July 2025 | Japan's Used Car Export Trend Analysis: Factors Behind the Fluctuations
- Yugo Fukada
- 9月17日
- 読了時間: 20分
Statistical Analysis of Used Car Export Trends for July 2025
Top 2 Surges: Sri Lanka (+74.9% | 6,569 → 11,491 units), Chile (+61.4% | 4,065 → 6,562 units)
Bottom 2 Plummets: Myanmar (-52.1% | 163 → 78 units), Thailand (-51.9% | 5,627 → 2,707 units)
Background (Key Insights from This Month's Data)
Sri Lanka: With an increase of 4,922 units, Sri Lanka alone contributed to 70.5% of the net growth. It showed the largest increase in both growth rate and volume among the top destination countries, making it the highest priority for vessel allocation and inventory turnover.
Chile: Contributing 35.8% of the net growth with an increase of 2,497 units, Chile has moved up from a mid-volume market. Strengthening the turnover of mid-priced vehicles appears to be an effective strategy.
Myanmar: While the percentage decrease is significant at -52.1%, the actual volume drop was only 85 units, resulting in a limited overall impact. A selective, spot-based approach is recommended.
Thailand: This market saw the largest negative impact, with a decrease of 2,920 units that offset 41.8% of the net growth. In the short term, the focus should be on selective procurement and managing shipping schedule adjustments.
What's Happening Now? (Overall Snapshot)
Total Volume: 127,479 → 134,457 units (+5.5%). 19 countries showed an increase, while 11 showed a decrease.
Anchor Markets (Top destinations by volume in July):
United Arab Emirates: 19,292 units (-7.5%)
Russia: 17,045 units (-3.2%)
Sri Lanka: 11,491 units (+74.9%)
Tanzania: 9,389 units (+26.1%)
Kenya: 8,037 units (+42.9%)
Top Positive Contributors (by unit increase):
Sri Lanka: +4,922
Chile: +2,497
Kenya: +2,414
Tanzania: +1,946
Top Negative Contributors (by unit decrease):
Thailand: -2,920
Jamaica: -1,678
United Arab Emirates: -1,567
New Zealand: -1,293
🔍Factors Behind the Surge in Used Car Imports to Sri Lanka
🏆 #1 Spot: Sri Lanka (+74.9% / 6,569 → 11,491 units)
💡 Why the sudden increase?
The reason for such a sharp jump in July can be explained by a three-stage mechanism: "System Resumption → Demand Thaw → Logistical Time Lag."
1) Resumption of Import Policies
To combat a foreign currency crisis, Sri Lanka had suspended passenger vehicle imports since 2020. This ban was lifted on February 1, 2025, once again permitting the import of a wide range of vehicles, including personal cars and vans. The framework for this resumption was established through official announcements like Gazette 2421/04 and 2421/05 (dated January 27, 2025), which also updated the tax structure. For instance, a revision to the Customs Import Duty (CID) was detailed in the Ministry of Finance's Gazette (2421/43), which included a measure to impose a 50% surcharge on the CID for one year starting from February 1. The establishment of these practical conditions—not just lifting the ban, but clarifying "how to tax and clear customs"—became the essential prerequisite for orders to resume.
2) The Thawing of Pent-up Demand
The lifting of the ban after nearly five years has unleashed significant pent-up demand. Sri Lanka Customs announced that approximately 14,000 vehicles were imported between the lift in February and June 20, 2025, and reported a substantial increase in customs revenue from automobiles. This confirms that the process of ordering, customs clearance, and registration is now in full swing. In such a phase of rising import volumes, capital tends to flow towards Japanese used cars, which are known for their good condition. Coupled with the suitability for the right-hand drive market, Japan's export statistics have reacted sensitively.
