Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Captive Import shopping experience:

1. Compare - without doubt the biggest advantage that the Captive Import offers shoppers today is the ability to compare thousands of Captive Import at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Captive Import? Wrong! If the Captive Import is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Captive Import then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Captive Import? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Captive Import and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Captive Import wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Captive Import then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Captive Import site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Captive Import, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Captive Import, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

Captive import is an automobile marketing term denoting a foreign-built vehicle that is sold and serviced by a domestic manufacturer through its own Car dealership distribution system.

The foreign car may be produced by a subsidiary of the same company, be a joint venture with another firm, or acquired under license from a completely separate entity. The brand name used may be that of the domestic company, the foreign builder, or an unrelated marque entirely (this is one type of badge engineering).

This arrangement is usually made to increase the competitiveness of the domestic brand by filling a perceived "hole" in its model lineup, which it is either not practical or not economically feasible to fill from domestic production. Captive imports are often aimed at the lower end of the market, but this is not always so.

Mixed success In the American market, captive imports have had a spotty record of success.

The Nash Metropolitan, sold in the US from 1954 to 1962, was an interesting example because it was a captive import for Nash Motors produced by Austin Motor Company in the UK specifically for sale in the U.S. When this two-seater sub-compact car was launched, it was the first time an American-designed car had been entirely built in Europe. It had a design resemblance to the large or "senior" U.S.-built Nashes. It became one of the few small cars to sell during the bulk-obsessed period of U.S. automotive history.

When Mercedes-Benz was seeking entry into the American market, the company signed a marketing agreement with Studebaker-Packard and briefly became a captive brand in their showrooms. Around the same time, in a venture now largely forgotten, Pontiac dealers briefly sold Vauxhall Motorss.

Ford Motor Company added its own European Ford Capri to its U.S. Mercury (automobile) line in the 1970s and saw strong sales. During the same period, Dodge did quite well with several small Mitsubishi Motors models, mostly sold as Dodge Colts. However, some others, such as the Plymouth Cricket (born Hillman Avenger) and Ford's entire Merkur line, gained a reputation as being poorly suited to American tastes and faded away quickly.

Other experiments, such as General Motors Corporation's sale of Opel models like the Opel Kadett through Buick dealers in the late 1960s and early 1970s, yielded ambivalent results; the Opels were generally well-regarded and sales were decent but never substantial. In the 1970s, when Buick decided to phase out its Opels and sell small Isuzus instead, the result was a handful of cars carrying a truly global but very amusing brand, Buick Opel by Isuzu. Buick was not the first to rebadge Isuzus — Chevrolet did the same with their Chevrolet LUV pickup truck in 1972.

In Europe, there have been relatively few cases of captive imports, and most have been unsuccessful. The Chevrolet Venture minivan was sold as the Opel/Vauxhall Motors General Motors Sintra in the late-1990s, but was not only not to European tastes, but also gained a bad reputation due to poor results in safety tests.

In Brazil, the Australian-built Holden Commodore is sold since 1998 as Chevrolet Omega, replacing the locally built car bearing the same name. Despite being well received by the press and public, sales are much worse than its locally-built counterpart, simply because of its high price. However, it is used very often as official government cars. Chevrolet also rebranded the Argentine-built Suzuki Vitara as Chevrolet Tracker after Suzuki stopped selling cars in Brazil, but it never achieved the same selling numbers from the original car.

In Japan, where foreign car manufacturers have traditionally struggled to compete in the local market, even rebadging of U.S. models like the Chevrolet Cavalier as a Toyota have failed to improve sales. In some cases, this can be attributed to the manufacturer's lack to attention to the desires of the Japanese consumer, even to so basic a requirement as availability with right hand drive.

Various reasons have been suggested as to why captive imports often fail. The question of exchange rates is clearly important, as a sudden shift can quickly raise prices to uncompetitive levels. Some models have been justly criticized for marginal quality, or being a bad match to the local driving environment. The commitment of domestic sales and service staffs to an unfamiliar vehicle has also often been questioned, particularly if the import is seen as reducing sales of other, more profitable vehicles in the lineup.

