Anyone importing a car from North America notices almost immediately a difference that, at first glance, seems purely cosmetic: the rear lights. In the United States the rear turn signals and some reflectors are often RED, whereas in Europe the regulations require AMBER (orange) turn signals. It is not a matter of taste: it is a difference in type approval with concrete consequences for the roadworthiness test, technical inspections and roadside checks. Let's look at why, and what it means for the buyer.
Why rear turn signals are red in the US
The US federal code (FMVSS 108) allows rear turn signals to be either red or amber. For reasons of cost and styling, many manufacturers fit US-market versions with a single red light cluster that combines the position light, brake light and turn signal. The result is that the same element — a bulb or an LED segment — flashes red to indicate a turn. At the front, however, the same regulation requires amber turn signals: the difference is therefore concentrated mainly at the rear.
Reflectors follow different logic too
Reflectors (the small reflective elements) and some side marker lights follow different schemes in the US: amber "side marker" units at the front and red ones at the rear are common, with positions and colours that do not always match what European regulations require.
What European regulations require
In Europe, lighting devices follow the ECE/UNECE regulations, the set of harmonised standards drawn up in Geneva and adopted by the European Union. In short, and with due caution:
- Turn signals must generally be AMBER, both at the front and at the rear.
- Every device must bear the ECE approval mark: the classic "E" followed by a number, enclosed in a circle, together with the codes for the function performed.
- Red is permitted for position, brake, rear fog and reversing lights, but NOT for the turn-signal function.
A car built for the US market may therefore have light clusters lacking the correct European marking and with the turn signal in the wrong colour. On paper it is a compliance issue; in practice it translates into inspections that are not passed.
The concrete risks at inspections and checks
A vehicle imported and registered WITHOUT conversion to the European standard can run into difficulties at several points:
- In Italy, at the periodic roadworthiness test the lighting system is among the items checked: the colour, operation and compliance of the devices must be in order.
- In Romania, checks come under the RAR (Registrul Auto Român) for type approval and registration, and the ITP (Inspecția Tehnică Periodică) for periodic inspection, where the lighting system is verified according to European standards.
- At roadside checks, a turn signal of a non-compliant colour can generally give rise to penalties, according to the regulations in force.
The key point is that the problem does not "disappear" with the first registration: it comes back punctually at the next inspection or the first check.
Beware of shortcuts
You may come across already-registered cars for sale that still fit US-style red headlights and turn signals. It is worth being careful: if the vehicle is on the road with those lights, one of two things is true. Either compliance was never actually sorted out — and the issue will resurface — or the situation is less straightforward than it is made out to be. There are no lasting shortcuts: sooner or later the conversion has to be done anyway, and tackling it after the purchase means bearing the cost and the vehicle downtime yourself.
How AutoImport Lab works
For us, converting the lighting system to the European standard is an integral part of reconditioning, not an optional extra. In concrete terms, depending on the model, this means:
- Replacing the light clusters or turn-signal segments with amber components correctly marked to ECE.
- Where the vehicle's electronic architecture requires it, recoding the control units to adapt the operation of the lights to the European standard.
- Checking the position, colour and operation of turn signals, reflectors and side lights.
Every operation is documented in the work dossier, so the buyer knows exactly what was done and with which components. The aim is to deliver a car that passes the roadworthiness test, ITP/RAR and roadside checks without surprises: because a seriously reconditioned premium car must be compliant before it is even nice to look at.