Import Duty & Tariff Calculator — Landed Cost With HTS Codes

How to use this calculator

What "landed cost" actually includes

Most importers price their products off the supplier's invoice — and most importers are wrong. The invoice is only the first layer. By the time a unit is legally imported, delivered and ready to sell, it has also absorbed its share of international freight (ocean or air, port to port), cargo insurance, customs duty charged on entry, any additional tariffs that apply to your origin and product list, brokerage and entry fees for filing the customs paperwork, assorted port and processing charges, and domestic shipping from the port or airport to your warehouse, prep center or Amazon FC. That all-in figure is the landed cost, and the per-unit version of it — total landed cost divided by units — is the only honest starting point for pricing.

The duty line deserves special attention, because it is the one sellers most often leave out entirely. Duty is calculated on a taxable value, and what goes into that value depends on the destination: the United States generally works from the transaction value of the goods themselves, while the EU and UK include freight and insurance to the border (the CIF basis). On a thin-margin product, choosing the wrong basis — or forgetting that an additional tariff stacks on top of the base duty rate — can move your real cost by several dollars a unit. If you ship on DDP terms, your forwarder bundles most of these charges into one quote, but they have not disappeared: they are inside the price you are paying, and modelling them yourself is how you check whether a DDP quote is fair. Our Incoterms guide explains who is responsible for each cost at each stage of the journey.

HTS codes: the number that sets your duty rate

Every duty rate in the calculator above traces back to one thing: your product's HTS code (in the US, the Harmonized Tariff Schedule code; internationally, the first six digits are the HS code, shared by every customs authority in the World Customs Organization's Harmonized System). Customs does not tax \u201ca yoga mat\u201d \u2014 it taxes the classification line the yoga mat falls under, and each line carries its own duty rate. Two products that look almost identical can sit on different lines with rates several points apart, which is why the duty field above asks for your rate instead of assuming one.

How an HTS code is built

The code is read in layers. The first 2 digits are the chapter \u2014 the broad family of goods. The first 4 digits are the heading, the product group inside that family. The first 6 digits are the international subheading \u2014 identical in every country, and the level most duty comparisons work at. Digits beyond six are national: the United States extends the code to 10 digits, where the last digits are statistical suffixes used for tracking. When a broker asks for your \u201cfull HTS code\u201d, they mean the complete national version, because the duty rate is set at that level of detail.

How to find your code

Start from what the product is \u2014 its material, its function, how it is sold \u2014 not from the rate you would like. Then work through the official sources: the USITC HTS search for US imports, the UK Trade Tariff on GOV.UK for British imports, and the EU's TARIC database (via Access2Markets) for EU imports. If your exact product has been classified before, the US CBP CROSS rulings database shows binding decisions on near-identical goods. Still torn between two lines? Ask your customs broker to confirm, or request a binding ruling \u2014 a guessed code that understates duty is not a saving, it is a liability with interest attached.

Why the code changes what you pay

The rate attaches to the line, not to your invoice description. The same shipment can legitimately price differently under two defensible classifications, and additional tariffs \u2014 the second rate field above \u2014 are also defined by code lists: a product is only hit by an extra tariff if its code appears on that list. Classification is therefore the highest-leverage ten minutes in the whole import. Get the code right, read its rate, and only then model the margin. Use the checker below to sanity-check a code's structure, then carry its rate from the official schedule into the duty field.

The de minimis change: why small shipments cost more now

For years, the quiet subsidy behind a lot of cross-border ecommerce was the US de minimis rule: shipments valued under $800 entered the country duty-free, with minimal paperwork. That world is gone. The exemption was suspended for China and Hong Kong in May 2025 and for all countries in August 2025, and as of October 2026 low-value imports into the US are broadly dutiable like any other shipment — with further rule changes still moving through CBP and Congress. Sellers who built their pricing on duty-free sub-$800 parcels have had to reprice, consolidate shipments, or change entry strategy entirely.

The practical lesson is not that importing got impossible — it is that duty is now a line item on almost every shipment, at almost every value, so it belongs in your unit economics from the first quote, not as a surprise on the broker's invoice. Consolidated freight, correct HS classification (never a creative one — misclassification is where penalties live), and an honest landed-cost model are the difference between sellers who absorbed the change and sellers still wondering where their margin went. If you would rather have the whole chain — supplier, freight, customs, delivery — handled as one managed service, that is exactly what our DDP freight forwarding team does.

Worked example: 200 units, two duty bases

Invented round numbers \u2014 type them into the calculator and check us. A seller imports 200 units of a $12.00 product. Freight for the shipment is $780, insurance $45, brokerage $95, other import fees $40 and domestic shipping $180. The example duty rate is 12%, with a 10% additional tariff stacked on top of it.

At a $39.99 selling price, the gross margin on landed cost is 46.9% \u2014 before marketplace fees and ads take their share. Now switch the duty basis to FOB (product cost only, the US style): duty and tariff are charged on $2,400 instead of $3,225, so the two lines fall to $288.00 + $240.00 = $528.00 \u2014 $181.50 less on the shipment, about $0.91 a unit. Same goods, same supplier, same rates: the basis alone moved the unit cost. That is why this calculator makes you choose the basis your destination actually uses \u2014 and why the break-even calculator should always be fed the landed figure, never the factory price.

Landed cost calculator: mistakes that wreck the margin

Treating the FOB price as the cost. The factory price is usually only 50–70% of what a unit owes you by the time it is sellable. Freight, duty, taxes, brokerage and domestic delivery all belong in the number this landed cost calculator produces.

Calculating duty on the wrong value. In many regimes duty is charged on the customs value — which can include international freight and insurance, not just the goods. Check the basis your destination country uses before you trust the margin.

Forgetting the small fixed fees. Customs brokerage, port handling, inspection and warehouse receiving are per-shipment costs. Spread over a small shipment they can add more per unit than the duty itself.

Assuming de minimis still saves you. Low-value import relief has been withdrawn or narrowed in key markets (covered in the de minimis section above). Pricing that depends on a threshold that no longer applies is pricing on a fiction.

Locking the price at order time. Currency movement between paying a deposit and paying the balance changes your landed cost. Re-run the calculation at payment time, not just at quote time.

The six lines of landed cost: a 500-unit example, fully priced

Every landed cost is the same six lines: the goods, getting them out of the origin country, the main freight, insurance, duty, and getting them from the port to your warehouse. Here they are on one illustrative shipment — 500 units at $6.00 each, EXW:

Note where the duty line gets its base: 6% is charged on the customs value — goods plus haulage, freight and insurance ($4,075.00) — not on the factory price alone. And the headline lesson: $9.34 a unit landed against a $6.00 factory price. Price from the shelf number, not the factory number; the gap between them is where import margins quietly disappear.