Automotive industry in Nuvania

Nuvania has the second largest automotive industry in Asteria Inferior behind Satucin, with the country producing over 615,000 vehicles annually. It also has the second largest vehicle market on the continent, with approximately 436,970 vehicles sold in Nuvania in 2019. The industry contributes 10.3% to the manufacturing sector and $7.04 billion to the economy annually. Nuvania primarily manufactures vehicles for sale within the Asteria Inferior Common Market (ASTCOM), which covers most countries in Asteria Inferior. It also exports vehicles to Euclea, Asteria Superior, and countries in the West Arucian Sea.

Motor vehicle production first began in 1923 with the establishment of a factory in the suburb of Rosebank, Windstrand, by the Asteria Motors, with Motores Gerais establishing a factory in the same suburb in 1926. These remained the only factories in existence in Nuvania until the 1950's, with growth accelerating along with government incentives and protections for manufacturing, the 1960's seeing the largest investment in the industry in terms of production capacity and employment growth. The industry went into a brief period of decline following the economic and financial crisis of the late 1970's and the restructuring period of the 1980's. Since then, the sector has recovered to become one of the most important strategic industries in Nuvania.

Currently eight manufacturers produce vehicles in Nuvania, operating 10 manufacturing plants and an additional five parts and engine plants in the country. These manufacturers have produced a number of unique models exclusively for the Nuvanian market, as well as models for the wider Asteria Inferior market.

History

Prior to the establishment of Nuvania's first assembly plants, most vehicles were imported from outside the country. The first motor vehicle, a Sheaford Velocar, was purchased and imported by shipping magnate Charles Prestwick in 1896. Ten years after the first vehicle was imported, more than two thousand vehicles in Nuvania and by 1916, this had tripled. The government of J.P Hardy looked to establish an automotive industry in Nuvania as early as 1912, but the Great Collapse disrupted government plans to establish and build factories for automobile production.

Most vehicles were imported from overseas, with the primary sources being Asteria Superior and Asteria Inferior, with Satucin being among the primary sources of motor vehicles. Importation from Euclea was rare due to the expense. Asterian manufacturers came to dominate the domestic market, and would set up the first factories in Nuvania as it began to recover from the Great Collapse.

Establishment

The government of G.B van Deventer saw what had occurred during the Great Collapse and decided to place a greater emphasis on the industrialisation of Nuvania, both to reduce the costs of consumer goods, as well as improve economic growth and reduce the mass unemployment created by the Great Collapse. Among the industries heavily supported by the government was the automotive industry was the nascent automotive industry.

In 1917, the government passed the Mercantile Finance Act which opened up government funding for the establishment of factories to manufacture or assemble motor vehicles. The Asteria Motors was the first company to announce a factory in Nuvania, beginning construction the following year. Motores Gerais was the second manufacturer to announce and build a plant within Nuvania. Assembly began in 1923 for AM, and 1926 for Coval.

The first model to roll off the production line was the Model T, and it's truck equivalent, the TT. These were produced between 1923 and 1927, with the same model years for the TT. They were replaced in 1927 with the Model A passenger car and the Model AA truck. Motores Gerais began selling their Coval AA Capitólio in 1927, alongside truck versions. Both companies had their vehicles assembled at their respective plants in the Windstrand suburb of Rosebank, with the city offering significant tax incentives for both companies to establish factories. Plans for other factories to be established fall through with the outbreak of the Great War.

Great War

Nuvania had only partially industrialised by the time the Great War began in 1928, and had thus limited manufacturing capacity for essential war materials. Both factories were important towards Nuvania's war effort, and were thus almost immediately commandeered by the Volksfront government.

Under the Volksfront government, both factories in Rosebank were expanded significantly to include an engine plant and assembly lines for domestic manufacture, as overseas sources for parts were impossible to come by as time progressed. The former AM plant focussed entirely on the production of the AA as well as other components for Nuvania's existing military vehicle fleet. The Motores Gerais factory did the same. A new factory was also completed to produce additional spares, this was located in central Nuvania in Constantia, away from the coastline to avoid potential future Allied bombing raids.

Both the Rosebank manufacturing plants were given significant military resources in terms of labour and protection, including dedicated military garrisons to provide security, as well as dedicated anti-air defences. Outside of military installations, both factories were the most heavily defended civilian sites in Nuvania, munitions and other essential supply factories did not have nearly as much protection. This was primarily due to Nuvania not only having a distinct lack of anti-air guns, but also because the main port cities along the northern coast were overall well defended from air attack, including coverage from fighter and interceptor aircraft.

Both factories were at one point, the subject of planned covert sabotage missions as well as bombing raids by the Allied air forces, but Nuvania surrendered before they could be put into action.

Post War

Following the formal surrender in 1934, Nuvania was occupied by the first Allied Civil Government, although this was mainly composed of military personnel and some civil administrators. This would last until the government had been successfully purged of all Volksfront officials and associates, allowing the return of democracy and elected civil administration.

Both factories in Rosebank were not immediately transferred back to their respective owners, but were instead placed under the control off the Allied Civil Government before being transferred back in 1936. Despite this, production resumed at the factories, who had obtained the permits for plans for the vehicles that were due to restart production in Allied countries. AM returned to production in November 1935 with three models and Motores Gerais with two. Both companies would get a foot in the door in the Nuvanian domestic market, with imports slow to recover due to demand in home countries more affected by the war.

As the Nuvanian economy recovered alongside those of countries affected by the war, prosperity increased and car ownership became more desirable and more accessible. Although in 1940 only a small proportion of vehicles were imported, by the end of the decade many of the manufacturers selling cars in Nuvania were importing from outside of the country. The vast majority of imports came from with the Asterias due to the distances, and an increasing number came from elsewhere in Asteria Inferior. Motores Gerais, in addition to sourcing vehicles from Marchenia, also sourced products from neighbouring Belmonte and Aucuria. While not wanting to incur any political ill-will against either Aucuria or Belmonte, the van Vollenhoven government wanted to not only protect Nuvanian manufacturing, but also promote the establishment of more factories and manufacturing plants. The introduction of import tariffs in 1941 proved unpopular with the manufacturers, but won the approval of both sides of Parliament as well as with the National Union of Automobile Workers (NUAW) which was created in 1943 in response to the economic downturn caused by the outbreak of the Solarian War.

Although both AM and Motores Gerais threatened to close their factories in response to the tariffs, the van Vollenhoven government managed to convince them in a series of meetings that the tariffs were in their best interests as what models they offered in Nuvania would become more competitive than models from manufacturers that imported all of their model range. Among the tariff caveats for local manufacture included reduced tariffs for vehicles manufactured in Asteria Inferior as well as reduced tariffs on imported models if the manufacturer also produced part of its total model line up in Nuvania.

