Nissan’s Russia Exit: Asset Transfer to NAMI Amid Industry Reorganization

Nissan, the Japanese carmaker, has agreed to transfer its Russian assets to the state represented by FSUE NAMI, according to an official Nissan statement.

In the message, the board signaled an imminent withdrawal from Russia and approved the sale of Nissan’s Russian operations to NAMI. It noted that the move would see control of Nissan Manufacturing Rus LLC shift to NAMI for ongoing passenger car production initiatives.

The company described the deal as a step that will keep the operation active in Russia, with core competencies, the production cycle, and jobs preserved. The workforce is estimated at around two thousand employees.

Nissan added that the sale involves facilities based in St. Petersburg and a Moscow-based sales and marketing division, although the financial terms were not disclosed.

The exit is projected to incur a loss for Nissan of about ¥100 billion (roughly $686 million at current rates).

The press service of Russia’s Ministry of Industry and Trade, citing Deputy Prime Minister Denis Manturov, said NAMI will be free to attract other partners to help install the plant, ensuring continuity of operations.

Manturov stated that negotiations achieved a format in which the enterprise remains functional: essential competencies, the production cycle, and employment—estimated at about two thousand roles—will be maintained.

Volga Automobile Plant officials noted that AvtoVAZ will supply spare parts and warranty service for Nissan vehicles. Earlier, similar steps were taken after Renault’s departure from Russia.

According to Nissan, dealers choosing to continue offering Japanese-brand vehicles are expected to sign new agreements with AvtoVAZ.

Missing pieces

AvtoVAZ will assume management of the central spare parts warehouse and oversee the supply of parts and consumables.

Analyst Sergey Tselikov, head of the Avtostat agency, cautions that the shift could create bottlenecks for large, rare spare parts and warranty repairs, even as consumables like filters and brake pads are less likely to cause disruption.

He notes that Renault and Nissan have faced similar challenges in this transition period, and stocking up on rare parts for the long term is not practical for consumers.

Independent automotive consultant Sergey Burgazliev suggests political factors played a role in Nissan’s decision to exit, similar to recent moves by other brands. He emphasizes that the e-Neva electric vehicle project, developed by the Almaz-Antey concern in St. Petersburg, could benefit from Nissan’s expertise in EV production if the project moves forward under new ownership. The plan would still require substantial refinement, pre-series development, and mass-production preparation.

A fresh tech investor could potentially bring the plant back to full operation, but the wider geopolitical climate complicates investment in Russia’s auto sector. Tselikov points to limited foreign partnerships and notes that only firms with minimal direct ties to foreign governments might consider engagement. Potential players include companies from Iran and India, while others remain wary given tensions with many nations—including China, which has strained relations with Moscow in recent years.

One possibility being considered is a scenario where the plant could be offered without price, enticing potential buyers to step in, though many observers see limited incentive to invest in Russian automobile manufacturing under current conditions.

Official Nissan data show Russia hosts 116 dealerships nationwide. In Moscow, the lineup includes four Murano crossovers, nineteen Terrano models, more than fifty X-Trails, and sixty-six Qashqai crossovers. Nissan’s manufacturing footprint originally began in St. Petersburg in 2006, with the first production rollouts in 2009.