Evolution
In the spring, Lipetsk Region and Motorinvest announced an exclusive investment agreement to manufacture electric vehicles under the Evolute brand. Production of machines began in September. Evolute aims to roll out 2,000 electric vehicles by the end of 2022, according to the company’s press service.
The factory is currently assembling the i-PRO sedan. By year end, assembly will start on the i-Joy compact crossover and the Evolute i-Van minivan. The i-Jet cross-coupe is planned for a 2023 launch. The Motorinvest plant anticipates producing between 10,000 and 15,000 electric vehicles next year, a plan described by company officials and industry observers.
Evolute already has dealers in Moscow, Saint Petersburg, Nizhny Novgorod, Kazan, Voronezh, Krasnodar, and Sochi, with a dealer set to open in Rostov-on-Don soon.
The recommended retail price for the compact i-PRO electric sedan is 2.99 million rubles. State subsidies reduced the price by 0.925 million rubles, bringing the cost to around 2.1 million rubles.
Manufacturers report a range of up to 420 kilometers on a single charge under WLTP testing. In size, the sedan mirrors the Kia Cerato. Observers noted that the EV resembles a Dongfeng Aeolus E70 from 2020, a point discussed by industry sources. Independent coverage suggested Evolute could benefit from subsidies with several hundred cars sold monthly, though some analysts estimate 10,000 to 12,000 units next year at most.
One analyst emphasized that even with discounts, the sedan remains a premium option for many buyers. The subsidies might boost profitability and growth, but in the mass market, replacing larger, established brands within three years remains unlikely, according to industry voices.
Some experts see strong prospects for Evolute in business services and corporate contracts. They caution, however, that cooperation with Chinese suppliers could be affected by future U S sanctions, a risk highlighted by market observers in discussions with trade press.
“Moscow”
Renault handed over control of its Moscow factory to the city administration in May, and the Moskvich brand was revived for the enterprise. Moscow’s mayor, Sergei Sobyanin, indicated the plant would begin operating in December and would produce about 600 cars per month, with around 200 being electric vehicles.
Moskvich has already opened dealer applications and received dozens of inquiries from cities across Russia. It remains unclear which models will bear the Moskvich name by October’s end. Analysts noted that Chinese brands like JAC presented samples under the Moskvich label.
Analysts such as Sergey Burgazliev questioned whether Moskvich could replace Renault, which exited Russia. If the plant can reach 15–20 percent of planned output, it would show potential, but the project does not yet inspire strong confidence. JAC models are expected to be produced at the same plant, but certainty remains elusive.
Industry observer Igor Morzharetto expects Moskvich to function similarly to Evolute, assembling cars from assembled Chinese kits. Projections place Moskvich electric vehicles in the same price tier as Evolute, roughly 3–4 million rubles before subsidies. The gasoline Moskvich would likely sit around 2–3 million rubles. Morzharetto also noted that a true Renault replacement is unlikely, as older Renault models previously offered pricing around 1 million rubles, a market no longer accessible with the same price point.
EVM Pro
Last year, Electric Vehicles Manufacturing Rus, based in Saint Petersburg, introduced the EVM Pro, promoted as Russia’s first electric truck. Built on a long-base UAZ Profi chassis, the truck is claimed to have a 300-kilometer range per charge, a gross weight of 3.5 tons, and a payload of up to one ton.
Production is planned at a facility near three thousand square meters in the Technopolis Moscow special economic zone, with a price tag of about 3.5 million rubles. State subsidies may cover around 650 thousand rubles for buyers. Industry experts have mixed views, with some suggesting limited large-scale production and others noting the potential only as a niche project.
Observers point out that retrofitting old platforms for electric drivetrains may face fundamental challenges. The idea is seen as a proof of concept rather than a mass-market solution, as noted by several automotive voices in discussions about the project.
Replacing the Chinese Nissan
In mid-October, it was reported that Nissan Manufacturing Rus assets in Saint Petersburg and related facilities were approved for sale to the Russian state, represented by FSUE NAMI and linked to the Ministry of Industry and Trade. The transfer is expected to complete in early November, according to industry coverage.
Data from a major business daily suggested the Nissan plant would continue to operate with Chinese partners through KamAZ, with FAW named as one of the participating Chinese firms. In this scenario, the plant would follow a Moskvich-like path, explained by analysts. Experts note that car assembly would likely not begin before 2024, given the regulatory and operational steps involved.
Nissan’s factory system is described as highly adaptable, capable of producing sedans, crossovers, and wagons with minimal frame construction. Analysts say most Chinese crossovers could fit within these parameters, though a concrete plan remains uncertain.
Iranian “budgets”
Iranian automaker Iran Khodro, known for low-cost vehicles around one million rubles, has signaled plans to operate in Russia. Iranian SAIP has echoed similar intentions. Local production would be essential for competitiveness, as imported vehicles would carry higher costs, according to industry voices.
Experts expressed doubts about the long-term viability of Iranian offerings, noting the need for localization, dealer networks, and test drives. Achieving broad consumer acceptance could take time, with industry observers suggesting a one-year horizon for resolving key issues.
These assessments reflect a cautious but engaged view of Russia’s evolving EV landscape, where government support, local manufacturing, and international partnerships will shape which models gain traction and which projects fade away in the coming years.