There was a lot of focus, in those negotiations on the rules of origin, on trying to encourage and incentivize further production within North America. When you take into account elements like the labour value content...in particular bringing production back to the U.S., and because we're in the same kind of category, back to Canada as well. Under the existing NAFTA, as you point out, there are no requirements whatsoever for the use of aluminum, or steel for that matter. There was the very simple requirement that 62.5% of that auto had to be produced from products of North American origin. We now have a much more complex system. It does have aluminum and steel specific obligations contained in it, but I think at least as important as that is the fact that we've gone from this 62.5%, which exists in NAFTA, to 75% not just on the vehicle but also on the core parts and the labour value content.
As we discussed a bit earlier, that leaves a pretty small margin for what you can bring in from offshore and have it as part of your originating content to meet those obligations. As Martin pointed out too, certain elements or products in the production of a vehicle are simply not produced within North America, so that automatically takes up part of that room. Couple that with the fact that evolution in the auto sector is geared toward trying to produce lighter products, lighter cars. That encourages the greater use of aluminum in things like engine blocks and other products, because it's lighter than steel and therefore more energy efficient. We do feel there are significant incentives to using more aluminum than in the past. Again, if we do we start to see aluminum coming in through the back door, in some cases—through Mexico, for example—we will be watching that very closely. We have avenues to pursue that, if necessary.
Martin might have something to add.