Importing a Car from Japan to New Zealand: Standards, Biosecurity and Costs

Ownership and registration papers

NZTA's Japan page says you need original documents that prove previous registration and give an ownership trail back to the last registered owner in the country where the vehicle was last registered. For passenger vehicles other than mini-vehicles, it names the original export certificate, with a type designation number (TDN) and a model code, issued by Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT), or a completion inspection certificate.

For mini-vehicles of 660 cc or less (kei jidosha), NZTA names the original export certificate issued by the Light Motor Vehicle Inspection Organisation.

A missing TDN and the kai mark

NZTA says the export certificate or completion inspection certificate must contain a TDN. If there is none, you need a statement of compliance, or you can apply for a TDN exemption through the entry certifier.

A kai mark after the model code indicates the vehicle has been modified and may no longer meet the required standards. NZTA strongly recommends checking with an entry certifier.

Fuel consumption and odometer

If the vehicle was previously registered in Japan and you have an export certificate or completion inspection certificate, NZTA says you can use an online tool for the fuel consumption information. The tool produces a fuel consumption certificate that you take to the entry certifier.

Customs says all motor vehicles must have a connected and working odometer. The Customs Import Prohibition (Motor Vehicles) Order 2021 prohibits importing a motor vehicle without an odometer, or with a reading that does not record correctly the distance driven. A person may import one only with the Minister of Customs' consent and in accordance with its terms. NZTA's border inspection record includes the odometer reading.

Exhaust emissions

NZTA's Vehicle Inspection Requirements Manual (VIRM) section 11-2 summarises Land Transport Rule: Vehicle Exhaust Emissions 2007. It requires petrol, CNG, LPG and diesel vehicles in the listed classes that are less than 20 years old to meet an approved exhaust emissions standard, or a more recent or higher one. The VIRM defines less than 20 years old as first registered outside New Zealand or manufactured 20 years or less before the date of certification for entry into service.

NZTA's exceptions page says vehicles over 20 years old do not have to meet a vehicle exhaust emissions standard, while the VIRM describes the category that must comply as 20 years or less. The two texts do not state the exact anniversary the same way, so this guide does not calculate it. The VIRM also requires used vehicles under its age definition to pass a metered emissions test.

For Japanese cars, NZTA's Technical Bulletin 28 (TB28) accepts an original Japanese de-registration, export or completion inspection certificate with a 3 digit emissions code, such as DBA, listed for the vehicle's class, fuel type and border inspection date. The code is the prefix before the hyphen at the start of the industry model code. If the certificate has no emissions prefix or the code is not listed, you need other evidence, such as a statement of compliance.

TB28 Table 28-1-1 covers used vehicles in classes MA, MB, MC, MD1, MD2 and NA, other than used-import disability vehicles. The codes below apply to border inspections from 30 April 2024 up to the July 2028 change.

• Petrol, CNG or LPG: Japan 2005 Low Harm is a code starting with D, and only if the car was first registered anywhere on or after 1 January 2012. Codes starting E, G, H, L, M, R or Q are listed as a higher standard or more recent version. Codes starting 3, 4, 5, 6 or 7 are listed as Japan 2018.
• Diesel: Japan 09 is a code starting L, F, M, R or Q. Codes starting S, T, 3, 4, 5, 6 or 7 are listed as a higher standard or more recent version.
• From 1 July 2028 border inspections, petrol, CNG and LPG cars must meet Japan 2018 Low Harm. TB28 lists 5AA, 5BA, 5LA, 6AA, 6BA and 6LA, and lists codes 3 and 4 for CNG and LPG only. Diesel cars must meet Japan 2018, shown by codes starting 3, 4, 5, 6 or 7.

Frontal impact

Land Transport Rule: Frontal Impact 2001 (consolidation as at 1 May 2021) requires a class MA vehicle first certified for entry into service in New Zealand on or after 1 April 2002, and inspected at the border on or after 1 February 2002, to comply with an approved frontal impact standard. A class MB or MC vehicle first manufactured on or after 1 October 2003 must also comply.

Clause 2.1(7) lists exceptions. They include a motor vehicle first registered outside New Zealand 20 years or more before its date of first certification for entry into service in New Zealand, a class MA, MB or MC vehicle whose gross vehicle mass exceeds 2500 kg, an immigrant's vehicle, and a special interest vehicle that meets the clause's conditions. The age exception is measured from first registration outside New Zealand.

NZTA's exceptions page says cars over 20 years old do not have to meet frontal impact standards. The rule says 20 years or more, counted from first registration outside New Zealand to first certification in New Zealand.

For Japanese cars that are not on a recognised manufacturer's list, the VIRM lists several ways to show frontal impact compliance. The VIRM also notes that vehicles may be exempt from the requirement to meet a frontal impact standard.

