Quick Answer: Shipping a classic car from Miami to Latin America costs $1,850-$4,900 port-to-port, depending on method. RoRo runs $1,850-$2,600, a shared 40' container $2,400-$3,200, and a sole-use 20' enclosed container $3,600-$4,900. Transit is 5-18 days. Duties and VAT are separate and often exceed the freight cost.
- Port-to-port from PortMiami: RoRo $1,850-$2,600, shared 40' container $2,400-$3,200, sole-use 20' enclosed $3,600-$4,900. Door-to-door adds $600-$1,400.
- For any car worth over $60,000, skip RoRo. Enclosed container is the only method that keeps the vehicle locked, sealed, and off public terminal lots.
- Duty and VAT usually cost more than the freight. Colombia lands a classic at roughly 35% duty plus 19% IVA on CIF value; Chile and Peru are far cheaper.
- Carrier cargo liability is not insurance. Standard ocean liability caps at $500 per package under COGSA — you need agreed-value all-risk coverage at 110% of CIF.
The classic car shipping calculator on this page is built for collector vehicles, not commuter cars. It accepts declared agreed value, non-running status, and pre-war body dimensions — the three inputs generic auto-transport tools ignore.
Get your instant quote
Compare RoRo, shared container, and enclosed container rates in seconds — no email required.
Use the calculator above →How much does it cost to ship a classic car to Latin America?
Quick Answer: Shipping a classic car from Miami to Latin America costs $1,850-$4,900 port-to-port in 2026. RoRo is cheapest at $1,850-$2,600. A shared 40' container runs $2,400-$3,200 per vehicle. A sole-use 20' enclosed container costs $3,600-$4,900. Door-to-door service adds $600-$1,400.
Price moves with three levers: method, distance, and vehicle size. A 1965 Mustang to Cartagena sits at the bottom of the range. A 1937 Packard Twelve to Buenos Aires sits at the top.
Below are current 2026 port-to-port rates from PortMiami. These reflect standard sedan and coupe dimensions under 200 inches long.
| Destination port | RoRo | Shared 40' container | Sole-use 20' | Sole-use 40' |
|---|---|---|---|---|
| Cartagena (COCTG) | $1,850–$2,150 | $2,400–$2,700 | $3,600–$4,100 | $4,300–$4,900 |
| Colón (PACOL) | $1,900–$2,200 | $2,450–$2,800 | $3,700–$4,200 | $4,400–$5,000 |
| Caucedo / Santo Domingo (DOCAU) | $1,850–$2,100 | $2,400–$2,650 | $3,600–$4,000 | $4,200–$4,700 |
| Manzanillo (MXZLO) | $2,200–$2,500 | $2,750–$3,050 | $4,000–$4,500 | $4,800–$5,400 |
| Callao (PECLL) | $2,150–$2,450 | $2,700–$3,000 | $3,950–$4,450 | $4,700–$5,300 |
| Valparaíso (CLVAP) | $2,300–$2,600 | $2,900–$3,200 | $4,200–$4,700 | $5,000–$5,600 |
| Santos (BRSSZ) | $2,350–$2,600 | $2,950–$3,200 | $4,300–$4,800 | $5,100–$5,700 |
| Buenos Aires (ARBUE) | $2,400–$2,600 | $3,000–$3,200 | $4,400–$4,900 | $5,200–$5,900 |
What line items make up a real freight quote?
An honest quote is itemized, not a single number. Forwarders who quote "all-in" and omit destination charges are hiding the second invoice.
- Ocean freight — the base slot cost for your container or RoRo unit
- Origin THC at PortMiami — terminal handling, typically $285-$420 per container
- BAF / CAF — bunker and currency adjustment factors, $120-$340
- ISPS security fee — $12-$35 per unit
- Documentation / Bill of Lading fee — $75-$150
- DTHC (destination terminal handling) — $310-$580 depending on port, and frequently left out
- Drayage — inland trucking at either end, $2.20-$3.80 per mile for enclosed equipment
What is NOT included in your freight quote?
These costs land after the vessel sails. Budget for them before you book.
