EV Bikes, No-Title Vintage & ATA Carnet: Motorcycle Shipping Guide

International motorcycle shipping covers more edge cases than most riders realise. Shipping a Zero electric motorcycle overseas involves battery regulations that combustion bikes never face. Exporting a vintage bike without a title requires documentation pathways that vary by state. And taking your personal bike to a European rally on an ATA Carnet involves a process that is entirely different from how race teams do it. This guide covers all three.

For standard international motorcycle shipping rates and the general shipping process, Motorcycle shipping page covers that territory. What follows is specific to these three situations.

Can You Ship a Zero Motorcycle Internationally? US-Origin EV Bikes and Export Compliance

Zero Motorcycles is a California-based electric motorcycle manufacturer founded in 2006. That founding date matters for one specific reason: there are no Zero models old enough to qualify under the 25-year exemption from FMVSS and EPA compliance requirements. Every Zero currently on the road is a modern vehicle subject to the standard import compliance framework of the destination country.

That said, Zero bikes are exported internationally with some regularity -- the brand has an established international dealer network in Europe, Australia, and elsewhere. The export process for a privately owned Zero involves a compliance picture that is entirely different from exporting a combustion motorcycle, primarily because of the lithium battery pack.

Shipping an electric motorcycle? Zero Motorcycles and similar EV bikes require a different HTS code, IMDG battery compliance, and destination-specific type approval. Get the full picture in our Zero Motorcycle international shipping and export compliance guide. 

HTS Classification: How Zero Motorcycles Are Coded for Export

When exporting a motorcycle from the United States, the Automated Export System (AES) filing requires an accurate HTS (Harmonized Tariff Schedule) code. Standard combustion motorcycles fall under HTS Chapter 87, subheadings by engine displacement (8711.20 through 8711.50 depending on cc).

Electric motorcycles are classified differently. A Zero Motorcycle is classified under HTS 8711.60 -- "motorcycles with electric motor for propulsion." This distinction matters for export documentation and for the destination country's import duty calculation, which may apply a different tariff rate for electric versus combustion motorcycles. Some markets actively incentivise electric vehicle imports; others apply the same rate regardless.

Confirm the correct HTS subheading for your specific Zero model with a licensed US customs broker before the AES filing is submitted. Misclassification creates delays at the export stage that are difficult to resolve once the container is at port.

Lithium Battery Regulations for Ocean and Air Freight

The Zero's lithium-ion battery pack is what makes international shipping significantly more complex than shipping a comparable combustion motorcycle. Lithium batteries are classified as hazardous materials under IMDG (International Maritime Dangerous Goods) regulations for ocean freight and IATA regulations for air freight.

For ocean container shipping:

Zero's battery packs are large-format lithium-ion units. Under IMDG regulations, lithium-ion batteries shipped installed in equipment (i.e., installed in the motorcycle) must meet specific requirements covering state of charge, short circuit protection, correct UN number declaration (UN 3171 for vehicles powered by lithium-ion batteries), and appropriate container marking. Confirm current IMDG requirements for your specific model with WCS or a licensed dangerous goods specialist before booking, as the IMDG Code is updated on a two-year cycle and specific provision requirements may have changed since any given guide was written.

The state of charge (SOC) requirement is the most operationally significant: the battery must be discharged to a low SOC level before loading. This is a preparation step that the shipper -- not the shipping company -- is responsible for completing before vehicle drop-off. Shipping a Zero with a high battery charge is not permitted under IMDG.

For air freight:

IATA regulations for large lithium-ion batteries installed in vehicles are significantly more restrictive than ocean freight. Most commercial airlines refuse lithium-ion vehicle batteries above a certain watt-hour threshold as cargo. Zero's battery packs typically fall well above that threshold. Air freight for a Zero Motorcycle or similar large-format EV bike typically ranges from $5,000 to $15,000 depending on route, carrier, and configuration -- but in practice, most carriers will not accept the battery pack at all under standard air freight terms. Zero Motorcycles and similar EV bikes should be treated as ocean-only shipments for international transport.

Shipping rates and battery compliance requirements are subject to change. Confirm current IMDG and IATA requirements with WCS before booking.

Destination Market Compliance: What Receiving Countries Require

A Zero Motorcycle purchased in the US and exported to another country faces the destination market's EV homologation requirements, which vary significantly.

