The simplest way is to send us a WhatsApp message. Tell us your country, the model you're interested in, quantity, and whether you need LHD (left-hand drive) or RHD (right-hand drive). We'll respond within 2 hours with initial availability and pricing guidance.

You can also use the inquiry form on any vehicle's detail page — it pre-fills the model name automatically. Email and Telegram are equally welcome. There is no commitment required at the inquiry stage; it's a free consultation.

Requirements vary by country. In most markets, a licensed vehicle importer or dealer needs to hold a relevant commercial import licence, a customs registration number, and sometimes a category-specific vehicle dealer licence. Private individuals can import in some jurisdictions but face significantly higher duty rates and more complex registration processes.

We do not provide legal or regulatory advice for your destination country, but we can share the general documentary requirements we've seen for each market based on past orders. We recommend consulting a local customs broker before committing to your first order.

There is no minimum order quantity. We regularly handle single-vehicle orders for private buyers and small dealers, as well as fleet orders of 50+ units for large importers. Every order receives the same quality of service regardless of size.

That said, the economics improve meaningfully at scale. A container load of 3–4 vehicles reduces the per-unit freight cost compared to Ro-Ro shipping of a single vehicle, and orders of 10+ units typically qualify for volume pricing on the vehicles themselves. We're transparent about these thresholds — ask us for a comparison quote if you're on the fence.

We currently export to 30+ countries across South America, Southeast Asia, the Middle East, East Africa, South Asia, Europe, and Oceania. Our most active markets are Chile, Colombia, Peru, Thailand, the UAE, Saudi Arabia, Kenya, Pakistan, and Australia.

If your country isn't on this list, contact us anyway. We assess new markets on a case-by-case basis, evaluating import duty frameworks, homologation requirements, and existing freight lane availability. Some markets require specific compliance modifications (emissions labels, speed limiters, language localisation) that we can arrange in coordination with the manufacturer.

A typical single-vehicle order follows this timeline: 1–2 days for quotation, 2–4 days for contract and deposit, 5–14 days for inspection and documentation preparation, 3–5 days to vessel loading — and then transit time, which ranges from 7 days (Southeast Asia) to 45 days (South America west coast).

For most destinations, total time from confirmed order to port arrival is 30–60 days. Fleet orders or models with limited factory availability may add 1–2 weeks. We provide an estimated timeline with every quotation, and you'll receive milestone notifications throughout the process.

Yes. Every vehicle we export is a new, factory-fresh unit with zero kilometres on the odometer (other than the short distance driven during pre-shipment inspection and loading). We source directly from the manufacturer or their authorised distribution centres — not from dealers, auctions, or secondary markets.

Vehicles are held in covered storage at our Zhengzhou facility from the point of factory collection until the day they are driven onto the vessel. They are never registered in China before export.

Yes, subject to factory availability. When you request a quote, tell us your preferred colour and trim variant. We'll check factory stock and production pipeline availability. Popular models in common colours are usually available from existing stock; rare colours or newly launched variants may require a 2–6 week production lead time.

Some models offer optional equipment packages (panoramic roof, advanced driver assistance, upgraded audio) that can be specified at the factory order stage. Not all options available in the Chinese domestic market are available on export-specification vehicles — we'll confirm what's possible for your chosen model.

The choice is determined by your destination country's traffic regulations. Left-hand drive (LHD) markets include all of continental Europe, South America, the Middle East, and mainland Southeast Asia (Thailand is an exception — RHD). Right-hand drive (RHD) markets include the UK, Australia, New Zealand, Japan, Thailand, Malaysia, and most of East and Southern Africa.

RHD availability from Chinese manufacturers is growing but remains more limited than LHD. Currently confirmed RHD export models in our catalogue include the BYD Atto 3, BYD Dolphin, and BYD Seal. Several other brands are in the process of certifying RHD variants for export — contact us for the most current availability by model.