- Import duty — set by the destination customs authority, not the carrier
- VAT / IVA / IGV — calculated on CIF value plus duty in most LatAm countries
- Destination customs broker fees — $350-$900 for a vehicle entry
- Port storage after free time — free time is typically 5-7 days, then charges begin
- Agreed-value insurance premium — 1.2%-3.5% of declared value
Above roughly $60,000 declared value, enclosed container stops being a luxury. The insurance premium difference alone — 1.2%-2.0% enclosed versus 2.0%-3.5% RoRo — recovers a large share of the freight gap on a risk-adjusted basis.
Worked example: 1967 Mustang Fastback, Miami to Cartagena
Here is the full landed math on a real-world configuration. Declared agreed value is $68,000. Service is door-to-port, sole-use 20' enclosed container.
| Line item | Basis | Amount (USD) |
|---|---|---|
| Ocean freight + origin THC + BAF/ISPS/BL | Sole-use 20' enclosed | $3,900 |
| Agreed-value all-risk marine cargo | 1.5% of 110% CIF | $1,020 |
| CIF value for customs | $68,000 + $3,900 + $1,020 | $72,920 |
| Colombian duty | ~35% of CIF | $25,522 |
| IVA | 19% of (CIF + duty) | $18,704 |
| DIAN customs broker + local handling | Flat | $750 |
| Total landed cost | — | ~$118,796 |
Read that table twice. Duty and IVA alone add roughly $44,000 — more than eleven times the ocean freight. Anyone quoting you only the freight number is telling you a fraction of the story.
If you are weighing shared versus sole-use container economics, our breakdown of FCL vs LCL for Exporters: When to Choose Full Container on USA-Latin America Routes 2026 walks through the same cost-per-unit math on general cargo.
Get your instant quote
Price RoRo, shared container, and enclosed container for your exact route — no email required.
Use the calculator above →How does the classic car shipping calculator work?
Quick Answer: The classic car shipping calculator on this page prices your shipment from seven inputs: origin ZIP, destination port or city, vehicle year and dimensions, declared agreed value, running or non-running status, enclosed or RoRo preference, and door-to-door or port-to-port service. It returns an instant rate in under 30 seconds.
Generic auto-transport calculators average a 1961 Impala against a used Corolla. That produces a number you cannot book against.
Which inputs move the price most?
- Enter your origin ZIP code. This sets the domestic drayage leg to PortMiami or your export port.
- Select the destination port or inland city. Port-to-port and door-to-door price very differently.
- Input vehicle year, length, width, and height. Bodies over 200 inches long or 76 inches wide trigger an oversize handling factor.
- Declare the agreed value. This drives the insurance line directly.
- Flag running or non-running status. A car that will not start, steer, and brake changes the loading method.
- Choose enclosed container or RoRo. Ground clearance under 4 inches rules out standard RoRo ramps entirely.
- Pick port-to-port or door-to-door. Door service adds $600-$1,400 depending on inland distance.
Why does non-running status cost extra?
A barn-find needs a winch and skates to move. That equipment and the labor behind it add a $150-$450 loading surcharge.
It also disqualifies the vehicle from most RoRo terminals. RoRo operators require cars that drive on under their own power. Flag the vehicle honestly in the calculator, or your quote will be revised at the terminal.
Pro Tip
Declared value is not a negotiating tool. Under-declaring to reduce the insurance premium caps your recovery at the declared figure. Over-declaring inflates the CIF base that duty and IVA are calculated on. Declare the appraised market value and file the appraisal with the policy before departure.
For pre-war coachbuilt bodies, heavy-lift crating, or a matched multi-car collection, the embedded element switches to a custom quote request at #quote-calc. Those shipments need a rate built by hand, not an algorithm.
RoRo vs shared container vs enclosed container: which is right for a collector car?
Quick Answer: Enclosed sole-use container is the standard for collector cars above $60,000. RoRo is 30-45% cheaper but the vehicle is driven aboard by terminal labor, parked on an open deck, and left unlocked. Shared container splits a 40' between two to four vehicles at mid-tier cost with mid-tier control.
What actually happens on a RoRo vessel?
Your keys stay with the vessel crew. Terminal labor drives the car up the ramp and parks it on a deck with hundreds of others.
The vehicle sits unlocked for the entire voyage. Most RoRo operators refuse vehicles that are non-running, leaking fluids, or under 4 inches of ground clearance. RoRo works fine for a driver-quality 1988 Land Cruiser. It is the wrong call for a numbers-matching restoration.
