AVTOVAZ Announces Lada Vesta Relocation and Electric Largus Plans
Recently, AVTOVAZ disclosed that production of the Lada Vesta will move from Izhevsk to Tolyatti. In the shuttered facility, the company plans to manufacture spare parts for current Lada models and to develop a promising electric model, the Largus, available in both commercial and passenger configurations. This shift signals a potential reallocation of manufacturing capacity and a new focus on electrification, even as the fate of the broader plant remains a topic of public and industry discussion.
Despite the optimism surrounding these changes, questions linger about whether such an electric offering will gain traction among Russian buyers, especially for a model that already enjoys popularity. To shed light on public sentiment, Za Rulem teamed up with the analytics firm Avtostat to run a survey and share the findings.
Only a small fraction of respondents, 5 percent, expressed definite enthusiasm for the electric Largus. Eight percent said they were generally “for” the idea but viewed the vehicle as better suited for commercial use.
Price considerations loom large, and with prices not yet determined, 24 percent of participants pointed to cost as the defining factor for their support or skepticism. In contrast, a substantial 63 percent doubt the market viability of an electric Largus in Russia, citing a range of concerns.
Expert opinion
Azat Timerkhanov, head of the Avtostat press service, offers a measured take:
“In Russia, there is still more talk than action when it comes to electric vehicles. People hear about plans and intentions from various companies, but the survey results speak loudly: more than 60 percent remain skeptical about the electric Largus, and roughly a quarter feel that price will determine their stance. If another model replaces Largus in the same study, the results would likely be similar.”
“The current climate suggests that Russians are not yet prepared to purchase electric vehicles in large numbers. They tend to cost more than traditional internal combustion options, and prices are unlikely to drop while overall car costs have surged,” he adds.
He cautions, however, that should the information environment expand and more data emerge about electric cars, interest could grow over time. The prospect of owning an EV as a second car in a family, particularly with a developing charging and service infrastructure, might appeal to a segment of the population. The state and business sectors face questions about infrastructure advancement, subsidies, and policy direction.
Nikita Gudkov, deputy editor-in-chief of Behind the Wheel, provides a practical perspective:
“Readers show resilience and realism: nearly two-thirds say no to electric vehicles. This reflects life in a country with cold winters, long distances, and occasional fueling challenges on national roads. Electric vans could find a niche for last-mile tasks in pedestrian zones or protected areas, but demand at scale remains doubtful.”
He notes that price is a universal hurdle. In markets where electric vehicles have gained traction, subsidies, tax incentives, and other incentives have often played a decisive role. Without government support, EVs can struggle to demonstrate meaningful savings, even when they offer environmental or operational benefits. The broader question of why policymakers push the energy transition is part of a larger economic and strategic debate.
Gudkov emphasizes that if state subsidies positioned the price of an electric Largus near that of a gasoline-powered version, demand could rise. Yet, he argues that society pays the subsidy through broader public expenditures, and the funds might be better directed toward essential infrastructure such as road networks and charging networks, which would have a wider impact on mobility and logistics.