Others fail due to no fault of their own; the Sunbeam Tiger, for instance, an early 1960s example of the concept of an American Ford Windsor engine in a British (Sunbeam Alpine) body and chassis, enjoyed substantial success until Sunbeam became a captive import of Chrysler Corporation in North America. Chrysler could not be realistically expected to sell a car with a Ford engine, and Chrysler V8 engines all had the distributor positioned at the rear of the engine, unlike the front-mounted distributor of the Ford V8, making it impossible to fit the Chrysler engine into the Sunbeam engine bay without major and expensive revisions. Thus this niche of the automotive market was left to be filled with legendary success by the Ford engined Shelby Cobra.

There may be a deeper, structural issue at work, however. It could simply be that a domestic buyer is unlikely to want an import, and an import buyer is unlikely to enter a domestic showroom. A captive thus easily falls between two stools. This is probably why the practice of using a separate brand name, such as Merkur and General Motors Corporation' short-lived Geo, has ceased — the foreign-ness of the car is thus discreetly made less apparent.

Exceptions Not every vehicle that appears to be a captive import really is. A vehicle which is foreign-designed or badged but assembled in the market where it is sold does not fall into this category. Such vehicles are frequently the result of joint venture or strategic alliance arrangements between automakers.

For example, the Renault Alliance, which was sold through American Motors Corporation (AMC) dealers in the 1980s, was actually assembled by AMC as part of the brief tie-up between the two companies. The Geo Prizm, though it was a Toyota design and shared a showroom with many captives, was built domestically by the GM/Toyota NUMMI joint venture. Australia's Holden, although it often shares planning and hardware with the rest of GM's global empire such as Opel and Isuzu, has generally preferred to assemble its versions of such vehicles locally. Rover (car) and Honda have co-produced models for the European market, as have Alfa Romeo and Nissan. None of these would be considered imports.

Recent models Recent examples of captive imports in the U.S. have included the Cadillac Catera, a rebadged General Motors Omega, the Chevrolet Aveo, built by GM Daewoo, and the Chrysler Crossfire — an American design which mostly uses Mercedes-Benz mechanicals but is actually built by Karmann in Germany. The new Pontiac GTO, that was built alongside the Australian Holden Monaro, also qualifies.

List of notable captive imports in the United States

List of notable captive imports in Japan

List of notable captive imports in Europe

See also

External links

Captive import is an automobile marketing term denoting a foreign-built vehicle that is sold and serviced by a domestic manufacturer through its own Car dealership distribution system.

The foreign car may be produced by a subsidiary of the same company, be a joint venture with another firm, or acquired under license from a completely separate entity. The brand name used may be that of the domestic company, the foreign builder, or an unrelated marque entirely (this is one type of badge engineering).

This arrangement is usually made to increase the competitiveness of the domestic brand by filling a perceived "hole" in its model lineup, which it is either not practical or not economically feasible to fill from domestic production. Captive imports are often aimed at the lower end of the market, but this is not always so.

Mixed success In the American market, captive imports have had a spotty record of success.

The Nash Metropolitan, sold in the US from 1954 to 1962, was an interesting example because it was a captive import for Nash Motors produced by Austin Motor Company in the UK specifically for sale in the U.S. When this two-seater sub-compact car was launched, it was the first time an American-designed car had been entirely built in Europe. It had a design resemblance to the large or "senior" U.S.-built Nashes. It became one of the few small cars to sell during the bulk-obsessed period of U.S. automotive history.

When Mercedes-Benz was seeking entry into the American market, the company signed a marketing agreement with Studebaker-Packard and briefly became a captive brand in their showrooms. Around the same time, in a venture now largely forgotten, Pontiac dealers briefly sold Vauxhall Motorss.

Ford Motor Company added its own European Ford Capri to its U.S. Mercury (automobile) line in the 1970s and saw strong sales. During the same period, Dodge did quite well with several small Mitsubishi Motors models, mostly sold as Dodge Colts. However, some others, such as the Plymouth Cricket (born Hillman Avenger) and Ford's entire Merkur line, gained a reputation as being poorly suited to American tastes and faded away quickly.