European Union: EU type approval for motorcycles is required for road registration. A US-spec Zero may not hold EU type approval for the specific model year being imported. Zero has an official EU import channel through its European distributor network, and the brand's bikes sold through that channel carry the relevant approvals. A privately imported US-spec Zero does not automatically transfer those approvals. The practical path involves engaging the national type approval authority in the destination EU country and confirming whether a single-vehicle approval process is available.

Australia: The Vehicle Import Approval (VIA) process applies equally to electric motorcycles. The Department of Infrastructure's ROVER portal must be used to obtain approval before the bike ships. Battery compliance documentation may also be requested during the biosecurity inspection on arrival.

UK: Post-Brexit, the UK Individual Vehicle Approval (IVA) scheme applies to non-type-approved imports. For a US-spec Zero, the IVA process involves technical inspection covering lighting, brakes, and safety systems. The electric drivetrain itself is not necessarily a barrier, but the US-spec lighting and speedometer calibration typically require attention.

Exporting a Vintage Motorcycle with No Title: Which States Issue Titles for Old Bikes and Which Don't

The no-title problem is one of the most common complications in vintage motorcycle exports, and it is almost always discovered after the bike has already been purchased. Different US states have different cutoff years below which they do not issue titles for motorcycles -- and if the bike predates that cutoff in a non-titling state, the seller cannot produce the title document that US customs and the destination country both expect to see.

Which States Do Not Title Old Motorcycles and Why

Several US states have registration-only systems for older motorcycles rather than title systems. The specific cutoff year varies by state and changes over time -- the list below is illustrative rather than exhaustive, and each state's current threshold should be confirmed directly with that state's DMV before making decisions based on it.

States commonly associated with age-based non-titling registration for older motorcycles include Vermont, Minnesota, Mississippi, South Carolina, and Kansas, among others. Vermont is a notable case: it is included in this list because it does not title certain older vehicles, but it is also commonly used as a solution to the no-title problem (see the Vermont pathway below), so its relevance here is dual.

The practical consequence is that a buyer who purchases a 1960s or 1970s motorcycle in one of these states may receive only a registration certificate, not a title. This creates an immediate export documentation challenge.

No title for your vintage bike? The absence of a US title does not block an export -- but knowing which documents to substitute, and how each destination country responds, makes the difference between a smooth shipment and a customs hold. See the full breakdown in our vintage motorcycle no-title export guide. 

What US Customs Accepts Instead of a Title

For export purposes, US Customs and Border Protection does not require a title in the legal sense -- it requires proof of ownership and the right to export the vehicle. Several documents can satisfy this requirement in the absence of a title:

• Notarised bill of sale from the seller, showing the purchase price, VIN or frame number, and both parties' details. This is typically the most accessible alternative.

• Manufacturer's Statement of Origin (MSO) for newer vehicles that have never been titled. For vintage bikes this is rarely available, but it exists for some cases.

• Vermont registration certificate obtained through Vermont's non-titled registration process. Vermont will register vehicles from other states without a title and issue a registration certificate that many international buyers and customs authorities accept as proof of ownership. Confirm current Vermont DMV requirements before pursuing this pathway, as the specific vehicle age threshold and process requirements should be verified against current rules.

• Montana bonded title process: Montana will issue a bonded title for a vehicle without a clear title chain, provided the applicant can demonstrate ownership through supporting documents and posts a surety bond. The bonded title converts to a standard title after a defined period if no ownership claims arise. Processing timelines vary -- confirm current timelines with the Montana DMV before planning around this option.

How Destination Countries React to a Titleless Import

United Kingdom: The DVLA registration process for an imported motorcycle accepts alternative ownership evidence including a notarised bill of sale and the shipping bill of lading. UK motorcycle registration specialists who handle classic US bike imports are familiar with the no-title scenario.

Germany: A notarised bill of sale plus the AES export filing from US customs is generally sufficient for the customs clearance stage. KBA registration may require additional documentation -- a German import specialist or Zulassungsstelle should be consulted for the specific model.

Australia: A notarised bill of sale and the US export documentation are the minimum package for the Department of Infrastructure's VIA process. Australian import specialists handling classic US motorcycles have navigated this regularly.

Japan: Japanese customs are generally more flexible about alternative ownership documentation for vintage vehicles from the US. Import agents in Japan who specialise in American vintage bikes can advise on the local documentation package.

If You Just Bought the Bike and Cannot Get the Title Transferred Before Shipping

The practical approach is to obtain a comprehensive notarised bill of sale from the seller, ensure the AES export filing correctly describes the vehicle (frame number, make, model, year), and contact the destination country's import specialist before the bike ships to confirm the documentation package will be sufficient for customs clearance on arrival.

