| Engine families that move here | Toyota 1NZ / 2NZ, Toyota 2KD diesel, Isuzu 4JB1, Nissan QR25 |
| Discharge ports | Mombasa or Dar es Salaam, then inland to Kampala |
| Container sizes | 20-ft (25–35 engines) and 40-ft (55–75 engines) |
| Minimum order | One full sealed container — never single units |
Plan the container around the inland leg
A container to Kampala carries port charges plus several hundred kilometres of road haulage. That cost is the same whether the box holds thirty good engines or thirty mediocre ones, which pushes the economics toward higher grades rather than cheapest fill.
We tend to recommend Ugandan buyers weight toward Grade A and B, and to avoid speculative Core volume unless there is a rebuilder already waiting for it.
What sells at the counter
Toyota petrol dominates the passenger parc, and boda and small-fleet operators keep diesel light commercial moving. The demand pattern closely tracks Kenya, with which most Ugandan importers already trade.
Every unit ships serialized with its photo set, and the grade split is agreed in writing before payment — that matters more when the buyer cannot inspect at the port personally.
Documentation for the lane
Commercial invoice, packing list, certificate of origin and bill of lading, HS 8407 and 8408, plus transit documentation for the inland leg. Ugandan imports typically require a certificate of conformity; confirm the current position with your agent.
Ask for the current list and a price
Tell us your destination country, the codes you need and the container size. We reply within one business day — usually within hours — with photos, the grade split and container-load pricing.