SEOUL — Within the early 2000s, an observant driver may need observed an uncommon sight on South Korean streets: Among the police vehicles had been American-made Ford Tauruses.

Though South Korean patrol vehicles had been usually equipped domestically by Hyundai or Kia, the Tauruses had been there as a goodwill gesture from the South Korean authorities, which purchased 100 of them in 2002 to mollify American automakers and political leaders upset concerning the lopsided actuality of the automotive commerce: South Korean vehicles bought to U.S. shoppers then had been topic to a 2.5% tariff fee, however American vehicles had been hit with 8% — and confronted a number of advanced regulatory hurdles besides.

In consequence, in 2000, 570,000 South Korean vehicles had been imported by the U.S., versus simply 2,500 within the different route.

Due to a 2012 free commerce settlement, neither nation levied a tariff on the opposite’s vehicles for practically a decade. However the one-sided stream hasn’t modified. Final yr, South Korea exported 1.5 million vehicles to the U.S. to the tune of $37.4 billion, however South Koreans purchased nearly 47,000 autos value $2.1 billion from the U.S.

Automobiles for export are parked at a port in Pyeongtaek, South Korea, on July 8.

(Ahn Younger-joon / Related Press)

Righting this disparity, in addition to comparable imbalances with nations resembling Japan, has been a focus in President Trump’s ongoing commerce warfare.

“Perhaps worst of all are the non-monetary restrictions imposed by South Korea, Japan and very many other nations,” Trump mentioned as he introduced his 25% tariffs on all foreign-made vehicles in April.

He isn’t the primary president guilty unfair commerce relationships for America’s lagging automobile exports. Obama, throughout his time period, made eradicating commerce boundaries resembling regulatory hurdles a centerpiece of his agenda to spice up American exports.

However in Asia, analysts and shoppers inform a special story, which they’ve been telling for years: They’re simply not that into American vehicles — and neither authorities campaigning nor elevated market entry will most likely change that.

Leon Cheng, an automotive professional at Singapore-based consultancy YCP, places it this manner: “The deeper issue is product fit, not paperwork.”

Within the U.S., vehicles have been getting larger, costlier and extra polluting within the final a number of many years — all of the issues that make for a tricky promote to Asian shoppers.

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At first look, Vietnam could look like one Asian market the place American vehicles are due for a lift underneath Trump’s commerce regime.

Beneath the commerce deal reached by the 2 nations this month, the Trump administration agreed to chop the beforehand introduced 46% tariff fee in opposition to Vietnam to twenty%, securing in return “preferential market access for U.S. goods, including large-engine cars.”

American-made sport utility autos, “which do so well in the United States, will be a wonderful addition to the various product lines within Vietnam,” Trump mentioned.

Whereas the advantageous print of the settlement is but to be finalized, autos on this class are anticipated to be granted a 0% import responsibility — a major drop from the 70% fee they confronted earlier than.

Greater than 340,000 passenger autos had been bought in Vietnam final yr — a 12.6% enhance from the earlier yr — and a part of that’s the rising urge for food for each larger and international vehicles.

Three Hongguang Mini EVs, the top-selling electrical automobile in China.

(Common Motors)

Even so, Cheng doubts that American SUVs shall be flying off dealership flooring in a rustic the place roads are congested with motorbikes, and the common month-to-month revenue is round $300.

“Vietnam’s car market looks booming in headline numbers, but it is still tiny on a per-capita basis. Only about 9% of households own a car, and almost 90% rely primarily on two-wheelers [like motorcycles and mopeds],” he mentioned. “Within that small car-owning slice, shoppers gravitate to what fits narrow city streets, tight parking bays and family budgets: Thai-built Toyota Fortuners, Korean Hyundai Santa Fes, or hometown hero VinFast’s mid-priced EV crossovers. U.S. nameplates are curiosities.”

And different obstacles stay, resembling a valued-added tax (VAT) or a 50%-to-60% particular consumption tax utilized to all larger engines, so SUVs shipped from the U.S. are a poor promote.

“The Explorer or Tahoe that cost roughly US$82,000 on the showroom floor last spring may fall to the low-60s,” Cheng mentioned. “Cheaper, but still a luxury purchase in Vietnam’s price-sensitive market.”

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In Japan, which has a well-developed automobile tradition, there are different boundaries.

Regardless of Trump’s costs of unfairness, Japan has in truth saved tariffs on American vehicles at zero since 1978 in distinction to the U.S.’ 2.5%, and now, 25%. However a number of non-tariff commerce boundaries exist, resembling completely different EV charging requirements that successfully drawback American vehicles, or a requirement that every one vehicles be geared up with an computerized emergency braking system.

Consultants say the deeper challenge is that Japanese shopper tastes, which have lengthy favored compact vehicles suited to denser city environments, are poorly mirrored in American automakers’ bulkier product traces.

“Many people say that [American cars] don’t fit in parking lots or ‘are difficult to handle on narrow roads,’” mentioned Felipe Munoz, an analyst at automotive analysis agency JATO Dynamics. “American cars are often perceived as ‘hobby cars’ or ‘cars for a niche audience.’”

To be able to register new autos, Japanese drivers are required to acquire verification that they’ve entry to an satisfactory parking area from the police. However with areas a lot smaller in contrast with these within the U.S., round 40% of the Japanese vehicle market is held by the kei automobile, a kind of minicar distinctive to the nation that the Japanese authorities has additionally promoted with tax advantages.

