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Thursday, June 28, 2018

1992 HONDA ACTY KEI VAN FOR SALE IN CYPRESS, CALIFORNIA

1992 HONDA ACTY KEI VAN FOR SALE IN CYPRESS, CALIFORNIA



1992 Honda ACTY Kei Van

660 CC

5 Speed

Air Conditioning

1 Owner

Rear heater

Two wheel drive

Dual sliding doors

Financing Available. Please contact us for details. 844-523-2233 or sales@importavehicle.com

















Honda ACTY Buyers Guide

1992 Honda ACTY Kei Van
Buy Honda ACTY Parts here!

The Honda Acty is a series of cabover microvans and kei trucks produced by the Japanese automaker Honda since 1977, designed for the Japanese domestic market (JDM). "Acty" is short for "Activity".
The Acty’s primary competitors are the Subaru SambarSuzuki Carry/EveryDaihatsu HijetMazda ScrumNissan NT100/NV100 Clipper and the Mitsubishi Minicab.
1992 Honda ACTY Kei Van
The Acty range is designed to be economical, agile work vehicles, and generally lack luxury options, although air conditioning and power steering are available along with various trim, decoration, and customization options. The first generation was produced from 1977 to 1988 (model series TA, TB, TC, VD, VH), the second generation's years were 1988-1999 (model series HA1, HA2, HH1, HH2 with the E05A engine; HA3, HA4, HA5, HH3, HH4 with the EN07A engine - the Street continued in production until 2011) and the third generation's years were 1999-2009 (model series HA6, HA7, HH5, HH6 with E07Z engine) with the van still in production. The fourth generation was introduced, as a truck only, at the 41st Tokyo Motor Show in 2009 on December 17, showing the HA8 series and continuing to use the E07Z engine. Since the merger of the Subaru Sambar and Daihatsu Hijet, the Acty truck has become the only remaining Kei truck not to have a front-engine, rear-wheel-drive layout.
1992 Honda ACTY Kei Van

The second generation Acty was launched in March 1988 with the introduction of the Honda E05 engine, with an additional cylinder added, making it a 547 cc 3-cylinder with SOHC. The engine is rated 34 PS (25 kW) at 5500 rpm and 4.5 kg⋅m (44 N⋅m; 33 lb⋅ft) at 5000 rpm.[6] The first models were the Acty truck and van, with the commercial grade Acty van appearing a month later. The 4WD models (HA-4) were no longer available with an automatic transmission. There was also an "Acty Attack" version of the truck, intended for farmers in particular this model has a differential lock in the rear and features Ultra-Low forward and reverse gears (UL/UR). The other models of STD, SDX, SDX2 and TOWN had slight variations with the TOWN and SDX2 adding a color coded (white) bumper and tachometer. The TOWN features tweed seats with a brown interior (as opposed to "vinyl" like seats on STD models). The only other notable options were a light for rear work area and radio.[6]

The original Actys have distinct round headlights while the Street has large, rectangular headlamps.[6] The truck and van originally shared the same taillights. After the March 1990 facelift the Acty received the same headlights as the Street, while all models grew longer by 10 cm (3.9 in) as the result of altered kei car regulations. At this time the Street also received the taillights from the contemporary Honda Today(which were also used for the third generation Acty van). The 1990 changeover also meant that the 547 cc engine was replaced with the larger 656 cc Honda E07A engine (with fuel injection added in 1996). The carburetted version of this engine produced 38 PS (28 kW) at 5300 rpm and 5.5 kg⋅m (54 N⋅m; 40 lb⋅ft) at 4500 rpm. The Street could reach a top speed of 115 km/h (71 mph), while the four-wheel drive version only could attain 105 km/h (65 mph).[7]

