Four steps, three ways to ship, and quotation terms that say exactly where our responsibility stops. Everything below is what we actually do on an order — not a brochure version of it.
You do not need an account, a company or a signed contract to start. A WhatsApp message with the model, quantity and destination port is enough.
Model, trim, colour, quantity and destination port. If you are not sure which trim fits your market, say so — we quote two or three options side by side so the difference in price is visible.
You get the exact configuration, the realistic delivery window and a firm FOB quotation in writing, before anything is committed. If a trim is not available, we say so instead of substituting quietly.
The deposit releases the order into our channel. We handle the purchase, the pre-shipment inspection, the export licence and the booking — RoRo, container or rail, whichever your route needs.
Balance settles against the bill of lading copy — the document that proves your cars are loaded and on the water. Original documents are then couriered to you for collection at destination.
Which one is right depends on three things: how many cars, where they are going, and how fast you need them. They are not interchangeable substitutes — they are different tools for different batches.
Cars are driven straight on and off the ship — no container, no racking. Lowest cost per unit and the least handling, which matters on paintwork. Vessels run fixed schedules, so your batch moves together and waits together if a berth slips.
One car in a 20GP, or two to three in a 40HQ using a racking system. Schedules are frequent and the network reaches ports that RoRo does not serve — the usual choice for a first trial order, or for topping up a market you already sell in.
For destinations in Central Asia, Russia and inland Europe, rail can cut around 20 days off the sea route, and traction batteries avoid the maritime dangerous-goods process. It does not serve Middle East or African destinations — for those, it is RoRo or container only.
| Item | RoRo | Container | Rail |
|---|---|---|---|
| Loading | Driven on and off, no container | 20GP: 1 car. 40HQ: 2–3 cars on racking | Container or dedicated rail wagon |
| Cost per car | Lowest | Highest | Between the two |
| Where it goes | Ocean routes — Africa, Latin America, South and Southeast Asia, Middle East | Anywhere with a container terminal, incl. second-tier ports | Central Asia, Russia, inland Europe only |
| Transit | From Tianjin, about 21–31 days on the main sea lanes | Similar to sea on the same lane, but more frequent sailings | Roughly 20 days faster than sea to inland Europe |
| Traction battery | Class 9 dangerous goods — extra sea requirements apply | Same sea requirements, plus in-container restraint | Not handled as sea dangerous goods |
| Main risk | Peak-season space is tight; a delayed berth delays the whole batch | Cost per car, plus racking and restraint work | Limited by border crossings and timetable |
We quote FOB by default. You can ask for CIF or DAP instead. The difference is not the price level — it is the moment the cargo stops being our risk.
We deliver the car loaded on the vessel at the Chinese port, and the export clearance and licence are ours. From the moment it is on board, the goods are your risk — you arrange and pay the freight.
We add the ocean freight and the insurance, because a forwarder's volume rate is usually better than a one-off enquiry. We insure on all-risks terms, not the minimum cover — a car is a high-value unit and theft or contact damage is exactly what minimum cover excludes.
We deliver to a place you name, with import duty and customs clearance still yours. We do not quote DDP: that would make us the importer of record in your country, and in most markets a foreign seller legally cannot be that. If you need a fully landed price, nominate a licensed importer and we quote DAP.
Send us the model, the quantity and the destination port. You will get back a written FOB quote that names the shipping mode and the realistic delivery window.