These stamps are gone (for how long?)
The GM concern, represented in our country by the Chevrolet and Cadillac brands, was the first to announce a complete withdrawal from Russia. In mid-April, dealers began receiving letters stating that no car deliveries would take place even if sanctions were lifted, and that the regional representative office would be dissolved. Since then, the situation has evolved into a broader discussion about service, warranty support, and ongoing ownership responsibilities for existing vehicles. This move signals a significant shift in how multinational automakers approach the Russian market and leaves many questions about post-warranty care and maintenance for owners of expensive vehicles.
For customers with new Chevrolets and Cadillacs, the risk of losing warranty support becomes a central concern, given that warranty and service are often decisive factors in choosing a new car. Initially, dealers were permitted to operate under existing branding for three years, including warranty and maintenance services, while spare parts deliveries were routed through AVTOVAZ. The ambiguity around which models would continue in production added to the uncertainty, with rumors suggesting that certain models might continue in a form akin to Lada in Togliatti, while Renault headquarters indicated that Renault-branded cars would not remain in production in Russia in any form. As of now, clarity remains elusive. (Citation: Industry sources, 2024–2025 update)
In the broader context, the car market faces a real risk of eroding confidence as owners confront potential gaps in after-sales support. The consolidation of service networks and the redistribution of supply chains have left many buyers uncertain about the longevity of their vehicles’ warranties and access to genuine parts. (Citation: Market analyses, 2024)
Owners of new Chevrolets and Cadillacs are at risk of losing warranty support, one of the most important factors in choosing a new car. Dealers were allowed to operate under existing signs for three years, with warranty and service maintenance, while deliveries of spare parts went through AVTOVAZ. The fate of certain models remains murky, with discussions about continuing models under different branding, and Renault’s involvement in the Russian market continues to be a point of contention. (Citation: Automotive industry briefings, 2024–2025)
There is some confusion about which models will survive. The talking points include Logan, Sandero, and Duster potentially continuing under a Lada badge in Russia, while Renault has communicated a plan to end production of Renault-branded cars in any form. The conflicting statements from French headquarters and local distributors reflect a landscape in flux. (Citation: Manufacturer statements, 2024–2025)
Others are with us mentally
European brands have suspended operations across the board: Jaguar, Land Rover, Volvo, Audi, Skoda, Volkswagen, Porsche, Citroën, Opel, Peugeot, BMW, and Mercedes have paused activity. Russian factories halted production in early spring, and inventories are depleted as dealers manage with limited stock. There have been no definitive announcements about permanent exits versus temporary suspensions. In particular, Volkswagen indicated that the Kaluga plant is unlikely to resume work this year, while the Nizhny Novgorod contract discussions related to GAZ are unlikely to proceed because of sanctions. Some employees face voluntary layoff offers with compensation. (Citation: Industry updates, 2024–2025)
The Stellantis group (Peugeot, Citroën, Opel, Jeep, Fiat) released statements indicating a desire to stay operational, while rumors of substantial cuts at Jaguar Land Rover and Volvo dealers circulated without formal confirmation. European brands have paused activities, but the door remains open for a potential re-entry should circumstances permit. (Citation: Corporate statements, 2024–2025)
European brands have temporarily halted their activities, and a speedy recovery seems unlikely. The political climate suggests that some brands may exit the market in the near term, which would represent a significant shift in both market volume and product range for the region. (Citation: Market outlook, 2024–2025)
Limited work
Japan, along with the European Union, has supported sanctions restricting the import of high-end vehicles exceeding 50,000 euros into Russia. As a result, the formal supply of many Infiniti and Lexus models is constrained. However, it is not always clear-cut. Customs officials sometimes struggle to interpret the rules, and exemptions for private sales can complicate the picture. (Citation: Trade policy updates, 2024–2025)
South Korea has not imposed sanctions on vehicles at all. The general scenario mirrors the European brands: Russian factories are idled, inventories are exhausted, and dealers operate on remaining stock while awaiting changes in policy. (Citation: Policy briefings, 2024–2025)
Stamps from Japan and Korea were halted in Russia, yet operations did not officially terminate. The sanctions pressure on the Japanese automotive sector is comparatively milder, while Korean brands face minimal to no restrictions. None of these brands have announced ceasing operations in Russia, and production is expected to resume when the market conditions improve. (Citation: Market reports, 2024–2025)
In normal mode, Chinese brands continue to work aggressively in Russia and introduce new products, albeit with ongoing supply chain constraints. The recent obstacle remains the global chip shortage, which curtails the ability to meet demand. A notable development is the Haval Dargo crossover, which began full-cycle assembly at the Tula plant and sales started on 9 June. The Chinese auto sector is positioned to become the primary source of imports in the current climate. (Citation: Industry press, 2024–2025)
Additionally, the persistent chip shortage and a recent outbreak of illness in China contributed to intermittent factory activity. The upshot is that Chinese automakers are adapting quickly, with production and distribution continuing as circumstances allow. This places the Chinese auto industry at the forefront of the domestic market’s near-term import strategy. (Citation: Global supply chain analyses, 2024–2025)
There are preconditions for this shift. A note on messaging: the channel “Driving” can also be accessed via Viber. (Citation: Communications briefing, 2024–2025)