How to Export Cars from Canada to the USA: Process

Q: how to Export Cars from Canada to the USA: Process documents required?

You need the Canadian title, bill of sale, CBSA Form B13A export declaration, and an AES/ITN confirmation number before crossing. On the US side you must present EPA Form 3520-1, DOT Form HS-7, CBP Form 7501, and a manufacturer recall clearance letter. Proof of insurance and USMCA origin documentation are also required for duty-free treatment.

Q: how to Export Cars from Canada to the USA: Process costs?

Expect to pay a 2.5 percent duty on the vehicle value unless USMCA exemption applies, plus a $100, $200 broker fee, state sales tax at registration, and transport costs if not driving it yourself. CBSA does not charge an export fee, but AES filing services may cost $50, $100 if you use a third-party filer.

Q: What is the 25-year rule for importing cars?

Vehicles 25 years or older from their manufacture date are exempt from NHTSA safety standards and EPA emissions requirements. You must prove the build date using the VIN plate or manufacturer's certificate of origin at the time of entry. This exemption allows direct import without modification or petition.

Q: Can I buy a car in Canada and bring it back to the US?

Yes, provided the vehicle meets US safety and emissions standards or qualifies for the 25-year exemption. You must complete the CBSA export declaration, obtain an ITN at least 72 hours before crossing, and file CBP Form 7501 with EPA and DOT declarations upon US entry. All paperwork must match the VIN exactly.

Q: Do I have to pay import tax from Canada to the USA?

A 2.5 percent duty applies to most passenger vehicles unless they qualify for USMCA duty-free treatment as North American origin goods. You must present a valid USMCA certificate of origin or supplier declaration to claim the exemption. State sales tax is paid later during registration, not at the border.

Q: How to get AES ITN number for car export?

File Electronic Export Information through the Automated Export System (AES) via the ACE portal or a licensed filing agent at least 72 hours before border arrival. The system returns an Internal Transaction Number (ITN) that you must print and present to the CBSA officer. Errors in VIN or HS code 8703.23 will cause rejection.

Q: Can I import a car with a salvage title from Canada?

Salvage or rebuilt titles are generally inadmissible because the vehicle cannot meet FMVSS safety certification without extensive reconstruction documentation. CBP and NHTSA typically deny entry unless the vehicle qualifies under the 25-year rule, which overrides title branding concerns. State DMVs may also refuse registration.

Q: How to get recall clearance letter for Canadian vehicle?

Contact the manufacturer's Canadian or US customer service with the full 17-digit VIN and request a recall clearance letter on official letterhead. The letter must state that no outstanding safety recalls exist for that specific VIN. Allow two to three weeks for processing before your planned crossing date.

Q: Speedometer km to miles conversion requirements USA import?

Federal law does not require speedometer conversion for import; a km/h-only cluster is legal for entry. However, many states require mph display for registration, so you may need an overlay sticker, cluster swap, or dealer reprogramming after clearing customs. Verify your destination state's DMV rules beforehand.

Q: Temporary import car USA from Canada snowbird rules?

Non-residents may temporarily import a Canadian-registered vehicle for up to one year without EPA or DOT compliance using CBP Form 3299 and a written declaration of temporary use. The vehicle must leave the US before the year expires; extensions are not granted. You cannot sell or register the vehicle in the US under this exemption.

Key takeaways

CBSA requires a B13A export declaration filed via the CERS portal before a vehicle leaves Canada capturing VIN value and destination.
US AES filing must be submitted at least 72 hours before border arrival generating an ITN that CBSA verifies at the exit point.
Common AES rejection codes include missing VINs and incorrect HS codes which prevent ITN issuance and halt the export.
CBSA officers physically inspect the VIN against paperwork and check for liens or prohibited items before releasing the vehicle.
NHTSA and EPA compliance determines US entry eligibility with conforming vehicles requiring original FMVSS and EPA labels for direct entry.
Vehicles 25 years or older from manufacture date are exempt from both NHTSA and EPA standards under the 25-year rule.
Non-conforming vehicles under 25 years require a Registered Importer petition with a DOT bond.
Show/Display exemption allows historically significant vehicles entry with a 2,500 mile annual limit after NHTSA approval taking 90 to 120 days.
Mandatory import documents include EPA Form 3520-1 DOT Form HS-7 CBP Form 7501 and a manufacturer Recall Clearance Letter.
Total landed cost includes 2.5 percent duty on non-USMCA vehicles per GHY International (current HTSUS) MPF of 0.3464 percent Gas Guzzler Tax for cars below 22.5 mpg broker fees and transport.

