Importing a vehicle from China is a documentation exercise more than a sourcing exercise. The car is usually the easy part: China’s domestic market lists more than sixty passenger-car brands, and export channels are mature. What decides whether a shipment arrives on time and clears customs without penalties is the paperwork, the inspection record and the Incoterms you agreed to before paying a deposit.
This guide sets out the sequence we use at MotoIntell for single-unit and container orders, the documents that accompany every shipment, and the cost lines importers most often forget.
1. Define the specification before you ask for a price
“2025 BYD Seal 06 EV” is not a specification. Trim level, battery variant, drive type, seat count, exterior and interior colour, and whether the unit is China-market specification or an export variant all move the price. Ask for the vehicle identification details in writing, and require the proforma invoice to repeat them. A price quoted against a vague description is the most common source of disputes in this trade.
2. Agree the Incoterm
FOB (free on board) means your cost starts when the vehicle is loaded at the Chinese port; you contract the freight and insurance. CIF (cost, insurance, freight) means the seller books ocean freight to your discharge port. CIF is simpler for first-time importers; FOB is usually cheaper once you have your own freight forwarder. In both cases, destination charges — terminal handling, customs brokerage, duties and taxes — remain yours.
3. Pay the deposit and lock the unit
Our standard terms are 20% by bank wire (T/T) with the balance before shipment. The deposit removes the vehicle from available stock, triggers the pre-shipment inspection, and starts document preparation. Keep the bank receipt: it is the reference used on the commercial invoice and, in some jurisdictions, by your central bank when releasing foreign exchange.
4. Inspect before loading
A photo and video inspection before loading is the cheapest insurance in the transaction. A useful report covers exterior panels and glass, interior condition, odometer, VIN plate, tyre and glass date codes, the configuration against the ordered trim, and — for electrified vehicles — a battery state-of-health reading. If you need an independent assessment, a third-party inspection in China can be appointed at the buyer’s cost, usually within three to five working days.
5. Ship
Three options dominate. RoRo (roll-on/roll-off) is the cheapest per unit and is used for running vehicles; it offers less protection and sailing schedules are limited. Container shipping (FCL for two to four vehicles, LCL for a single unit) protects the vehicle but requires professional loading and securing. Flat rack suits oversized or non-running units. Transit from Chinese ports is typically 18-35 days to the Middle East and East Africa, 25-45 days to West Africa, Latin America and Russia, and 7-20 days to Southeast Asia. Port congestion and carrier schedule changes routinely add one to three weeks.
6. Clear customs at destination
Clearance is where documentation errors surface. The standard set is:
- Commercial invoice
- Packing list
- Bill of lading (original or telex release)
- Certificate of origin
- Certificate of conformity, where the destination operates a conformity programme
- Export licence or cancellation documents for the vehicle registration, where required
Confirm the exact list with a local customs broker before the vessel sails, not after. Retrospective document changes are slow and, in some countries, impossible without a bond.
The cost structure importers underestimate
The FOB price is not the landed cost. Budget for:
- Ocean freight and, for containers, loading and securing
- Marine insurance — typically a small percentage of the CIF value, but not optional on a high-value unit
- Import duty and VAT or sales tax at destination, calculated on customs value (usually CIF, sometimes including inland freight)
- Port and terminal handling, agency and brokerage fees
- Inland transport from the port to your city
- Registration, plating and any local homologation or modification
Duty and tax rates vary widely by country and by engine size or powertrain. There is no reliable global figure; get the rate for your exact HS code and model from a licensed broker in your market before you commit.
Six mistakes that cost real money
- Ordering a China-market trim that cannot be registered locally. Check emission and safety requirements first.
- Leaving the consignee details vague. The name on the bill of lading must match the importer of record.
- Under-declaring the value. Customs valuation disputes delay release and can trigger penalties far above the tax saved.
- Skipping inspection. Damage found after discharge is difficult to attribute and rarely recoverable.
- Ignoring shipping seasonality. Peak season surcharges and RoRo space shortages are predictable and expensive.
- Paying the balance before the bill of lading is issued. Confirm the shipment is booked and loaded first.
How MotoIntell handles it
Every unit in our export inventory is quoted FOB or CIF with the specification in writing. We inspect before loading, prepare the full export document set, book RoRo or container freight, and support clearance through your agent or through our door-to-door service in selected markets. The six-step process is published in full, and the FAQ answers the questions that come up most often.
If you are importing for the first time, send the model, destination port and expected volume through the contact form or WhatsApp. We will return a landed-cost outline and the document list for your market, not just a vehicle price.