When does a shared container make sense?
Consolidation puts 2 cars in a 40' container, or 3-4 with racking systems. Cost runs $2,400-$3,200 per vehicle Miami to Cartagena.
The trade-off is schedule. You wait for the container to fill, which adds 5-12 days to departure. If you have a hard deadline, that wait is a real risk.
What does sole-use enclosed give you?
One vehicle, one container, one seal number recorded on the Bill of Lading. Soft tie-downs go on the chassis or over the wheels via wheel-net straps.
Moisture absorbers control condensation on a 16-day southbound run. This is the only method that gives you a documented chain of custody from your driveway to the destination terminal.
Pre-war cars, long-wheelbase American iron, and a car plus a spares crate need a sole-use 40' or 40HC. A 1959 Cadillac Series 62 at 225 inches long will not fit a 20' box with tie-down clearance.
RoRo
Exposure: Open deck, salt air, no barrier between your car and the marine environment. Handling touchpoints: Four to six — terminal driver on, lashers aboard, lashers off, terminal driver off. Insurability: All-risk premiums run 2.0%-3.5% of declared value, and some underwriters decline pre-war vehicles entirely. Corrosion risk: High on multi-week voyages. Chrome and bare-metal underbodies suffer most.
Enclosed container
Exposure: Sealed steel box, no salt spray contact, no third-party access. Handling touchpoints: One or two — loaded once at origin, unloaded once at destination. Insurability: Premiums drop to 1.2%-2.0% of declared value, and underwriters accept agreed-value terms readily. Corrosion risk: Low with desiccant packs and a breathable cover. This is why concours cars ship this way.
Miami(USMIA)
Cartagena(COCTG)
Miami(USMIA)
Callao(PECLL)
Miami(USMIA)
Valparaíso(CLVAP)
Shipping a bike alongside the car? A 20' enclosed container holds one classic plus two motorcycles with proper racking. Our guide to Motorcycle Shipping from USA to Central America: 2026 Rates and Container Options covers the loading and securing detail.
Get your instant quote
Compare enclosed, shared, and RoRo pricing side by side for your vehicle — no email required.
Use the calculator above →What transit times and port pairs should you plan around?
Quick Answer: From PortMiami, sailing times run 5-7 days to Cartagena, 6-9 days to Colón and Santo Domingo, 12-15 days to Callao and Valparaíso, and 16-22 days to Santos and Buenos Aires. Add 7-14 days for inland pickup, export booking, and destination customs clearance.
| Route | Sailing days | Sailings per week | Total door-to-door estimate |
|---|---|---|---|
| Miami (USMIA) → Cartagena (COCTG) | 5–7 | 3–4 | 16–21 days |
| Miami → Caucedo (DOCAU) | 6–8 | 2–3 | 17–23 days |
| Miami → Colón (PACOL) | 6–9 | 3–4 | 18–24 days |
| Miami → Manzanillo (MXZLO) | 10–13 | 1–2 | 22–30 days |
| Miami → Callao (PECLL) | 12–15 | 1–2 | 24–33 days |
| Miami → Valparaíso (CLVAP) | 13–16 | 1–2 | 26–35 days |
| Miami → Santos (BRSSZ) | 16–20 | 1–2 | 29–38 days |
| Miami → Buenos Aires (ARBUE) | 18–22 | 1 | 31–42 days |
How do European and Japanese classics route through the US?
Many collector cars arrive in the US first, then move south. These are the working lanes.
- Southampton → Baltimore — 11-14 days, the standard UK-origin lane for RHD British cars
- Bremerhaven → Brunswick — 12-15 days, the primary German classic corridor
- Antwerp → Newark — 10-13 days, common for Belgian and Dutch auction purchases
- Yokohama → Long Beach — 14-18 days, the JDM 25-year import lane
- Jebel Ali → Miami — 22-26 days, for Middle East collection exports
- Melbourne → Long Beach — 24-30 days, Australian-delivered muscle and Holden classics
After US arrival, the car transships south through PortMiami. Add 4-9 days for the domestic move and re-export booking.