Exporting a car from Canada to the USA demands precise coordination between Canadian export controls and US safety and emissions mandates. The process starts with a CBSA B13A declaration filed through the CERS portal and a mandatory AES filing 72 hours before the vehicle reaches the border to secure an ITN. Without that number the vehicle cannot legally leave Canada. Once across the line CBP verifies NHTSA and EPA compliance using the FMVSS label EPA label or an approved exemption such as the 25-year rule or a Registered Importer petition. This guide walks through every document checkpoint cost component and special case pathway so you can move a vehicle legally and without costly border holds.

You will learn how to file the B13A and AES correctly which documents CBSA and CBP require at primary and secondary inspection how the NHTSA EPA decision matrix applies to your specific vehicle and how to calculate the total landed cost including duty MPF Gas Guzzler Tax broker fees and transport. The article also covers salvage title restrictions temporary import rules for snowbirds and the post-entry steps needed for state registration.

Canada Export Compliance: CBSA Clearance & 72-Hour AES/ITN Filing

Exporting a vehicle from Canada requires strict adherence to Canada Border Services Agency (CBSA) protocols and timely submission of export data to ensure the vehicle is legally cleared for departure. The process begins with the electronic filing of an export declaration, followed by the mandatory submission of the Automated Export System (AES) data to the US government before the vehicle physically crosses the border.

CBSA Export Declaration (Form B13A) filing via CERS portal

You must file a Canadian Export Declaration using the CBSA Export Reporting System (CERS) portal before the vehicle leaves Canada. This digital form captures critical details such as the vehicle identification number (VIN), the commercial value, and the final destination country. Properly completing the B13A is the first legal step in proving the vehicle has exited Canadian customs jurisdiction, preventing potential fines or delays at the border crossing point.

72-hour pre-export AES/ITN submission requirements and common rejection codes

The US government requires an Electronic Export Information (EEI) filing via the Automated Export System (AES) at least 72 hours before the vehicle arrives at the US border. This generates an Internal Transaction Number (ITN) that you must present to the Canadian border agent. Common rejection codes include missing VINs or incorrect Harmonized System (HS) codes, which halt the entire clearance process. You cannot legally depart without a valid ITN, so allow ample time for data entry and verification to avoid costly border delays. Recent market data indicates that while Canada exported over 310,000 used vehicles to the US in 2020, US imports of used vehicles from Canada peaked in 2016 at nearly 345,000 units according to DesRosiers Automotive Consultants (via Canadian AutoDealer) DesRosiers Automotive Consultants. This historical volume highlights the importance of precise documentation to maintain efficient cross-border flow.

CBSA inspection protocols at Canadian border exit points

Canadian border agents may physically inspect the vehicle to verify that the VIN on the paperwork matches the chassis and that the vehicle matches the description in the export declaration. They will also check for any prohibited items or outstanding liens that could complicate the transfer of title. It is essential to have your original title, bill of sale, and the printed ITN readily accessible for the officer. Failure to present these documents can result in the vehicle being held at the border until compliance is verified, adding significant time and expense to the export process.

US Import Eligibility: NHTSA, EPA & The 25-Year Rule Decision Matrix

Determining whether a Canadian vehicle can legally enter the United States depends on its compliance with National Highway Traffic Safety Administration (NHTSA) safety standards and Environmental Protection Agency (EPA) emissions regulations. Most modern vehicles do not meet these federal standards, requiring specific exemptions or petitions for entry. Understanding the eligibility matrix is crucial for avoiding seizure and ensuring the vehicle can be registered and driven legally. According to DesRosiers Automotive Consultants (via Canadian AutoDealer), more than 40 per cent of the Canadian used vehicles entering the US in 2024 were 0-2 years old, and another 34.7 per cent of the Canadian used vehicles entering the US in 2024 were 3-5 years old, meaning the vast majority of this flow consists of late-model vehicles that must meet conforming standards.

