Editing Captive import (section)

== Exceptions ==
Not every vehicle that appears to be a captive import really is. A foreign-designed or badged vehicle assembled in the market where it is sold does not fall into this category. Such vehicles are frequently the result of [[joint venture]] or [[strategic alliance]] arrangements between automakers.

For example, the [[Renault Alliance]] was sold through [[American Motors Corporation|American Motors]] (AMC) dealers starting in the fall of 1982 until production ended on 5 June 1987 Chrysler acquired AMC. The Alliance was assembled by AMC as part of a tie-up with the French company.<ref>{{cite web |last1=Stern |first1=Milton |title=The enthusiastically named Alliance really did result from an AMC-Renault collaboration |url= https://www.hemmings.com/stories/article/an-intriguing-alliance |work=Hemmings |date=24 August 2020 |access-date=7 April 2023}}</ref><ref>{{cite web |title=An 80's special: AMC and Renault's Alliance |url= https://oldmotors.net/amc-and-renaults-alliance/ |work=Old Motors |date=27 May 2019 |access-date=7 April 2023}}</ref> The 1985 through 1988 [[Chevrolet Nova]] and the later [[Geo/Chevrolet Prizm|Geo Prizm]] were a [[Toyota]] design and shared the Chevrolet showroom with many captives, were built in the U.S. by the GM-Toyota [[NUMMI]] joint venture. The [[Eagle Talon]] and [[Plymouth Laser]], both related to the [[Mitsubishi Eclipse]], were manufactured in the U.S. by [[Diamond-Star Motors]], a [[Chrysler]]-[[Mitsubishi Motors]] joint venture. Although Australia's [[Holden]] often shared planning and hardware with the rest of GM's global operations, which included Opel and Isuzu, it preferred assembling its versions of such vehicles locally. [[Rover (car)|Rover]] and [[Honda]] have co-produced models for the European market, as have [[Alfa Romeo]] and [[Nissan]]. None of these would be considered imports. With the complete ceasing of [[Automotive industry in Australia|automotive production in Australia]] by [[Holden]] and [[Ford Australia]] in 2016, who were both considered indigenous Australian automakers, both will be switching to a wholly imported lineup. No vehicle sold by Holden or Ford after the end of Australian production should be considered a captive import since neither maintains an Australian manufacturing presence.