These tariffs did have an effect on the companies which had previously sold purely imported models within the domestic market. Chevalier, which had opened up its first factory in Nuvania in 1941, had built a second factory in Niekerk by 1947 to produce both Chevalier and Dupont cars and light trucks. Du Peuple became the first Euclean company to announce and build a factory between 1945 and 1950, with production beginning in 1951. Nuvania's first domestic manufacturer, the Nuvanian Motor Assembly Corporation (NUMAC) had built its first assembly plant in Windstrand to produce the Land Rover Series I, which began assembly using complete knock-down (CKD) from 1950.

Franchise System

While the tariffs on imported vehicles resulted in greater investment in Nuvanian automobile manufacturing, the new government of Charles Wakefield sought to further expand the policies to promote domestic manufacture by introducing the Franchise System from 1951 onwards.

The Franchise System was structured so that manufacturers could establish manufacturing operations within the country without the significant financial commitments required. A local company could be founded or contracted to provide the factory and the labour, and produce vehicles under licence or on the behalf of manufacturers, with the manufacturer providing tooling, parts, and other necessary manufacturing components. This was intended to save manufacturers money in terms of direct investment, as well as to reduce the issues involved with industrial action. The scheme applied from 1951 onwards to new manufacturers, with those already having factories in the country allowed to also organise franchises for new factories.

The introduction of the Franchise System and opposition from trade unions, especially the NUAW, became a backdrop to the broader civil rights movement that began in the 1950's, with unions organising strikes, protests, and unionisation efforts in order to expand worker's rights and protections. Already one of the largest trade unions within the country, the NUAW wielded significant influence within the industry, and manufacturers often simply went along with the demands of the unions rather than the wishes of the franchisee, which often had political connections themselves.

In addition to the efforts to unionise the workforce within Nuvania's automotive industry, the Wakefield government also introduced the Workforce Quota, which allocated unskilled manufacturing employment based entirely on quotas, with whites taking precedence over Creole, indigenous, and Bahian workers. The benefactors of this policy were the white, predominantly Asterianer working class, who were otherwise competing with non-white workers for the same jobs. The Workforce Quota was first implemented in 1955 and spread to other industrial and manufacturing industries within Nuvania by 1961. NUAW was replaced in 1956 by the United Autoworkers Union (UAU) for its opposition to the Workforce Quota.

By the end of the decade, most manufacturers had created subsidiaries of the manufacturers themselves, with only a few other separate companies operating franchise manufacturing agreements. The largest of these was Nuvanian Motor Industries (NMI) which assembled Humboldt, Neves, and Stephenson cars for the Nuvanian and Satavian markets, and later assembled VAM cars for the same markets. The second largest was Nuvanian Motor Assemblies Corporation (NUMAC) which assembled an assortment of vehicles for Rover and the Roland Motor Group as well as Victor Motors until 1963. In addition, commercial vehicles were manufactured under a variety of local joint ventures, these being Consolidated Diesel Limited (CDL), which produced a variety of trucks and busses for different manufacturers, and Nuvanian Commerical Vehicles (NCV) who obtained the production rights for Cumberland trucks.

Decline

Manufacturing did not suffer the same decline in Nuvania as it had done in Euclea due to significant government investment in order to diversify the Nuvanian economy. Under successive governments beginning in 1967, automobile manufacturing received millions of dollars in government funding to transform licenced assembly into fully sourced domestic manufacturing, expanding the number of domestic suppliers as well as increasing locally manufactured content, from wiring and tires, to seat upholstery and glass. This was sustained with a significant increase in subsidies and tariffs, as well as import restrictions on certain vehicles that limited imports to pre-arranged agreements, most notably with Satavia, itself a significant producer of motor vehicles.

The election of Johnathan Keaton as Chief Minister in 1981 resulted significant changes for the Nuvanian automotive industry. Virtually all of the tariffs and subsidies for domestic manufacturing were removed by 1982, and import restrictions abolished the following year. Significantly, the Workforce Quota was abolished as well, allowing manufacturers to employ whoever they wanted to. This was opposed by the United Autoworkers Union who defended the workers quota and stated that workers were earning good wages, which would be undermined by the influx of unskilled labour into the manufacturing workforce. The reformed NUAW would also criticise the government for the significant reduction in wages, which declined by 64% between 1982 and 1989. Keaton defended these policies, stating that it would lead to an increase in foreign direct investment in manufacturing. This did not eventuate for the automotive industry. Between 1980 and 1990, seven factories closed down and four manufacturers left Nuvania entirely; Chevalier in 1983, FEAT in 1984, Borish Motor Company in 1986, and Fammotra in 1989. Other manufacturers also reduced production plants; PSA took over the former Chevalier plant in 1983 but failed to make additional production work, and closed it down in 1989.

Despite the Nuvanian economy returning to significant positive growth throughout the 1980's, and significant foreign investment in manufacturing in the country during the decade, the closure of numerous factories and the withdrawal of manufacturers was due to a number of factors, the largest being the recession and continued unstable economic circumstances, especially in Euclea where many of the manufacturers were from. In addition, declining market shares were exacerbated by the reduction in tariffs and subsidies under the Keaton government, making local production unfeasible for manufacturers that were manufacturing one model in a factory.

Collectively, this left over 15,000 people out of work, and despite a significant reduction in costs, the limited market reach and the ease of import for a variety of vehicles meant that other manufacturers were seriously considering withdrawing their direct presence within Nuvania as well. The opening of discussions and the eventual signing of the Kingsleigh Treaty in 1989, which established a trade bloc between Nuvania, Satavia, and Satucin, made manufacturers reconsider withdrawing from the Nuvanian market. This was followed up with the Treaty of Gatôn in 1992, in which the trade bloc was also expanded to Aucuria, Belmonte, Gapolania, Jossia, and Picasia.

ASTCOM

The creation of the Asteria Inferior Common Market (ASTCOM) in 1992 is credited with saving the Nuvanian automobile industry, partly through the reintroduction of tariffs and other protections on imported vehicles, and partly through the emergence of derestricted export potential within the new common market, for which manufacturers with significant investments in member states were best positioned to exploit. This brought about an end to the closures that had rocked the industry throughout the previous decade, and saw additional investment, with Motores Gerais opening a new factory in the Menlyn Park area of Niekerk, Brabantia in August 1996, where it would manufacture the Sumida Maxx and the Overland AT3. The factory was the first built by Motores Gerais in Nuvania since 1961, and is still in operation.

Other manufacturers expanded existing plants to expand the number of vehicles it could offer. AM, Motores Gerais and Takahasi all expanded existing manufacturing plants, the latter doing so to include production of new models for the Nuvanian market. Growth in sales and manufacturing was dampened by an economic recession at the turn of the millennium. Although Nuvania would not fully recover economically until the 2010's, it did not lose as many plants as it had done so in the 1990's, with AM and PSA closing factories in 2005, the latter utilising vehicles manufactured in ASTCOM states until local manufacturing returned in 2017.

Access to the common market has been important for the Nuvanian automotive industry and underpinned an upswing in investment from 2007 onwards, with five factories opening since 2007, four of them in the decade since 2010. These represent interest in Nuvanian manufacturing from manufacturers from emerging Coian states such as Shangea, as well as the reinvestment of well established companies into domestic manufacture.