Vehicle Category	NHTSA Safety Compliance	EPA Emissions Compliance	Import Pathway
Conforming Vehicles	Must have original FMVSS label	Must have original EPA label	Direct Entry
25+ Year Old Vehicles	Exempt from FMVSS	Exempt from EPA	Direct Entry
Non-Conforming <25 Years	Missing or modified FMVSS label	Missing or modified EPA label	RI/ICI Petition or Show/Display

The table above outlines the primary pathways for vehicle entry, distinguishing between vehicles that meet federal standards, those exempt by age, and those requiring special permission. Importing a vehicle that does not meet these criteria without proper documentation can lead to seizure by US Customs and Border Protection (CBP). For a broader understanding of the import process, you can read more about importing into the United States process and compliance. The decision matrix helps exporters and importers quickly identify if a vehicle is eligible for direct entry or if it requires a more complex petition process.

Conforming vehicles: FMVSS label and EPA certification verification

Conforming vehicles are those that were originally manufactured to meet all US federal safety and emissions standards. These vehicles will have original manufacturer stickers on the driver’s side door jamb or frame indicating compliance with FMVSS and EPA regulations. You must verify the presence of these labels before attempting to import the vehicle. If the labels are missing or have been removed, the vehicle is presumed non-conforming, and you will need to pursue alternative import pathways such as the 25-year rule or a special exemption petition.

Non-conforming vehicles: RI/ICI petition pathway and Show/Display criteria

Vehicles that do not meet federal standards but are less than 25 years old may be eligible for entry through the Rational Inquiry (RI) or Importer Compliance Initiative (ICI) petition process. The Show/Display exemption is a specific subset of this pathway, reserved for vehicles with historical, technological, or aesthetic significance. To qualify, you must submit a detailed petition to the NHTSA demonstrating the vehicle’s unique characteristics. This process is complex and requires significant documentation, including photographs, technical specifications, and a justification for the vehicle’s exemption from standard compliance requirements.

25-year rule exemption: manufacture date calculation and documentation

The 25-year rule exempts vehicles from both NHTSA and EPA regulations if they are at least 25 years old from their original manufacture date. To use this exemption, you must provide proof of the vehicle’s manufacture date, typically found on the VIN plate or manufacturer’s certificate of origin. The calculation is strict, and the vehicle must have been in existence for more than 25 years at the time of import. This rule is a popular pathway for importing classic cars and modified vehicles, as it bypasses the need for costly compliance modifications or petitions.

Document Master Checklist: Export & Import Paperwork With Form Links

Export-side documents: Bill of Sale, Canadian Title, Form B13A, AES/ITN confirmation

Exporting a vehicle from Canada requires precise documentation to clear the Canada Border Services Agency. The Bill of Sale serves as the primary proof of transaction value, while the Canadian Title or Vehicle Registration Document confirms legal ownership. You must file the Export Declaration using CBSA Form B13A, which generates the Importer/Exporter Reference Number required for tracking. Additionally, the Automated Export System confirmation, known as the AES/ITN, must be secured before the vehicle crosses the border. These four documents establish the legal foundation for the export, ensuring that the vehicle is authorized to leave Canadian jurisdiction and that the transaction is recorded for customs purposes.

Import-side documents: EPA Form 3520-1, DOT Form HS-7, CBP Form 7501, Recall Clearance Letter

Importing a vehicle into the United States demands strict adherence to federal safety and emissions standards. The EPA Form 3520-1 declares the vehicle's compliance status or requests an exemption, while the DOT Form HS-7 certifies that the vehicle meets Federal Motor Vehicle Safety Standards. CBP Form 7501 is the formal entry document submitted to U.S. Customs and Border Protection to declare the import. A Recall Clearance Letter from the manufacturer is also critical, proving that all safety recalls have been addressed. These documents collectively satisfy the regulatory requirements of both the Environmental Protection Agency and the National Highway Traffic Safety Administration for legal entry.

Supporting documents: Proof of Insurance, USMCA origin proof, state-specific title applications

Step-by-Step Border Process: From Canadian Drive-Away to CBP Release

Timeline: T-72h AES filing through T-0 border arrival and CBP primary inspection

The export process begins with the Automated Export System filing, which must be completed at least 72 hours before the vehicle is scheduled to leave Canada. This timeline allows the CBSA to process the Export Declaration and generate the ITN number required for border crossing. Once the ITN is secured, the vehicle can be driven to the border for primary inspection. At the border, you must present your ITN, export documents, and identification to the CBSA officer. After the CBSA clears the export, you proceed to the U.S. side for primary CBP inspection, where your intent to import is initially declared. This structured timeline ensures that all digital records are in place before physical inspection occurs.

