The parallel import scheme in Russia, which allows goods to enter the market without the copyright holder’s explicit permission, has been in operation since early May. Yet, it has quickly become clear that bringing cars through this channel presents a distinct set of hurdles.
Technical regulations within the Customs Union mandate a vehicle type approval for models sold domestically. At present, this crucial clearance is not being issued by the primary importer, creating a bottleneck that slows and complicates entry. Beyond this, several other obstacles persist that complicate the landscape for any brand or model seeking to enter the market through parallel channels.
Observers note that cars designed for different regional markets come with divergent specifications. For instance, vehicles fitted with two air conditioning units and minimal heating are often directed toward Gulf markets where winters are nonexistent and climate demands differ. Transport routes through Kazakhstan introduce additional layers of complexity. To deactivate a car transporter control system and register vehicles under Kazakh individuals requires finding multiple local participants, coordinating registrations, and managing logistics—an arrangement that is both time-consuming and technically intricate. According to Sergey Tselikov, the director of AUTOSTAT, reported by PRIME, ongoing sanctions-related pressure affects importers and leads them to monitor dealers in Kazakhstan to prevent the movement of certain inventory into other markets.
Industry experts contend that while parallel import mechanisms could enable the entry of select individual cars, scaling this approach into a robust, long-term supply channel remains unlikely. In other words, the system may permit occasional single-copy imports, but turning this into a reliable, repeatable operation would be exceptionally challenging.
When it comes to used cars, the situation is similar in its constraints. Official Russian dealers have not begun importing used vehicles through the formal channels. Instead, about nine-tenths of used cars have arrived from the Far East via private operators, with a noticeable prevalence of right-hand-drive models. This underscores a broader trend where informal routes fill gaps left by stricter, regulated imports.
Even the option to source vehicles from Europe faces friction. Financial institutions sometimes reject payments, and logistical bottlenecks persist. The border for car carriers is effectively constricted, pushing shipments toward maritime ports as the more viable path. Nevertheless, there remains a persistent push by some buyers to explore alternatives, especially given a favorable currency environment that currently enhances purchasing power.
Looking ahead, there is a plausible scenario in which parallel import of auto parts could become more viable. If the focus shifts away from complete vehicle imports and toward parts and components, logistics could be adjusted more easily, reducing some of the regulatory pressure and operational friction. In this light, the automotive ecosystem might pivot toward maintaining supply lines for spare parts, accessories, and non-core components, rather than pursuing large-volume vehicle imports through parallel schemes. This shift would align with a broader strategy of sustaining vehicle maintenance and availability while navigating existing sanctions and regulatory constraints.