If the government subsequently adopts similar recommendations, automobile import approval, foreign exchange allocation and customs clearance priorities may be further tightened, and the actual operable space in the imported car market will be compressed...

According to a report by the Middle East media "Middle East News" quoted Iran's "ر ب ي ا ل

Ramezhanhani pointed out that the U.S. maritime blockade against Iran will directly weaken the operating capabilities of southern Iran's ports, which carry most of Iran's foreign trade. Iran imports about 40 million tons of goods every year, of which about 70% are completed through ports, and southern ports account for a considerable proportion. Once sea transportation is blocked, it is not realistic toswitch to land, rail or air transportation, because land trade costs are usually two to three times that of sea transportation and require high-intensity operation of customs, border ports and logistics systems around the clock.

He believes that the core problem currently facing Iran is the further intensification of resource shortages. Before the war, Iran's oil exports were already severely restricted by sanctions; if the maritime blockade continues to be strengthened, oil exports may even drop to zero. In this context, the government must manage foreign exchange according to the logic of "wartime economy" and give priority to imported resources to medicines, grain and other basic necessities.

Ramezanhani bluntly said: "Now we must adapt to the minimum resource conditions. Therefore, except for basic commodities and medicines, the import of other goods should be completely stopped, whether cars, mobile phones, laptops or televisions. Resources should not be allowed to be wasted when countries face constraints."

For the Iranian automobile market, although this statement is not a formal policy, it sends a very sensitive signal. Iranian domestic car prices have continued to rise in recent months, and the supply of imported and assembled vehicles is already affected by foreign exchange, parts and port transportation. If the government subsequently adopts similar recommendations, automobile import approval, foreign exchange allocation andcustoms clearance priorities may be further tightened, and the actual operational space in the imported car market will be compressed.

For China's used car export practitioners, the Iranian market cannot just look at "high prices" and "lack of car demand." Demand is real, but payments, foreign exchange, ports and policy priorities are the keys todetermining whether a transaction can be implemented. Especially in the current environment, even if buyers are willing to purchase, they may face the risk of being unable to purchase foreign exchange smoothly, queuing for customs clearance after the goods arrive at the port, and even temporarily shelving the import of non-essential goods.

In short, Iran's car imports are in a high-risk window. If China exporters consider Iranian orders, they must confirm in advance the payment route, source of foreign exchange, import license, customs clearance port and liability for breach of contract to avoid "money and procedures stuck when the car is sent out." It is not that there are no opportunities in the Iranian market at present, but opportunities must give way to risk control.

Source: Guangdong Good Car

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