CBP secondary inspection: VIN verification, document review, and duty collection

After primary inspection, most vehicle imports are directed to secondary inspection for a detailed review. CBP officers will verify the Vehicle Identification Number against the provided documents and inspect the vehicle for any discrepancies. During this phase, you must present all import forms, including the EPA and DOT declarations, to prove compliance or qualify for an exemption. If duties are applicable, they are calculated and collected at this stage. The officer may also request additional information, such as a recall clearance letter or proof of age for the 25-year exemption. This thorough review ensures that the vehicle meets all U.S. federal standards before being released for entry.

Entry types: Formal Entry (Form 7501) vs. Informal Entry thresholds and broker requirements

Vehicle imports typically require a Formal Entry, which involves the submission of CBP Form 7501 and the payment of any applicable duties. This process is mandatory for most commercial imports and requires the services of a licensed customs broker. Informal Entries are generally reserved for lower-value shipments and do not require a broker, but they are rarely used for vehicles due to the complex regulatory requirements. A customs broker plays a crucial role in preparing the Form 7501 and ensuring that all EPA and DOT documentation is correctly filed. Understanding the distinction between these entry types helps importers anticipate the level of professional assistance and documentation required for a successful border crossing.

Total Landed Cost Calculator: Duty, MPF, Gas Guzzler, Broker & Transport

The total cost to import a car from Canada to the USA including all fees centers on a 2.5 percent duty on the dutiable value for non-USMCA vehicles plus mandatory federal fees and variable logistics expenses, according to GHY International (current HTSUS). Vehicles qualifying under USMCA rules of origin enter duty-free but still incur the Merchandise Processing Fee and potential Gas Guzzler Tax. Broker fees typically range from $150 to $300 for standard clearance while transport costs vary from $800 to $2,500 depending on distance and carrier type. State sales tax applies at registration not at the border. The table below itemizes every cost component so you can model your specific transaction.

Cost Component	Rate / Basis	Typical Range / Amount	Applicability	Paid To / When
Customs Duty	US duty on passenger automobiles (HTSUS 8703)	Variable	Non-USMCA qualifying vehicles only	CBP at entry
Merchandise Processing Fee (MPF)	Ad valorem rate per CBP schedule	$31.67 minimum $614.35 maximum (2024)	All formal entries	CBP at entry
Harbor Maintenance Fee	Ad valorem rate per CBP schedule	Exempt for land border crossings	Sea shipments only	CBP at entry
Gas Guzzler Tax	EPA fuel economy rating	$1,000 to $7,700	Cars below 22.5 mpg combined	IRS via Form 720 after entry
Customs Broker Fee	Flat fee per entry	$150 to $300	Required for formal entry	Broker before release
Transport / Carrier	Per mile or flat rate	$800 to $2,500	All vehicles	Carrier at pickup/delivery
State Sales / Use Tax	State rate 0% to 10%+	Variable	At title/registration	State DMV post-entry

Reading the table, the duty line is the only cost that disappears with a valid USMCA origin certification while the MPF remains due on every formal entry regardless of origin. The Gas Guzzler Tax applies strictly to passenger cars not trucks or SUVs and is triggered by the EPA combined rating printed on the window sticker. Broker fees cover the Form 7501 preparation and AES filing but rarely include bond premiums which are billed separately. Transport quotes should specify door-to-door versus terminal-to-terminal and whether the carrier handles the CBSA export filing on the Canadian side.

Non-Conforming & Special Cases: RI/ICI, Show/Display, Salvage, Temporary

RI/ICI petition process: Registered Importer selection, modification costs, and DOT bond requirements

The RI/ICI petition process allows a non-conforming vehicle to enter the US if a Registered Importer modifies it to meet all Federal Motor Vehicle Safety Standards and posts a DOT bond equal to the vehicle's dutiable value. The importer must select an RI from the NHTSA list who has filed a conformance petition for that specific make model and model year. Modification costs often exceed $5,000 and can reach $15,000 for complex safety systems. The bond remains in force until the RI certifies completion and NHTSA approves the conformity. Only vehicles substantially similar to a US-certified version are eligible for this pathway.

