illiquid models
Dmitry Rogov, founder of RogovMobil, observes that liquidity issues in the secondary market tend to affect vehicles that were not popular in Russia even in earlier years. These cars often face a rush to exit the market before values drop further.
He notes that a solid car like the Genesis G70, frequently used in carpooling, failed to gain traction in the Russian market. The same goes for the Kia Stinger and certain French brands such as Citroën and Peugeot, along with some low-budget Renault models, which did not win wide approval here.
The expert emphasizes that this trend also involves vehicles closely related to well-known Nissan and Mitsubishi models in Russia, but sold under French brands through cross-brand collaborations.
“There was a Peugeot 4007 crossover identical to the Mitsubishi Outlander, yet it was hard to resell. People wouldn’t understand. If it’s a Peugeot, buyers lose confidence,” Rogov commented.
With Renault, there is a real risk that European models like Laguna and Renault Koleos, sourced from Korea based on Nissan platforms, could become illiquid. Samsung-branded models, imported into Russia via parallel channels, are also likely to struggle in the resale market.
“Samsung cars were bought because they are affordable; going forward, resales in Russia will be challenging. Not only is the Renault brand itself less favored, but cars produced under an entirely foreign brand to Russians will face skepticism,” Rogov concluded.
expensive service
Ilya Plisov, a board member of the Automobile Services Association, explains that in current conditions maintaining most European premium cars over 12 years old has become unprofitable. He adds that aging high-end vehicles like the older Range Rover, older BMW 7 Series, and older Mercedes-Benz models — once popular and well-equipped — are becoming both more affordable in terms of features and increasingly rare, often turning into collector’s items. In response, many owners are replacing them with newer or different brands, including Chinese models, as a practical alternative.
Plisov also points out that the rarer a car is, the harder it becomes to locate spare parts, and the purchase options are often expensive and slow to ship. Lead times can stretch to three to six months, affecting both American and European cars.
“Owners with rare and unusual cars that attract attention often face limited parts availability. This reality pushes up costs and delays repairs,” he notes.
In 2023, owners of Buick, Alfa Romeo, Porsche, Audi, Mercedes-Benz, and several Chinese brands like Changan, FAW JILIN, and BAW experienced extended wait times for spare parts. The overall message is clear: servicing becomes more arduous for rare model lines, while popular brands avoid most of these hurdles.
Shpikalov, who leads service and parts for the Avilon automotive group, argues that the primary cost pressures come not only from price rises for brands exiting Russia but also from exchange rate fluctuations. Parts arrive through parallel imports from other countries; for example, price changes between European markets can range around 20–25 percent. He adds that new high-quality, affordable spare parts alternatives have begun to appear from alternative suppliers.
“it’s better not to have an accident”
The 2022 spike in the spare-parts market was severe, and even though conditions have stabilized, supply gaps for body parts remain, especially for European and American cars. Alexey Ruzanov, the technical director of Fit Service, explains that the cost and lead times for replacement panels have risen sharply. He cites an example: a third-generation Kia Sportage driver’s door (model years 2011–2015) previously available for 45 thousand rubles is now ordered from Korea at about 105 thousand rubles with a 60-day delivery window. Similarly, a latest-generation Volkswagen Tiguan rear bumper, once stocked at 30 thousand rubles, is now procured from the UAE for around 60 thousand rubles, while replacing the original windshield for the latest Mitsubishi L200 costs about 90 thousand rubles after an earlier 40 thousand rubles in-stock option disappeared.
Ruzanov warns that avoiding accidents is wise, since the repair and replacement of large components for foreign cars can exceed the value of the vehicle itself. Regular maintenance and timely minor repairs are essential to minimize the risk of expensive, large-scale bodywork.
He notes that in 2023, owners of Buick, Alfa Romeo, Porsche, Audi, Mercedes-Benz, and several Chinese brands faced longer waits for spare parts. The overall implication is that owning rare models will generally be more challenging, while owners of mainstream brands in the region are less affected when it comes to servicing needs.
Shpikalov also highlights that the principal factor driving price increases in spare parts is exchange-rate volatility. He points out that many parts are imported via parallel channels, and price shifts seen in Europe often mirror those in the domestic market. Nevertheless, the market has seen the emergence of more affordable, high-quality spare-part analogues from alternative suppliers.