Industry Alerts | Imported Motor Vehicle Industry Association Incorporated

VIA Industry Alerts

Media Releases

17.11.25 VIA welcomes relief and pushes for structural fixes in 2026 review

Government cuts CCS used import penalty to $7.50/g from 1 January

The Imported Motor Vehicle Industry Association (VIA) welcomes the Government’s decision to reduce the Clean Car Standard (CCS) penalty for used vehicle imports to $7.50 per gram of CO₂ from 1 January 2026, applying through 2026–2027, alongside a major review of the CCS in 2026.

VIA understands the penalty change will be included with legislation currently before the House that will extend credit life and enable credit trading between new-vehicle and used-vehicle accounts, with both measures set to commence 1 January 2026.

“This is a sensible circuit-breaker,” said Greig Epps, Chief Executive of VIA. “It will take the heat out of prices while the system is reviewed. Our members have supplied the evidence and case studies that got us here, and we thank Ministers and MPs who listened.”

Why it matters

Around 70% of used imports are currently penalised and about half of those penalties are more than $1,000. At that level, buyers in the $10–$15k bracket often walk away or trade down, slowing fleet replacement.

With fewer mid-life vehicles coming in to refresh the fleet, people are holding onto vehicles longer, increasing the age of the fleet and slowing - if not reversing - gains made in previous years.

A lower penalty rate should stabilise retail pricing, keep buyers in the market, and accelerate fleet refresh, improving emissions and safety outcomes.

Credit-life extension and cross-sector credit trading will help unlock value stranded in new-vehicle accounts and lower costs for consumers in the used market.

VIA emphasised that the 2026 review must fix the underlying architecture, in particular the weight adjustment in the target-setting algorithm.

“A key problem is weight adjustment,” Epps said. “It distorts outcomes for practical family cars. Judge vehicles on their actual emissions and let credit trading work across the whole market. That’s how you deliver affordable, lower-emitting cars into Kiwi driveways faster.”

VIA also noted the importance of timely decisions in 2026 to avoid reform being delayed by the general election period.

“We support pragmatic relief now and decisive settings next,” Epps said. “Keep the review tight and early, remove or neutralise weight adjustment for passenger vehicles, and make credit trading work in practice from day one.”

30.10.25 Used imports pushed out of reach for Kiwi families

MEDIA RELEASE

Date: 30 October 2025

Used imports pushed out of reach for Kiwi families

Rising compliance costs are pushing used import vehicles beyond the reach of the very buyers they serve best.

The Imported Motor Vehicle Industry Association (VIA) says regulatory-induced price pressure is making once-affordable vehicles increasingly unattainable for ordinary households. VIA Chief Executive Greig Epps says the problem lies not only in global trends but in the design of local policy.

“The Clean Car Standard is not fit for purpose when applied to used imports,” says Epps. “It was designed for new vehicle markets where manufacturers can generate credits through increasing production of low-emission models. Used importers cannot do that because we work with what already exists overseas.”

Total imports have risen 12 per cent on last year, but this is from historic lows, and the recovery since COVID has been uneven. In the current quasi-recessionary context, it is odd for new vehicle registrations to be leading the rebound, while used imports remain stalled.

Epps says that is because CCS penalties are soaking up the few remaining credits held by used importers. “By the end of this year, penalties will completely offset the credits available to used importers. Around half of penalised stock carries extra costs of over $1,000. On a $12,000 car, that is often the difference between yes and no for a buyer.”

The association’s submission to a recent hearing of the Transport and Infrastructure Select Committee notes that the average retail price for a used import in New Zealand has held steady at about $15,000 for several years. Prices are inelastic because Kiwi wages remain low; importers have already trimmed costs as much as possible through vehicle age, mileage, and auction grade. Additional penalties pass through to customers.

Affordability squeeze

Retail sales data confirms that the “sweet spot” for affordability, a nine to ten-year-old car priced around $15,000, is disappearing. Existing levies from the CCS will soon be compounded by shifting to Euro 6D emissions criteria, and proposals to mandate certain safety features.