3) The "Time Lag" in Logistics and Finance
There is a time lag of several weeks to a few months between a policy change (February) and its reflection in Japanese export statistics. This is due to the process flow: auction sourcing → maintenance and shipping arrangements → securing RoRo/container space → vessel departure. Furthermore, if shipment "bunching" (a concentration of vessel departures straddling months) occurs, vehicles that didn't ship in June can land in July, causing monthly figures to spike. On the financial side, the policy interest rate was held at 7.75% in July (following a 25bp rate cut in May), maintaining a cautiously accommodative credit environment. This environment, which made financing for purchases available, happened to coincide with the July shipping timing. The alignment of these phases—System → Demand → Logistics/Finance—explains this month's spike.
4) Key Operational Points for July
Merchandise: Considering the tax structure and local household affordability, the fastest-moving units for the time being will be in the small-to-medium segments (low-to-mid price range) with relatively new model years and predictable reconditioning costs. Providing comprehensive disclosure on items that affect reconditioning costs—such as accident history, undercarriage condition, and electrical systems—will increase price tolerance from buyers. Immediately following an import ban lift, on-the-ground procedures for inspection, valuation, and registration can be fluid. Standardizing documentation templates (vehicle history, maintenance records, shipping documents) in advance will reliably reduce operational stress. (Note: Official Gazettes are the primary source for policy and tax updates. A monthly check is recommended.)
Operations & Disclosure: The Sri Lankan market is prone to significant monthly fluctuations. RoRo vessel space is not always abundant. Building resilience to "bunching" by advancing CY cut-off times, making preliminary bookings, and diversifying departure dates directly contributes to stabilizing the cash conversion cycle. The large increase in July can be understood as a natural consequence of pent-up demand materializing combined with a concentration of shipments. With the financial environment leaning neutral (rate cut in May, hold in July), the winning strategy is "inventory turnover speed" and "depth of disclosure" rather than a one-time price competition. While volume is likely to remain in the top tier through August and September (barring policy changes), any modifications to tax rates, surcharges, or valuation practices will require an immediate strategic pivot.
Pricing: When quoting for Sri Lanka, it is essential to communicate the total cost of acquisition, which includes not only the vehicle price but also local CID, its surcharge, and other indirect taxes. Since tax rates and surcharges in the Gazette have specific effective dates and durations, clearly stating the "tax assumptions" and their "validity period" on the pro forma invoice, along with the conversion rate range (forex band), will make it easier for the client to secure internal approval. It is also wise to include a standard clause stating that the quote is "subject to revision if tax or customs conditions change."
🔍 Special Focus: Chile (Iquique / ZOFRI) — Why Did Exports Surge by 61%?
🏆 #2 Spot: Chile (+61.4% / 4,065 → 6,562 units)
💡 Why the sudden increase?
The key is understanding that Iquique functions as a major hub for re-distributing vehicles from Japan to neighboring countries like Bolivia, Paraguay, and Peru. A surge in exports to Chile often reflects strong re-export demand from these surrounding nations.
1) The Market Landscape: Used Cars Banned in Mainland Chile, but Allowed via ZOFRI (Primarily for Re-export)
Domestic Regulations: The import of used vehicles into mainland Chile is prohibited, with only limited exceptions (e.g., for returning citizens). This is clearly stated in the official FAQ of the Chilean Customs (Aduanas).
The Role of Free Zones (Zonas Francas): Free zones like ZOFRI (in Iquique) and Zonaustral (in Punta Arenas) permit the duty-free import, storage, sale, and re-export of goods. These zones operate under the Aduanas' "Zona Franca Manual" and have unique processes, such as the Electronic Visa System (SVE).
Where Do the Cars Go? Both academic research and industry practice confirm that the primary buyers from ZOFRI are in Bolivia, Peru, and Paraguay. Historically, it has served as the central hub connecting the used car trade between these countries and Japan.
Conclusion: The surge in "exports to Chile" in July is most naturally interpreted as a move to restock inventory in Iquique to meet rising re-export demand from neighboring countries.
2) What Factors Aligned in July? A Convergence of Interest Rates, FX, and Port Operations
Interest Rates: On July 29, the Central Bank of Chile (BCCh) cut its policy rate by 25 basis points to 4.75%. This move lowers the immediate cost of import and inventory financing, providing a tailwind for local ZOFRI traders (and timed perfectly for July's purchasing). Forecasters and economists anticipate further easing within the year.
