Used auto parts North India
That sentence is the whole company. We buy the damaged car, strip it in our own yard, put every part through the checklist for its category and grade it by hand. Only then does it reach the shelf, with a price on it, a grade on it and a delivery date. You are looking at a part we are holding, not an offer somebody hopes to find.
We sell what we are holding, not what we can find.
The rule the rest of this page explainsIt did not start with a market size. It started with an afternoon that every workshop in north India already knows by heart.
A hatchback comes in with the front left corner folded. The owner is told to collect it at six. The workshop needs a headlamp, a bumper and a fender, and none of them are worth buying new on a twelve year old car.
So the calls start. Four numbers, four dealers. All four say the part is available, because saying no ends the conversation. Two photographs arrive on WhatsApp, taken in bad light, of a lamp lying face up so the mounting tabs cannot be seen. A price is quoted, then quoted differently to the shop down the road.
The lamp reaches the workshop at four in the afternoon. The lens is fine. One mounting tab is gone, which is why it was photographed face up. The bumper that came with it is for the facelift model.
The car does not leave at six. It leaves on Thursday.
Nothing in that chain is dishonest, exactly. It is just that nobody in it has the job of looking at the part before it moves. The dealer is selling from a shelf they did not strip. The yard sold it as scrap weight. The workshop is judging a photograph taken by a stranger who wants it sold.
So the risk gets pushed downhill until it lands on the last person in the line, who is the garage, who has already promised a customer a time.
We are not going to quote you a market size we cannot verify. The problem we are solving is smaller and more specific than a number like that, and everyone on this side of the business recognises it immediately:
a used part is a claim until someone qualified has held it. Our whole company is the act of holding it.
The trade does not need more listings. It needs one party that will put its name on the condition of the part.
The founding idea, in one lineA managed procurement company that happens to run on software. Not a marketplace, and the difference is not a feature. It is who carries the risk.
On a marketplace, you are shown many sellers and asked to pick. The platform's promise ends at the introduction. If the part is wrong, the argument is between you and a stranger, and the platform is a spectator with a support form.
PartNET stands in the middle on purpose. We hold the relationship with the yards. We hold the relationship with the garage. Both sides talk to us and neither side talks to the other.
That is not secrecy for its own sake. A yard that knows your name will sell to you directly next month at a worse condition guarantee, and a garage that knows the yard's price will negotiate against a number that has nothing to do with the inspection, the transport or the warranty we are carrying. Keeping the two apart is what lets us stand behind the part at all.
So the wall is not a policy in a document. It is built into the system: the customer side of our database has no permission to read supplier identity or supplier price. Not hidden in the screen, not filtered in the code. Not granted at all.
The yard sells to us. We sell to the garage. Two relationships, one party in the middle who can be held to both.
Why the model is managed and not openFour steps. Three of them happen before you ever see the part, which is the entire point. By the time it appears on the shelf, the work of judging it is already done.
Everything starts with a donor vehicle that we or our yards actually own. It is recorded once by chassis number, so every part that comes off it can be traced back to the car it came from, its year and its variant. Nothing enters the shelf without that parent record.
The car is stripped against a generated checklist of the parts that model actually carries, not from memory. Each part comes off tagged with its side, its position and the donor it belongs to, and goes straight to the bench rather than onto a pile.
Our auditor puts the part on the bench and works the checklist for that category. A lamp is powered and checked for moisture and connector condition. A panel is read for dents, rust and previous filler. Anything downgraded, held or rejected needs a photograph on the record before the auditor can move on, and a rejected part never reaches the shelf at all.
The part is listed with one price, the grade it earned, the new part price beside it so the saving is visible, and the date it can be at your shop. You look at it, you order it, we ship it. There is no negotiation to sit through and nothing to wait for, because the part is already in our hands.
A 2014 hatchback with front end damage comes into the Karnal yard. Logged by chassis number before anything is touched.
The checklist for that model lists what the car carries. The left headlamp comes off tagged with its side and its donor.
Powered on the bench. Lens clear, no moisture, connector sound, one mounting tab chipped. Grade B, photographed, reason on record.
On the shelf with its price, its grade, the new part price beside it and the hub it ships from. One unit, because we have one.
A workshop orders it in the morning. Out of the Karnal hub before the cutoff, at the shop the next day, with the warranty that grade B carries.
If it is on the shelf, it is in the building. Nothing is listed on the promise that we can find one, because a workshop can work around a no and cannot work around a maybe that turns into a no at four in the afternoon.
If it has not been through the bench it does not have a grade, and if it does not have a grade it does not reach the shelf. That is the order of operations and it does not bend for a busy week.
Delivery dates come from a real hub, a real dispatch cutoff and a real transit time. Outside the states where we run a hub, we say so and give you a phone number instead of a guess.
A grade is only worth something if it was given by someone with nothing to gain from it, and if the reasoning behind it can still be read six months later during an argument.
