The term "Japanese domestic market" ("JDM") refers to Japan's home market for vehicles and vehicle parts. Japanese owners contend with a strict motor vehicle inspection and grey markets. JDM is also incorrectly used as a term colloquially to refer to cars produced in Japan but sold in other countries.
The average age of JDM cars is 8.7 years, ranking 9th in a survey of 30 of the top 50 countries by gross domestic product. According to the Fédération Internationale de l'Automobile, a car in Japan travels a yearly average of over only , less than half the U.S. average of .
Japanese domestic market vehicles may differ greatly from the cars that Japanese manufacturers build for export and vehicles derived from the same platforms built in other countries. The Japanese car owner looks more toward innovation than long-term ownership which forces Japanese carmakers to refine new technologies and designs first in domestic vehicles. For instance, the 2003 Honda Inspire featured the first application of Honda's Variable Cylinder Management. However, the 2003 Honda Accord V6, which was the same basic vehicle, primarily intended for the North American market, did not feature VCM, which had a poor reputation after Cadillac's attempt in the 1980s with the V8-6-4 engine. VCM was successfully introduced to the Accord V6 in its redesign for 2008.
In 1988, JDM cars were limited by voluntary self-restraints among manufacturers to and a top speed of , limits imposed by the Japan Automobile Manufacturers Association (JAMA) for safety. The horsepower limit was lifted in 2004 but the speed limit of remains.
Motorcycle power and speed restrictions
For many years Japan had severe restrictions on the maximum power and speed that motorcycles could have.
All motorcycles for the Japanese domestic market were restricted to .
Power restrictions were as follows:
Pre-1993 250cc class: 400cc class: 750cc class: over 750cc: not allowed
Post-1993 250cc class: 400cc class: 750cc class: over 750cc: allowed, but restricted to
VIN Japanese carmakers do not use a vehicle identification number as is common overseas. Instead, they use either a frame number, chassis number, or vehicle ID number and also a model code as well as an emissions code to identify their vehicles. The frame number identifies the vehicles model and serial number. For example, frame number SV30-0169266 breaks down as "SV30" identifying the model as Toyota Camry/Vista and "0169266" being the serial number of the vehicle. The model code designates the vehicle's model number and features. As an example, ST205-BLMVZ breaks down as "ST205", which means it is a third generation Toyota Celica GT-FOUR, and "BLMVZ" which designates a set of features incorporated in the vehicle. The Emissions Code refers to the vehicle's designated emission standard at the time, usually being placed before the vehicle's model number, and with the five most commonly used designations being E, GF, GH, ABA, and CBA. These codes are only seen on JDM models and are not present on exported models of the same type. Examples would include E-EK9 or GF-EK9 from the first generation Civic Type R, E-BNR32 from the R32 Skyline GT-R, E-JZX100 from the eighth generation Mark II. Another useful example to help differentiate between pure JDM models and export examples is the code JHMEEG6 on the European Civic VTi models and E-EG6 on the Japanese fifth generation Civic SiR trims. Correct identification of the chassis code using these markers would help prove the authenticity of the model.
Worldwide popularity Motorcycles In the '90s the JDM power restrictions along with license restrictions that made it difficult to be licensed on larger motorcycles resulted in a number of models that were not offered anywhere else in the world, with 250cc and 400cc miniature replicas of the bigger 750cc & 900cc bikes.
At the same time, Japan had particularly tough laws regarding road licensing and sales regulations. Any motorcycle more powerful than 250cc had to take an extensively stringent test every two years.
Combining these factors with a virtually non-existent second-hand market made it economic to export the nearly new bikes abroad where they were eagerly bought and a number of import specialists sprung up to cater for this "grey import" market of relatively inexpensive but interesting motorcycles.
In the later '90s as Japan's economy fell into recession it became less profitable to export and Japanese owners held on to their bikes for longer. The last global crash all but ended the "grey import" industry with the big specialist importers closing down.
Cars
Cars manufactured for the Japanese domestic market have been growing in popularity since the late 1990s.Tsuneishi, Scott Top JDM Trends Of All Time superstreetonline.com. 2007. Retrieved Nov 3, 2014
Ex-Japan Imports are also very common in New Zealand where 59% of vehicles registered on New Zealand roads originated from overseas markets as opposed to 41% of which were delivered NZ-New. Of this, 94% originate from Japan. New Zealand imported an average of 134,834 JDM vehicles per year in the period 2015–2019, the majority of which were Mazda 3 (Axela), Suzuki Swift, Nissan Tiida, Toyota Corolla and Mazda 2 (Demio). Other models popular for importation in previous years include exotic vehicles (Honda Torneo, Nissan Skyline, Nissan Laurel and Toyota Altezza), and kei cars (Suzuki Carry, Daihatsu Move, Subaru R2). Due to the popularity of used imports from Japan, and their relatively poor crash-test ratings, the New Zealand Ministry of Transport is currently investigating tougher restrictions on imported vehicles, most notably on the importation of the Toyota Corolla, Mazda 2 (Demio) and Suzuki Swift.