Foreign Exchange (CLP): The USD/CLP exchange rate remained within a stable range of approximately 925 to 971 during July (averaging around 952). This kept the local currency cost of dollar-denominated purchases predictable and within an acceptable range, making it easier to get quotes approved.
Logistics (Port Conditions): The Port of Iquique (EPI) showed a clear recovery, with a 29% increase in handled tonnage in the first half of 2025. Total volume from January to June was 1,677,488 tons, with imports up 45% year-over-year. This improved port capacity likely helped absorb any shipment "bunching" from previous months.
Insight: A trio of favorable conditions—easing interest rates, a stable FX range, and improved port throughput—came together in July to accelerate the inventory-to-shipment cycle.
3) Standards & Compliance: LHD is Mandatory / RHD requires Conversion in Iquique Chile has right-hand traffic, making Left-Hand Drive (LHD) mandatory for all vehicles on its roads. A 1988 resolution from the Ministry of Transport and Telecommunications stipulates that all vehicles with four or more wheels must be LHD. Driving an RHD vehicle in mainland Chile is illegal. However, a well-established process allows ZOFRI users to bring RHD vehicles to designated workshops within Iquique for "LHD conversion" (Cambio de volante), as per Aduanas directives. It is crucial to always pre-verify that the steering wheel position aligns with the registration laws of the final re-export destination (e.g., Bolivia, Paraguay).
4) How the "+2,497 Units" in July Happened: Merchandise and Inventory Strategy
Core Merchandise: The focus is on small to mid-size SUVs, pickups, and hatchbacks. Models with newer years and predictable maintenance costs are preferred, as their Total Cost of Ownership (TCO) remains stable even after inland transport to high-altitude Bolivia or landlocked Paraguay.
Inventory Strategy: The approach is to build a wide-ranging inventory base in Iquique and ensure resilience against shipment bunching by diversifying weekly departures. The July stock-up was likely a calculated move to fill the pipeline for August-September sales, working backward from a 40–45 day lead time (sea + inland) via Iquique.
Pricing Presentation: Quotes should present a single package: vehicle price (in USD) + free zone fees + cross-border costs. Always specify the FX rate range and quote validity period. In a 4.75% interest rate environment, the winning strategy is prioritizing turnover speed over short-term profit holds.
5) Key Operational Points: Avoid Bottlenecks with Free Zone Rules & Standardized Documents
Free Zone Rules: All planning must be based on the Aduanas "Zona Franca Manual" (covering entry, storage, re-export, insurance) and the SVE (Electronic Visa) system.
Risk of Misdelivery to Mainland: The "no used cars" rule for mainland Chile is strict. While a procedure for "release" (desafectación) from the free zone exists, its application is highly restricted. Incorrectly shipping a vehicle to the mainland poses a significant risk of it becoming stranded inventory. Double-check the destination and customs codes on all shipping documents.
Steering Wheel Conversion: RHD-to-LHD conversion is done at designated workshops in the free zone. Confirm the registration requirements of the destination country (RHD acceptance, year restrictions, environmental regulations, pre-shipment inspection) before purchasing the vehicle.
6) The Local Environment (Macro & Port Updates)
Financial Climate: The BCCh's rate cut to 4.75% lowers working capital costs for local dealers, supporting a strategy of holding larger inventories and diversifying shipments.
Port Throughput: The Port of Iquique's +29% H1 2025 growth, with a +45% rise in imports, is official data that directly supports the narrative of increased inflows destined for the free zone.
7) July Summary & Action Plan for August-September
Summary: The July increase of +2,497 units (+61.4%) was a "free-zone driven" growth, fueled by inventory restocking for re-export to neighboring countries. The simultaneous alignment of lower interest rates, a stable FX range, and improved port capacity made it possible.
Next Steps (Practical Actions):
Vessel Allocation: Utilize both RoRo and container shipping, diversifying weekly and making preliminary bookings.
Merchandise: Focus on stocking newer-year SUVs and pickups with high predictability for maintenance.
Disclosure: Make detailed photo sets and text templates (covering undercarriage, electronics, repair history) a standard offering.
