NMFC Class 85 — Auto Parts
Auto body panels, hoods, and bumpers are moderate-density items that typically ship at freight class 85–100.
Typical class: 85 · Density: 10–15 lbs/cu ft
Shipment Dimensions (inches)
| Class | Density (lbs/cu ft) | Description |
|---|---|---|
| 50 | 50+ | Heaviest, most dense freight |
| 55 | 35–50 | Very dense freight |
| 60 | 30–35 | Dense freight |
| 65 | 22.5–30 | Moderately dense |
| 70 | 15–22.5 | Average density |
| 77.5 | 13.5–15 | Slightly below average |
| 85 | 12–13.5 | Below average density |
| 92.5 | 10.5–12 | Light freight |
| 100 | 9–10.5 | Light freight |
| 110 | 8–9 | Light, bulky freight |
| 125 | 7–8 | Bulky freight |
| 150 | 6–7 | Very bulky freight |
| 175 | 5–6 | Very light, bulky |
| 200 | 4–5 | Extremely light |
| 250 | 3–4 | Extremely light, high value |
| 300 | 2–3 | Low density, high handling |
| 400 | 1–2 | Very low density |
| 500 | 0–1 | Lowest density, highest cost |
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NMFC Class 85 — packaging, handling, and freight class details
Auto body panels — hoods, fenders, doors, quarter panels, bumper covers, and truck beds — are a high-damage-risk, moderate-density commodity that moves heavily through automotive aftermarket distribution. Companies like LKQ, Keystone Automotive, and various collision parts distributors ship body panels daily to body shops and dealerships. The market has grown substantially with insurance-driven collision repair volume, and import panels from Taiwan and Mexico represent a large share of the aftermarket.
The freight class for body panels lands at Class 85–100, reflecting their moderate density when properly crated or palletized. An individual hood in a corrugated carton with foam inserts weighs 30–60 lbs and occupies 5–8 cubic feet — roughly 6–10 lbs/cuft. When multiple panels are bundled on a pallet with appropriate spacing, the overall density improves and class can trend toward the 85 end of the range.
Surface protection is the defining challenge for body panels. Painted OEM panels have factory finish that must arrive without scratches, chips, or pressure marks. Unpainted aftermarket steel and fiberglass panels are more forgiving but still require corner protection to prevent deformation. Custom crating is used for high-value panels — individual cartons with internal bracing that prevents the panel from contacting the carton walls during vibration. Fiberglass panels are particularly vulnerable to flex cracking at mounting holes if improperly supported.
Carriers loading body panel freight should check that no heavy items are stacked on top of cartons and that panels are not positioned where forklift tines might contact them during intermediate stops on LTL runs. Large panels like truck beds and van doors extend beyond standard pallet footprints and require careful positioning in the trailer. Rate context: body panel freight is moderate-paying commodity freight. The damage claim rate in this category is high industry-wide, making careful handling directly relevant to profitability.
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