The 25-year import law stinks. But as we flip our calendars to 2016, the class of 1991 is now eligible. Here are 17 not-for-US cars we're dying to bring over.
- Autoblog Staff
- Jan 1, 2016
The Iron Curtain may be lowering on Russia again, at least when it comes to the country's auto industry. The government there is reportedly considering a ban on imported cars as a response if the West puts more sanctions in place. However, even if the restrictions materialize, domestically built vehicles from foreign automakers would likely still receive an exemption.
A change in Iranian trade law could help promote the sale of hybrid and electric vehicles. EVs and hybrids with engines 2.5-liters or smaller are no longer subject to import tariffs, reports the Tehran Times. Iran intends to completely eliminate car import tariffs within two years, according to Iranian Member of Parliament Ali Alilou, who has also urged the government to stop pumping money into the auto industry.
Over the last decade or so, many foreign automakers have challenged the idea of what defines an "American car," but Honda took things a step further last year by exporting more cars out of the US than it imported in. Reuters is reporting that in 2013, a total of 108,705 Honda and Acura models were exported from the US with only 88,357 being shipped in. This gives Honda a net exporter status here, and makes it the first of such among the major Japanese automakers.
Even before the 2015 Nissan GT-R and GT-R Nismo arrive to rewrite the handbook on Nissan's halo car, here we have the first 1989 R32 GT-R - the 276-horsepower coupe that started it all - to be officially and legally imported under the 25-year exemption. We don't have any information on it beyond the fact that it's here and it's legal, since the blog post at GTRUSAblog.com didn't want to swamp its new owner with questions and friend requests.
The trade dispute affecting the Chinese and US auto industries may be cooling off, as the Asian country has announced an end to controversial duties levied on some American-made vehicles. According to Reuters, this was largely in retaliation to US import tariffs on Chinese-made tires in 2009.
Trade issues between the United States and Japan, especially in the automotive sector, have struck a repetitive note for decades: our market is open to them, their market is effectively closed to us. Even though Japan doesn't apply tariffs to cars we export there – whereas we tax Japanese passenger cars 2.5 percent and Japanese light trucks 25 percent – other barriers like Japan's 2,000-unit cap in the Preferential Handling Program and regulatory hurdles have limited the amount of ef
France has been vocal, but not alone, in noting the rise of the South Korean automakers in Europe. The signing of a free-trade pact in 2011 between South Korea and the EU, along with the especially value-conscious buyers in a crisis-stricken Europe, has seen market share increases measuring in the double digits for Hyundai and Kia – analysts expect 14-percent growth for the two in 2012.
Californians have a tendency to avoid automobiles from Chrysler, Ford and General Motors, opting instead to purchase vehicles from import brands. The proof is in the numbers: Toyota owns 18.5 percent of the market in California and Honda claims about 12 percent. Of the American brands, Ford leads with 11.6 percent of the Californian market, followed by Chevrolet (8.3 percent) and Chrysler (5.9 percent, including Dodge and Jeep).
According to the CBC, the Canadian province of Quebec is saying "No way, Jose" to importing right-hand drive cars for six months. Even though there are 3,000 RHD cars on the roads and none of them have been faulted for anything, the province's insurance board wants to investigate the safety of such vehicles. The official line is that "they don't always meet Transport Canada safety standards." Perhaps the genuine reason will be known soon, but we're guessing that safety nannies will point to thei
The aggrieved parties are: the United Steelworkers and the U.S. government on one side, Chinese tire companies and the Chinese government on the other. The issues are, as always, jobs and money. The Steelworkers brought a case against Chinese tire companies for dumping tires on the U.S. market over the past few years and in the process putting more than 5,000 people out of work and closing seven domestic tire factories. The case was ruled on by the U.S. International Trade Commission, which foun
Outside of a Terry Gilliam film, where else can you see a used car blessing ceremony, a city of one million people with 535 different public bus routes, roadblocks set up by car mechanics, and kids dressed in zebra suits patrolling crosswalks? Bolivia, that's where. The South American nation, attempting to halt an explosion of automobile buying that's clogging their limited road network, has banned importing used cars more than five years old.
According to a report by Reuters, the Chinese government has suspended the importation of Hyundai and Kia products from South Korea. The importation ban allegedly stems from complaints filed by dealers that the automaker violated anti-trust laws in China by throwing more support behind its own dealers and thus limiting the support offered to independent retailers.
The holders of the purse-strings at Chrysler have been juggling and ditching programs since the change of ownership, and the latest move is sure to make fans of American muscle cars over in England particularly sad. When Chrysler announced that they would be building the new Challenger next year, they intended to export the cars to overseas markets as well. However, it now appears that the Challenger will be kept at home and possibly be built in lower volumes than originally planned. Prospective
OK, this seems like a no-brainer. As GM and Ford have gradually pulled back from the low-margin fleet sales market, import fleet sales have surged. After all, somebody has to keep the rental car lots filled. It's mostly been the mainline Asian automakers that have stepped in to fill the void. Toyota, Nissan, Mazda and Kia have all increased their corporate sales of cars and trucks, but they still remain bit players overall. About 11 percent of U.S. import brand sales are to fleets so far this ye