In 2004, importing JDM cars became popular in Canada as highly sought after vehicles, such as the 1989 Nissan Skyline GT-R, became eligible to import under Canada's 15-year rule. In contrast, importing grey market vehicles into the United States is much more difficult. To avoid regulatory problems, most private individuals wait until EPA restrictions no longer apply to the desired vehicle, which is done on a rolling 25-year cycle.
Railways Ex-Japan import rolling stocks in all kinds is no exception on this list, although it can be considered as JDM but in special case since this was also intended for Japanese market which were mostly acquired by leading private railway companies across Japan such as Japan Railways, even subways such as Tokyo Metro, Tokyu Corporation, Toei Subway and so forth which was in demand for modernizing railway system in most developing countries such as Indonesia, Thailand, and Myanmar to acquire used trains from Japan rather than procuring brand-new rolling stocks, there are some cases that the management from each respective railway companies in Japan such as Japan Railways are decided to donate them to the oversea country, instead of scrapping them ahead in no time, which is really needed for a major upgrade and sign their agreement that the recipient of the oversea country will pay for its freight expenses and the rest will be free. Here are different categories of used rolling stocks listed which were mostly shipped and operated overseas in different countries.
Electric Multiple Unit Rolling Stock Former Operator Years of service in Japan Former Railway Line in Japan Current Operator Country in Overseas Year of Service Remarks 103 series JNR / JR East 1980–2005 Musashino Line KRL Jabodetabek Indonesia 2004–2016 103–0 series still active in JR West as of 2023 203 series JNR / JR East 1982–2011 Chiyoda Line, Joban Line KAI Commuter Indonesia 2011–present The last batch of Japanese EMU rolling stock to be donated from Japan in 2010-2011 aside from donation to the Philippines 203 series JNR / JR East 1982–2011 Philippine National Railways Philippines 2012–present Served as push-pull passenger cars hauled by a diesel-electric locomotive 205 series, 205–5000 series JNR / JR East 1985–2020 Saikyo Line, Yokohama Line, Nambu Line, Musashino Line, Yamanote Line (before remodeling into 205–5000 series to be transferred to Musashino Line by 2002–2008) KAI Commuter Indonesia 2013–present Over 100 sets in total were shipped to Indonesia from 2013 to 2020, making it the most number of units ever shipped overseas. Nagoya Municipal Subway 5000 series Nagoya Municipal Subway 1980–2015 Higashiyama Line Buenos Aires Underground Argentina 2015–present Eidan 500 series Eidan (now becomes Tokyo Metro in 2004) 1954–1996 Marunouchi Line Buenos Aires Underground Argentina 1996–present No specific info since there are other variations such as 300, 400 & 900 series which belong to the 500 series classification Toei 6000 series Toei Subway 1969–1999 Mita Line KRL Jabodetabek Indonesia 2000–2016 It was their first Japanese EMU rolling stock to be donated from Japan in 2000 Tokyo Metro 5000 series Eidan / Tokyo Metro 1964–2007 Tokyo Metro Tozai Line KRL Commuter Indonesia Indonesia 2007–2020 Tokyo Metro 6000 series Eidan / Tokyo Metro 1971–2018 Chiyoda Line, Joban Line KAI Commuter Indonesia 2011–present Tokyo Metro 7000 series Eidan / Tokyo Metro 1974–2022 Fukutoshin Line, Yurakucho Line KAI Commuter Indonesia 2010–present Tokyo Metro 02 series Eidan / Tokyo Metro 1988–present Tokyo Metro Marunouchi Line None Philippines None 2 units of Preserved railcars for educational training purposes for Railway Engineering programs currently offered by FEATI University in Manila, Philippines Tokyo Metro 05 series Eidan / Tokyo Metro 1988–present Tokyo Metro Tozai Line KAI Commuter Indonesia 2011–present Tokyu 8000 series Tokyu Corporation 1969–2008 Various KAI Commuter Indonesia 2005–present Still active in Izukyu Railway in Japan Tokyu 8500 series Tokyu Corporation 1975–2023 Various KAI Commuter Indonesia 2006–present Still active in other private railway companies in Japan Toyo Rapid 1000 series Toyo Rapid Railway 1995–2007 Tokyo Metro Tozai Line, Tōyō Rapid Railway Line KRL Commuter Indonesia Indonesia 2007–2019 Remodeled from Tokyo Metro 5000 series in 1995 Diesel Multiple Unit