Do not attempt to ship a vehicle with documentation gaps and resolve them on the destination side. Customs holds for documentation deficiencies are expensive and time-consuming.

ATA Carnet for Private Motorcycle Riders: Taking Your Bike to a European Rally or Tour

The ATA Carnet allows you to temporarily export your motorcycle from the US, use it in participating countries, and return it without paying import duties in any of the countries you visit. For a private rider heading to the Isle of Man TT, the Pyrenees, or the Alps on their own bike, the carnet is the correct tool.

This section focuses exclusively on the solo private rider managing the process personally. For the broader temporary import exemption framework, confirm current requirements directly with the USCIB and the relevant destination country customs authorities.

How a Private Individual Obtains an ATA Carnet

In the United States, ATA Carnets are issued exclusively by the US Council for International Business (USCIB). The application process for a private individual involves:

1. Creating an account on the USCIB website -- confirm the current portal URL directly with the USCIB before applying, as portal addresses change with system updates

2. Preparing an itemised list of the goods being exported: the bike itself (make, model, year, serial/frame number, estimated value) plus any accessories, tools, or spare parts

3. Submitting the application with the total value of all declared items

4. Paying the carnet fee, which is based on the total declared value

5. Posting a security deposit based on the total declared value -- the specific percentage currently required should be confirmed directly with the USCIB, as deposit requirements have varied over time

The security deposit is the figure that surprises most private riders. On a $15,000 touring motorcycle with $2,000 in additional declared items, the deposit on a $17,000 total could be substantial. This can typically be posted as a surety bond rather than cash -- bond costs vary by bonding company and applicant profile, typically in the range of 1% to 2% of the deposit amount annually, though this should be confirmed with a bonding company. The USCIB works with several bonding companies familiar with carnet security.

Carnet fees, security deposit requirements, and bond rates are subject to change. Confirm current rates directly with the USCIB and a licensed bonding company before applying. For current carnet terms, consult the USCIB directly rather than relying on any third-party description.

 Taking your bike to Europe on a carnet? From the USCIB application to the security deposit, multi-country stamping, trip extensions, and breakdown contingencies -- the private rider's complete process is covered in our ATA Carnet European motorcycle tour guide. 

How the Carnet Works Across Multiple European Countries

A single carnet, issued for one trip, covers entry and exit from all ATA Carnet participating countries -- which includes all EU member states, the UK, Norway, Switzerland, and most other European countries a touring rider would visit.

At each country's entry point, a customs officer stamps the counterfoil for entry and retains a voucher page. At exit, another stamp and voucher page records the departure. As long as the bike exits every country it enters, no duty assessment occurs.

For a rider who enters Germany, rides to Austria, Switzerland, France, and Spain before catching a ferry home from Bilbao, each border crossing creates a stamp record. The paperwork volume is real on a complex multi-country tour, but the process is straightforward once understood.

What Happens If You Need to Extend the Trip

ATA Carnets are issued for a specific validity period -- typically 12 months. If a rider wants to extend beyond the original plan, the procedure involves contacting the USCIB before the carnet's expiry date and requesting an extension, which is not guaranteed. Letting a carnet expire while the motorcycle is still in a foreign country triggers the duty assessment the carnet was designed to avoid.

If there is any possibility the trip may run longer than planned, build that into the carnet application from the start.

What Happens If the Bike Breaks Down Abroad

If the motorcycle breaks down and cannot be transported out of a country before the carnet expires, the options are:

• Arrange professional shipping of the motorcycle back to the US within the carnet validity period

• Contact the USCIB and the local customs authority immediately to report the situation -- some countries will grant a formal extension for a genuinely immobilised vehicle, particularly if documented by a local repair shop

• In serious cases, the USCIB's guaranteeing function may result in the USCIB paying duty on behalf of the carnet holder, but this triggers the security deposit recovery process

The practical preparation is to have a clear recovery plan before the trip starts. For current carnet breakdown procedures, consult the USCIB directly.

Closing Out the Carnet Correctly on Return to the USA

When the motorcycle returns to the US, present the carnet to US customs at the port of re-entry for the return counterfoil stamp. Once back, return the carnet to the USCIB promptly with all stamps and counterfoils intact.

Missing stamps -- particularly a missing exit stamp from a country the rider definitely left -- are the most common close-out problem. If a border official failed to stamp the carnet at exit, contact that country's customs authority immediately to obtain a retroactive stamp or official confirmation of exit. Leaving this unresolved can trigger a duty assessment months after the rider has returned home.

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