Pricing: Accelerate client approvals with a "3-part quote": total price in USD, the FX rate band, and a validity date.
Compliance: Strictly enforce the line between mainland (banned) and free zone (allowed). Ensure all RHD-to-LHD conversions happen within the free zone.
🔍 Special Focus: Myanmar — The Real Reason for a 50%+ Plunge in Volume
❌ #1 Decline: Myanmar (-52.1% / 163 → 78 units)
💡 Why the steep decline?
In July, exports from Japan to Myanmar totaled just 78 units, a drop of 85 units (-52.1%) from June's 163 units, making it one of the steepest declines among all countries. While the absolute volume is small and its overall impact limited, understanding why it has dwindled is crucial for making informed procurement and shipping decisions for August and September.
The decline is the result of a triple-bind: a combination of strict regulations (Left-Hand Drive only, model year restrictions), a "distortion" in currency and taxation, and the on-the-ground logistics environment.
1) The Core Regulations: LHD-Only and Model Year Limits Effectively Exclude Japanese Used Cars
Myanmar's vehicle import policy for 2025 explicitly states that all imported vehicles, excluding machinery, must be Left-Hand Drive (LHD). Furthermore, non-commercial passenger vehicles are restricted to 2024 and 2025 model years. For commercial vehicles (buses, trucks), the limit is 2021 or newer, while ambulances and fire trucks are restricted to 2016 or newer. This is a continuation of the 2024 notice, reconfirmed for 2025.
The vast majority of Japan's used car supply is Right-Hand Drive (RHD), and the inventory is not limited to the last two model years. Therefore, the LHD-only rule combined with the strict model year limit creates a "double barrier" for used car exports from Japan. This policy, which has consistently favored LHD imports since at least 2018-2019, creates a structural mismatch for general Japanese used cars, aside from exceptions for new vehicles, special-purpose vehicles, or EVs.
An exception for EVs does exist. The Ministry of Commerce Notice 40/2025 (dated May 29, 2025) outlined a pilot program for EV imports. However, this program still requires LHD and a prior licensing process, preventing a rapid market expansion.
Key takeaway: From a regulatory standpoint alone, the market for typical Japanese used cars (RHD, diverse model years) has been squeezed into an extremely narrow window, which is the primary reason for low volumes.
2) The Currency & Tax "Distortion": Official vs. Market Exchange Rates
The next hurdle relates to payment and taxation. After a series of currency control measures, Myanmar briefly switched to using the "market rate" for tax calculations on January 1, 2025. However, this was quickly reversed by Notice 8/2025 on January 24, which reverted to the Central Bank of Myanmar (CBM) official rate (USD 1 = 2,100 MMK). As of July, this CBM rate is confirmed to be in use for calculating import duties and taxes.
Meanwhile, the actual market exchange rate has consistently been far higher than the CBM rate. In June 2024, the rate neared 1 USD ≈ 4,500 MMK, prompting authorities to crack down on foreign currency and gold trading. This creates a severe distortion: taxes are calculated based on the 2,100 MMK rate, but the actual cost to acquire US dollars is more than double that, discouraging import decisions.
The tax system is also multi-layered. Customs collects a 2% Advance Income Tax (AIT) at the time of import. Vehicles may also be subject to a Commercial Tax (CT) (typically 5%) and a Specific Goods Tax (SGT), with details updated in the annual tax law. The total acquisition cost is a sum of the vehicle price, shipping, customs fees, AIT, CT, and SGT (if applicable). Invoices must clearly state the rate assumption (i.e., CBM reference rate) to avoid disputes and payment delays caused by differing interpretations.
Key takeaway: The exchange rate distortion and multi-layered tax system add a significant financial hurdle on top of the already limited pool of compliant vehicles.
3) The Logistics Environment: Yangon Port is Active, but Inland Uncertainty Remains
The port infrastructure itself is not the bottleneck. The port of Yangon (under MPA) had a published schedule of 60 container ship arrivals for July 2025, and shipping lanes, particularly at the Thilawa terminal (MITT), are operational. The July decline was not because ships stopped arriving.