Behind the five grades sit seven statuses, because the real decision on a bench is rarely just good or bad. A part can be approved, approved at a lower grade than the yard claimed, sent back for a re test, sent for rework, put on hold, rejected outright, or marked unknown because the evidence is not there.
Five of those seven need a written reason and a photograph before the auditor can close the record. That is a deliberate cost. It slows the bench down, and it is the only thing that makes a grade mean anything when a workshop calls us two months later.
Nothing is ever edited in place. If a part is regraded, a new record is written and linked to the one before it. The chain is the product. A record that can be quietly corrected is a record that can be quietly corrected in someone's favour, and everybody in this trade already assumes that is what happens.
We are not shy about this part. A business that will not explain where its margin comes from is usually taking it somewhere you cannot see.
The yard is owed a price it agreed with us. You pay PartNET's listed price. The difference is our commission, and it pays for the buying, the stripping, the inspection, the transport, the warranty and the part that got rejected at the bench and never earned anything.
The invoice is issued by PartNET, in PartNET's own name. That matters for two reasons. It keeps the yard's identity on our side of the wall, and it works for the large share of dismantlers who are not GST registered and could not raise a compliant invoice even if we wanted them to.
What the yard is owed and what we earned are recorded separately on every single line, not worked out later from a total. If a payout changes, it cannot quietly rewrite the history of what PartNET made on that order.
Payouts are held per order line, not per supplier. A dispute on one bumper freezes that one line. It does not freeze a yard's entire month, which is how you lose a supplier you spent a year earning.
Commission ranges are set per category, with a floor, and checked by the system when the price is set rather than left to whoever is at the desk that afternoon.
Because we inspect before we list, the failures land on our side of the wall. A part rejected at the bench is money we have already spent. That is the incentive that makes the grading real rather than decorative.
Every dispute is marked as ours or the supplier's before a refund, replacement or rejection is decided, so the outcome is a decision on record and not a mood.
A yard's standing with us comes out of its own audit and dispute history. Nobody at PartNET can type a supplier a better score.
Five hubs, one corridor, deliberately tight. A delivery date is the one promise on this page a workshop books a customer against, so we would rather cover a small map properly than a large one loosely.
The first two digits of an Indian PIN give the postal circle, and that mapping is published and stable. 11 is Delhi, 12 and 13 are Haryana, 14 to 16 are Punjab. What a PIN does not give anybody is a town, a distance or a courier transit time.
So inside a state where we run a hub, we answer with that hub's real cutoff and real transit days. Outside it, we say we do not cover you yet and give you a phone number. A guessed date is worse than no date to a shop that has already told a customer a time.
We are early, and we would rather write that here than have you find it out. What follows is the actual order of work, including the parts that are not done.
The reference spine. Vehicle master, category master and parts master loaded and in use: 30 makes, 157 models, 12 categories, 86 parts, 5 hubs. Every listing, order and audit hangs off this, so it was built first and built properly.
The shop. Pick the car, see the parts we are holding for it, each with its grade, its price, the saving against new and the hub it ships from. Order it and track it to the door. No quoting, no waiting on somebody to call back.
Supplier intake and catalog audit. A yard registers a donor vehicle by chassis number once and gets back a generated checklist of the parts that vehicle carries, rather than typing parts in from nothing. Each submission is then run through a four way check on demand, margin, handling and dispute risk before it can be listed at all.
The auditor module. Category sheets, five grades, seven statuses, mandatory evidence, append only history. Built to work on a phone in a yard with almost no signal, because that is where the work happens. The photograph upload is separated from the record itself, so a failed upload never loses a completed inspection.
The trust layer. Warranty tied to grade and stated plainly, disputes with liability tagged before resolution, and trust badges on a listing that are driven by real audit records rather than decoration.
Salvage vehicle auctions. A separate module for whole damaged vehicles, where yards can both list and bid, and a bidder's identity stays hidden from other bidders until the seller closes the lot. Deliberately kept out of the parts flow, because it is a different transaction with a different trust model. This opens only once the core sourcing business is proven.
We are at MVP stage. The numbers on this page are the ones in our system. We have no traction figures worth quoting yet, so we are not quoting any.
Where we actually are, as of todaySmall team, early stage, and the yard is part of the job for most of these. There is no application portal. Write to us with what you have actually done, in whatever form you have it.
You are the reason a grade means anything. Inspect parts against the category sheet, assign the grade and status, photograph what you downgrade, and hold the line when a yard disagrees with you.
Bring scrap dealers and dismantlers onto the network and keep them supplying after the first month. Most of the week is spent in yards, not on calls, and the job is judged on repeat supply rather than signups.
Decide which damaged cars are worth buying, at what price, and what the parts that come off them should be listed at inside the commission rules. You answer for both ends of that number.
Write to us
We read everything that comes in. Tell us the car and the part, and we will tell you whether it is on the shelf today or whether one is on its way in.
connect.partnet@gmail.com