Importing RHD cars into the US

[Kanchou]

I'm curious as to whether the Japanese-spec RHD versions of cars that had left-hand versions sold in America could be imported into the US.

I don't mean cars like the Skyline, which took extensive crash testing buy a registered importer to make it street-legal, and if you want to import it, you've gotta do the same thing, or buy it from them.

I know for cars newer then 25 years old, the process gets really complicated (read: next to impossible) unless they could fall under the "sufficiently similar" clause (either with a manufacturers letter, or a registered importer petitioning for it), because otherwise an RI would have to do a lot of safety tests (ie, an engineer has to examine the door panels and bumpers), crash safety modifications, and deal with US exhaust regulations.

I just want to know if it's ever been done with a car less than 25 years old.

Ie, Silvias (S13 and 14 only), RX-7s (FB3S, FC3S, FD3S), Corolla Levins (AE86), etc...

That is, without having to spend several grand on RI modifications.

[Taro Toporific]

I'm curious as to whether the Japanese-spec RHD versions of cars that had left-hand versions sold in America could be imported into the US.

.... without having to spend several grand on RI modifications.

Yikes. I've been driving a RHD version of an MBG for years in Ill. and Colo. without any modifications. It was the smog controls that cost a lot to re-tune to US specs. When did the Federal Law change?

US used to be just like Japan and didn't give a rip whether a car is RHD or LHD..Certainly all US Post Office Jeeps are RHD and plenty of folks in Colorado buy those from Fed auctions and license them as private cars. Hell, I got an ex- Post Office Jeep with a Ag Vehicle Plate on it right now that was bought 6 years ago.

[Kanchou]

Yes, but post office Jeeps aren't imported!

The issue isn't which side the driver it's on, it's whether the car was meant to meet US regulations, the chances of which are slim for an RHD J-spec car.

If the car is older than 25 years, it's basically street legal no matter what you do to it, apparently. Unless you have to still pass emissions.

From everything I read on the DOT website (which seems to be down), there are many, many regulations to importing cars. There are many cars already on the list saying you can import them, but not nessicarily their RHD version, unless a registered importer or the manufacturer is willing to vouch for them being "sufficiently similar."

An RI might do it for a fee (and it'll take time), but a manufacturer probably wouldn't even respond to a request for it.

And it's very likely that the RHD version IS a bit different, as well, due to differences in Japanese and US safety regulations.

[Taro Toporific]

Y everything I read on the DOT website (which seems to be down), there are many, many regulations to importing cars. ...
And it's very likely that the RHD version IS a bit different, as well, due to differences in Japanese and US safety regulations.

Yes, there are a few differences in Japanese and US safety regulations. Excluding the smog computer and cat-converter differences which are the major problem, off the top of my head from memory in general you need to:
---> change the running lights (cheap) and sometimes headlights (expensive if it is an multi-light stack)
---> weld in crash bars into the doors (annoying easy work, costly if you hire others)
---> firewall changes (annoying easy work, costly if you hire others)
----> instrumentation and gage changes (easy or costly depending on the vehicle)
---> DoT approved seatbelts, anchoring, headrests

If you REALLY are interested in this, do what I did years ago:
Get a job as a grunt at a gray-market importer in the US to learn the ropes.
Problem: Most gray-market importers in the US have gone out of business because the bottom line. Just buying at the right price at the wholesale car auctions yields nearly the same profit.

Idea: Trans-ship the Japanese cars to the Philippines or Mexico to perform all the conversion work at cheap price (IF you have solid ties to someone there---meaning trustworthy family ties).

[Kanchou]

I know about the crash beams, the seatbelts, instruments, and the lights and such. Shouldn't be a problem to buy those off of a junkyard car.

Basically, I want an 89-91 Mazda RX-7, but I want to turbo version.

All Japanese second-generation RX-7s come with turbos, but I'd say 15-20% of the FC3S (second-generation) RX-7s for sale in the US have the Turbo trim, and even fewer of these are the 89-91 version (most of them are 87s and 88s).

My dad asked a friend of his to look for one at auctions, and the guy laughed at him. Apparently he hasn't seen one in years, and he thinks they're peices of junk anyway. Although I'd say most of the people who own them think otherwise.

Arg.

So much hate for the rotary.

[Taro Toporific]

Basically, I want an 89-91 Mazda RX-7, but I want to turbo version..

Just buy the full turbo drivetrain and trim here in Japan, and crate it up and send it to the US.
No muss, no fuss, and NO DoT inspections.
Install the crate motor and trim in a US 89-91 Mazda RX-7 with blown engine which would be nearly free at a US junkyard.
Bottom Line: Turbo version 89-91 Mazda RX-7 for $2,000-5,000.

Wanna buy a turn-key, custom paint, Turbo version 89-91 Mazda RX-7 with new crate motor for $8,000-15,000?

[Taro Toporific]

I know about the crash beams, the seatbelts, instruments, and the lights and such. Shouldn't be a problem to buy those off of a junkyard car.

Basically, I want an 89-91 Mazda RX-7, but I want to turbo version.

Short version: You're thinking this backwards: you want build off a US RX-7 using all the parts of a nice, Japanese donor Turbo RX-7.