However, uncertainties persist regarding domestic fuel supply and border trade operations. In August 2025, for example, fuel rationing was briefly imposed in Myawaddy due to factors like export restrictions from Thailand. The current reality is that while the port is functional, the inland "last mile" can be unstable.
Key takeaway: While port capacity is available, uncertainties related to domestic logistics, fuel, and security cast a shadow over the final leg of the delivery process.
4) Interpreting the Numbers: The -52.1% Drop is 90% Structural
Supply Mismatch: RHD-centric Japanese stock does not fit the LHD-only and model year rules (Structural Factor).
Price & Payment: The huge gap between the market and CBM exchange rates, plus multi-layered taxes (AIT/CT/SGT), makes financial planning difficult (Financial Factor).
Domestic Operations: Although the port is open, fuel and border fluctuations can easily disrupt shipment plans (Operational Factor). This combination of factors cannot be explained by a simple one-month shipping delay. The 85-unit drop in July should be seen not as a fluke, but as part of a structurally low volume trend.
5) Practical Steps: Focus on "Clean LHDs" or the "EV Quota" and Visualize All Conditions
Sourcing & Product:
Limit procurement to LHD vehicles of recent model years (2024–2025) with predictable maintenance costs. Do not assume local registration via RHD-to-LHD conversion is a viable option.
Attach primary source documents for compliance (notice numbers, model year definitions) to quotes.
If targeting the EV pilot program, confirming the pre-approved license and local infrastructure (charging, repair) is mandatory.
Pricing & Contracts:
Invoices must specify: "Tax calculated at CBM reference rate (current practice)," "Market FX rate range," "Quote validity period," and a "Clause for re-quoting upon tax changes."
Itemize the 2% AIT and potential CT/SGT separately to prevent payment holds.
Operations:
Trade licenses are now standardly processed online via TradeNet 2.0. Plan for extra time to account for potential delays from document rejections.
A strategy focused on container shipping with weekly diversification is more realistic than relying on both RoRo and containers. Monitor the Yangon port's weekly arrival schedule and maintain a communication network for same-day responses to news about fuel or border issues.
6) Outlook for August-September: A "Low Plateau" Barring Policy Changes As long as the core regulations (LHD-only, model year limits) remain unchanged, there is little room for a recovery in volume for mainstream Japanese used cars. The currency and tax distortions will also continue to weigh on the real cost of financing. While niche opportunities may exist through the EV pilot program or for specific-use vehicles, designing a strategy for broad-based volume growth in this market is extremely challenging. This cautious assessment is likely to hold.
🔍 Special Focus: Thailand — Why Did Exports Plunge by 51.9%?
❌ #2 Decline: Thailand (-51.9% | 5,627 → 2,707 units)
💡 Why the steep decline?
First, the facts: in July, exports from Japan to "Thailand" plummeted to 2,707 units, a sharp decrease of 2,920 units (-51.9%) from 5,627 units in June. This was the largest negative contribution of any single country in July, causing Thailand's market share to shrink by 2.4 percentage points, from 4.41% to 2.01% (based on our data).
The critical starting point for this analysis is understanding that "exports to Thailand" does not mean used cars for domestic use in Thailand. Since December 10, 2019, the import of used vehicles into Thailand has been, in principle, prohibited under a Ministry of Commerce notification (B.E. 2562) that remains in effect. Exceptions are extremely limited. While special-purpose vehicles like used ambulances or fire trucks can be imported under strict government control, the import of general passenger used cars for domestic consumption is fundamentally banned.
Therefore, the figures in Japan's "exports to Thailand" statistics most likely reflect vehicles in transit through Thai ports (like Laem Chabang) or those being re-exported via bonded/free zones.
1) The Structure (Constant Factors): "No for Domestic Use" vs. "Yes as a Hub"
Import Ban Framework: The 2019 Ministry of Commerce notification classifies used vehicles as prohibited import items. This has effectively halted imports, with exceptions only for antiques (100+ years old) or special-purpose vehicles. This notification remains active.