VIA warns that by 2028, up to 75 per cent of currently viable models could be ruled out by overlapping age and emissions limits.

This is not just a sector issue. Epps says when affordable used imports disappear, households keep older, higher-emitting vehicles longer. “It slows the very emissions progress the policy was supposed to accelerate,” he says. “Families are being priced out of safer, lower-emission options.”

Practical steps the industry is calling for:

Create a separate used-only Clean Car Standard. VIA proposes distinct targets for used imports based on real supply conditions in Japan, where most used vehicles originate. This would align targets to what is realistically available rather than penalising vehicles that meet family needs. An import should be better than the vehicle it replaces.
Remove the CCS target weight adjustment. The current formula rewards heavier new vehicles and penalises smaller, lighter used ones. VIA says this distorts the market, raising the cost of the very vehicles that help ordinary New Zealanders stay mobile.
Review penalty and credit settings annually. Regular review would allow adjustment as newer, cleaner vehicles enter the Japanese used market, ensuring emissions targets remain achievable without cutting supply.

Wider context

Economists say overall car registrations are trending upward but remain below pre-COVID levels. What’s unusual is that the new-car market is leading the recovery. In most slowdowns, the used sector bounces back first because it’s more affordable.

For VIA, that reversal confirms the affordability problem. The organisation’s analysis shows a 45 per cent drop in imported six to seven-seat vehicles since 2023, removing many of the family-sized options once central to the market.

Epps says the solution is not to abandon environmental goals but to tailor them. “We support cleaner, safer vehicles. But the policy cloth must be cut to fit the market we actually have, not the one we hope for in ten years’ time.”

For more information: www.via.org.nz

ABOUT

VIA (Imported Motor Vehicle Industry Association) represents businesses involved in importing, preparing, wholesaling, and retailing used vehicles into New Zealand, primarily from Japan, Singapore, and other markets. As the industry's collective voice, VIA engages with government and stakeholders to support fair regulation and sustainable practices across the sector.

23.09.25 -- The 'dumping ground' bogeyman is misleading vehicle transport policy

MEDIA RELEASE

From: Greig Epps, VIA (Imported Motor Vehicle Industry Association)

Date: 23 September 2025

Photograph: On Request

The 'dumping ground' bogeyman is misleading vehicle transport policy

The phrase “dumping ground” used in the context of the used import vehicle industry has no basis in fact and is undermining smart policy settings. VIA's chief executive argues it's time to retire the rhetoric and return to facts.

A misleading slogan is shaping New Zealand’s vehicle policy, and it’s time to park it for good.

Greig Epps, Chief Executive of the VIA (Imported Motor Vehicle Industry Association), says the term “dumping ground” is increasingly being used to justify unreasonable and unnecessary conditions on used vehicle imports, but it’s a trope that lacks definition, legal weight, or evidentiary basis.

“‘Dumping ground’ is a bogeyman by those opposed to Kiwis owning used import vehicles. It’s a phrase, not a standard,” says Epps, whose organisation represents businesses that import and certify used vehicles from Japan and other countries.

“It has crept from a few submissions into policy summaries and political speeches, but it muddies the conversation and distracts from what actually matters.”

What the evidence shows

Contrary to the claims implied by the term, Epps says the record shows that New Zealand is not being flooded with unsafe or high-emitting vehicles from Japan.

“Japan’s emissions standards are internationally respected. New Zealand’s entry compliance regime is among the toughest in the world, and the hybrids and smaller petrol vehicles that dominate the current mix of used imports have lower CO₂ emissions than much of our existing fleet,” he says.

On average, vehicles are taken off (deregistered) New Zealand roads after 20 years or so. Once inspected and approved, a ten-year-old Japanese import entering the New Zealand fleet is safer and cleaner than the older vehicle it replaces.

The risk of tighter gates

Using unsubstantiated rhetoric as a basis for tightening import rules creates unintended consequences, Epps says.

“If you over-tighten the import gate, you don’t magically improve the fleet. Instead, you stall its renewal. Families hold on to older vehicles longer, which slows scrappage and raises the average fleet age,” he says.