This is one of the most important questions a buyer should ask — and one that many exporters avoid answering honestly. Chinese manufacturers use the CLTC (China Light-Duty Vehicle Test Cycle) standard, which typically produces range figures 15–25% higher than the European WLTP standard. A vehicle advertised at 600 km CLTC will likely achieve 480–510 km under WLTP conditions.

Real-world range depends further on driving speed, climate, air conditioning use, and battery age. At highway speeds (120 km/h), expect roughly 65–75% of the CLTC-advertised figure. In cold climates below 5°C, LFP batteries in particular can lose 20–30% of rated range temporarily.

We list CLTC range figures in our catalogue because that's what manufacturers publish — but we always advise clients on the WLTP equivalent and real-world expectations for their market conditions. We believe informed buyers make better long-term partners.

The price gap is structural, not a quality shortcut. Chinese EV manufacturers — particularly BYD, CATL, AION, and Xpeng — have achieved a level of vertical integration that Western competitors are only beginning to replicate. BYD, for example, manufactures its own battery cells, battery management systems, electric motors, power electronics, and even semiconductor chips in-house. This eliminates the supplier margins that add $4,000–$10,000 to the cost of equivalent Western models.

China's battery supply chain is also the most competitive on earth. CATL's LFP cell production cost fell below $70/kWh in Q1 2026 — roughly 35–40% below comparable European production costs. Labour costs in Chinese automotive manufacturing are a fraction of European or US equivalents for comparable quality levels.

None of this means Chinese EVs sacrifice quality. BYD's Blade Battery technology is widely regarded as the world's safest high-volume EV battery design, and multiple Chinese models have achieved five-star ratings under Euro NCAP and ANCAP testing. The price advantage is real — and it's structural, not temporary.

FOB (Free on Board) means the price covers the vehicle up to the point of loading onto the vessel at the named Chinese port. From that point, you are responsible for arranging and paying freight and insurance. FOB gives you more control over logistics costs and carrier selection.

CIF (Cost, Insurance, and Freight) means the price includes the vehicle, ocean freight to your destination port, and marine insurance. CIF is the simpler, all-in option — you receive one total landed cost and we manage the entire logistics chain. We recommend CIF for first-time importers.

Our quotations clearly itemise: vehicle price, export inspection fee, port handling charges, freight (if CIF), marine insurance (if CIF), and any destination-specific documentation surcharges. No hidden items.

No. Every fee is listed in the quotation before you sign anything. The items you'll see are: vehicle price, pre-shipment inspection fee (included in our standard service), export documentation preparation, port handling at the loading port, and freight + marine insurance if CIF is selected.

Costs that are not in our quotation — because they are determined by your country — include: import duty, VAT or sales tax at destination, destination port handling, customs brokerage fees, and domestic transport from port to your location. We advise on these as part of our market consultation, but they're separate from what you pay us.

We accept T/T bank wire transfer (most common), Letter of Credit (L/C) for large fleet orders, and third-party escrow for high-value single-vehicle orders where the buyer requires maximum protection.

T/T transfers are processed to our ICBC corporate account. We provide full banking details in the contract. L/C arrangements are accepted in SWIFT MT700 format from any internationally recognised bank. Cryptocurrency is not accepted.

Our standard payment schedule is 30% deposit on order confirmation, with the 70% balance due before vessel departure. The deposit reserves your vehicle(s) at the factory within 24 hours of receipt.

We notify you 5 business days before the scheduled sailing date, giving you time to arrange the balance transfer. The balance must clear our account before loading confirmation is issued. For fleet orders of 10+ units, we can discuss a customised milestone payment plan — contact us to explore options.

Our pricing reflects our direct factory procurement agreements and is already at the most competitive level we can offer on individual units. That said, volume does unlock better pricing: orders of 3+ vehicles qualify for reduced freight costs per unit, and 10+ vehicle orders typically attract a per-unit factory price reduction that we pass directly to you.