Strict Enforcement: When the ban was implemented, a strong message was sent that any used vehicles imported for personal use after December 10, 2019, would be "confiscated and destroyed." Border enforcement has remained consistently strict ever since.
Hub Functionality: Despite the ban, Thailand's logistics infrastructure allows it to serve as a hub. Under the Free Zone / Bonded systems, duties are suspended or exempted as long as goods are not released for domestic consumption. If they are re-exported, they are not taxed. Additionally, a formal Transit (Transshipment) system allows cargo to pass through from one customs port of entry to another port of exit duty-free (subject to conditions like providing a security guarantee).
Conclusion: The basic design for Thailand is: "Domestic sales are prohibited, but transit and re-export as a hub are permitted." The appearance of Thailand as a top destination in some months reflects its role as a transit point, not as an end-user market.
2) What Happened in July (Short-Term Drivers) The July plunge was primarily caused by two simultaneous disruptions:
1. Bottleneck on the Thailand-Myanmar Route: In late June, a crackdown on the cross-border movement of used cars was reported at the Thai-Myanmar border, causing a large number of vehicles to be held up. Local news on June 24th confirmed that "used cars scheduled for export" were stopped on the Thai side in connection with a crackdown on "unregistered vehicles" by Myanmar authorities. The time lag—a halt at the end of June impacting shipping plans for July—makes the stagnation of re-exports to Myanmar a rational explanation for a significant part of the 2,920-unit drop.
2. Port Operation Delays (Laem Chabang): During the second and third weeks of July (W28-29), Laem Chabang port experienced severe truck congestion and extended turnaround times. Updates from major local freight forwarders reported that congestion at terminals A0 and B1 led to peak turnaround times of 6-7 hours, with normalization not expected until week 29. Such delays directly impact RoRo/container transshipments and can cause a breakdown in schedules, leading to the postponement of "July sailings to August arrivals."
In summary, the core reason for July's sharp decline is that the flow of vehicles using Thailand as a hub was compressed by the simultaneous timing of a border bottleneck in late June and port congestion in mid-July.
3) Translation into Practical Action: The Three Pillars of Compliance, Orchestration, and Diversification
Compliance — Strictly Enforce the "No Domestic Consumption" Rule
Operate on the premise that the final destination is a third country (re-export). Correctly utilize the appropriate customs declarations: Free Zone, Bonded, or Transit (IM8). Ensure a company-wide understanding that releasing vehicles for domestic sale is not an option. All documentation must clearly state "For Re-export."
The import ban is still active. Avoid any risk of accidental mis-shipment to the domestic market.
Orchestration — Absorb the Time Lags from Border and Port Issues
Monitor border situations (especially for Myanmar) on a weekly basis. A news event can impact shipments weeks later, as seen with the late-June halt affecting July numbers. Be flexible in deciding where to hold inventory (Japan yard vs. Thai free zone).
When port congestion is detected, use both RoRo and container options, diversify shipments across the week, bring forward CY cut-off times, and make preliminary bookings to avoid bunching.
Diversification — Develop Multiple Hub Options
Utilize alternative hubs beyond Thailand (e.g., Sri Lanka, the free zone in Iquique, Chile). Optimize the shortest route for each destination by weighing domestic import regulations against hub functionalities.
For cross-border routes, such as to Laos, using Laem Chabang for transit followed by land transport is a common and legitimate route (vehicle type and new/used suitability must be separately confirmed against the destination country's laws).
4) Outlook for August-September (Operational Guidance)
The fundamental structure remains unchanged: no domestic consumption, but transit as a hub is allowed. Therefore, volumes will continue to be susceptible to fluctuations at the border and port.
Border news (especially crackdowns on the Myanmar side) will be a key driver of short-term volatility. Operate with the assumption of a "time-lag chain reaction" (a halt leads to a drop the next month) and adjust inventory placement and vessel bookings on a weekly basis.
Port authorities are working to normalize operations after the congestion. Mitigate delays like those seen in July by pre-arranging chassis/drayage and diversifying terminal usage.
5) Checklist for Procurement & Sales Teams
Define all deals internally as "re-export only."