Cargo cut-off is not vessel ETD
Cargo cut-off typically falls 48-72 hours before departure. Documentation cut-off lands earlier still — often 96 hours out. A car that arrives at the terminal on the ETD date does not sail. It rolls to the next vessel, which on a Buenos Aires lane can mean a full week of delay plus storage charges.
What happens after free time expires?
Destination free time is usually 5-7 days from container discharge. After that, demurrage and storage accrue at $65-$180 per day depending on port.
Cartagena and Callao sit at the lower end. Buenos Aires and Santos run higher. Have your destination broker engaged before the vessel arrives, not after.
How far ahead should you book for an auction or concours?
Barrett-Jackson, Mecum, Amelia Island, and Rétromobile shipments need 3-4 weeks of buffer. Expedited bookings carry a 20-35% premium and still depend on vessel space.
What customs, duty, and VAT costs belong in your landed estimate?
Quick Answer: Import duty and VAT usually exceed the ocean freight. Colombia applies roughly 35% duty plus 19% IVA on CIF value through DIAN. Chile charges 6% duty plus 19% IVA. Peru applies 0-6% plus 18% IGV through SUNAT. Several countries restrict or ban vehicles over a set age.
| Country | Authority | Duty (approx.) | VAT / IVA | Age restriction notes |
|---|---|---|---|---|
| Colombia | DIAN | ~35% | 19% IVA | Used-vehicle imports restricted; antique classification available for qualifying vehicles |
| Chile | Aduanas / SII | 6% | 19% IVA | Most open regime in the region; Zona Franca (Iquique) routing available |
| Peru | SUNAT | 0–6% | 18% IGV | Age limits on used vehicles; collector permits required case by case |
| Mexico | SAT / ANAM | 10–20% | 16% IVA | Vehicles 30+ years may qualify for reduced treatment; NOM compliance applies |
| Brazil | Receita Federal | 35% | ICMS varies by state | Used-vehicle imports heavily restricted; collector exemptions are narrow |
| Argentina | AFIP / ARCA | 35% | 21% IVA | Import licensing required; collector vehicle regime exists but is slow |
| Uruguay | DNA | Reduced for collectors | 22% IVA | Recognized collector vehicle regime for qualifying historic cars |
| Panama | ANA | 15–18% | 7% ITBMS | Colón Free Trade Zone allows deferred entry |
These rates are indicative. Duty and tax rules change by resolution and by declarant — confirm final figures with a licensed customs broker in the destination country before booking.
How do age rules work in both directions?
The US 25-year rule works in your favor on inbound cars. A pre-2001 vehicle enters exempt from FMVSS and EPA emissions standards.
- EPA Form 3520-1 — emissions declaration, code E for vehicles 21+ years old
- DOT Form HS-7 — safety declaration, box 1 for vehicles 25+ years old
- CBP Form 7501 — the entry summary that establishes duty owed
- Original title or certificate of ownership — no copies accepted at export
- Bill of Sale — establishes the transaction value CBP uses
Southbound is the opposite story. Colombia, Peru, and Brazil restrict used-vehicle imports and require special permits for collector cars. Confirm eligibility before you pay a deposit on the vehicle.
What does the US export side require?
An EEI filing in AES is mandatory for any vehicle over $2,500. That filing generates the ITN you present at the terminal.
Then there is the CBP 72-hour rule. Per CBP regulations, the original title plus copies must be presented at the export port 72 hours before loading. Miss it and the car does not leave the country.
ISF 10+2 applies inbound only
Importer Security Filing is required for cargo entering the United States, filed 24 hours before vessel loading at the foreign port. It does not apply to US exports. Missing an ISF on an inbound classic triggers a $5,000 penalty per violation plus an AMS hold that can strand the container for weeks. If you are importing a European or Japanese classic into the US before re-export, this is on you.
Which destination documents stall containers?
- Factura Comercial — commercial invoice with full vehicle description and VIN
- Certificado de Origen — origin certificate, required for preferential duty under trade agreements
- Bill of Lading — original or telex release, matched exactly to the invoice
- Original title — the destination authority will compare the VIN to the physical plate
- RUT / NIT (Colombia), RUC (Peru), CUIT (Argentina) — tax ID for the importer of record
- Manifiesto de Carga — filed by the carrier, but discrepancies here are the top cause of container holds
The compliance logic mirrors what applies to small-parcel exports. Our USA to Central America International Courier: Customs Requirements & Compliance Guide covers documentation discipline in more depth.
