Drawing on two years of data from roughly ~2500 motorcycle dealerships, Lightspeed can show, for all its brands, how much of the parts’ attachment revenue stays with the manufacturer’s own parts business and how much goes to the aftermarket. The data is explored below.
By Danny Orendain | OEM Business Development, Lightspeed DMS
Lightspeed DMS sees the powersports parts business at a scale few can match, and that vantage point answers a question most manufacturers and suppliers can only hypothesize: of every dollar in parts that goes on a given brand of motorcycle, how much is the OE manufacturer’s own and how much is the aftermarket’s in the same showroom?
Start in the service bay, where the volume is largest and steadiest (Figure 1). Measured in parts revenue, the OE-to-aftermarket split runs a remarkably wide spectrum. In aggregate, off-road runs more aftermarket, 41% of service-parts revenue against 32% on the street, but that is mostly a mix effect rather than a difference in how any one brand behaves: Harley-Davidson alone accounts for 36% of street service-parts revenue at just 26% aftermarket, and setting it aside lifts the street figure to 36%.
At the time of the unit sale, the field splits much harder (Figure 2). The Japanese brands pull away: on a Yamaha or a Suzuki, roughly 70% of the street accessory revenue at delivery is aftermarket, and off-road Kawasaki and Yamaha run 67 and 65%. Several premium and touring models move the opposite way and end up almost entirely OE, with Ducati at about 5% aftermarket on the street and BMW, Triumph, and Ducati all in the single digits off-road. Same showroom, and a completely different accessory business depending on the franchise on the board.
The brand split also sheds light on something potentially surprising. Segment-wide, the aftermarket takes a larger share of the parts dollars in the service bay than in the showroom: about 32% of street service-parts revenue against 27% at delivery, and 41% against 37% off-road. Part of the reason is mix. The OE-loyal touring and premium brands account for roughly two thirds of street accessory revenue at delivery, while Yamaha, Suzuki, and Kawasaki together account for under a fifth, so the sale-lane average lands well below what Yamaha and Suzuki alone would suggest. The ratio is not only a brand story; it is also a parts story, and in revenue terms it is concentrated (Figure 3). Tires are the single largest service category in both segments, about 25% of street service-parts revenue and 22% off-road, and they are overwhelmingly aftermarket.
At the other end, engine, body, electrical, and oil revenue stays roughly 80% to 97% OE. For a supplier, that is a map of where the openings are; for a manufacturer, it is a list of the categories being lost. The calendar changes the ratio because it changes the work (Figure 4). The off season fills the bench with repair and rebuild jobs that run almost entirely OE.
Body work alone climbs from about 7% of street service-parts revenue in season to 13% between November and January, at roughly 3% aftermarket. In season, the mix tilts back toward wear replacement, which the aftermarket dominates. Hold that mix constant and the seasonal swing shrinks from about 15 points to 6 points .
Compare like quarters and the trend is clear: in the April-to-June quarter the aftermarket took 38.7% of street service-parts revenue against 34.9% a year earlier, the highest of any quarter in the series, while off-road held flat.
The season explains the wobble; the street business explains the direction.
Lightspeed DMS aggregated dealer management system data, United States and Canada. Figures are on a dollar basis: each ratio is aftermarket parts revenue divided by total parts revenue, using extended retail. Ratios cover parts attached during customer-paid service and accessories attached when the motorcycle itself is sold, whether the dealer installs them or not; warranty and dealer setup are excluded. “Street” includes three-wheelers; “off-road” covers off-road and dual-sport motorcycles. No make-specific part exclusions are applied, so brands are compared on the same basis. Sale-lane samples are smaller than service, and thin cells are flagged on the charts. Year-over-year comparisons use revenue-weighted quarterly figures.
Parts are classified by where the dealer bought them, not by who made them. A part is OE when it came through the vehicle manufacturer’s own parts program, on that manufacturer’s part number; anything bought through an independent distributor is aftermarket. Corporate families count as OE, so Polaris-supplied Indian parts are OE. A Dunlop tire bought through Harley-Davidson is OE; the same Dunlop from an independent distributor is aftermarket. The ratio tracks which channel captures the parts dollar, not which brand ends up on the bike.
Moto El Paso owner Tracy McIntyre and his daughter Ashley continue to crack into the motorcycle record books.
The dad-daughter duo just added more accomplishments to their resume, after the two recently completed a motorcycle ride from the Atlantic Ocean to the Pacific Ocean in a record-setting time of 101 hours and 52 minutes.
Only a year ago, McIntyre and his then 14-year-old daughter, Ashley, set a world record for the fastest traveled motorcycle ride from a daughter-dad duo to ride from the Mexico border to the Canadian border, completing the total 1,500-mile trip in just 56 hours.
In 2025, Ashley was also credited with: Fastest motorcycle ride across America (Mexico to Canada) by a female driver, and youngest person to ride from Mexico to Canada.
Not being settled on just one cross-country feat, Ashley, riding her CFMOTO 300SS, and McIntyre, riding his CFMOTO 800NK, embarked on another cross-country journey, riding from the Atlantic Ocean in Jacksonville, Florida, to San Diego.
When it was all said and done, McIntyre says, several other world records — currently being adjudicated — were set during this ride, including: The fastest Atlantic Ocean to Pacific Ocean motorcycle ride — 101 hours and 52 minutes; fastest Atlantic Ocean to Pacific Ocean motorcycle ride across America ever by a father-daughter group, each riding individual motorcycles; and youngest single-rider female to ride coast to coast — 15 years and 57 days old.
Powersports Business congratulates Ashley — who was a recipient of a PSB 2025 Women With Spark award — with this amazing accomplishment. A true trend setter.