In October 1993 the Honda Street's front design was changed yet again, receiving larger, more square headlamp units. A PGM-FI version in "Fox" and "Xi" equipment levels was also introduced to the Street at this time. This version produces 44 PS (32 kW). The front end changes were applied to the Acty as well, beginning in January 1994. The Acty and the Street were further modified in January 1996 when the turn signals were changed from amber to clear. At this time, the fuel injected Acty SDX-Hi was also introduced - only with two-wheel drive and a five-speed manual - with the same engine as the Street Xi (the Fox was dropped, replaced by the carburetted Street V). Production of the Acty continued until the arrival of the third generation in 1999, although the Honda Street continued to be built until 2001 as it was only partially replaced by the pricier Honda Vamos.
Source: Honda ACTY

Wednesday, June 20, 2018

California Applauds Multi-State Coalition's New Zero Emission Vehicle Action Plan



Renewed Nine-State Effort to Speed the Nation’s Transition to Zero Emission Cars Builds on Earlier Action Plan


Boston, MAAs the Trump Administration attempts to weaken federal greenhouse gas (GHG) and corporate average fuel economy standards for the nation’s light duty vehicle fleet, nine Northeast and West Coast states today reaffirmed their strong commitment to a clean, low-carbon transportation sector with the release of a new Multi-State Zero Emission Vehicle (ZEV) Action Plan for 2018-2021 to support the successful implementation of the states’ ZEV programs. 
“These nine states, one-third of the nation’s car market, will bring millions of clean cars to America’s roads and highways,” said California Governor Edmund G. Brown Jr. 
The Action Plan, which builds on the successes and lessons learned from implementation of an earlier 2014 ZEV Action Plan, presents 80 market-enabling action recommendations for states, automakers, dealers, utilities, charging and fueling companies and other key partners to rapidly accelerate mainstream consumer adoption of zero emission vehicles, including plug-in hybrid, battery electric and hydrogen fuel cell vehicles.   
Release of the new Action Plan follows the 2017 expiration of the “travel” provision in the participating states’ ZEV regulations, which allowed automakers to get compliance credit in Oregon and Northeast ZEV states for ZEVs placed in California, and to use that credit to meet their ZEV obligations. Automakers are now required to deliver ZEVs to meet specific sales goals in Oregon and the Northeast ZEV states for the first time. The new Action Plan also comes on the heels of announcements by two northeast utilities of planned major investments in northeast corridor charging infrastructure totaling more than $500 million.
In California, Gov. Edmund G. Brown Jr. signed an executive order in January setting a new target of five million ZEVs on the road by 2030 as part of the state’s efforts to meet its climate goals and clean air standards. Applying California’s ZEV target proportionally to the eight other Task Force states based on vehicle sales would equate to around 12 million cumulative ZEVs by 2030 in the nine states. Three major California utilities also were recently approved to invest more than $735 million in charging infrastructure in the state over the next five years. 
Background: The ZEV MOU and 2014 ZEV Action Plan
The updated ZEV Action Plan is the work of the Multi-State ZEV Task Force, which was formed in 2013 under a Memorandum of Understanding (MOU) signed by the Governors of California and seven other states that have adopted California’s ZEV program – Connecticut, Maryland, Massachusetts, New York, Oregon, Rhode Island and Vermont.  New Jersey became the ninth ZEV state to join the coalition when Governor Murphy signed the MOU in May. Together, the nine ZEV MOU states represent nearly 30 percent of the new car sales market in the United States.
The transportation sector is now the largest single source of GHG emissions across the nation and in the Task Force states. Light duty vehicles alone contribute almost 25 percent of total emissions. Transportation electrification is essential to deliver the deep reductions in emissions that are needed to meet state climate goals. The state ZEV programs, which require automakers to deliver increasing numbers of zero emission vehicles between now and 2025, are a key strategy in state climate plans.
To support successful implementation of the ZEV programs, the MOU states committed to the collaborative development and implementation of the first 2014 Multi-State ZEV Action Plan.
Accomplishments
Many of the 2014 Action Plan recommendations have been successfully implemented or are under way. For example, Task Force states have:
  • Enacted ZEV purchase and infrastructure incentive programs;
  •  Launched a first-ever jointly funded state/industry brand-neutral consumer outreach and education campaign;
  • Established a state/dealership workgroup to foster collaboration with dealers; 
  • Opened public utility commission proceedings to consider utility and other transportation electrification programs; and
  • Partnered with automakers on a “Collaboration for ZEV Success” to accelerate ZEV adoption.  