• Recognised manufacturer's list: a listed car needs no further frontal impact evidence. If the list says the car does not comply, the VIRM says it cannot be certified unless a statement of compliance shows that the specific vehicle meets an approved standard. NZTA's Japan page says that if the list says the vehicle does not meet a standard, you cannot bring it into New Zealand.
• Class MA car of 660 cc or more: evidence that it was manufactured for the domestic market on or after 1 January 1996. Mini-sized car under 660 cc: evidence that it was manufactured on or after 1 July 2000.
• Class MA car of 660 cc or more made outside Japan for the Japanese market: one route is evidence of manufacture on or after 1 April 1999, plus evidence that it went through Japanese type approval, such as a TDN on the export certificate.
• Class MB or MC vehicle made in Japan for the Japanese domestic market: evidence that it was manufactured in Japan on or after 1 July 1999. NZTA's Japan page adds that a vehicle made in Japan for the Japanese market on or after 1 October 2003 will meet an accepted standard.

Electronic stability control (ESC)

VIRM section 8-1 sets ESC fitment by border inspection date for used vehicles. Class MC vehicles need ESC from 1 March 2016, class MA vehicles with an engine over 2 litres from 1 March 2018, and class MA, MB and NA light passenger and goods vehicles from 1 March 2020. NZTA's passenger car page also notes that all other used class MA vehicles inspected at the border from 1 March 2020 must have ESC fitted.

The ESC requirement does not apply to an immigrant's vehicle, a special interest vehicle, or a class MA, MB, MC or NA vehicle manufactured, or first registered outside New Zealand, twenty years or more before its first certification for entry into service in New Zealand. The VIRM lists other exceptions too.

NZTA accepts working ESC tell-tale lamps on the dashboard, or a statement of compliance, as proof of ESC. Its list includes Honda VSA, Nissan and Subaru VDC, and Toyota VSC. A tell-tale marked TC or Traction Control is not accepted as ESC.

Special interest vehicle (SIV) permits

A class MA vehicle with a special interest vehicle permit need not meet an approved frontal impact standard or exhaust emissions standard, or the ESC requirement. It must still meet the other standards that apply to it. NZTA may not issue more than 200 SIV permits in a calendar year.

NZTA may issue a permit if it considers the vehicle will be owned as a collector's item and the vehicle is of historic value, or meets three of four criteria. The criteria are: identified as a collector's item in one of the magazines TB26 lists; make and model manufactured in annual volumes of 20,000 units or less; manufactured as a two-door coupe or a convertible; manufactured as a high-performance vehicle.

The applicant must be a New Zealand citizen or resident, must have another vehicle for primary use in class MA, MB, MC or NA that is registered in their name, leased by them or a company car, must not have been issued an SIV permit in the last two years, and must not have another SIV registered in their name.

The application must be made before the vehicle is certified for entry into service. NZTA's form says it cannot be submitted once the vehicle has been entry certified and recorded as entry compliant, and that a permit cannot be issued to a vehicle over 20 years of age. A permit stops being valid if the vehicle is not border inspected or certified within six months of issue. The vehicle must stay registered in the owner's name for at least four years from first registration in New Zealand.

The official texts differ on whether an SIV is excluded from the Clean Car Standard. Regulation 5(a) of the Clean Vehicle Standard Regulations 2022 declares a special interest vehicle, as defined in the Frontal Impact Rule, an excluded vehicle, while NZTA's SIV application form says you cannot use a special interest vehicle permit to avoid the Clean Car Standard.

Immigrants' vehicles

NZTA can recognise an immigrant's vehicle, which removes the frontal impact, exhaust emissions and ESC requirements. The applicant must be a New Zealand citizen or resident, or entitled to take up permanent residence. The applicant must have lived outside New Zealand for at least 21 months continuously before arriving or returning, and must apply within 18 months of arrival or return.

The applicant must have personally owned the vehicle, and registered it for personal use outside New Zealand, for at least one year before arrival or return, and must not have had another vehicle recognised as an immigrant's vehicle. The vehicle must stay registered in the applicant's name for at least one year after its first New Zealand registration.

Customs' concession is a separate test from NZTA's recognition. Working Tariff concession 80(c) lists a normal-tariff duty rate of Free for a motor vehicle imported by a person who holds a document authorising residence in New Zealand on the import date. The person must have been resident or domiciled outside New Zealand for the whole of the 21-month period before arrival, must have personally owned and used the vehicle overseas for at least one year before departing or surrendering it for shipping, and must give a concession reference 80 undertaking.

Cleaning and approved systems

MPI says used vehicles must be cleaned inside and out before shipping, and that rubbish and other goods that do not belong to the vehicle must be removed so MPI can verify the vehicle on arrival. For a used passenger vehicle (car), truck, bus, campervan or caravan from Japan, an MPI-approved system in Japan must carry out the cleaning. MPI notes that valet cleaning will not remove all biosecurity risks.

MPI's Import Health Standard for Vehicles, Machinery and Parts (issued 12 August 2021) says used passenger vehicles, trucks, buses, campervans and caravans exported from Japan must be managed by an MPI-approved system year-round, including outside the stink bug season. Its guidance gives the reasons as the large volume of exports from Japan and the Asian gypsy moth, which poses a risk outside the stink bug season.

Brown marmorated stink bug season

MPI's stink bug measures apply to target vehicles exported on or after 1 September that will arrive in New Zealand before or on 30 April, from the countries listed in schedule 3 of the standard, which includes Japan. One exception applies: management is not required if the vehicles are loaded into a fully enclosed container sealed before 1 September and exported before 1 October of the same year, with evidence of the sealing such as the seal number and a date-stamped photo.

