Tire Import Duties & Tariffs (USA): A Bulk Buyer’s Guide
Importing new tires in bulk for resale or fleet use can deliver serious per-unit savings — but the landed cost depends on more than the factory price. Import duties, trade-remedy tariffs, and compliance rules all sit between the container and your warehouse. This guide explains how U.S. tire import duties work so you can estimate true landed cost before you commit to an order.
Note: duty rates and trade orders change frequently. Always verify your exact figures against the official sources linked below before budgeting a shipment.
How tires are classified for import (HTS heading 4011)
Every imported tire is assigned a Harmonized Tariff Schedule (HTS) code that determines its duty rate. New pneumatic rubber tires fall under heading 4011, split by tire type:
- 4011.10 — passenger car tires
- 4011.20 — bus and truck tires
- 4011.70 — agricultural / farm tires
- 4011.80 — construction, mining & industrial (OTR) tires
- 4011.90 — other tires
Your exact subheading drives your base duty rate. Look up the current rate for your tire type in the official USITC Harmonized Tariff Schedule.
The three duty layers a tire importer can face
Landed duty is the sum of up to three separate layers — missing one is the most common budgeting mistake:
- Base (MFN) duty. The standard “Column 1” rate for the HTS subheading. For many tire types this is relatively low, but it varies by category — confirm yours in the HTS.
- Section 301 tariffs. Additional tariffs applied to many goods of Chinese origin, including tires. This is a major reason buyers source from countries like Thailand instead of China — see our bulk tire export overview.
- Antidumping & countervailing duties (AD/CVD). Extra duties on specific tire types from specific countries, set by the U.S. Department of Commerce and ITC. These can be large. Check whether your product/country combination is covered before you order.
Why the sourcing country matters so much
Two identical tires can have very different landed costs purely because of origin. A tire hit with Section 301 and an AD/CVD order can cost far more delivered than the same tire from a country with neither. This is the core of smart wholesale sourcing: the cheapest factory price is not always the cheapest landed price.
Compliance: more than just duty
Imported tires sold in the U.S. must meet federal safety rules, independent of duty:
- DOT / FMVSS 139 compliance and a molded DOT Tire Identification Number (TIN).
- Correct labeling, load index, and date code.
- A customs entry (typically via a licensed customs broker) and, for commercial shipments, a customs bond.
Authoritative references: U.S. Customs & Border Protection and NHTSA.
Estimating your landed cost
A practical landed-cost estimate = factory price + ocean freight + base duty + any Section 301 + any AD/CVD + broker/bond/handling. Get all of these before you order so the savings you expect are real.
Want a quote that already accounts for sourcing and freight? Open a wholesale tire account and we’ll quote new tires by the pallet or container — or just request container pricing →
Frequently asked questions
What HTS code are tires imported under?
New pneumatic rubber tires are under HTS heading 4011, with subheadings by type (car, truck/bus, agricultural, OTR). Confirm your exact code in the USITC HTS.
Why are tires from China more expensive to import?
Chinese-origin tires often carry additional Section 301 tariffs (and some are subject to AD/CVD orders), raising landed cost versus other sourcing countries.
Do imported tires need DOT approval?
Yes — tires sold in the U.S. must meet FMVSS 139 and carry a molded DOT TIN. New tires from a compliant supplier are produced to these standards.
Do I need a customs broker to import tires?
For commercial bulk shipments, a licensed customs broker and a customs bond are standard. Your supplier can often coordinate freight and documentation.