Future

Nuvania's manufacturing sector, especially its automotive industry, is seeking greater investment and capital from large industrialised and industrialising countries whose corporations have the capital and interest to invest in Nuvania. In 2005, the government of Arnold Hofmeyer established the Automotive Manufacturing Development Program (AMDP), which aimed to encourage more investment into the automotive industry as well as increase vehicle exports and maintain sustainable industry growth. The AMDP concentrated its efforts in Coius with some success, attracting increasing foreign investment from countries such as Baekjeong and Shangea. Companies from all of these countries have subsequently opened manufacturing plants in Nuvania in addition to facilities in other ASTCOM countries.

The AMDP is also looking to reinvigorate investment from Euclea and Asteria Superior in regards to both market access and production of vehicles for some of the wealthier ASTCOM member states.

Regulation

Nuvania's automotive industry is governed by the Automotive Manufacturing Development Program (AMDP) which was created in the wake of the recession of 2005 to further develop and promote Nuvanian manufacturing both inside the ASTCOM market and internationally, with a goal of producing 1.5 million vehicles and half a million vehicle exports annually by 2025. The program also established a series of financial incentives to establish factories in Nuvania, as well as for existing manufacturers to maintain factories or expand production facilities.

Incentives

The AMDP outlined four financial incentives which were to incentivise both investment into new manufacturing facilities and assembly plants, as well as promote continued investment into existing or new facilities from existing manufacturers. These are the Local Production Tax Credit (LPTC), the Local Content Tax Credit (LCTC), the Vehicle and Component Import Allowance (VCIA), and the Local Production Incentive (LPI).

Local Production Tax Credits (LPTC) apply to vehicles that were manufactured or assembled in Nuvania. These credits are applied to vehicles that are sold in country or exported both to ASTCOM members. The credit applies to 20% of the post-factory sale price per vehicle sold. This was one of the first incentives introduced, and applied to all vehicles sold in Nuvania or in ASTCOM members after January 1, 1995.

The Local Content Tax Credit (LCTC) is a tax credit that is applied to vehicle components and parts that are produced within Nuvania, with the aim of incentivising local component production in line with local content requirements. The tax credit is capped at 15% of the total value of a component or part type which is sourced locally, and was introduced in 2008.

The Vehicle and Component Import Allowance (VCIA) allows manufacturers to import vehicles and components duty free based on the amount of vehicles manufactured locally. This does not apply to vehicles manufactured in ASTCOM members. Manufacturers can import vehicles if they themselves manufacture vehicles in Nuvania. Currently the ratio is set at 16:20, meaning that for every sixteen vehicles the company manufactures in Nuvania, twenty can be imported duty free. All components that are otherwise not manufactured in Nuvania can be imported duty free, provided that they are for the assembly of vehicles in Nuvania, or for the upkeep of vehicles from ASTCOM markets.

The Local Production Incentive (LPI) is for vehicle components only and is to incentivise local component manufacture. The incentive is capped at 10% of the value-added price of components which is earned either by the manufacturer themselves or the component supplier.

Restrictions

Local Content Requirements (LCR) were reimplemented in 2006 with the adoption of the AMDP, to ensure that vehicles manufactured and assembled in Nuvania are done so with enough componentry in order to meet minimum standards required for the program's financial incentives. The LCR was initially brought in at 10% of all components in 2006 with the percentage reviewed every five years. In 2011, the content was revised to 15%, and was revised upwards to 25% in 2016. While there are no fines for failure to meet local content requirements, vehicles are instead unable to be sold or produced in Nuvania if manufacturers fail to adhere to these requirements.

Import duties are levied on both components and on complete vehicles. For vehicle components, they are levied at 1.5% for all components imported from countries and trade blocs with no free trade agreements with ASTCOM. From within ASTCOM states, the duty is 0.25%. Complete vehicles are taxed at 25% for new vehicles and 30% for second hand vehicles if the vehicle's country of origin does not have an independent or bloc-associated trade agreement for ASTCOM. Nuvania levies a 6.5% tax on vehicles imported from within ASTCOM states. Components are levied at the reduced rate if they are sold through independent retailers.

Production

By 1970, Nuvanian automobile production reached just under 300,000 vehicles annually, with production increasing by roughly ten thousand vehicles per year to reach 404,000 vehicles by the beginning of the 1980's. Throughout the remainder of the decade, production would stagnate and eventually decline with the removal of many of the subsidies, tariffs, and financial incentives that kept manufacturers producing their vehicles in Nuvania. A number of factories had closed by the end of the decade, with production dipping to 377,000 units by 1990.

The emergence of ASTCOM in 1992 allowed for Nuvanian manufacturing to enjoy protections once again, and production began to slowly increase, although it continued to decline, reaching a low of 334,000 vehicles in 1995. Production volume surpassed 400,000 units in 2002 and 500,000 units in 2004, marking a massive increase in vehicles as overseas demand for exports increased substantially. Production would pass 600,000 vehicles in 2013, and a record of 693,728 vehicles was reached in 2015. In 2020, 667,132 vehicles were manufactured, a 3.53% decrease from 2019.

Factories

By 1980, 21 manufacturing and assembly plants were assembling or manufacturing vehicles in Nuvania, with no change since 1970. However, the effects of the removal of protections for Nuvanian manufacturing and assembly plants were significant, with 18 plants remaining in operation by 1990. More factories would close throughout the following decade.

The advent of ASTCOM following the signing of the Treaty of Gatôn in 1992 largely prevented the closure of more factories, and following the introduction of new protections and financial incentives to support domestic manufacturing, five new factories have opened since 2000.

Currently there are 16 assembly and manufacturing plants in Nuvania, with these factories owned and operated by 13 different vehicle manufacturers.

Exports

Nuvania exported 387,092 vehicles in 2020, down from 423,588 vehicles in 2019. The vast majority of vehicles exported are passenger vehicles, with around six percent of total vehicle exports composed of commercial vehicles, and another three percent of motorcycles.

The total value of motor vehicle exports from Nuvania in 2020 was $9.8 billion and $10.7 billion in 2019, accounting for 6.84% of total exports. Export destinations are predominantly in additional ASTCOM states, with 39.4% of exports destined for thbe winder ASTCOM market. Euclea accounts for an additional 28.8% of total exports and Asteria Superior (including the West Arucian region) accounting for 24.3%. Approximately 7.5% of vehicles are exported to Coius, mostly to Senria. Of the ASTCOM markets, Satavia is the largest destination for exported vehicles, followed by Belmonte, Satucin, and Aucuria.

Nuvania's leading vehicle exporters are Du Peuple, Sheaford Automotive, Asteria Motors, Cislanian Motor Works, and Takahasi.

