Chrysler 200

Importing a used Chrysler 200 from the USA

The Chrysler 200 is one of those American mid-size sedans that almost never left North America, which is exactly why it draws interest from European buyers who want something different from the usual German or Japanese saloon. USCar Trader works as an independent broker: we do not hold stock, we are not a dealer, and we have no manufacturer tie. We simply help you find, vet and ship a used 200 from the American market to Germany or the wider EU. This page explains what the car actually is, what to watch for, and how the import runs from first click to German plate.

Production years and key changes

There are two distinct generations. The first (2011-2014) was essentially a heavily reworked Sebring, offered as both a sedan and a soft-top convertible. It cleaned up the styling and interior noticeably, but the bones were older. The second generation (2015-2017) is the one most people picture: a genuinely new car built on the Compact US Wide platform shared with the Dodge Dart and Jeep Cherokee. It brought flowing coupe-like proportions, a push-button rotary gear selector, and a much nicer cabin. Chrysler ended the 200 after the 2017 model year when Fiat Chrysler stepped back from passenger sedans, so the newest examples are now several years old.

What is under the hood

The second-generation 200 came with two engines. The base unit is the 2.4-litre Tigershark inline-four (MultiAir), rated around 184 hp, driving the front wheels. The step up is the familiar 3.6-litre Pentastar V6 with roughly 295 hp, and this is the only way to get all-wheel drive on the 200S and 200C trims. Both engines pair with the ZF-derived nine-speed automatic (the 948TE), which is central to the car's reputation and something we cover honestly below. The V6 with AWD is the enthusiast pick; the 2.4 four-cylinder is the sensible commuter. First-generation cars used a 2.4 four, an older 2.7 V6 and, from 2011, the 3.6 Pentastar with a six-speed automatic.

Trims and body styles

The 2015-2017 sedan lineup ran LX, Limited, 200S (the sporty look with darker trim and available AWD) and the leather-lined 200C. Typical equipment included Uconnect touchscreens, heated seats, dual-zone climate and, on higher cars, ventilated seats, a panoramic roof and driver-assist features. The first generation additionally offered the 200 Convertible with a folding soft or retractable hardtop, which is rarer and appeals to buyers who want an open American cruiser.

What the US market offers

The 200 sold in large numbers as a rental and fleet car, which means supply on the American used market is deep and body styles and colours are easy to find. You will see plenty of 2015-2017 four-cylinder cars with moderate to high mileage, plus a smaller pool of well-kept V6 and AWD examples that are worth waiting for. Because so many were fleet vehicles, service history varies widely, so a documented one-owner car is the prize. Rust is generally light on cars from southern and western states, heavier on rust-belt examples.

Who this import is for

Import a used Chrysler 200 if you want a comfortable, distinctive American sedan that stands out in a German car park and costs little to buy in the States. The V6 AWD version in particular gives you a torquey, quiet cruiser that few of your neighbours will recognise. It is less suited to buyers who want cutting-edge efficiency or a long factory warranty. Go in understanding the nine-speed's quirks and you will get a genuinely pleasant, characterful daily driver.

Technical data and figures

Reliability: trouble spots to check

Chrysler 200 reliability is a mixed but manageable picture. The recurring talking point is the nine-speed automatic: early 2015 cars could shift harshly, hunt for gears or hesitate, and several software flashes were issued to smooth it out. A car that has had those updates behaves far better, so confirm the transmission control software is current. The 2.4 Tigershark engine can consume oil on some units, so check the level and look for a documented history. Other known items include occasional electrical and Uconnect glitches, and tight rear headroom because of the sloping roof. None of this is unusual for the class; a properly serviced 200 with the transmission updates applied is a dependable car.

US vs. Europe differences

US-market cars run amber rear indicators integrated differently from EU norms, miles-per-hour instrumentation, and no rear fog lamp as standard. Lighting must meet European ECE requirements, and the speedometer is handled during approval. Infotainment radio bands and any telematics are set for North America. These are routine conversion points rather than obstacles.

How the import works

Selection: we help you shortlist the right trim and drivetrain. VIN and origin check: we read the VIN and build data to confirm the plant, which determines the customs rate. Escrow: funds are held securely until the car is verified. Ocean freight: the 200 is shipped by container or RoRo to a German port. Customs clearance: import duty and VAT are declared on arrival. TUEV and individual approval (Einzelabnahme): the car is inspected and any changes documented. Registration: with the approval and paperwork you register the 200 for German plates.

Import duty, VAT and fees

In short: the 0% duty rate applies only with documented US origin (VIN/plant) – German import VAT of 19% is always due.

Two separate charges apply. First, import duty: under Regulations (EU) 2026/1455 and 2026/1461, a 0% rate can apply to vehicles of provable US origin shipped directly, in force since 1 July 2026 and running until 31 December 2029. The 200 was assembled in Sterling Heights, Michigan, so a VIN and plant check will usually establish US origin and support the 0% rate, but this is confirmed per car, never guaranteed. Where origin cannot be proven, the standard duty rate applies. Second, and always: the 19% German import VAT (Einfuhrumsatzsteuer) is due on every import. We pass through official charges with no hidden margin.

From modifications to registration

Typical work includes fitting a rear fog lamp, adapting the lighting to ECE standards, and converting or documenting the odometer in kilometres. The individual approval (Einzelabnahme per §21 StVZO) records the specification for registration. Emissions and safety equipment on a modern 200 generally translate well.

Pre-buy inspection points

Verify the VIN against the title and build. Pull a full Carfax or AutoCheck report for accident, title and odometer history. Confirm the title is clean, not salvage or rebuilt, unless you knowingly choose otherwise. Check for underbody rust on rust-belt cars. Confirm the nine-speed software updates were applied. Review oil-consumption and service records on 2.4 cars. Inspect the panoramic roof for leaks where fitted.

What buyers ask most

Is the Chrysler 200 a reliable import?

With the transmission software updated and a documented service history, the 200 is a dependable used sedan. Avoid neglected fleet cars.

Which engine should I choose?

The 3.6 Pentastar V6 with AWD is the most satisfying; the 2.4 four is the economical choice.

Does the 200 qualify for 0% import duty?

It was built in Michigan, so a VIN and plant check usually supports US origin and the 0% rate under the 2026 regulations, confirmed per car. The 19% import VAT always applies.

Can I still get parts in Europe?

Yes. The Pentastar V6 and many components are shared across Chrysler, Dodge and Jeep models, so service parts are widely available.

Is the nine-speed transmission a dealbreaker?

No. Early cars had rough calibration, but updated software resolved most complaints. Check the update status before buying.

How long does the import take?

Typically several weeks from purchase to German registration, driven mainly by ocean freight and the approval appointment.

Ready to start? Browse Chrysler in the Carhub, compare related sedans such as the Chrysler 300, the Dodge Dart and the Ford Fusion, or view current Chrysler 200 listings.