Repeat clients and established dealer relationships also benefit from priority allocation, faster processing, and occasional promotional pricing on selected models. If you're building a long-term import programme, tell us — it changes the conversation from a one-off transaction to a partnership.

Ro-Ro (Roll-on Roll-off) ships vehicles by driving them onto purpose-built car carriers. It's generally faster, lower cost for single vehicles, and operationally simpler. The vehicle is secured in the ship's hold during transit but is exposed to other vehicles and the ship's environment.

Container shipping loads the vehicle inside a sealed steel container, providing maximum protection from weather, salt air, and port handling. It becomes more cost-efficient with 3+ vehicles sharing a 40-foot container, and is essential for destinations with limited Ro-Ro terminal access.

Our recommendation: Ro-Ro for 1–2 vehicles to destinations with established Ro-Ro terminals (most major ports). Container for 3+ vehicles, for very high-value models, or for destinations in inland or secondary ports requiring transshipment.

Transit times vary by destination. Approximate port-to-port transit:

Southeast Asia: 7–18 days · South Asia (Pakistan, Sri Lanka): 18–28 days · Middle East: 20–30 days · East Africa: 25–40 days · South America (west coast): 30–45 days · Europe: 28–42 days · Australia / NZ: 14–26 days.

These are port-to-port figures from vessel departure. Add 2–5 days for customs clearance and inland transport at destination. We provide a confirmed estimated arrival date with every shipping confirmation.

Marine insurance is included in all CIF-term shipments as standard. The policy covers total loss, partial damage, and general average contributions from the point of loading at the Chinese port to discharge at the destination port. Coverage is on an "all risks" basis under Institute Cargo Clauses (A).

For FOB orders, you are responsible for arranging your own marine insurance from the point of loading. We strongly recommend doing so — vessel incidents are rare but not unknown, and an uninsured vehicle at sea represents a total financial loss.

Yes. From the moment of loading confirmation, we provide you with: vessel name and voyage number, bill of lading reference, the shipping line's online tracking portal link, and estimated arrival date at your port. Major carriers (Cosco, CSCL, RORO carriers) offer online vessel position tracking updated every 6–12 hours.

Your dedicated account manager also sends you milestone notifications: loading confirmation, vessel departure, mid-voyage update (for long voyages), and discharge notification. You are never in the dark about where your vehicle is.

If damage occurs in transit, the process is: 1) Document all damage at the port of discharge, before the vehicle leaves port, with photos and a formal survey report. 2) Notify us immediately with the survey report and photos. 3) We initiate the marine insurance claim on your behalf (CIF orders) or advise you on the claim process (FOB orders). Claims are typically resolved in 30–90 days depending on the insurer and the nature of the damage.

Our pre-shipment inspection report serves as the definitive baseline for the vehicle's condition at loading. Any discrepancy between the inspection report and the condition at discharge is attributable to the transit period and is covered by the marine insurance policy.

Every shipment includes: Commercial Invoice (with full vehicle description, HS code, and declared value), Packing List, Bill of Lading (original, couriered before vessel arrival), Certificate of Origin (CCPIT-issued, notarised), Pre-Shipment Inspection Report (200-point, with photos), Vehicle Title / Factory Certificate (original Chinese 合格证), and Marine Insurance Certificate (CIF orders).

On request and where applicable, we can also prepare: fumigation certificate, phytosanitary certificate, homologation letter, manufacturer's compliance declaration, or a destination-country-specific conformity certificate. These are quoted separately as they involve third-party certification bodies.

We prepare and provide all export-side documentation required for your customs broker to clear the vehicle at your destination. We do not act as a customs broker or freight forwarder at the destination end — that relationship is between you and your local customs agent.

However, our experience across 30+ countries means we can anticipate what your destination customs will ask for and ensure the paperwork is correct before shipping. A large proportion of customs clearance delays worldwide are caused by documentation errors — incomplete invoices, incorrect HS codes, or missing certificates of origin. Our documentation team specifically focuses on preventing these.