Imports

Nuvania imported 137,895 vehicles in 2020, down from 152,788 vehicles in 2019. Passenger vehicles account for 65.8% of vehicle imports, with commercial vehicles another 28.4%. Approximately 5.8% of imports are other kinds of motor vehicles, including motorcycles, agricultural machinery, and construction equipment. Total value for these imports for 2020 was $3.4 billion and $3.8 billion in 2019. These account for roughly 2.5% of total exports.

Source regions for Nuvania's vehicle imports is similar to that of vehicle exports, with 35.4% of imports coming from within the ASTCOM market. Additionally, 24% of imports come from Coius, 20.5% from Asteria Superior, and 20.1% from Euclea.

Nuvania's leading vehicle importers are FEAT, Cislanian Motor Works, Sheaford Automotive, and Motores Gerais.

Manufacturers

As of December 2020, there are 16 motor vehicle manufacturers with factories and production plants operating in Nuvania, collectively employing over 300,000 people.

Current

Asteria Motors

Asteria Motor Group established its first factory in Nuvania in the Windstrand suburb of Rosebank in 1923, with the factory still in operation today, making it one of the oldest automobile production plants in Asteria Inferior still in operation. The company has been influential in the Nuvanian motor industry, and remains one of the largest manufacturers today.

The first AM cars to emerge from the Rosebank Manufacturing Plant was the Model T, which had a short production run between 1926 and 1927, before it was replaced by the Model A. It too had a short production run, between 1927 and 1928, when the Great War saw the plant taken by the state and used to produce vehicles for the war effort.

Rosebank was returned to AM in 1936, with three models going into production, the Model C and the Model Y, both models that had gone into production in Euclea. The Model C was produced at the plant, making it the first non-Euclean model to be made in Nuvania. In addition, a number of Model A's that had not been finished prior to the plant being seized in 1928 were also made. Ford positioned it's Euclean offerings within the smaller price brackets compared with models also sold in Asteria Superior, as the latter were larger and commanded higher sales prices. The Model 48 was replaced in production by the Standard and Deluxe from 1937, while there was a small hiatus in smaller production before the Prefect began production in 1939. The larger range was expanded to include the Super Deluxe from 1941 onwards. These remained the only models offered by Ford through until 1949.

Finished products roll down the assembly like at the Asteria Motors factory in Rosebank.

AM replaced the Deluxe and Super Deluxe in 1949 with the Custom, while the Standard switched to the new 1949 bodies. The following year, the small Ford range was expanded with the addition of the Anglia, which shared many of the same components and bodies as the Prefect. These were joined by the Zephyr/Zodiac models in local assembly from 1950, which formed a bridge between the Prefect as AM's smallest model on sale, and it's larger models. The Custom itself was replaced after a short production run by the Crestline, Customline, and Mainline as its larger offerings from 1952 onwards, while also utilising small scale assembly of complete knock-down kits of other larger vehicles. Production expanded to include the Custom 300 and Taunus from the late 1950's.

In 1958, AM announced the construction of a new factory in the Venterplaas industrial area of Constantia, with construction beginning the same year, with the intention of domestic production of light commercials and shifting some CKD assembly as the Rosebank Manufacturing Plant was now almost at capacity. The Venterplaas Assembly Plant was completed in 1961, with production of the AM A Series beginning production that year. It was joined in production in 1965 by the Transit. AM built a third factory in Longwood between 1963 and 1967 and moved some vehicle production there, rationalising production lines and logistics. AM produced the Escort at the plant in Longwood, with Cortina and P100 production centralised in Windstrand, and Venterplas production centred on assembly of Matsuda B Series as well as the badge engineered AM Courier. Escort production ended in 1986 and was replaced with full production of badge engineered variants of the Matsuda 323, while the Windstrand plant continued production of the P100 until 1993, when it was replaced by the Telstar which had begun production since 1992. AM increasingly began to find itself with excess capacity at its factories, and split production of the Ranger between Venterplaas and Windstrand until 2005, when AM closed the Venterplaas Assembly Plant down. Production was centralised on two plants, with full BT-50/Ranger production taking place in Windstrand, and car production in Longwood. This would end with the ceasing of local production of the Focus in 2015.

Currently AM's original Rosebank Manufacturing Plant is the only AM factory in operation in Nuvania, producing the Ranger pickup truck and the Ranger-based Everest SUV for domestic and export markets.

Cislanian Motor Works

Cislanian Motor Works announced its plant in Nuvania in late 1965, with construction beginning the following January, taking two years to complete. Located in the Refields area of the Nuvanian capital, Pietersburg, the plant became known as CMW Redfields Assembly as it assembled vehicles from complete knock-down kits.

The first CMW's rolled off the assembly line in June 1968, with the models offered, the 1800/2000 GX, being unique to the Nuvanian market. These were not based on CMW models but instead based on the Glas 1700, the tooling for which was packed up and shipped from Werania to Nuvania. These models gave CMW enough of a foothold in the Nuvanian market to be able to import from Euclea as well, but stricter tariffs meant that imports became too expensive. At great expense, CMW began to convert the assembly plant into a full manufacturing plant, beginning production of the 5 Series in 1974.

Production expanded twice within a decade, with the 7 Series beginning production in 1977 and the 3 Series in 1981. All three vehicles were produced concurrent at the Redfields Assembly Plant until 1986, when the 7 Series ceased local production. The 5 Series would end local production a decade later in 1996, leaving the factory producing only the 3 Series. No new vehicles would begin production at Refields until 2018 when the X3 began production, replacing the 3 Series which ended production in Nuvania the following year after 38 years in production and more than 1.1 million units produced.

Currently the X3 is the sole model manufactured in Nuvania by CMW, and is sold principally within ASTCOM markets as well as supplementing demand from Asteria Superior.

Du Peuple

Du Peuple was one of the first manufacturers to announce investments in Nuvania after the economic depression caused by the Solarian War in Euclea, announcing a factory in the suburb of Keyser, Wetting, in northern Kanäan province, in June 1947. Construction began in January 1948, and was completed by June 1951, with the first vehicles rolling off the production lines that August.

Initially, the only model Du Peuple produced and sold was the Beetle until 1955, when other models produce in Asteria Inferior were introduced into the Nuvanian market. It wasn't until 1974 after an expansion of the factory did a new model begin manufacture in Nuvania: the Golf. The original version was produced until 1984, when it was revised and then sold as the Citi Golf, replacing the Beetle as Du Peuple's entry-level model in the Nuvanian market. The Citi Golf would be produced until 2009, and the Golf until 2016, when it was replaced by an ASTCOM produced model. Similarly, the Golf based Jetta had a long production run in Nuvania, lasting between 1979 and 2010 over five generations.

The Beetle and the Golf were joined by production of the Type 2, which entered production in 1979. Nuvanian model T3's could be identified by their larger side windows and five cylinder Astor engines, ranging from 1.8 to 2.6 litres in capacity. Production of the T3 lasted until 2003. In 1981, the Passat began a short production run in Nuvania, with the B2 model produced between 1981 and 1988, when all Passat models became imported.