Other experiments, such as General Motors Corporation's sale of Opel models like the Opel Kadett through Buick dealers in the late 1960s and early 1970s, yielded ambivalent results; the Opels were generally well-regarded and sales were decent but never substantial. In the 1970s, when Buick decided to phase out its Opels and sell small Isuzus instead, the result was a handful of cars carrying a truly global but very amusing brand, Buick Opel by Isuzu. Buick was not the first to rebadge Isuzus — Chevrolet did the same with their Chevrolet LUV pickup truck in 1972.

In Europe, there have been relatively few cases of captive imports, and most have been unsuccessful. The Chevrolet Venture minivan was sold as the Opel/Vauxhall Motors General Motors Sintra in the late-1990s, but was not only not to European tastes, but also gained a bad reputation due to poor results in safety tests.

In Brazil, the Australian-built Holden Commodore is sold since 1998 as Chevrolet Omega, replacing the locally built car bearing the same name. Despite being well received by the press and public, sales are much worse than its locally-built counterpart, simply because of its high price. However, it is used very often as official government cars. Chevrolet also rebranded the Argentine-built Suzuki Vitara as Chevrolet Tracker after Suzuki stopped selling cars in Brazil, but it never achieved the same selling numbers from the original car.

In Japan, where foreign car manufacturers have traditionally struggled to compete in the local market, even rebadging of U.S. models like the Chevrolet Cavalier as a Toyota have failed to improve sales. In some cases, this can be attributed to the manufacturer's lack to attention to the desires of the Japanese consumer, even to so basic a requirement as availability with right hand drive.

Various reasons have been suggested as to why captive imports often fail. The question of exchange rates is clearly important, as a sudden shift can quickly raise prices to uncompetitive levels. Some models have been justly criticized for marginal quality, or being a bad match to the local driving environment. The commitment of domestic sales and service staffs to an unfamiliar vehicle has also often been questioned, particularly if the import is seen as reducing sales of other, more profitable vehicles in the lineup.

Others fail due to no fault of their own; the Sunbeam Tiger, for instance, an early 1960s example of the concept of an American Ford Windsor engine in a British (Sunbeam Alpine) body and chassis, enjoyed substantial success until Sunbeam became a captive import of Chrysler Corporation in North America. Chrysler could not be realistically expected to sell a car with a Ford engine, and Chrysler V8 engines all had the distributor positioned at the rear of the engine, unlike the front-mounted distributor of the Ford V8, making it impossible to fit the Chrysler engine into the Sunbeam engine bay without major and expensive revisions. Thus this niche of the automotive market was left to be filled with legendary success by the Ford engined Shelby Cobra.

There may be a deeper, structural issue at work, however. It could simply be that a domestic buyer is unlikely to want an import, and an import buyer is unlikely to enter a domestic showroom. A captive thus easily falls between two stools. This is probably why the practice of using a separate brand name, such as Merkur and General Motors Corporation' short-lived Geo, has ceased — the foreign-ness of the car is thus discreetly made less apparent.

Exceptions Not every vehicle that appears to be a captive import really is. A vehicle which is foreign-designed or badged but assembled in the market where it is sold does not fall into this category. Such vehicles are frequently the result of joint venture or strategic alliance arrangements between automakers.

For example, the Renault Alliance, which was sold through American Motors Corporation (AMC) dealers in the 1980s, was actually assembled by AMC as part of the brief tie-up between the two companies. The Geo Prizm, though it was a Toyota design and shared a showroom with many captives, was built domestically by the GM/Toyota NUMMI joint venture. Australia's Holden, although it often shares planning and hardware with the rest of GM's global empire such as Opel and Isuzu, has generally preferred to assemble its versions of such vehicles locally. Rover (car) and Honda have co-produced models for the European market, as have Alfa Romeo and Nissan. None of these would be considered imports.

Recent models Recent examples of captive imports in the U.S. have included the Cadillac Catera, a rebadged General Motors Omega, the Chevrolet Aveo, built by GM Daewoo, and the Chrysler Crossfire — an American design which mostly uses Mercedes-Benz mechanicals but is actually built by Karmann in Germany. The new Pontiac GTO, that was built alongside the Australian Holden Monaro, also qualifies.

List of notable captive imports in the United States

List of notable captive imports in Japan

List of notable captive imports in Europe

See also

External links



 

Captive Import



 
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