Epps says it is a paradox: attempts to prevent a so-called ‘dumping ground’ scenario may actually cause one by choking off access to newer, safer, lower-emission vehicles that real households can afford.

Problems with policy drift

VIA has raised concerns about recent changes to emissions testing thresholds. For many years, NZ-new vehicles could comply with either Euro 5 or the baseline Japan 2005 standard. Under the new approach, used imports must now meet Euro 5 or a Japan 2005 level that is 75 percent stricter than its baseline; effectively requiring Japanese used imports to meet a higher bar than many new vehicles sold here over the past decade, without clear evidence of additional environmental or safety benefit.

“Instead of targeting real-world emissions outcomes, we’ve seen a focus on lab test formats, a clear counter-evidential bias for European standards over Japanese standards. That’s not smart regulation; it’s risk aversion dressed up as progress,” says Epps.

In parallel, the Clean Car Standard penalties have reduced the supply of popular, family-sized models, placing additional pressure on affordability and forcing New Zealanders into cars smaller than are appropriate for their needs.

Three points for policymakers

Epps urges those involved in transport policy to:

Drop unhelpful slogans – Avoid terms like ‘dumping ground’ that carry no legal definition and distract from measurable outcomes.
Focus on evidence and parity – Align regulatory thresholds with real-world risk and ensure new and used imports are treated consistently.
Prioritise fleet renewal at scale – Support a steady supply of both new and mid-life vehicles to refresh the fleet affordably and sustainably.

Back to first principles

“New Zealand’s import standards are strong,” says Epps. “But when rhetoric starts driving policy, you risk distorting settings and harming the very outcomes we all want to improve; emissions, safety, and affordability.”

He says it’s time to move past slogans and return to facts. “Let’s dump the phrase and lift the debate.”

Potential pull quotes:

“‘Dumping ground’ is a phrase, not a standard.”
“You don’t improve the fleet by stalling its renewal.”
“Let’s dump the phrase — and lift the debate.”

For more information: www.via.org.nz

CONTACT

GREIG EPPS

Chief Executive Officer

E: greig@via.org.nz

ABOUT

26.08.25 - MEMBER ADVISORY - Heavy/commercial imports: Euro VI-c/Japan 2016 from 1 November 2025

Heavy/commercial imports: Euro VI-c/Japan 2016 from 1 November 2025 — what to do now

Who this is for: Heavy/commercial importers, entry-cert agents, and compliance managers.

What changes on 1 November 2025 (Exhaust Emissions Rule)

All heavy vehicles certified for entry that were border inspected 1 November 2025 or later must comply with Euro VI step C or an approved equivalent. The Rule explicitly lists Japan 2016 (heavy vehicle regulation), US 2013/Tier 3, ADR 80/04, and UN R49/06 as acceptable.

This is the next step after the 2024 uplift (to Euro V for used heavy), and is part of NZ’s alignment with Australia and other jurisdictions.

What counts as “Japan 2016” and why it matters

Japan 2016 is the post-New Long Term heavy-duty standard using the WHTC test cycle, and is treated in NZ as equivalent for entry from 1 Nov 2025.

Proof at entry: Bring the original Japanese deregistration/export certificate (or other accepted docs) showing the emissions code; certifiers record this in LANDATA per VIRM TB28.

Commercial reality to plan for

Supply will tighten to Japan 2016-compliant stock (predominantly 2017+ builds) and prices will be firmer as buyers compete for eligible units. Factor this into bids and retail.

Market feedback: used prices ~30% higher year-on-year in some segments, with importers shifting to higher-km local sourcing due to Japan supply constraints. Expect more of this pressure post-November.

Starting now:

From now until November, lock in your sourcing by prioritising Japan 2016-coded trucks and confirming codes before purchase, building a buffer for any rework or documentation gaps. Adjust your budget to add capex headroom for Euro VI technology and likely auction premiums on compliant stock and coordinate with your entry-cert partner using TB28 as your evidence checklist for documentation and LANDATA capture. Pre-sell vehicles with realistic lead-times, transparent cost changes, and for tradie fleets, highlight total-cost-of-ownership benefits from Euro VI tech in urban cycles. Expect seasonal slowdowns and demand spikes; don't rely on late-year bargains as the rule change will firm prices.