In 1996, Volkswagen decided on using a SPA Esmeira instead of the Polo as its primary small car sold in Nuvania, and this unique to Nuvania model was sold between the Citi Golf and the Pointer until 2002. The Polo Mk4 then replaced both the SPA sourced model and the Citi Golf, the former from 2003 onwards, and the Citi Golf from 2009. The former was manufactured and sold between 2003 and 2009, and the Polo Vivo, a Nuvania only model, until 2017. Currently, Du Peuple produces two versions of the Polo in Nuvania: the Mk5 as the Polo Vivo, limited to Nuvania only, and the Mk6, which is exported to ASTCOM and other markets around the Asterias. Plans are underway to use the available space at the Keyser plant to centralise Polo-based production to include the Virtus sedan and Nivus compact crossover SUV.

Motores Gerais

Motores Gerais was the second manufacturer to begin vehicle assembly in Nuvania, opening its factory in Rosebank, Windstrand in 1926, three years after the AM factory was opened, with production commencing the following year.

Between 1927 and 1939, Chervolet was the only GM brand offered in Nuvania. Production was initially limited to the AA Capitólio in 1927, AB Nacional for 1928, and AC Internacional for 1929 before war demand saw the factory taken over by the government during the Great War to support wartime production. The factory was returned to GM in 1935 and production began that December. The two models offered were the Mestre and Padrão, the latter only lasting until 1936 in production and the Mestre until 1942.

Chevrolet was joined for the first time by another GM brand, Oliveira, in 1939, although this was short lived, with Oliveira's presence in Nuvania lasting for the production run of the Série 60. MG's operations would return to a single brand run until Oliveira would make another appearance between 1957 and 1958. Frontenac would be introduced into the Nuvanian market in 1955 with the Pathfinder, which had a short production run between 1955 and 1958. In 1961, Frontenac would reappear with two models; the Laurentian and the Valoisienne, both of which would remain in local production until 1970. These would be considered the most luxurious models MG would offer throughout the 1960's.

MG's Euclean brands would be introduced in 1957, with Oswalt and Norton launching that year; each launching local production of the Rekord and Cresta and Victor respectively. These were progressively expanded; Oswalt launching the Kadett from 1962 and Norton the Viscount from 1966. These were all manufactured at the new Longwood Assembly Plant MG opened in 1961 to ease pressure on the Rosebank Manufacturing Plant in Windstrand. Oswalt would enjoy a much longer presence in Nuvania, with Norton seeing a presence in Nuvania until MG engaged in a rationalisation plan in 1972, which saw Coval and Oswalt remain the two brands sold by MG from 1972 onwards.

Following the rationalisation process, MG began souring a significant number of its local offerings from overseas, introducing local manufacture for both Coval and Oswalt, the former oriented as both an affordable and sporty brand, while Oswalt offered higher spec as well as some affordable models. Oswalt models were often manufactured and sold as Covals and as Oswalts. This continued until the 1990's, when Coval also began producing vehicles from Sawada. In 1996, Motores Gerais opened the Menlyn Park Plant in Niekerk, where it began production of the Sumida Maxx, which was also joined by the Overland AT3 between 2005 and 2010.

Motores Gerais currently operates the most factories in Nuvania, with three manufacturing plants located around the country. The Rosebank Manufacturing Plant currently produces the Sail and the Spark, the Longwood Manufacturing Plant produces Sumida light commercials, and the Menlyn Park Plant produces the Maxx. All vehicles produced in these plants are for domestic and ASTCOM markets.

Mitsui

Prior to opening its first factory in the ASTCOM market in 2007, Mitsui Heavy Industries had manufactured all of its models at the Niekerk plant owned by Takahashi and later ASTCOM markets, initially benefitting from the lack of import duties between 1983 and 1991, allowing it to gain a foothold in the Nuvanian and Satavian markets.

Currently the company produces the 700, Dutro, and Ranger models at its factory in Longwood, Pietersburg. Unlike other manufacturers, these are the only models it offers to ASTCOM members, assembling both LHD and RHD models in Nuvania.

Nishida

The Nishida Motor Company was the first Coian manufacturer to announce and build a factory in Nuvania, announcing a factory in Longwood in 1954, with construction beginning in 1955 and finishing in 1958. The first vehicle to leave the factory was the Nishida Patrol. Between 1959 and 1966, the Patrol was the only model offered in Nuvania.

Car production began in 1966 with the first generation Nissan Sunny. This was followed up in 1977 with the Violet, which was sold and produced until 1981. After that, the Patrol continued to be the only model produced at the Longwood plant, although the company also produced additional models for other manufacturers, notably the Feat Uno, and the Reynaud Sandero between 2009 and 2015. Car production returned to Longwood at the turn of the millennium, with the Almera produced at the Longwood plant between 2000 and 2007.

Currently the Longwood plant produces the Navara D22 and D23, Patrol Y61, and the Terra. For the Nuvanian domestic market, the Longwood plant also produces the NP200.

Perreault

Perreault has had a presence in Nuvania since the 1950's, beginning with sale of the 203 in 1950, and the 403 in 1955, the latter subjected to less tariffs as it was imported from Belmonte. In order to avoid tariffs, Peugeot announced in 1957 that they would be building a factory in Venterplaas industrial area of Constania, their second investment in Asteria Inferior. Construction began in 1958 and the plant began production in 1962 with the 404. The 404 would be Perreault's longest running model in production in Nuvania, with the wagon lasting until 1976 and the last 404's ending production in 1978 after 16 years in production. It was also the only model offered by Perreault between 1966 and 1970, when the 504 entered production and sale to the public.

After production of the 504 ended in 1985, Perreault found itself without a model to manufacture as most of its range could be sourced locally. As tariffs were not imposed on imported motor vehicles, PSA had no reason to continue manufacture, although it had invested significant amounts of money into it's Venterplaas facility, as well as as CKD assembly in a partnership with Matsuda, which ran Chevalier's old plant in Pietersburg. Perreault announced that Venterplaas would be restarting production for the 405 beginning from 1987. The 405 remained in production in Nuvania until 2005, when Perreault announced that the Venterplaas plant would finally close permanently.

In 2007, the PSA Group announced the potential to build and open a new manufacturing plant in the Louwsburg Industrial Development and had begun discussions with the local council and provincial government in Mahaika. These took until a final deal was reached in 2010 for the building of a manufacturing plant. Construction began in 2011, with the plant completed in 2016. The first new Peugeot model in 14 years rolled off the production line in 2017, and the Louwsburg plant has since continued to produce the 3008 crossover SUV for domestic and export sale.

Corbin entered the Nuvanian market around the same time as Perreault in the 1950's, starting with the 2CV in 1951, this becoming the only model sold by the brand in Nuvania. Unwilling to make a significant investment in Nuvania, Corbin contracted out its local manufacturing to Independent Motor Assemblies (IMA) in 1958, with assembly beginning in 1959 of the DS, which remained in production until 1975. In 1973, IMA began assembly of the GS, which remained in production until 1980, with the company arranging a four year contract to build the GS until 1980, although a limited production run of 105 final models was produced in early 1981. Corbin was dropped from the PSA line up in Nuvania after 1981, leaving only Perreault vehicles for sale in the market.

