Importing a classic car from Europe to the USA

Imported vehicles normally have to comply with the Federal Motor Vehicle Safety Standards (FMVSS) — which most European-market cars never did. The exception is age: NHTSA confirms that a vehicle 25 or more years old can be lawfully imported without regard to FMVSS compliance, and that the 25-year period runs from the date of the vehicle's manufacture.

That detail matters. A car built in March 2001 becomes importable in March 2026 — not on January 1, and not when its model year turns 25. At entry, your customs broker files DOT form HS-7 and checks Box 1, which covers vehicles 25 or more years old.

Emissions are handled separately, with a lower threshold. On EPA form 3520-1, exemption code E covers a vehicle at least 21 years old that is in its original, unmodified configuration. A car with a replacement engine generally does not qualify unless the engine is the same model as the original.

Because 21 is less than 25, any car that clears the NHTSA rule normally clears the EPA rule as well — provided the drivetrain is original. One more reason documented, unmodified cars are worth paying for.

This changes most often, so treat the figures below as a snapshot (November 2026) and confirm current rates with CBP or a licensed customs broker before you buy.

• Base duty: passenger cars enter at 2.5% of the purchase price (pickups and light trucks: 25%, regardless of age).
• Section 232 (the "25% auto tariff"): vehicles manufactured at least 25 years before the year of entry are exempt, entering at a zero additional rate. A 24-year-old car pays the full tariff; a 25-year-old car does not.
• Since July 24, 2026: a temporary 10% surcharge lapsed, but new EU-focused measures took effect the same day and broker guidance diverges on the all-in rate for EU-built classics. Budget conservatively at up to ±10% and ask your broker for the exact figure — the rate follows where the car was built, not where you bought it.
• Entry fees: Merchandise Processing Fee (±0.35% of value, capped) and Harbor Maintenance Fee (0.125%).

There is no US federal VAT. And because the car leaves the EU, a Dutch dealer invoices the sale for export — you do not pay Dutch VAT on top.

1. Confirm eligibility

   Build date (not model year) 25+ years before entry, original engine configuration.

2. Inspect and verify history

   Ask for a technical inspection report, maintenance records and mileage verification — or a live video walkaround.

3. Agree the sale

   With an export invoice; the dealer deregisters the car from the Dutch system and prepares the EU export documents.

4. Book shipping, appoint a broker

   Shipping from Rotterdam; your US customs broker files the Importer Security Filing before the vessel sails.

5. Clear US customs

   The broker files the CBP entry with HS-7 (Box 1) and EPA 3520-1 (code E) and pays duty on your behalf.

6. Collect the car

   At the port, or arrange inland transport — keeping the stamped forms for your DMV.

From Rotterdam — Europe's largest port, with weekly transatlantic sailings — you choose between a container (recommended for classics: a dedicated 20-foot container, or a shared slot to cut costs; the car travels enclosed and braced) and RoRo (driven aboard; usually cheaper, but exposed, the car must run, and nothing may be shipped inside).

East Coast ports (New York/New Jersey, Baltimore) mean a crossing of typically a few weeks port to port; West Coast delivery takes substantially longer. All-in ocean freight for a single car commonly lands in the low-to-mid four figures (USD), but rates move — get a current quote. More on how we handle this on our exporting & worldwide delivery page.

Registration is state law, so requirements vary. Universally you'll need the CBP entry paperwork with the stamped HS-7 and EPA 3520-1, the bill of lading, the bill of sale, and the foreign registration documents.

Most states title a 25-year-old import without further inspection; some require a VIN verification, and California applies additional emissions rules to directly imported vehicles — check with your DMV before the car ships. A practical plus of buying in continental Europe: Dutch-market cars are left-hand drive, so there is no RHD adjustment, unlike Japanese imports.

Documented mileage: the Netherlands has recorded odometer readings nationally since 1991 (now run through the RDW vehicle authority), so Dutch-history cars come with verifiable kilometers. Garage culture: enthusiast cars are typically stored indoors and maintained to pass the annual APK inspection.

EU market access: Dutch dealers source across the entire EU, so the selection is continental, not local — and if the right car isn't in stock, a tailored search puts our network to work. Logistics: Rotterdam is on the doorstep and English is spoken practically everywhere, which keeps a remote purchase manageable.

The current sweet spot is the 1996–2002 generation of European youngtimers — modern enough to drive daily, now crossing the 25-year line month by month. European-spec versions America never got are exactly where import value lies — and because eligibility is measured by build month, a late-2001 car becomes importable months after an early-2001 car.