NMFC Class 55 — Auto Parts
Automotive engines are very dense items that typically ship at freight class 50–55, making them one of the most cost-effective freight items per pound.
Typical class: 55 · Density: 35–60 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 55 — packaging, handling, and freight class details
Automotive engines move in significant volumes through the remanufactured parts market, engine replacement programs, and automotive recycling channels. Companies like Jasper Engines, A-1 Cardone, and regional rebuilders ship thousands of long block and short block assemblies monthly to dealerships, independent repair shops, and retail auto parts chains. A single distribution center servicing a regional market might ship 50–100 engines weekly via LTL.
Engine freight economics are excellent. A V8 long block weighing 500–600 lbs on a 48x40 pallet occupies roughly 10–12 cubic feet — that is 45–55 lbs/cuft, firmly Class 50. Class 50 is the cheapest freight class available, which means engines ship at very low per-hundredweight rates. Combined with their high weight, engines are ideal freight for weight-limited carriers who want to maximize payload revenue.
Fluid drainage is the most important pre-shipment requirement and also the most commonly missed. Any residual oil, coolant, or transmission fluid must be completely drained before shipping. Even small amounts of fluid can leak during transit due to orientation changes and temperature fluctuations. A leaking engine damages adjacent freight and creates hazardous materials contamination issues if fluid contacts the trailer floor and drips at a dock. Carriers should check for fluid evidence around the drain plugs when accepting engine freight.
Engines must be secured on heavy-duty pallets — a standard 48x40 stringer pallet is often inadequate for a 500+ lb engine. Block pallets or custom skids with through-bolts are standard in the industry. The engine should be strapped from at least four directions, with straps passing through the lifting brackets rather than across external components. Carriers should verify the skid is rated for the weight before pickup. Rate context: engine loads are excellent for LTL density, and carriers who haul remanufactured parts regularly build profitable long-term relationships with rebuilders.
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