Perreault continued production in Nuvania until 2005 at reduced rates, with the Pietersburg plant closing in 1989 and the Constantia plant in 2005, when PSA resorted to importing and selling vehicles from ASTCOM markets and some imports. In 2010, PSA hinted at a return to local production with plans announced for a new factory to be built at an undisclosed location. Plans were finally revealed in 2014 of a new facility in the industrial area of Louwsburg in the city of Philipsbaai, Mahaika. Construction began in 2015 and was completed in 2017, with production beginning the following year. Today, in a joint venture with Oswalt, Perrault produces the 3008 for domestic and export markets, which is also rebadged as the Oswalt Grandland X.

RAIC

RAIC entered the ASTCOM market in August 2015 through Nuvania, with the company initially importing vehicles direct from Shangea. It also announced that it had begun construction of a vehicle assembly plant in the industrial area of Menlyn Park in Niekerk, close to other major manufacturing plants. The Menlyn Park Assembly Plant was opened in March 2018, with the first vehicles rolling of the production line that July.

Currently, RAIC assembles the D20 in both hatchback and sedan forms. It previously assembled the X25 compact SUV between 2018 and 2019. Both are assembled from semi-knock down kits with around 30% of parts sourced within Nuvania.

Reynaud

Reynaud entered the Nuvanian market in 1959 with models coming from Satucin and Belmonte. Only the Dauphine was offered, and was later supplemented by the Reynaud 4. Local production began in 1968 with a factory in the Hardeveld suburb of Windstrand. The two production lines began producing the 4 and 6 models, which continued production until 1982 and 1984 respectively.

Reynaud quickly realised that it needed to expand the Hardeveld Plant and began a series of expansion works in 1972 in order to create additional production capacity. In the meantime, it contracted Independent Motor Assemblers (IMA) to assemble the Reynaud 5 in Niekerk from CKD kits imported from Gaullica beginning in 1975. Initially this was a five year contract, which was renewed in 1980, with assembly ending in 1985. The first stage of expansion was completed by 1974, with production of the Reynaud 12 beginning later that year. The second stage was completed in 1976, and was used for additional capacity of the 4 until 1980, when production of the Reynaud 18 began.

Unlike most other manufacturers, Reynaud did not experience a downturn in manufacturing during the 1980's, instead the downturn coming after 1992 with the advent of the ASTCOM market. Despite the tariffs and the incentives, Renault reduced production in Nuvania, and where possible, imported vehicles from elsewhere. The Laguna, which replaced the 21 in 1995, was imported from Gaullica and attracted the luxury goods tax applied to all imported private vehicles. Despite this, the majority of cars sold in Nuvania were manufactured in Nuvania, with ASTCOM production filling gaps. In 1994, the 19 entered production, followed by the Twingo in 1995, the Clio in 1996, and the Mégane in 1999. The 19 and Clio I ended production in 2001, with the Mégane I produced until 2009, with production between 2005 and 2009 as Reynaud's entry-level car. The Clio II would be produced between 2001 and 2017, also serving as Reynaud's entry level model. The Twingo I ended production in 2012. Many of these were replaced by Argetia models rebadged as Reynauds, the Sandero from 2009, and the Logan from 2012, rebadged as the Symbol. Between 2007 and 2012, Renault also manufactured the Laguna coupe in Pietersburg in a deal with Nishida, allowing the third and final generation of Laguna to be sold locally with reduced tariffs.

Today the Hardeveld Plant produces the Duster, Duster Oroch, Sandero and Symbol.

Sheaford Automotive

The Sheaford Automotive factory in operation in Philipsbaai.

Sheaford Automotive was the fourth manufacturer to begin domestic motor vehicle production in Nuvania, opening its factory in Louwsburg in Philipsbaai in 1953. Until 2017, it was the only manufacturing plant located within the city.

Production began with the W120/W121 models which were the first and only passenger car produced by Sheaford in Nuvania until 1959, when a second production line was opened for the W111. As Sheaford had manufacturing plants in Aucuria and Satavia for passenger vehicles, as well as Belmonte for commercial, Sheaford became one of the few manufacturers to be able to sell and source its product range from entirely within Asteria Inferior.

Following the end of production of the W111 in 1968 for the sedan, and 1971 for the coupe, the Louwsburg factory returned to single model production until 1977, when the SL and SLC went into production alongside the W123 sedan. Production was further expanded in 1981 with the introduction of the W126, the second generation of the S Class. Most production of the W126 was concentrated on the sedan, which was produced in Nuvania until 1993. From 1993, the W124 became known as the E Class, and the following year, production of the C Class began at the Louwsburg plant. E Class production would be brief, ending in 1995.

From 1994 onwards, production focus was on the C Class with occasional secondary production of other models, most notably the R170 generation of the SLK Class sports coupe, which was in production between 1996 and 2004. Today, the Louwsburg plant still produces the C Class sedan for the domestic and wider ASTCOM market.

Takahasi

Takahasi was the second Coian manufacturer to invest in a factory in Nuvania, after Nishida, announcing a factory in 1956 and completing construction in 1962. The first vehicles rolled off the production line the following year. The first Takahasi vehicle produced in Nuvania was the Stout pickup truck, which was followed by production of the Corona in 1966, the Hilux in 1970, and the Corolla in 1975. 1966 also saw the Toyota complete construction of an engine plant which allowed the company to achieve significant local content and component production.

Production of the Stout and Corona ended in 1979, leaving the Corolla and Hilux as the two vehicles manufactured in Nuvania. These were not joined by any additional passenger vehicle production until 1992, when the XV10 Camry began production. The Corolla E90 continued production in Nuvania as the Tazz and the Carri between 1996 and 2006 as an entry level model. Camry production ended in 2002.

Between 1988 and 2005, additional capacity for Takahasi was provided by a contract between Takahasi and Independent Motor Assemblies (IMA), where the Hilux was produced, and between 1996 and 2002, the Land Cruiser Prado, which was the only ASTCOM production of that model available.

The contract ended in 2005 once Takahasi had considerably expanded its production capacity at the plant in Niekerk. In 2015, the Fortuner began production alongside the Hilux.

Commercial vehicles were also manufactured and assembled at the Niekerk plant between 1974 and 2007, these including Mitsui trucks of various models, and the Takahasi FA, which was manufactured between 1982 and 2001.

Currently Takahasi fully manufactures the Corolla E170, Hilux, and Fortuner at its Niekerk plant, and assembles the Hiace H200 on contract with IMA. It has also announced plans to begin production of the Corolla Cross from November 2021.

