cut from several sides and the order of those setups is planned before the first cut.
Finished parts being measured in a separate inspection room rather than at the machine. Taking the part away from the machine is the point: a gauge only repeats its own reading on a clean surface plate, at a settled temperature, away from swarf and coolant.
Common situations where restorers, race teams and performance shops send us a part instead of hunting a discontinued listing.
Send us the old or broken part. We reverse-engineer it from the sample (no drawing needed), reproduce it in the correct material and finish, and match the original fit. One-off reproductions are routine — see our reverse engineering and replacement parts services. MOQ 1.
We machine custom billet uprights, control-arm brackets, mounts, steering and engine brackets in 7075-T6 or 4340 steel, hold tight tolerance on bearing bores, and hard-anodise. One-off and small-batch welcome; we control distortion on stressed parts.
We machine custom exhaust flanges, sensor bungs, wheel and pulley spacers, adapter plates and brackets in 6061, 7075 or stainless, to your drawing, sketch or sample. Anodised in the colour you need. Batches of 5–500.
We quote tiered pricing, machine a first sample for approval, supply EN 10204 3.1 material certs and inspection reports, then run repeat batches. Aluminium, alloy steel, stainless or titanium to ±0.005 mm on critical features.
Send a sketch, photo, old sample, or CAD file. Our engineers will review geometry, material, tolerance and finishing before quoting.
Upload SketchSend a drawing, sketch, sample or photo — reply within 12 hours. MOQ 1.