Get your instant quote
Get a landed-cost-aware freight rate for your classic in under 30 seconds — no email required.
Use the calculator above →Which Incoterm and insurance should you use for a collector car?
Quick Answer: Use CIF or DAP for classic car exports and buy agreed-value all-risk coverage at 110% of CIF value. Standard carrier cargo liability caps at $500 per package under COGSA — that is not insurance for a $90,000 car. DDP exposes the seller to destination duty liability and is rarely worth it.
| Incoterm 2020 | Origin handling | Ocean freight | Insurance | Destination duty | Final delivery |
|---|---|---|---|---|---|
| EXW | Buyer | Buyer | Buyer | Buyer | Buyer |
| FOB | Seller | Buyer | Buyer | Buyer | Buyer |
| CFR | Seller | Seller | Buyer | Buyer | Buyer |
| CIF | Seller | Seller | Seller | Buyer | Buyer |
| DAP | Seller | Seller | Seller | Buyer | Seller |
| DDP | Seller | Seller | Seller | Seller | Seller |
Why does DDP hurt the seller on a classic car?
DDP looks generous to the buyer. It makes you responsible for import duty, IVA, and customs penalties in a country where you have no legal presence.
On the Mustang example above, that is a $44,000 tax exposure sitting on the seller's balance sheet. If DIAN disputes the declared value, you are the one arguing. Use DAP instead — you deliver, the buyer clears.
What is the COGSA coverage gap in real numbers?
Under the Carriage of Goods by Sea Act, ocean carrier liability caps at $500 per package. A vehicle counts as one package.
Without all-risk cover
Your 1970 Hemi 'Cuda with a $120,000 agreed value goes overboard in heavy weather. You file against the carrier under COGSA. The maximum recovery is $500. Your net loss is $119,500 plus the freight you already paid. This is not a theoretical scenario — it is the default outcome when no separate policy exists.
With agreed-value all-risk
Same car, same total loss. Your policy is written at 110% of CIF value, so the sum insured is roughly $137,000. A professional appraisal is already on file with the underwriter. You submit the condition report, photos, and appraisal. Recovery is the agreed value minus a $500-$2,500 deductible. Premium cost was about $1,800.
Agreed-value, stated-value, or actual-cash-value?
These three terms are not interchangeable. The difference decides your claim outcome.
- Agreed value — the insurer and you fix the payout figure in advance. This is the only correct policy type for a collector car.
- Stated value — the insurer pays the lesser of stated value or actual cash value. That "lesser of" clause is where claims die.
- Actual cash value — market value minus depreciation, decided by an adjuster after the loss. Useless for appreciating assets.
Get the appraisal done before departure. An appraisal produced after a claim carries almost no weight with a marine underwriter.
What do collector car premiums actually cost?
Enclosed container shipments price at 1.2%-2.0% of declared value. RoRo runs 2.0%-3.5% because the risk profile is worse. Deductibles land between $500 and $2,500.
How do you prepare, document, and protect a classic car before loading?
Quick Answer: Drain fuel to a quarter tank, disconnect the battery negative terminal, photograph every panel in daylight, and get a signed condition report before the car leaves your possession. The Bill of Lading and condition report are the only two documents that support a damage claim after arrival.
What is the pre-loading checklist?
- Reduce fuel to a quarter tank. Most carriers and terminals enforce this limit.
- Disconnect the battery negative terminal, or remove the battery entirely for long voyages.
- Repair any fluid leaks. A dripping car gets refused at RoRo terminals and stains other cargo in shared containers.
- Disable the alarm system. A battery-draining alarm on day nine of a Callao sailing is a real problem.
- Remove loose trim, hood mascots, spare parts, and personal items from the cabin.
- Apply a soft breathable cover — but only after the condition report is signed, never before.
How should you photograph the vehicle?
Take 40-60 date-stamped images in natural daylight. Overcast light shows paint defects better than direct sun.
- All four corners at 45 degrees, plus straight-on front and rear
- Every panel individually, close enough to show existing chips and scratches
- Undercarriage — use a jack and a phone on a stick if needed
- Wheel faces and tire sidewalls, each wheel separately
- All chrome, glass, and rubber seals
- Full interior, dashboard, odometer reading, and the VIN plate
This photo set is what wins claims. Without it, an adjuster has no baseline and you have no argument.