Former

Borish Motor Company

Prior to the formation of the formation Borish Motor Company in 1952, Borish brands such as Ahren and Walter directly imported their vehicles either from Euclea, with imports from Satavia coming in limited numbers from 1949. This expanded concurrent with the expansion of BMC in the Satavia market, and by 1955, had constituted the entirely of BMC's operations in Nuvania. However, this had placed BMC at a competitive disadvantage, and it began to consider domestic manufacturing in Nuvania. In December 1955, BMC announced the construction of a factory in Venterplaas, Constantia, that would be used for the production of BMC vehicles to improve competitiveness within the Nuvanian market. Construction took three years, with completion in 1958. The same year, the first motor cars rolled off the production line. Both of these were Ahren vehicles; the A40 and the Gipsy. These remained the only domestically produced BMC products until the acquisition of Victor Motor Company in 1960.

The acquisition of VMC in 1960 put BMC on a much more competitive footing. In addition to a new line of cars, the merger also saw BMC Nuvania inherit the Victor factory in Hesselwood in Adamsbaai, which had been in operation since 1955. BMC also inherited a contract with the Nuvanian Motor Assembly Corporation (NUMAC) which had been producing Standard Motor Company vehicles since 1947. The contract was extended through to the end of production of the Standard Atlas, which ended in 1963. NUMAC would be retained as a business partner following the acquisition of the Wanderer Motors in 1967, as NUMAC was already producing the Wanderer Series I.

With the opening of BMC's third and final plant in Longwood, Pietersburg, in 1963, BMC reorganised its production facilities, with Ahren and Walter specific models built in Constantia, Victor cars produced in Adamsbaai, and assorted production at Longwood. The latter would see the most varied production, beginning with the BMC ADO16 from 1963, and the Mini from 1964. Local design and development of the ADO16 resulted in the emergence of the Ahren Andoke, which was produced between 1971 and 1977. In addition, a number of local variants of BMC vehicles emerged in the 1970's, giving BMC in Nuvania a unique line up of vehicles on offer.

Following the reduction in presence of the Victor Motor Company brand within BMC, the Hesselwood factory was closed down by BMC in 1976 although the company maintained ownership until January 1978, when it was sold to Consolidated Diesel Limited (CDL) in order to continue the production of Leystead trucks and busses. Economic problems in Euclea forced BMC to begin divesting from foreign markets; the Venterplaas factory closed down in 1980 and the Longwood plant followed six years later in 1986.

Chevalier

Chevalier had been importing cars into Nuvania since 1928 and had been negatively affected as their products were considered more expensive owing to tariffs. In light of the new-found prosperity at the end of the Great War, Chevalier announced its first factory in Nuvania in 1936, with construction completed in 1940, and production commencing in 1941. This factory in Longwood, Pietersburg would be the primary base of production for the first six years. The company built another factory, this time in Niekerk, by 1947 to handle additional production capacity. Due to local content requirements, Nuvanian Chevaliers sourced many of their parts and materials from local suppliers, and one of the main differences between models sold in home markets, and Nuvanian models, were real leather interiors on all models and trim levels.

Unlike elsewhere, Chevalier had a reduced brand range consisting of Chevalier, Dupont, and Champlain, the latter restricted to commercial vehicles. These models were the same as those sold in Asteria Superior, these consisting of the Bellevue, Lavelle, and Levis for the Chevalier line up, and the Custom, Coronet, and Deluxe for Dupont. From the 1950's, Chevalier's more export-oriented models were produced in Nuvania, these based largely on Larivière models. These included the Croisé, Gatineau, Mirabel, and Royal for Dupont. The Croisé and Gatinau were produced in Niekerk until 1958, and the Mirabel and Royal until 1959. The Gatineau would prove to be one of the best selling Dupont vehicles sold in Nuvania.

The 1960's onwards major changes to the Chrysler model range. The Plymouth Valiant was launched in Nuvania in 1960, rebadged as the Chrysler Valiant and sold in a variety of trim levels and models. Rebadged Plymouths in the form of the Belvedere and Savoy were also produced from 1960 until 1964 as the full size offerings. The Dodge Lancer, assembled between 1961 and 1962, was the entry level variant to the Valiant, taking over from the Chrysler base model trim which was only available for 1960. In 1963, the Lancer was replaced by the Dart. It was joined in 1965 by the Coronet, and the D Series truck in local production. As the Coronet shared similarities with the other Chrysler models, the Plymouth Belvedere was rebadged as a Chrysler, and sold as a premium product. Between 1962 and 1965, and again between 1969 and 1973, Chrysler offered two full size premium vehicles: the Dodge Custom 880, and the rebadged and slightly remodelled Chrysler SE, based on the Dodge Polara.

The Sugar Crash and the changes to vehicle taxes changed meant that Chrysler became invested in selling more fuel efficient vehicles by the end of the decade, and the acqusition of the Rootes Group in 1967 meant Chrysler could now have the cars it needed. Owing to the Nuvanian Motor Assembly Corporation (NUMAC) having an established licence to manufacture Rootes Group vehicles, Chrysler simply took over the licencing rights and responsibilities, and from 1972 onwards, also contracted NUMAC to produce Mitsubishi vehicles. Production of the Dart and the Satellite-based Belvedere ended in 1976. Chrysler itself, unable to find suitable products, pulled the brand out of Nuvania by 1975, leaving only Dodge, the remnants of the Rootes Group manufacturers, and Mitsubishi on sale. In 1976, production of both the Dart and the Coronet ended, although the names would live on, with the Dart being the name for the Aspen, and the Coronet for the Diplomat. Production of these would continue until 1980 and 1982 respectively, with the Dodge Avenger, a rebadged Hillman Avenger, ceasing production in 1981. Unable to commit further resources to local production, Chrysler withdrew it's main brands from Nuvania after 1983, selling the Pietersburg plant to Peugeot.

Chrysler would return in 1984 with Dodge, selling the Horizon, Lancer, and Ram fully imported until the arrival of ASTCOM tariffs in 1993.

Fammotra

Fammotra was previously unknown in Nuvania save for specifically introduced cars until 1956, when the company announced the construction of two factories for vehicle production. Fammotra's products had been sold in Nuvania through FNM, a Belmontese company which had achieved some success, and the company wanted to branch out into automobile production in Asteria Inferior.

The first factory opened in the Constantia suburb of Venterplaas in May 1960, and production of the Giulietta commenced that June. This was followed by a second manufacturing and assembly plant in Longwood, Pietersburg, from 1962, which was used for the production of the 105 and 115 series coupés between 1963 and 1977 and the 1750 Berlina between 1968 and 1977. The Venterplaas plant manufactured the Giulia between 1962 and 1978. From 1963 until 1968, the 2600 Berlina was also produced at Venterplaas factory.