Show/Display eligibility: NHTSA approval criteria, mileage restrictions, and application timeline

Show/Display eligibility requires NHTSA approval based on historical or technological significance and limits operation to 2,500 miles per year on public roads. The applicant must prove the vehicle is not currently certified for US sale and that no equivalent US-spec model exists. Applications take 90 to 120 days for a decision and require detailed photography provenance documentation and a statement of significance. Once approved the vehicle enters under HS-7 Box 7 and the mileage restriction is enforced by the owner's certification not by a tracking device. Insurance for Show/Display vehicles is available only through specialty carriers.

Salvage/Rebuilt titles: CBP Form 3299 vs HS-7 Box 8 conflicts and state re-titling bans

Salvage and rebuilt title vehicles face a conflict between CBP Form 3299 household goods exemptions and HS-7 Box 8 declarations for non-conforming vehicles. CBP generally refuses entry to vehicles branded salvage junk or non-repairable on the Canadian title unless they qualify as classic or antique under the 25-year rule. More than 40 per cent of the Canadian used vehicles entering the US in 2024 were 0-2 years old according to DesRosiers Automotive Consultants and these late-model units almost always carry clean titles. States including California New York and Florida prohibit re-titling of foreign salvage brands entirely making pre-purchase title verification essential.

Temporary imports: CBP Form 3299, 1-year limit, export bond, and insurance validity for snowbirds

Temporary imports for snowbirds and visitors enter under CBP Form 3299 with a one-year limit and require an export bond or single transaction bond equal to the duty that would be owed if the vehicle remained permanently. The vehicle must export within 12 months with no extensions except for documented medical emergencies. Canadian insurance policies must include a US endorsement or a separate US policy must be purchased because standard Canadian policies terminate at the border. The driver must carry proof of Canadian registration and the temporary import paperwork at all times. Failure to export triggers liquidated damages equal to the bond amount plus potential seizure.

Post-Entry Compliance: Federalization, State Titling & Speedometer Fixes

After clearing customs you must complete federalization, obtain a state title and register the vehicle before driving it legally on US roads. The sequence is fixed: finish all recall repairs and RI modifications, secure EPA and DOT bond releases, then present the complete packet to your state DMV for titling and registration.

Federalization completion: RI modification certification, EPA/DOT bond release, and recall repairs

Federalization completion requires a Registered Importer to certify that every non-conforming item has been brought into compliance with FMVSS and then submit HS-7 Form 474 with the RI modification certification to NHTSA. The EPA bond on Form 3520-1 is released only after the RI provides proof that all emission-related modifications meet US standards and the vehicle passes a federal test procedure or carries a valid certificate of conformity. All open safety recalls must be repaired by an authorized US dealer before the DOT bond on Form HS-7 can be released. Keep copies of every repair order, parts invoice and the RI final letter because CBP may audit the entry up to five years after release.

State Registration Matrix: Top 10 destination states sales tax credits, safety inspections, title branding rules

The table below compares the ten most common destination states for Canadian vehicle imports showing sales tax treatment, safety inspection mandates and title branding restrictions that affect registration.

State	Sales Tax Credit for Canadian Tax Paid	Safety Inspection Required	Salvage/Rebuilt Brand Accepted	Odometer Disclosure Threshold	Titling Agency
California	No credit; use tax on purchase price	Yes, CHP VIN verification + smog	No, foreign salvage brands rejected	10 years or newer	DMV
Texas	Credit for GST/HST paid with receipt	Yes, annual safety inspection	Yes, with Form VTR-130	10 years or newer	DMV
Florida	Credit for GST/HST paid with receipt	No periodic safety inspection	No, foreign salvage brands rejected	10 years or newer	DHSMV
New York	Credit for GST/HST paid with receipt	Yes, annual safety inspection	No, foreign salvage brands rejected	10 years or newer	DMV
Washington	Credit for GST/HST paid with receipt	No periodic safety inspection	Yes, with inspection	10 years or newer	DOL
Arizona	Credit for GST/HST paid with receipt	No periodic safety inspection	Yes, with Level III inspection	10 years or newer	MVD
Illinois	Credit for GST/HST paid with receipt	No periodic safety inspection	Yes, with SOS inspection	10 years or newer	SOS
Colorado	Credit for GST/HST paid with receipt	Yes, VIN verification only	Yes, with Form DR-2395	10 years or newer	DMV
Georgia	Credit for GST/HST paid with receipt	No periodic safety inspection	Yes, with Form T-22B	10 years or newer	DOR
Nevada	Credit for GST/HST paid with receipt	Yes, VIN verification + smog in Clark/Washoe	Yes, with inspection	10 years or newer	DMV

California and Florida reject foreign salvage brands entirely so a Canadian rebuilt title will not transfer. Texas, Arizona and Washington accept the brand after a state-level inspection. Most states grant a sales tax credit for GST or HST paid in Canada but require the original Canadian tax receipt. Safety inspections range from a simple VIN verification in Colorado to a full smog and safety check in California. Odometer disclosure is mandatory for vehicles ten years old or newer in every state listed.

