Sanctions and logistical hurdles have disrupted deliveries to Russia from major motorcycle manufacturers worldwide. Harley-Davidson confirmed it would pause motorcycle exports to Russia, while Kyodo reported that Suzuki motorcycles were not being supplied to the country.
shipments to motorcycle dealers were halted by Honda, and the European Union restricted exports of spare parts, including motorcycles and tires, to Russia when orders exceed 5,000 euros. The entire BMW lineup falls under this rule, with the youngest BMW G310 listed at about 5,500 euros in the EU market.
Honda’s Russian representative office told socialbites.ca that the company does not intend to exit Russia but acknowledges supply challenges. “Given today’s supply chain disruptions, delays in product and spare parts deliveries, including guaranteed parts, may occur”, the press service of Honda stated.
Other motorcycle brands from Europe, the United States, and Japan did not respond to inquiries about potential material resumption, stock levels, or pricing strategies at the time of the report.
Dealers note that prices for motorcycles from global brands have surged. “Final prices have risen by 80-100 percent since late February”, said Andrey Olkhovsky, managing director of the Avtodom group, which handles BMW Motorrad, Ducati, and KTM. He added that the majority of the current motorcycle range is available through their network.
Sales in the year ahead are expected to be weaker, though the broader picture shows that the downturn affects more than motorcycles alone. The Russian market for new motorcycles had been growing in recent years. Avtostat reported 18.4 thousand new motorcycle sales in 2021, up 12.6 percent from 2020, with 2020 also showing year-over-year growth from 2019.
Experts warn that sustained bans and restrictions on European, Japanese, and American motorcycle imports could reshape the Russian market. Dealers may increasingly rely on gray-market channels, while Chinese and Indian brands could gain share. Yet heavy motorcycles with powerful engines would remain scarce to replace.
Supply channels through the UAE, Dubai, and Kazakhstan are likely to be involved, and domestic engineers believe gray-market routes will emerge if official channels dry up. Exchange rate fluctuations and payment capabilities will influence pricing, with a sharp rise expected for European and American brands.
Motorcycle brands from Japan, China, India, and Thailand are unlikely to fully replace established European and American models in the Russian market, as enthusiasts prefer the latter. Russia would need to sell roughly 30,000 to 50,000 light motorcycles and at least 10,000 heavy motorcycles annually to consider domestic production viable, according to expert Alexander Astapov.
Ivan Vladimirov, a motorcycle specialist, notes that foreign-brand representations are still weighing options, and some see a possible exit as not significantly impacting the global market. He points out that Harley-Davidson sells less than 1 percent of its global volume in Russia, so a withdrawal would be felt locally but not globally. For Honda, the Russian market is not central in sales terms, yet a continued presence in Russia could still matter for their motorcycle division, Vladimirov observes. BMW remains the leading premium import in Russia, and its future in the market hinges on ongoing relations; for the moment, it is paused.
Chinese brands such as Lifan and Loncin, alongside Indian brands like Bajaj, are expected to expand their footprint amid the disruption. China does not produce engines larger than 400cc in significant quantities, so light bikes are likely to dominate new imports from these regions. In 2021 Bajaj ranked second in Russia’s sales, behind BMW, reflecting the shifting landscape.
Availability of motorcycle gear and accessories poses additional challenges. Most protective equipment, helmets, and specialized footwear market entry to Russia comes through Europe, Japan, and the United States. The real bottleneck will be with lubricants, spare parts, and tires, as Chinese factories focus mainly on smaller-bike components. European and American-made parts for brands like Harley-Davidson and BMW are scarce in the region, and non-genuine alternatives are unlikely to bridge the gap, according to industry observers.
In summary, the evolving sanctions and supply constraints are reshaping Russia’s motorcycle sector. The shift toward gray-market imports and greater reliance on Asian brands could redefine price levels and product availability in the near term, with long-term implications for which brands maintain a strong regional presence. The landscape remains uncertain, and stakeholders watch closely how sanctions evolve and how markets adapt in response.