Friday, June 15, 2018

Public Hearing on Section 232 National Security Investigation of Imports of Automobiles, Including Cars, SUV's, Vans, and Light Trucks, and Automotive Parts


The deadline for submitting public comments was extended to Friday, June 29. 


This is a pretty big one. What is being proposed is a 25% tariff, up from 2.5% on cars, suvs, vans, light trucks, and automotive parts. Trucks currently suffer under the 25% tariff (aka the Chicken Tax) when imported, but cars pay the 2.5% rate. Since this can include parts, and most foreign made vehicle parts are made overseas, the cost of owning and maintaining a foreign made vehicle could increase more than 20%.

Excerpts from the posting in the Federal Register

SUMMARY

On May 23, 2018, the Secretary of Commerce initiated an investigation to determine the effects on the national security of imports of automobiles, including cars, SUVs, vans and light trucks, and automotive parts.  If the Secretary finds that automobiles and/or automotive parts are being imported into the United States in such quantities or under such circumstances as to threaten to impair the national security, the Secretary shall recommend actions and steps that should be taken to adjust automobile and/or automotive parts imports so that they will not threaten to impair the national security.  

DATES

The due date for filing comments, for requests to appear at the public hearing, and for submissions of a summary of expected testimony at the public hearing is June 22, 2018. The due date is July 6, 2018 for rebuttal comments submitted in response to any comments filed on or before June 22, 2018. The public hearings will be held on July 19 and 20, 2018. The hearings will begin at 8:30 a.m. local time and conclude at 5:00 p.m. local time, each day.

ADDRESSES

 All written submissions must be in English and must be addressed to Section 232 Automobile and Automotive Parts Imports Investigation, and filed through the Federal eRulemaking Portal: http:// www.regulations.gov. To submit comments via www.regulations.gov, enter docket number DOC–2018–0002 on the home page and click ‘‘search.’’ The site will provide a search results page listing all documents associated with this docket. 


WRITTEN COMMENTS

The Department is particularly interested in comments and information directed to the criteria listed in § 705.4 of the NSIBR as they affect national security, including the following:
• The quantity and nature of imports of automobiles, including cars, SUVs, vans and light trucks, and automotive parts and other circumstances related to the importation of automobiles and automotive parts;
• Domestic production needed for projected national defense requirements;
• Domestic production and productive capacity needed for automobiles and automotive parts to meet projected national defense requirements;
• The existing and anticipated availability of human resources, products, raw materials, production equipment, and facilities to produce automobiles and automotive parts;
• The growth requirements of the automobiles and automotive parts industry to meet national defense requirements and/or requirements to assure such growth, particularly with respect to investment and research and development;
 • The impact of foreign competition on the economic welfare of the U.S. automobiles and automotive parts industry;
• The displacement of any domestic automobiles and automotive parts
causing substantial unemployment, decrease in the revenues of government, loss of investment or specialized skills and productive capacity, or other serious effects;
• Relevant factors that are causing or will cause a weakening of our national economy;
• The extent to which innovation in new automotive technologies is necessary to meet projected national defense requirements;
• Whether and, if so, how the analysis of the above factors changes when U.S. production by majority U.S.- owned firms is considered separately from U.S. production by majority foreign-owned firms; and
• Any other relevant factors.  
https://www.gpo.gov/fdsys/pkg/FR-2018-05-30/pdf/2018-11708.pdf

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