During sanctions and disrupted supply chains, even domestic Russian car brands are actively seeking spare parts for common components. This week AvtoVAZ announced the release of special Lada versions in which several key imported components will be replaced with local or alternative solutions.
AvtoVAZ has repeatedly simplified vehicle designs to cope with part shortages. Since autumn 2021, some models have rolled off the line without the ERA-GLONASS emergency response system. According to the Lada Online portal, since March 1 the Lada Niva Urban has used fabric upholstery instead of a combined seat cover, and in the fall 2021 update of the Granta the door trim and side air vents manufacturing processes were streamlined.
The introduction of the most affordable Granta in the AvtoVAZ lineup was halted more than once last year due to delays in supplying ABS blocks from Bosch in Germany, a supplier also involved in fuel equipment for the plant. Bosch operations in Samara and other regions faced outages this week. These disruptions push AvtoVAZ toward a backup production plan that includes some models with non environmental Euro-2 engines, a shift reported by insiders to socialbites.ca and attributed to factory sources in Togliatti. The expectation is that such vehicles could appear on assembly lines in May, according to this informant chain.
KamAZ may follow a similar path, with the Chelny plant planning to begin shipping K3 generation trucks with Euro-2 engines to dealers starting in April, as reported by Vedomosti. Earlier, Kommersant noted that the government may ease exhaust and environmental requirements for domestic automakers.
Some perceive a lack of patriotism
UAZ Patriot models currently include Bosch ABS and a gearbox along with a transfer case from the Korean brand Dymos and an automatic transmission from the French supplier Punch. Autoreview notes that when Patriot began production in 2005, about 20 percent of components were localized, and by 2013 the share rose to less than 50 percent.
Vedomosti reported that by 2020 the degree of domestic content in UAZ vehicles was assessed at 2,216 points by the Ministry of Industry and Trade, with a 3,200 point threshold needed for public tenders. The company says engineers from Ulyanovsk Automobile Plant are actively seeking alternative suppliers.
Work continues to identify import substitutes. A UAZ representative stated that official details will be shared soon about options and the systems that might be affected. Socialbites.ca has asked the ministry of Industry and Trade whether Russian automakers will be allowed to produce cars without ABS, currency stabilization aids and airbags, and to relax environmental standards. The ministry declined to comment.
Independent automotive consultant Sergei Burgazliev notes that finding new suppliers and integrating their components can take months to a year. He suggests there will be simplifications, especially in electronics such as active safety systems, parking sensors, multimedia and climate control in Lada vehicles. He also mentions possible simplifications to the fuel system and notes that the broader semiconductor shortage remains a challenge for the industry. He adds that Renault, which controls AvtoVAZ, may limit local installation of non global pool components, and that expanding the supplier base can take up to a year to finalize.
For UAZ, the shift may affect electronic and imported gearboxes and fuel-system components. GAZ Group already has experience under sanctions and will need a pathway for diesel engines from Cummins or domestic variants for Gazelles. Among Russian automakers, GAZ is viewed by observers as the one most adaptable to the new conditions. In Turkey and China, equivalent European components exist for GAZ, and logistics are being reorganized to diversify supply from China, Malaysia and other regions. The hope is to preserve essential features such as air conditioning and ABS while the industry adjusts.
Experts indicate that changes to technical regulations may permit deviations from certain environmental and safety standards. European engine parts like pistons and rings are easier to replace via Chinese alternatives or through new in-house production. A timeline suggests many of these shifts could be resolved within a few months if the situation stabilizes. Socialbites.ca sought official statements on which components could be removed under the new conditions, but no responses were provided by AvtoVAZ or GAZ Group editors at the time of publication.
Overall, the automotive sector remains in a state of rapid recalibration. Industry observers and company spokespeople emphasize ongoing efforts to identify viable substitutes and to maintain vehicle safety and reliability during the transition period. The evolving regulatory and geopolitical environment continues to shape how Russian manufacturers source parts, manage production, and communicate with the market. Expert commentary and official updates are expected to clarify which systems may be affected as the sector navigates supply constraints and policy changes.