Speedometer compliance: NHTSA labeling allowance vs cluster swap costs, digital vs analog solutions

Speedometer compliance allows a permanent km/h overlay label on the existing cluster if the vehicle is 25 years old or qualifies under Show and Display. For all other vehicles NHTSA requires the speedometer to display mph as the primary unit. Digital clusters on late-model vehicles can often be reprogrammed to mph through the dealer scan tool at a cost of 150 to 300 dollars. Analog clusters require a physical face swap or complete cluster replacement costing 400 to 1,200 dollars including programming. Some states such as California will fail a smog inspection if the instrument cluster shows only km/h. Verify the exact requirement with your state DMV before choosing the labeling shortcut.

USMCA Duty-Free Qualification: Proving North American Origin

To claim the 2.5 percent duty exemption under USMCA the vehicle must meet the regional value content threshold and the producer must provide a certification of origin. The general US duty rate for passenger automobiles under HTSUS heading 8703 is 2.5 percent according to GHY International (current HTSUS). The importer of record is responsible for presenting the documentation to CBP at entry or filing a post-entry claim within one year.

Regional Value Content (RVC) calculation methods: Net Cost vs Transaction Value

Regional Value Content can be calculated using the Net Cost method or the Transaction Value method. The Net Cost method deducts royalties, sales promotion and shipping from the total cost then divides the North American content by that net cost. The Transaction Value method uses the price actually paid or payable for the vehicle as the denominator. Passenger vehicles and light trucks require 75 percent RVC under either method. Heavy trucks require 70 percent. The producer chooses the method that yields the higher percentage but must be prepared to support the calculation with cost records if CBP requests verification.

VIN decoding for North American parts content and producer certification requirements

VIN decoding reveals the assembly plant and the North American parts content percentage reported on the EPA fuel economy label or the American Automobile Labeling Act label affixed to the window. The first character of the VIN identifies the country of final assembly: 1, 4 or 5 for the United States, 2 for Canada and 3 for Mexico. The producer certification must state that the vehicle qualifies as an originating good under USMCA Article 4.3 and include the VIN, the RVC percentage, the calculation method used and the authorized signature. CBP may reject a certification that lacks any of these elements.

Dealer invoice and manufacturer statement requirements for CBP verification

Dealer invoices must show the vehicle identification number, the sale price and a statement that the vehicle is of North American origin. The manufacturer statement or certificate of origin must be on company letterhead, reference the specific VIN, declare the RVC percentage and calculation method, and bear the signature of an authorized representative. CBP officers at the border will compare the VIN on the invoice, the certification and the vehicle itself. Any discrepancy triggers a CF-28 request for information or a CF-29 notice of action which can delay release and incur storage charges. Retain all documents for five years from the date of entry in case of a post-entry audit.

State Registration Matrix: Top 10 Destination Compliance Variations

Nearly 310,000 used vehicles flowed from Canada into the United States in 2020, according to DesRosiers Automotive Consultants. US imports of used vehicles from Canada peaked in 2016 at nearly 345,000 units, according to DesRosiers Automotive Consultants. Imports of used vehicles into the US fell to only 6,

Conclusion

File the B13A through CERS and submit AES data 72 hours before the border to secure a valid ITN; without it the vehicle cannot leave Canada. At the US border present the EPA Form 3520-1, DOT Form HS-7, CBP Form 7501 and a manufacturer Recall Clearance Letter, then verify eligibility through the FMVSS label, EPA label, the 25-year rule or a Registered Importer petition. Budget for the 2.5 percent duty on non-USMCA units per GHY International (current HTSUS), the 0.3464 percent MPF, possible Gas Guzzler Tax, broker fees and transport so the total landed cost is clear before the vehicle moves.

Confirm every VIN match and document set before the truck rolls to avoid holds at both CBSA and CBP primary inspection. For buyer discovery and market verification, start at Global Trade Plaza.

Frequently Asked Questions