During the season, used passenger vehicles, trucks, buses, campervans and caravans exported from Japan must use Option A of the standard. Option A requires management by an MPI-approved system, using a treatment in accordance with the standard's Approved Biosecurity Treatments before arrival in New Zealand.

Declaration, arrival and charges

MPI says the declaration goes through the Trade Single Window and should be completed at least several days before the item is due to arrive. It lists product identification numbers such as the VIN, make and model, the place of export and other countries where the vehicle was used or stored, shipment details including the bill of lading, the number and type of tyres if applicable, and the seller's and buyer's names and the buyer's full address.

MPI says importers of used vehicles should expect an external and internal on-arrival inspection. For batches handled by an MPI-approved Japan used vehicle system, MPI's May 2021 notice says it takes a sample at the port of first arrival instead of escalating samples of up to 100%, and assesses case by case whether the rest of a batch needs further decontamination.

If contaminants are found, MPI may clean the vehicle or deal with it in an MPI-approved facility, and reshipment or destruction may occur if the contamination cannot be contained and removed. The importer is responsible for the cost of any action required on arrival. A vehicle in a sea container goes with the container to a transitional facility for opening and inspection.

Entry certification

Only approved inspecting organisations can carry out entry certification. NZTA says the inspector verifies that the vehicle met the required safety, emissions and frontal impact standards when manufactured, inspects its present condition, decides whether repairs or specialist certification are needed, and verifies the fuel consumption, CO2, gross vehicle mass and unladen weight information, the legal owner, and the VIN. A pass produces a registration application form (MR2A) and a WoF or CoF.

NZTA's nationwide list includes Autochecks New Zealand, the Automobile Association (AA), Vehicle Inspection New Zealand (VINZ) and Vehicle Testing New Zealand (VTNZ). It says some sites may not certify all vehicle types, and tells importers to contact the site about wait times and costs.

During entry-level certification, the VIRM requires an invasive structural inspection of class MA, MB, MC, MD1, MD2 and NA vehicles, with trim removed to expose previous repair and corrosion damage. A vehicle flagged Open Airbag Recall for a Takata recall must be rejected for entry certification until the manufacturer provides irrefutable evidence that the affected airbags were replaced.

Registration and licensing

After a pass, you take the MR2A and your identification to a registration agent. The VIRM adds that the vehicle will not be approved for registration until a WoF or CoF is keyed and all Clean Car Standard requirements are met.

NZTA says that when you pay the registration fee to get a vehicle on the road for the first time, you also pay 6 or 12 months of licensing fees at the same time. Its registration fee list includes a registration fee, a licence fee, an ACC levy, a number plate fee and an administration fee, and its tables show amounts for new vehicles.

Warrant of fitness and road user charges

Through 31 October 2026, NZTA's published WoF schedule (archived copy of 5 September 2026) requires annual inspections for vehicles first registered anywhere on or after 1 January 2000, subject to its other frequency categories. Its table lists a 6-month WoF for vehicles first registered before 1 January 2000. NZTA has announced frequency changes from 1 November 2026, so check the schedule that applies when the vehicle is tested.

NZTA's RUC rates page lists road user charges (RUC) per 1,000 km by RUC vehicle type, plus an administration fee on each licence.

Who is responsible and how the charge is worked out

NZTA says every imported vehicle subject to the Clean Car Standard (CCS) has needed a CO2 account since 1 December 2022 to complete entry certification and registration. Any person or business can open an account. Some importing agents and logistics companies offer the use of their own. The account owner is responsible for fees incurred and owns any credits earned.

NZTA says the vehicle's CCS CO2 value comes from a formula using its 3pWLTP CO2 value, its tare weight, and whether it is a passenger or commercial vehicle. For a vehicle from Japan, NZTA's table gives the mass used as the claimed tare minus 25 kg. NZTA points to the Fuelsaver calculator and a reference file of registered vehicles with CCS values.

Rates, credits and GST

NZTA's credits page (archived copy of 31 January 2026) lists 2026 charges for used vehicles under the default Pay As You Go (PAYG) scheme at NZ$6.00 per gram of CO2 in excess, and under Fleet Average at NZ$7.50. NZTA's table for 2025 listed used PAYG at NZ$27.00 per gram, and NZTA says the rate is set in legislation and varies over time. Under PAYG, the charge is settled before the vehicle is registered, by payment, credits or both.

NZTA says credits have no monetary value but can offset charges. Inland Revenue says charges and credits that come from the CCS system are not subject to GST, while a service that involves the CCS may attract GST on the overall supply.

Excluded vehicles

Regulation 5 of the Land Transport (Clean Vehicle Standard) Regulations 2022 declares excluded vehicles. The list includes a special interest vehicle as defined in the Frontal Impact Rule, a vehicle manufactured 40 years or more before the date it was certified for entry, a low volume vehicle certified under the Low Volume Vehicle Code, a motor sport vehicle, certain Defence Force vehicles, and a disability vehicle. The list does not include a 20-year age exclusion.