FAQs

Can I still land a non-Euro VI/Japan 2016 heavy vehicle after 1 Nov 2025?
Yes, providing it was border inspected prior to 1 November 2025; otherwise, no unless it meets another listed equivalent (e.g., US 2013/Tier 3, ADR 80/04, UN R49/06). Check the Rule tables.

Is Australia aligned?
Yes—Euro VI-c for heavy vehicles is already regulated in Australia; NZ’s timetable is meant to stay in step to avoid supply shocks.

Will costs come back down?
Likely to stabilise once more 2018–2020 Japan 2016 vehicles cycle into used export channels, but expect ongoing premiums for low-km, desirable specs. (Plan and price accordingly.)

Regards,

The VIA TEAM

Imported Motor Vehicle Industry Association

Web: www.via.org.nz / Email: info@via.org.nz

22.08.25 VIA Welcomes Government’s Commitment to Improve Clean Car Standard

The Imported Motor Vehicle Industry Association (VIA) welcomes the introduction of the Land Transport (Clean Vehicle Standard) Amendment Bill (No 2), which was read in Parliament this week.

The Bill confirms several important improvements to the Clean Car Standard framework. These include:

Removing the weight adjustment from passenger and commercial vehicle targets, ensuring a fairer and more transparent approach to setting CO₂ reduction obligations.
Permitting the trading of credits between the new and used import sectors, creating greater flexibility for importers.
Extending the lifespan of credits from three years to four, giving businesses more certainty in managing compliance.

VIA Chief Executive Greig Epps said:

“These changes were first signalled in the Government’s 2024 review of the Clean Car Standard and have been long awaited by the industry. VIA has consistently advocated for these adjustments, as they help create a more workable framework that better reflects the realities of vehicle supply into New Zealand. The removal of weight adjustment in particular has been a long-standing issue for our members.”

While recognising this progress, the Association notes that further work is still required.

Epps continued:

“The current penalty and target settings continue to place significant pressure on the industry, restricting supply and increasing costs for consumers. We look forward to further discussions with officials and the Minister on how these settings can be refined to ensure regulations achieve their environmental goals while also supporting affordability and choice for New Zealand families and businesses.”

6 August 2025 - eRUC Announcement from the Minister

MEDIA RELEASE
6 August 2025

VIA welcomes Government’s careful approach to electronic Road User Charges

The Imported Motor Vehicle Industry Association (VIA) welcomes today’s announcement by Transport Minister Chris Bishop outlining the next steps toward replacing fuel excise duty with electronic Road User Charges (eRUC).

“This is a major reform with wide-ranging implications for motorists and the vehicle industry alike,” said VIA Chief Executive Greig Epps. “We’re pleased to see the Government taking a careful and considered approach to how this will be rolled out.”

VIA notes that many of the vehicles entering New Zealand as used imports do not have built-in telematics or road-charging hardware. Any proposal to retrofit such technology at the border will carry costs—not just for the devices themselves, but for labour and systems integration during the compliance process.

“These costs must be taken into account if we want a system that is fair and doesn’t make everyday transport less affordable for Kiwi families,” said Epps.

VIA supports the Minister’s recognition of the need to modernise payment methods. Current Road User Charges require large upfront payments, which many people find difficult to manage. Spreading these payments through subscription models or monthly billing would better reflect how Kiwis budget for transport.

The association also backs the Government’s willingness to partner with the private sector to deliver this system but stresses that robust privacy protections will be essential.

“Collaboration with private providers can unlock innovation, but it must be underpinned by strong safeguards for individual privacy and data security,” Epps said.

VIA looks forward to working with the Ministry of Transport and Waka Kotahi to help shape a system that works across all vehicle types—including used imports—and delivers an equitable, efficient, and future-ready road funding model.

ENDS

For more information:
Greig Epps
Chief Executive
Imported Motor Vehicle Industry Association (VIA)