Prices in both new and used car markets have softened slightly. Buyers are wary of paying top dollar for vehicles that were cheaper just months ago. Yet the current political climate means there is no need to wait for a fresh wave of European imports anytime soon.
Expert opinion
An industry editor notes that dealers are moderating their ambitions to protect current business during this challenging period. The same trend is visible in the pre-owned segment, where prices track closely with new-vehicle pricing. When new-car prices rise, buyers turn toward relatively fresh used cars, but they still expect yesterday’s bargains. As a result, demand on the used market dries up and sellers nudge prices downward, though substantial discounts are not guaranteed. The market lacks meaningful competition for clear price breaks.
The lineup remains skewed toward AVTOVAZ and UAZ, along with Chinese brands like Haval, Geely, and Chery, with other manufacturers filling in only parts of demand. The traditional entry point remains Lada, followed by lower-tier options, then the Chinese brands that may not fully supplant established premium brands. If remaining players lift production and delivery, total sales could reach roughly 700,000 to 800,000 units this year, still far below demand that has outpaced supply in recent years.
Visits to regional dealerships reveal a fresh to-market Granta advertised as an anti-crisis model, offering basic luxury touches like air conditioning. It is priced around 887,000 rubles, which still feels steep in the local context. Earlier Granta models with ABS and two airbags command about 1,030,000 rubles, and that reality is not just a Moscow phenomenon.
When it comes to foreign brands, the market remains largely quiet and uncertain about when movement might resume. Korean cars face a slow start, while German brands look to re-enter, hoping Japanese partners will cooperate. Until the broader international situation stabilizes, it is hard to predict when these brands will receive clearance. Dealers of these marques can only resell existing stock, and shortages are likely to persist, keeping new registrations in check.
There is a temporary window through parallel imports, but the selection is uneven. In practice, cheaper models are not the primary focus; buyers often opt for larger, more expensive crossovers. Private traders as well as newly formed firms are active, and official dealers are gradually exploring this channel too. A warranty typically costs extra at the point of sale, with the warranty validity often provided by the seller rather than the manufacturer. Still, these flows remain limited, unable to replace mass production and consistent supply.