In 1967, Alfa Romeo announced the construction of a new factory in the industrial suburb of Woodlands in Vryburg, the first and only car manufacturer to have a factory in the city. The Woodlands plant would produce Alfa Romeo's upcoming models for the early 1970's, and allow the manufacturer to expand production outside of the limited space at the Longwood and Venterplaas plants. Construction was completed in 1971, and the first car, an Fammotra Passero, rolled off the production lines in September 1972. This was followed in October by the Storno. The mid-70's was the high point for Fammotra in Nuvania, with the company operating three manufacturing and assembly plants. The first closure came in 1978 with the company closing the Venterplaas plant, concentrating production in Longwood and Woodlands. Storno production was replaced by the Sprint from 1983 onwards, while GTV production was moved to Longwood.

With no plans to continue production in Nuvania, Fammotra closed its Longwood plant in 1987, manufacturing the Sprint until 1989, when the Woodlands plant closed as well. Alfa Romeo still remained in the Nuvanian market until 1993, when the tariffs imposed by the ASTCOM market's introduction forced its withdrawal.

FVA

FVA did not begin Nuvanian manufacturing until 1969. Before then, it had imported its models into Nuvania from factories elsewhere on the continent, which attracted lower tariffs than models that were "fully imported". FVA entered the Nuvanian market in 1960 with the Belmontese-assembled 1100, followed by the 1500 in 1963.

Local production began in 1969 with the 124 assembled at the Nishida plant in Longwood, Pietersburg in an agreement between the two manufacturers and the local distributor. Production of the 128 began the following year, and continued until 1985 in line with Euclean model runs. Nuvania also received a local market 128 utility marketed as the 128B which could carry up to half a ton and had enlarged fuel tanks. Production of this variant also ended in 1985. A variant of the 127 known as the 147 was produced at the Longwood plant between 1979 and 1984, which also saw the production run of the 131 sedan. The 132 was assembled locally between 1972 and 1981, replaced by the Argenta, also locally produced until 1985.

FVA began production of the Uno in 1984 when it replaced the 147 in the model line up, and proved to be a success, becoming one of the best selling cars throughout the 1980's, with the Uno discontinuing production in 2006. A redesigned version of the second generation was sold as an entry-level car between 2007 and 2013. Production at the Longwood plant continued for Fiat until 2016, when the Palio and the Strada utility were discontinued. Since 2016, FVA has sold ASTCOM market cars in Nuvania.

Matsuda

Matsuda began local assembly in 1970 with the importation of CKD kits at the former Chevalier plant in Niekerk, with the first Mazda vehicles assembled by Nuvanian Automobile Manufacturing Corporation (NUMAC), which also assembled other models for different companies, particularly Chevalier. Only one model was offered; the Capella, which was sold with 1.6 and 1.8 litre engines as well as the Matsuda rotary. Assembly lasted until 1979, when Matsuda opted to enter into a partnership with Asteria Motors, beginning in 1977 with the assembly of the second generation B-Series utility, produced alongside the rebadged Courier at the AM plant in Venterplaas.

In 1980, Matsuda announced its most significant investment in Nuvania, with the acquisition of the Chevalier plant in Pietersburg for new passenger vehicle production while the B Series and 323 continued production at the AM plant. The Longwood plant would produce the Capella and Demio, the former between 1983 and 2005, the Demio between 1996 and 2002, the Matsuda2 between 2007 and 2014, and the Matsuda6 between 2003 and 2014. The Venterplaas plant produced the 323 between 1986 and 2004, and the Matsuda3 between 2003 and 2013.

The 323 became one of the most popular and best known Matsuda models produced in Nuvania, with the introduction of the fifth generation in 1986, with production lasting until 2004. Nuvania did not receive the sixth generation 323, instead the seventh generation was between 1999 and 2003.

Following declining sales and the mothballing of both factories in after 2014, Matsuda announced that it would withdraw from the ASTCOM market in 2015, thus ending 45 years of local assembly and production.

Nuvanian market models included some variants of AM models that were co-produced, as well as longer-lasting models produced for entry-level markets, as well as unusual specifications. Between 1993 and 2000, both the Matsuda B-Series and Asteria Couriers could be optioned with the Flurland V6, in 3.0 and 3.4 litre versions. In addition, base models received either 1.6 or 1.8 litre diesel engines. Between 1986 and 2004, the third generation Matsuda 323 was sold as both a Mazda and an AM, with the model serving as Matsuda and AM's entry level car between 1994 and 2004. A utility based on the 323, called the Rustler, was also sold, the AM version sold as the Bantam.

Nuvanian Motor Assembly Corporation

The Nuvanian Motor Assembly Corporation (NUMAC) was established in June 1950 by William Westmoreland to produce Wanderer vehicles, the company forming a subsidiary of the larger Westmoreland Motor Group (WMG) created in 1946 to import and sell Wanderer vehicles. The assembly plant was built at Rosebank, Windstrand and was essentially a significantly converted warehouse. The first vehicles assembled were not Rover passenger cars but the Wanderer Series I, II, IIA, and III between 1950 and 1985. Between 1963 and 1967, NUMAC also produced the Wanderer P6 at its Rosebank plant. Between 1950 and 1960, NUMAC assembled Standard Motors vehicles on contract for the Victor Motor Company until it was acquired by the Borish Motor Company in 1960. This expanded in 1968 to include Wanderer vehicles.

In 1958, WMG signed a deal with the Raines Group to sell and distribute Raines Group products throughout Nuvania, limited initially to three brands: Blackburn and Hawking for passenger vehicles, and Cumberland for heavy and light commercial vehicles. This began with the Blackburn Imp in 1963 and the Arrow in 1966. By 1970, the Raines Group assets and contracts in Nuvania has passed to Chevalier, who manufactured their own products on contract with NUMAC until 1981. Subsequently vehicle production concentrated on the Hamada Civic which was made in Nuvania until 2000.

NUMAC expanded production capacity in 1961 with the completion of a factory in Longwood, shifting passenger vehicle production there, and leaving the Rosebank plant for the production of Wanderer products. This was concentrated around the production of the Series I, II, IIA, and III between 1950 and 1985. The final Series model was joined by the Defender from 1982 until the III's end of production in 1985. The Defender remained as the sole model produced at the Rosebank plant until 2000, when it was joined by local production of the Discovery. Both would become the only vehicles made by NUMAC after 2000, and were kept in production until 2015 and 2016 respectively. The Rosebank plant became the largest Wanderer factory outside Euclea, and supplied both Asteria Inferior and Asteria Superior with vehicles.

Sparre

Sparre vehicles were imported and assembled by Independent Motor Assemblers (IMA) using CKD kits from the factory in Scovern. The first model to be assembled and sold in Nuvania was the Scythia, which was initially CKD assembled from 1956 until 1961 when IMA acquired Chevalier's Niekerk plant. From 1962 onwards, the Amazon was manufactured there in both sedan and wagon versions, and was the only Sparre offered until the arrival of the 140 in 1966. In 1968, the 164 began production.

Car production continued at the Niekerk plant through until 2012. Since then, the plant was turned over to Sparre Trucks for the exclusive production of trucks for ASTCOM and selected export markets. Trucks have been manufactured alongside cars since 1993.