Roughly $800 to Chicago, $900 to $1,250 to Florida, $1,350 to $1,600 to Dallas, $1,800 to $2,000 to Seattle and $2,000 to $2,400 to Los Angeles, on an open trailer. The table above sets out all six with distances and transit times. Ranges rather than fixed prices, because fuel and demand move week to week.

Because price follows the trucks, not the map. Right now the run to the Pacific Northwest out of New York fills easily and southern California is competitive, so the shorter trip carries the higher number. It moves with the season. Ask us for the live figure and we will tell you which way it sits this week.

Because trucks come in full and leave full. A carrier that drops four cars in Brooklyn can reload the same day, so there are no empty miles to cover. Deliver to a quiet town at the same distance and the driver runs empty to find the next load, and the price carries that. It is return freight, not traffic, that sets the number.

Less, usually, even though upstate is closer to almost everywhere. A run of about 885 miles into the Bronx prices near $1,000. The same distance into Buffalo runs nearer $1,200. Buffalo sits off the I-95 corridor with thinner return freight, and that gap is the whole reason.

Sometimes, and when it cannot the fix is quick. A car hauler runs about 75 feet and needs legal stopping space, overhead clearance and a truck route to get there. Below 96th Street that is rare. Plan on meeting the driver at a wide spot a few minutes away and the whole thing takes ten minutes.

A big-box or supermarket lot, a wide commercial avenue, or a park-and-ride near a highway ramp. The driver knows the spots on his route and will suggest one. You do not need to pick anything before you book. Tell us the address and the borough, and the meeting point gets sorted before pickup day.

Yes, and in much of Queens, the Bronx, Brooklyn and Staten Island the truck reaches the address itself. Manhattan is the exception more often than not. Either way you are handing the car to the same driver on the same day, and door to door means as close as the truck can legally and safely get.

No. Commercial trucks are barred from the parkways and have to use the designated truck routes, which is why a driver may take a longer path in than your phone would. It also shapes where he can meet you. A spot near a truck route saves everyone time.

Two to four days to Chicago, three to five to Florida, four to six to Dallas, seven to ten to the West Coast. That clock starts at pickup. Add your pickup window on the front when you are planning around a move date.

The span of days the car will be collected in, counted from the date you choose. Standard runs 6 days. Expedited runs 3, which is worth it when a closing date or a lease turn-in will not move. The driver calls or texts before he arrives.

Distance sets most of it, then the route, the vehicle and the timing. New York is well served in both directions, which works in your favor. An SUV takes more deck than a sedan. And a wider pickup window gives a carrier more ways to fit you in, which is the easiest money a customer can save.

Open, for a daily driver, which is how most cars leave the city. Plan on about 80 percent more than open for enclosed. A $1,000 open move is roughly $1,800 enclosed. Worth it for a classic, an exotic, fresh paint, or a car too low to clear a ramp.

Yes. Your car travels under the carrier's Carrier Cargo Insurance from pickup to delivery, and that coverage sits with the carrier hauling it. Once your order is assigned to a truck, ask us for the certificate of insurance and we send it.

Usually yes, within reason. Most drivers will take a few things as a courtesy. Keep it under about 100 pounds, pack it neatly, and keep it out of sight from outside the car. Think a few boxes in the trunk rather than a carload. The one thing to know is that you are paying to move the vehicle, so the carrier's insurance covers the car itself. Keep anything you would hate to lose with you.

Wash it so the driver can read the paint at inspection. Leave about a quarter tank of gas. Fold the mirrors, take the E-ZPass off the windshield so it stops reading every gantry on the way, and pull off a roof rack or a loose spoiler. One key to the driver. Photograph every panel, then walk it with him before anyone signs.

The driver walks the car with you and marks its condition on the Bill of Lading. Every scratch and dent. You both sign and you keep a copy. The same walk happens at delivery against that copy. Ten minutes, and it is the thing that protects you if anything is ever in question.

Someone does, at both ends, to sign and handle the key. It does not have to be you. Name a trusted adult when you book, give the driver their number, and make sure they can reach the car. A super, a neighbor or a family member all work.

A deposit is due when you book and the balance is paid to the driver at delivery, usually by cashier's check, money order or cash. You can also put the whole amount on a credit card at booking.

Cancel any time before we assign a carrier and your deposit comes back to you. Once we assign one and send you the driver's details, that money is spoken for. It is not gone, though. You can push the move back and use it on a later shipment.

Collect four or five quotes and look at where they land. When most agree and one comes in at half, that one is the problem rather than the bargain. Ask them to confirm the rate in writing. If they will, search the company name alongside bait and switch. Then check the USDOT and MC numbers and read what happens to your deposit if you cancel.

Yes, as long as it rolls, brakes and steers, and the trailer carries a winch. There is no flat fee. Plan on $200 or more above the running rate. Tell us early, because a winch truck plus a city meeting point takes a little more planning.

You get GPS tracking when the carrier and truck support it, the driver's phone number for a call or text along the way, and email updates from us. We say it that plainly because no one booking your shipment controls whether a given truck carries a tracking system.