We declare the true transaction value on all commercial invoices. We do not under-declare vehicle values. Under-declaration constitutes customs fraud in every jurisdiction we export to, and the consequences — vehicle confiscation, heavy fines, criminal liability for the importer, and banning from future imports — far outweigh any short-term duty saving.

Beyond the legal risk, under-declaration also invalidates your marine insurance policy (which covers the declared value) and creates complications when registering the vehicle domestically. The legitimate way to reduce your duty burden is to work with us on correct HS code classification, apply available trade agreements (like the ASEAN-China FTA for eligible markets), and structure your order to maximise any applicable duty exemptions.

Most fully electric passenger vehicles are classified under HS 8703.80 (electric motor vehicles for transport of persons). PHEVs and EREVs typically fall under HS 8703.40 or 8703.60 depending on engine capacity and electric range. The specific HS code determines which duty rate applies at your destination customs — and different codes can attract materially different rates.

We classify vehicles correctly based on their powertrain specifications and apply the most accurate code. Some buyers with customs experience prefer to review our HS code assignment before shipment — we welcome this and will discuss any classification questions with your broker.

Registration processes vary enormously by country. In most markets, the process involves: presenting the original Bill of Lading and Commercial Invoice at customs clearance, paying applicable import duties and VAT, obtaining a local vehicle roadworthiness or homologation certification, paying registration taxes, and receiving local licence plates.

Key requirements that often catch first-time importers off guard include: left/right headlight beam direction compliance (headlights must be adjusted or reflectors fitted for LHD vehicles in RHD markets and vice versa), speedometer units (km/h or mph as required), language localisation of safety labels, and charging connector type (the vehicle's native GB/T connector may require an adaptor for local charging infrastructure). We document all known requirements for your destination market and flag them before shipping.

Chinese EVs use the GB/T standard for both AC charging (GB/T 20234.2) and DC fast charging (GB/T 20234.3). These are different from the CCS2 (Europe), CHAdeMO (Japan), and NACS (North America) standards used elsewhere.

For AC home charging, the solution is straightforward: a standard AC wall outlet or Type 2 AC adaptor (GB/T to Type 2) allows home and public AC charging at up to 11 kW in most markets. These adaptors are widely available and inexpensive.

For DC fast charging, a GB/T to CCS2 adaptor allows use of European-standard public fast chargers. These adaptors are available from third-party suppliers in most major markets but should be verified for compatibility with your specific model. In markets like Chile and UAE where CCS2 infrastructure is growing rapidly, this is a workable solution today.

Chinese EV manufacturers typically offer a battery warranty of 8 years / 160,000 km (whichever comes first) covering significant capacity degradation (usually defined as below 70% of rated capacity). This is among the most generous battery warranty terms globally and reflects manufacturers' confidence in LFP battery longevity.

Warranty applicability in export markets is the crucial nuance. Most Chinese manufacturers do not have established service networks outside China, which means the factory warranty has limited practical enforceability in your country. In practice, warranty claims are handled through the exporter (us) acting as an intermediary with the manufacturer. We advise buyers to budget for the possibility that warranty-related repairs are handled by coordination rather than a local dealer network — at least until Chinese brands mature their overseas service infrastructure.

This is an area where the industry is evolving rapidly. BYD, NIO, and Xpeng are all actively expanding overseas service partnerships. We monitor these developments and update our clients as new service agreements become available in their markets.

This varies by brand and model. Some Chinese EVs — notably NIO and Xpeng — use domestic Chinese servers for their connected services and OTA update infrastructure. Outside China, connectivity to these servers may be unreliable or require a VPN, meaning some connected features (navigation with local maps, voice assistants, OTA updates) may be limited or unavailable.

BYD's export-market vehicles are typically configured with regional server connectivity for markets where BYD has an established presence (Europe, Australia, etc.). For markets where BYD doesn't yet have regional server infrastructure, some connected services may be reduced.

