In recent weeks, Los Angeles has become an unexpected stage for China’s iconic Hongqi sedan, often hailed as the “official car” of China. For many older Chinese immigrants, its presence has stirred feelings of nostalgia for the Cultural Revolution era. Experts highlight that after the Cultural Revolution, the Hongqi transitioned from being a purely domestic model to a collaborative venture, incorporating various technical enhancements while streamlining its design. Its inherent prestige and historical significance have made it a favorite in the U.S. antique car market.
One enthusiast captivated by the Hongqi is Cao Yang, an automotive design student at the Art Center College of Design in Pasadena. With a passion for vintage vehicles, particularly those with Chinese roots, Cao owns a 1999 Hongqi model. He explains that his admiration for classic American designs, especially Lincoln cars, naturally led him to appreciate what he describes as the “Chinese version of Lincoln.” He points out that the second generation of Hongqi vehicles, developed following China’s economic reforms, greatly benefited from a partnership with General Motors, which infused a Lincoln-inspired aesthetic into its design. However, Cao believes the Hongqi surpasses Lincoln in overall style.
The Hongqi’s history dates back to 1958, when the first generation made its debut in Changchun, China, showcasing a significant Soviet influence in its design. The Hongqi CA72 was first introduced during the 10th anniversary celebration of the People’s Republic of China in 1959 and remained the vehicle of choice for the nation’s leaders for two decades. A Beijing immigrant now living in Los Angeles reminisces about frequently seeing these cars in the late 1970s, recalling how a single red flag typically indicated a vehicle designated for a premier, while two flags were reserved for ministers, and three for department heads.
However, the Hongqi’s narrative shifted in 1981 when the People’s Daily announced that production of these luxury sedans would cease due to their high fuel consumption. Following this, the Hongqi underwent redesigns and technical guidance from American and German companies, leading to models like the Hongqi Mingzhi and Hongqi Shijixing. This marked the end of the exclusivity of domestic Hongqi production in China. Subsequent iterations included the Hongqi CA770, the 2006 Hongqi Shengshi, a product of Sino-Japanese collaboration, and the latest sixth generation, which features the top-tier model, the HQE, serving as a ceremonial vehicle for state events.
Cao explains that U.S. regulations allow for the importation of foreign cars over 25 years old, a crucial factor that enabled him to bring his late-20th-century Hongqi to America. While he faced some hurdles registering such older vehicles in California, states like Arizona and Montana have no related restrictions.
Recently, he also imported a 1998 Shanghai Santana, manufactured at Volkswagen’s Shanghai plant. To his surprise, customs only charged a nominal 2.5% tariff, despite the looming potential for a 25% import tax on Chinese vehicles. He cleverly argued that because it was essentially a Volkswagen product, customs waived the higher fee.
Cao notes that older cars in China are relatively affordable; for example, a 1990s Santana can be priced at just over 10,000 RMB (around $1,300). While he acknowledges that China doesn’t have a deeply rooted automotive culture like the West, he believes that vehicles like the Hongqi and Santana resonate deeply with historical significance, serving as nostalgic symbols for many Chinese immigrants while simultaneously catering to the curiosity of the American antique car market.