This, together with robust model loyalty for home gamers, has led to international vehicles making up lower than 10% of the Japanese auto market, with German producers taking the lion’s share of that slice. Final yr, solely 0.3% — or round 16,000 — of all automobile gross sales had been from American manufacturers, in keeping with the Japan Car Importers Assn.

Finally, the largest supply of U.S. automakers’ woes in Japan, in keeping with Takeshi Miyao, a Tokyo-based auto analyst, is failing to adapt to native shoppers.

Carlos Meinert, vice chairman of gross sales and repair division of Korea at Common Motors Co., offered a GMC Sierra Denali truck throughout GM Korea Co.’s launch occasion in Seoul in February 2023.

(Bloomberg by way of Getty Photos)

Whereas European automakers resembling Mercedes, for instance, have been proactive in making changes like providing their vehicles in right-hand drive — the usual in Japan — American rivals have traditionally been reluctant to take action.

“The infrastructure in Japan cannot be adjusted,” Miyao mentioned. “U.S. carmakers do not have the car variations suited to the Japanese market, and they haven’t put much effort into marketing. On the other hand, German carmakers put in very hard work into the Japanese market. For example, Mercedes-Benz Japan was planning a car that would sell in the Japanese market in more than 15 years.”

“Even if all the non-tariff barriers to foreign automobiles in Japan were abolished, U.S. cars still wouldn’t be popular,” he added.

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The scenario is equally dim in South Korea, although there are fewer obstacles to American vehicles than in Japan.

“There aren’t many trade barriers — tariff or non-tariff — left to speak of,” mentioned Lee Grasp-koo, a researcher at Korea Automotive Know-how Institute. “But U.S. automakers haven’t put in much effort at all in terms of marketing or appealing to South Korean consumers. Instead they keep shifting the blame to unfair trade practices.”

The Free Commerce Settlement signed by former President George W. Bush in 2007, which went into impact 5 years later, has saved vehicles tariff-free for either side since 2016. And subsequent renegotiations of that settlement have eased nearly all of regulatory boundaries that remained, resembling guidelines for security or emissions testing.

Beneath the newest phrases, renegotiated throughout Trump’s first time period, as much as 50,000 American-made autos may be imported into South Korea with out present process extra native security testing. These guidelines have been utilized liberally, with South Korean regulators approving American vehicles with crimson brake lights regardless of criticisms that they’re complicated to native drivers accustomed to amber ones, and permitting sure Tesla fashions on the roads despite the fact that they don’t meet native requirements for emergency escape programs.

However American automakers have struggled to take advantage of this exemption. Final yr, they bought simply over 40,000 models within the nation — about 15% of the general international automobile market, in keeping with knowledge from the Korea Car Importers and Distributors Assn. And even then, greater than half of these had been Teslas.

Whereas American enterprise representatives have complained about South Korea’s broader emissions requirements, that are stricter than these within the U.S., Lee factors out these aren’t simple concessions to make: A Constitutional Court docket ruling final yr discovered South Korea’s present local weather targets had been insufficient, which means emissions requirements will most likely have even much less wiggle room going ahead.

“The problem is that with the exception of Tesla, American car companies keep trying to export gas guzzlers that South Koreans won’t buy when they should be trying to sell more electric vehicles,” Lee mentioned.

For South Korean shoppers delicate concerning the nation’s excessive gasoline costs, gasoline economic system is oftentimes the largest dealbreaker — even when they really feel in any other case favorable towards American vehicles.

“American cars have a unique appeal, they have a clear design philosophy and rich history compared to South Korean cars, which feel a bit too bland for me,” mentioned Hong Seung-ki, a 38-year-old musician residing in Seoul.

Hong drove a gun-metal grey Ford Mustang, which he beloved, for years. Now, after a quick change to a Hyundai, he rides a bike.

“I’d only buy another American car if I were rich. Right now, I don’t think I could afford to have one as a daily driver,” he mentioned. “Compared to domestic cars in a similar price range, they just don’t have as many features and there’s just too big of a cost differential when it comes to general maintenance like aftermarket service.”

As in Japan, there’s the robust impression that American automobile firms — even these with a manufacturing base within the nation — have come to see the South Korean market as an afterthought.

Regardless of calls for from their native labor union to shore up their thinning service middle community and goal the native market extra aggressively by shifting EV manufacturing to their two South Korea vegetation, GM Korea exports practically over 90% of the Chevy Trax and Trailblazer it produces right here abroad, with most going to U.S. shoppers.

To many, it’s a sign that American automobile firms have largely thrown within the towel.

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Nonetheless, there’s a smattering of success tales which will provide hints as to how American automakers, dropping the gasoline economic system battle to home rivals and the status market to European ones, would possibly survive in Asia.

In Japan, it has been the surging reputation of Jeep, which has been praised for adapting to native specs with right-hand drive choices and measurement changes. In Vietnam, it’s the Ford Ranger, which has dominated the pickup section and, regardless of being in-built Thailand, is a testomony that American designs can nonetheless land with the best area of interest.

In South Korea, the Ford Taurus discovered some modest success following the federal government’s promotional push within the early 2000s. However Lee would level to a different defining import of that period: the PT Cruiser, Chrysler’s much-mocked oddity that unexpectedly received a cult following within the nation.

“It was a strange-looking car with a roly-poly exterior, but it had a lot of space inside and there was nothing in South Korea that could compete with it in its segment,” he mentioned. “Somehow, it just worked.”