Pro Tip: tie-down method matters
Insist on soft wheel-net straps for pre-war and coachbuilt cars, not chassis chains. Chains load the frame and can deform a 1930s ladder chassis or crack an aluminum coachbuilt body mount. Write the tie-down method on the packing declaration and photograph the straps in place before the container doors close. That single line of documentation has settled more disputes than any argument after the fact.
How do you vet the carrier and forwarder?
- FMCSA MC and DOT number — verify the domestic trucking leg on the FMCSA SAFER system
- FMC license — the ocean leg must run under a licensed NVOCC or OTI
- Current cargo insurance certificate — request it, read it, check the expiry date and the limits
- Enclosed equipment proof — ask for photos of the actual trailer or container type being used
What is the damage claim sequence?
- Note every exception on the delivery receipt at the port, before signing. Unnoted damage is presumed not to have occurred.
- File written notice within 3 days per COGSA. Email with delivery confirmation is acceptable.
- Submit the pre-loading photos, the signed condition report, and the pre-departure appraisal.
- Obtain two independent repair estimates from restoration shops, not general body shops.
- Track the claim in writing. Verbal updates from a claims desk are not a record.
Which cost levers do not raise your risk?
- Flexible sailing dates — a 10-day window can cut 8-12% off the freight
- Terminal-to-terminal instead of door-to-door — saves $600-$1,400 if you can arrange local pickup
- Backhaul lanes — northbound-empty equipment moves cheaper southbound
- Multi-car container discounts — two cars in a sole-use 40' beats two separate 20' bookings by roughly 25%
Shipping the classic alongside a household move? Our Moving to Ecuador from USA: 2026 Complete Cost Guide & Required Documents guide covers combining vehicle and household goods on the same Bill of Lading. If pets are traveling too, the International Pet Shipping 2026: Complete Guide to Costs & Process guide handles the separate air-side requirements.
For broader comparison of international vehicle freight methods, see this Car Shipping to Argentina: Complete 2026 Guide to Costs, this How to Ship a Car Internationally: Complete 2026 Guide, the Ship Cars To El Salvador 2026: Complete Guide, and this International Car Shipping Cost Calculator Tool.
Get your instant quote
Price your classic car export with agreed-value insurance included — no email required.
Use the calculator above →With thousands of shipments processed annually across the Miami-LatAm corridor, we build classic car quotes the same way every time: itemized, with destination charges shown, and with the insurance line priced against your real declared value. Use the classic car shipping calculator above to compare RoRo, shared container, and sole-use enclosed rates for your exact vehicle and route. It takes under 30 seconds, needs no email, and produces a number you can actually book against.
Port-to-port from PortMiami costs $1,850-$4,900 in 2026, depending on method. RoRo runs $1,850-$2,600, a shared 40' container is $2,400-$3,200 per vehicle, and a sole-use 20' enclosed container costs $3,600-$4,900. Import duty, VAT, and destination broker fees are separate and often exceed the freight itself.
Yes, for any vehicle valued above roughly $60,000. An enclosed container keeps the car locked, sealed, and off open terminal decks where salt spray, handling damage, and theft occur. It also makes agreed-value all-risk insurance cheaper — typically 1.2%-2.0% of declared value versus 2.0%-3.5% for RoRo.
Yes, but only in a container — most RoRo terminals refuse vehicles that cannot start, steer, and brake. Loading a non-running car requires a winch and skates, which adds a $150-$450 surcharge. Flag the vehicle as non-operable in the calculator so the quote reflects the real handling cost.
Sailing time is 5-7 days to Cartagena, 12-15 days to Callao and Valparaíso, and 16-22 days to Santos and Buenos Aires. Add 7-14 days total for export booking, cargo cut-off, and destination customs clearance. Plan 3-4 weeks door-to-door for most Latin American destinations.
No. Ocean carrier liability is capped at $500 per package under COGSA, which is meaningless for a six-figure vehicle. You need a separate agreed-value all-risk marine cargo policy written at 110% of CIF value, supported by a professional appraisal filed before the car ships.