Top 100 Countries by Automotive Imports (Value), 2025
This ranking compares countries by the value of automotive imports. A high import level can reflect strong consumer demand, a domestic production gap, a preference for premium/finished vehicles, or deep supply-chain integration where parts and sub-assemblies cross borders multiple times.
Key takeaways
- Imports are not “good” or “bad” by default. They can signal demand strength, specialization, or dependency—context matters.
- Scope drives comparability. The same word “automotive” can mean complete cars only, or vehicles + parts—mixing definitions breaks comparisons.
- Re-export hubs can look like super-importers. Some countries import large volumes to distribute them onward within a region.
- Balance is a quick diagnostic. Imports with strong exports can indicate assembly/trade hubs; imports with weak exports often indicate pure demand markets.
- Parts-heavy supply chains inflate gross flows. Components may be imported, processed, and re-exported several times in global value chains.
Year label
2025
Unit
USD (billions)
Definition used on this page
HS Chapter 87 (vehicles + parts & accessories)
Why HS/ISIC mention matters
Different “automotive” baskets can’t be compared unless codes match
What’s included in “automotive” here
This page treats “automotive” as HS Chapter 87 (vehicles and parts/accessories). Note that some “auto-related” items can sit outside HS 87 (e.g., many engines and some electrical systems, batteries, or electronics). If you extend the basket beyond HS 87, you must publish the exact code list and apply it consistently across all countries.
Expert perspective
A common interpretation trap is to treat a country’s high automotive imports as a simple “lack of local industry.” In practice, the import bill is often shaped by product mix (premium vs mass market), parts intensity (components vs finished vehicles), and distribution roles (regional hubs importing for re-export).
The safest reading combines imports with at least one other lens: a demand proxy (ownership/fleet size), a production proxy, or the trade balance within the same HS definition—otherwise very different economies can look “similar” in a single-number ranking.
Data methodology reviewer
Top 100 countries by automotive imports value (USD bn), 2025
Dataset scope: HS 87. Values are derived from a consolidated HS 87 table (reported in thousands of USD) and converted to USD billions. Sorting defaults to imports.
Top importer
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Top 20 cumulative share of world HS 87 imports
Largest net deficit (exports − imports)
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Top 20 importers (bar)
A quick view of the biggest HS 87 import markets (value).
Imports vs exports (scatter)
Above the diagonal: net exporter in HS 87. Below the diagonal: net importer.
| Rank ↕ | Country ↕ | Imports (USD bn) ↕ |
|---|
“Net balance” (exports − imports) is computed within the same HS 87 scope to avoid mixing definitions.
How to interpret automotive imports
Automotive imports can be “high” for very different reasons. The same import number may describe a large domestic market, a premium-heavy consumer profile, a production gap in specific segments, or a supply-chain role where parts and sub-assemblies move across borders multiple times.
Common patterns
- High income / premium mix: high value per unit can push import value up even if volume is moderate.
- Demand-driven markets: large populations and high ownership rates can sustain persistent import flows.
- Production gap: imports rise where local supply cannot meet demand (model variety, technology, or scale).
- Re-export hubs: imports can reflect redistribution logistics rather than final consumption.
- Parts-intensive chains: countries may import components and export finished vehicles (or the reverse) within the same HS scope.
Export hubs vs domestic markets
If imports are high and exports are also high, the country often plays a hub role: assembly, specialization in certain components, and strong cross-border supplier networks. If imports are high but exports are low, the country more often behaves like a demand market— where domestic consumption dominates and the HS 87 balance tends to be negative.
Expert perspective
One of the most useful checks is whether “high imports” are concentrated in finished vehicles or spread across parts categories. When the parts share is large, gross imports may be inflated by multi-stage production: components move from supplier to assembler, then to another plant for finishing, and then to a distribution center—each step can show up as trade value.
That’s why a single ranking is best treated as a map of exposure: it shows where value enters a country’s automotive ecosystem. The next step is to compare with a demand proxy (ownership or fleet indicators) and a trade-intensity proxy (openness) to avoid misclassifying hubs as pure consumers or vice versa.
Industry analyst (transport statistics)
Why can imports be high even with local production?
Do re-export hubs distort import rankings?
What should be kept constant for fair cross-country comparisons?
Primary sources
- International Trade Centre (ITC) Trade Map: trademap.org
- UN Comtrade Plus: comtradeplus.un.org
- World Customs Organization — HS overview: wcoomd.org
- Consolidated HS 87 country table used to embed this page’s snapshot: Wikipedia (HS 87 table citing ITC)
ZIP includes the tables (CSV) and chart images (PNG) for Top 100 Countries by Automotive Imports (Value), 2025 (HS 87 scope).
Download ZIP archiveFiles inside the ZIP:
- table1_top_importers_value_usd_bn_hs87_snapshot.csv
- table2_share_of_world_imports_percent_hs87_snapshot.csv
- table3_imports_vs_exports_balance_usd_bn_hs87_snapshot.csv
- chart_bar_top20_importers.png
- chart_pareto_top20_cumulative_share.png
- chart_scatter_imports_vs_exports.png
- README.txt
Tip: if your browser opens the file instead of downloading, right-click → “Save link as…”.