Core driving functions — battery management, motor control, safety systems, charging — are not dependent on internet connectivity and work normally everywhere. The limitations are primarily around the connected car experience and map/software updates. We document the specific connectivity situation for each model and destination market as part of our pre-sale briefing.

It depends on the model and how it has been configured for export. Many Chinese EVs — particularly BYD, Xpeng, and NIO export variants — offer multi-language infotainment systems with English, Spanish, Arabic, and other languages available. We specify the available languages for each model in our catalogue.

For models where the infotainment is Chinese-only, there are generally two solutions: a third-party Android-based unit replacement (common in Southeast Asia and South America), or operating the vehicle with Chinese menus while relying on wireless CarPlay/Android Auto for navigation and media (which works regardless of infotainment language). In practice, most buyers in non-Chinese markets adapt quickly to the latter approach.

Spare parts availability outside China is the most honest limitation of importing Chinese EVs at this stage of market maturity. For routine maintenance consumables (brake pads, cabin filters, wiper blades, tyres), standard global suppliers cover most Chinese EV models adequately. For model-specific parts — body panels, sensor assemblies, high-voltage components — the supply chain is primarily China-based.

In practice, the most reliable approach is to order critical model-specific spare parts as a kit at the time of vehicle purchase, shipped with or shortly after the vehicle. We can advise on recommended spares kits for each model based on market conditions and known maintenance requirements. As Chinese brands expand overseas, authorised parts distribution is improving — BYD has established regional parts depots in several markets already.

This is a genuine consideration and one we'd rather discuss upfront than have surprise you 18 months into ownership. For fleet buyers, we can help design a localised spares strategy as part of the order process.

Our relationship doesn't end at port delivery. Post-delivery, we provide: technical documentation packages (factory service manual access where available, wiring diagrams, diagnostic software guidance), warranty coordination acting as your intermediary with the manufacturer, spare parts sourcing and shipping support, and general technical consultation as you encounter questions in operation.

Your dedicated account manager remains your contact point throughout the vehicle's life. If you encounter a technical issue and need to escalate to the manufacturer, we handle that communication in Chinese on your behalf — removing the language barrier that often frustrates direct buyer-manufacturer contact.

For brands with established overseas service networks (BYD, NIO in select markets), we can direct you to authorised service partners. For brands without local authorised service, we help identify independent EV workshops in your area that have experience with Chinese models — a network that is growing rapidly in South America, the Middle East, and Southeast Asia.

We also maintain a growing database of third-party workshops in our key export markets that have the diagnostic tools and technical capability to service specific Chinese EV models. When you purchase through China EV Source, we share this resource with you as part of the after-sales package.

If a defect emerges after delivery that demonstrably originated at the factory — a manufacturing defect rather than damage in transit or operational wear — we act as your advocate with the manufacturer under the vehicle's factory warranty. This process requires documentation: photos, a workshop report from a qualified technician describing the defect and its likely origin, and the vehicle's mileage at the time of discovery.

We have successfully resolved warranty claims for our clients with multiple manufacturers. The process takes time — typically 4–12 weeks depending on the manufacturer and the nature of the claim — and outcomes are not guaranteed for defects outside the warranty scope. But our established manufacturer relationships give us significantly more leverage than an individual buyer approaching the manufacturer directly.

We welcome dealer and fleet importer relationships. For established dealers looking to build a regular supply pipeline, we offer: priority vessel allocation on your preferred routes, dedicated account management with a consistent contact who knows your business, volume pricing tiers that improve as your annual order volume grows, access to factory production schedules earlier than spot buyers, and co-marketing support including product information and spec sheets in your language.

The ideal dealer partner is an established automotive business in their market who sees Chinese EVs as a strategic growth category — not just opportunistic one-off purchases. If that describes you, get in touch and let's have a proper conversation about what a supply partnership would look like for your market.