Pre-select the customs declaration scheme (Free Zone / Bonded / Transit).
Confirm the final destination country's regulations (model year, steering wheel side, environmental rules) before purchasing.
Monitor port and border news weekly to rapidly adjust vessel bookings and inventory location.
The 51.9% drop in July was not a random monthly slip but is explainable by the combination of a structural reality (no domestic imports) and short-term shocks (border/port disruptions). For August and September, the key is to absorb this inherent volatility by design, using the three pillars of Compliance, Orchestration, and Diversification.
国名 | Country name | June | July | Percentage change |
アラブ首長国連邦 | UAE | 20,859 | 19,292 | -7.5% |
ロシア | RUSSIA | 17,615 | 17,045 | -3.2% |
タンザニア | Tanzania | 7,443 | 9,389 | 26.1% |
モンゴル | Mongolia | 3,686 | 3,558 | -3.5% |
チリ | CHILE | 4,065 | 6,562 | 61.4% |
ニュージーランド | NEW ZEALAND | 6,811 | 5,518 | -19.0% |
ケニア | KENYA | 5,623 | 8,037 | 42.9% |
南アフリカ共和国 | SOUTH AFRICA | 4,897 | 4,692 | -4.2% |
タイ | Thailand | 5,627 | 2,707 | -51.9% |
スリランカ | SLILANKA | 6,569 | 11,491 | 74.9% |
マレーシア | MALYSIA | 3,934 | 4,470 | 13.6% |
フィリピン | PHILIPPINE | 3,580 | 3,257 | -9.0% |
パキスタン | Pakistan | 3,851 | 4,033 | 4.7% |
ウガンダ | Uganda | 3,116 | 3,401 | 9.1% |
キプロス | CYPLUS | 2,596 | 2,705 | 4.2% |
ジャマイカ | JAMAICA | 4,025 | 2,347 | -41.7% |
ナイジェリア | Nigeria | 2,939 | 2,982 | 1.5% |
英国 | United Kingdom | 2,508 | 2,681 | 6.9% |
ガイアナ | Guyana | 2,567 | 2,963 | 15.4% |
バングラデシュ | BANGLADESH | 1,522 | 2,246 | 47.6% |
ガーナ | Ghana | 2,826 | 2,951 | 4.4% |
ザンビア | Zambia | 1,666 | 2,486 | 49.2% |
オーストラリア | AUSTRALIA | 1,686 | 1,289 | -23.5% |
アメリカ合衆国 | United states of america | 1,412 | 1,195 | -15.4% |
コンゴ民主共和国 | Democratic Republic of the Congo | 1,185 | 1,538 | 29.8% |
モザンビーク | Mozambique | 1,175 | 1,511 | 28.6% |
ジョージア | Georgia | 1,199 | 1,272 | 6.1% |
アイルランド | Ireland | 1,226 | 1,312 | 7.0% |
ジンバブエ | Zimbabwe | 1,108 | 1,449 | 30.8% |
ミャンマー | Myanmar | 163 | 78 | -52.1% |
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The Japan Carrier Team
Q&A (Summary for Used Car Exports - July 2025)
Q1. What were the overall highlights for July 2025?
A. Sri Lanka took the spotlight with a surge of +74.9% (6,569 → 11,491 units), followed by Chile at +61.4% (4,065 → 6,562 units). On the other hand, Thailand was the largest negative contributor with a decline of -51.9% (5,627 → 2,707 units).
Q2. Which countries saw the largest increases?
A. Sri Lanka (+74.9% / +4,922 units), Chile (+61.4% / +2,497 units), Kenya (+42.9% / +2,414 units), and Tanzania (+26.1% / +1,946 units).
Q3. Which countries saw the largest decreases?
A. Thailand (-51.9% / -2,920 units), Jamaica (-41.7% / -1,678 units), New Zealand (-19.0% / -1,293 units), and the UAE (-7.5% / -1,567 units).
Q4. Why did exports to Sri Lanka increase so sharply?