You want a US frame and a US VIN of a licenced 89-91 Mazda RX-7, and complete Japanese donor Turbo RX-7 of the same-ish year.
Tell DoT to suck eggs since there are no restrictions on importing of a "parts car."

[Kanchou]

Or I could just buy a US Turbo II with a blown engine and rebuild it, unless the rotor housings and rotors are blown. Then I would need to replace those, unless the core is blown too...



It would be hard to install Japanese parts into anything but a Turbo II unless I used the Japanese differential, transmission (probably, since the American NA tranny has different ratios), ECU, and other parts.

Also, the Japanese transmission has a lower 5th gear ratio... But that's really not a big deal I guess. It simply means slightly worse gas mileage, better excelleration, and lower top speed.

People tend to want $5000-8000+ for a US Turbo II S5 (89-91) in good condition, even with high-mileage, rebuilt engines, and even with mechanical problems (like broken speedos and a couple thousand missing miles on the odometer).

But people usually even ~$1000 or so for a non-running car.

Eh... blah, blah, blah.

How much does an FC engine go for in Japan?

I guess while I'm at it, an Infini-series (the performance package) suspension, the differential (the legal kind of LSD, with the same amount of fun), and the hood (gotta have that scoop ). Although I could probably just buy an American Turbo II hood for a bit less...

Then add shipping.

Would a Japanese transmission be compatable with a US speedometer?

Woo, I'm rambling.

[Cortana]

If you're not bringing it to California, the above is mostly right.

California has its own set of draconian laws about what you can legally do to cars, and an inspection regime to make sure you don't change your car to be more fun.

If this import involves a california car, make sure you know what you're getting into beforehand.

[Taro Toporific]

How much does an FC engine go for in Japan?
Then add shipping.
Would a Japanese transmission be compatable with a US speedometer?

I have no idea for Mazda Turbo RX-7 and I have no contacts.

In general for example, Nissan factory crate motors are priced fair....much the same prices as a GM remanufactured "factory crate" motor in the States: $500 for just the barest of engines, $1,800 for a complete one, $5,000+ for the full drivetrain, $3,000+ semi-race motor. It's easier to order through somebody who has a shop.

Japanese transmission might not compatable with a US speedometer, but I usually just make a custom film overlay for a foreign speedo (cost at Kinkos $2).

Shipping is no big deal. I airfreighted a V8 bi-turbo engine from a wrecked BMW 740d for less than 70,000yen. They even picked up the crate at my friend's shop in Yokohama and delivered to the door in Colorado.

[Taro Toporific]

If this import involves a california car, make sure you know what you're getting into beforehand.

True. So true Cortana. I'm used to "wink-and-a-smile- $25-and-case-of-beer State Vehicle inspections.
My 320 Benz in Colorado had about six different VINs on the sum of its parts (many from Japan). Nobody seems to care in cowboy country. Even after one my nephews wrecked it last month and I ended up "selling it to Allstate" without questions.

[Kanchou]

I've heard that J-Spec Engine + US exhaust manifold + US emissions equipment = ok emissions test.

But then again... I don't think I'd have to worry since Alabama doesn't even require admissions tests as far as I know.

Either way, converting a Naturally-Aspirated model to a turbo (with either US or J-spec turbo engine, everything past '89) is pretty complicated.

According to the site I stole this info from, it would require these parts (for an NA-Turbo conversion, not for a dead Turbo-J-Spec conversion)

Complete turbo engine with intercooler

Left-hand drive spec turbo wiring harness

Turbo ECU (jspec ecu will work, as well as convertible ecu of the same
year range)

turbo boost sensor.

Turbo throttle cable. 87-91 are interchangeable.

Stock turbo fuel pump (87-91 turbo pumps are the same, but the bracket is
not) or upgrade such as walbro 255. A rewire for full voltage from the
fusebox is also recommended, as well as a re-ground in the hatch to bare
metal, a new pickup screen and fuel filter.

Stock turbo intake duct with blow off valve (if not present on engine
already). The 87-88 TID is smaller than the 89-91, but either can be used
in place of the other. Blow off valves are slightly changed but basically
the same.

Stock t2 precat/downpipe and midpipe (bolts to main cat) or
aftermarket/custom equivalent.

T2 hood with scoop (unless you go front mount intercooler from day 1)

Turbo air flow meter (your old nonturbo afm will get you by if you cannot
find one, however the turbo afm is said to be calibrated for slightly
higher air flow on top end so it is something that might matter once you
begin to push the car).

Aftermarket upgraded clutch and pressureplate. Remember, you're buying
this for a nonturbo, not a turbo, since you're using your old NA drivetrain
still. (I assume they mean a Turbo clutch system would work too)

Hell, couldn't I just import a J-spec RHD and mount the doors, seat belts, fire wall, guages, headlights (if required), of a wrecked A-spec and have an RI say it's good to go? Unless the replacement parts would cost more than the modifications...

I don't think running lights would be a problem, since J-specs have built-in running lights, but A-specs only have a useless "flash to pass" feature where the Japanese had running lights bulbs.

Unless having those running lights would be against the regulations you're talking about.