A. This was due to the release of pent-up demand after imports were officially resumed in February 2025. The practical framework for a new tax system was also established, including a 50% surcharge on the CID (Customs Import Duty) for one year from Feb 1, 2025. The time lag between orders being placed and vessels departing was fully reflected in July's figures.
Q5. What are the key points to note when preparing a quote for Sri Lanka?
A. Present a total cost including the vehicle price, customs clearance, inland transport, and ocean freight. Clearly state the tax assumptions (referencing the official Gazette), the foreign exchange rate range, and the quote's validity period. Including a re-quotation clause in case of tax changes will help get the quote approved more easily.
Q6. Is the increase in volume for Chile due to a rise in domestic demand?
A. No. The import of used cars into mainland Chile is, in principle, prohibited (by Law 18.483, Article 21). The increase is primarily due to the "hub effect" of the Free Trade Zone (ZOFRI) in Iquique, which is used for inventory stocking and re-export to other countries.
Q7. What is "ZOFRI (Iquique)"?
A. It is a free zone where customs duties and VAT are exempted. Cargo there is treated as "foreign goods" and can be re-exported. The system is defined by the official Zona Franca operational manual from Chilean Customs (Aduanas) and ZOFRI's official regulations.
Q8. Can used cars be imported into Thailand?
A. Since a Ministry of Commerce notification came into effect on December 10, 2019, the import of general used cars has been prohibited in principle (and this rule is still in effect). It is reasonable to assume that most of the "exports to Thailand" from Japan are vehicles intended for re-export via transit or bonded zones.
Q9. Then what does the "decrease in exports to Thailand" signify?
A. It indicates a temporary compression in the volume of goods passing through it as a hub (re-exports), not a decline in domestic consumption. It is a market prone to monthly fluctuations caused by port and border operations or shipment "bunching" across months.
Q10. What is the reason behind the 50% drop in exports to Myanmar?
A. It's because most used cars from Japan are Right-Hand Drive (RHD) and do not comply with Myanmar's regulations, which mandate Left-Hand Drive (LHD) only and have strict model year limits (generally 2024–2025 for passenger cars). While there are special quotas like the EV pilot program (Ministry of Commerce Notice 40/2025), their scope is limited.
Q11. Are there special considerations for currency and taxes in Myanmar?
A. Yes. The "distortion" between the official CBM exchange rate used for tax calculation and the actual market rate, along with multi-layered taxes like AIT, CT, and SGT, drives up the total cost. You must always specify the rate basis and a breakdown of taxes on your quotes.
Q12. What does "re-export" mean?
A. It is a transaction where cargo held in a bonded or free zone is shipped to a third country without being released into the domestic market. This is done within the framework of Zona Franca or transit systems.
Q13. What do "bunching" and "CY cut-off" mean?
A. "Bunching" is when a concentration of shipments departing at the end of a month causes a spike in that month's statistics. "CY cut-off" is the deadline for delivering a container to the container yard. Exporters can build resilience to bunching through weekly shipment diversification and making preliminary bookings.
Q14. Which countries contributed most to the increase in volume in July?
A. Sri Lanka (+4,922), Chile (+2,497), Kenya (+2,414), and Tanzania (+1,946) drove the overall increase.
Q15. Which countries contributed most to the decrease in volume in July?
A. Thailand (-2,920), Jamaica (-1,678), the UAE (-1,567), and New Zealand (-1,293).
👉 Past Export Reports：
📚 過去の統計記事 / Past Monthly Reports:
2024年8月の統計記事 / August 2024 Report
2024年9月の統計記事 / September 2024 Report
2024年10月の統計記事 / October 2024 Report
2024年11月の統計記事 / November 2024 Report
2024年12月の統計記事 / December 2024 Report
2025年1月の統計記事 / January 2025 Report
2025年2月の統計記事 / February 2025 Report
2025年3月の統計記事 / March 2025 Report
2025年4月の統計記事 / April 2025 Report
2025年5月の統計記事 / May 2025 Report
2025年6月の統計記事 / June 2025 Report
📊 長期統計データ / Long-Term Reports:
2011年から2023年の統計記事 / 2011–2023 Historical Data Report