The flow of new and used cars, spare parts and consumables delivered privately to Russia since the beginning of the CBO is only growing. Rebellious figures – tens of percent everywhere. The company is marginal, profitable and attractive, but it is unable to fundamentally solve the problem of lack of official supply. And that makes parallel imports a temporary solution that will soon be back to the old pre-war and pre-war levels.
First, it is worth remembering that it is profitable to transport only those goods on which you can earn. No one is going to do charity – it’s just a business. Therefore, new cars brought in “gray” are a high price segment. More than 3-3.5 million rubles. It is simply impossible to get income from state employees, and after all, the delivery of a batch – be it a car or a whole car transporter – is a freeze of funds for a long time.
Professional participants talk about three months and 400,000 rubles in mandatory payments for each unit of production. How much do you have to throw on top of it so that there is interest in doing this further? Well, not less than 300,000-500,000 rubles. With a conditional Renault Logan, such a maneuver will not work.
The second important aspect is risk. A lot has also been said about him: troubles regularly arise at “checkpoints”, and Kazakhstan, the main source of new cars and a popular “stop station”, constantly puts spokes in the wheels, afraid of secondary sanctions with a big spoon To hit .
As a result, of course, cars are confiscated, but the volume and number of bribes is rapidly increasing. And this, as you understand, directly affects the final price of the product. Again, the import of budget cars loses all advantages in this case.
The third and perhaps the most important point is the financial instruments. Most Russians are already accustomed to using loans for large purchases, which is the standard for the car. It doesn’t matter if it’s new or used. The cost of consumer loans has risen sharply, there are no special offers from brands, not all “private traders” have agreed with banks on a brokerage license.
As a result, the car brought along can only be bought in cash, or through a consumer loan with a breathtaking percentage. Warranties, maintenance, spare parts in stock and other “nuances” – beyond the checkout. The “reserve” history is already being crushed by major suppliers. Although private traders immediately appeared in this niche, they disappear just as quickly.
As soon as the Chinese adjust the volume and target the lower price segment, AvtoVAZ spreads its wings and the Iranians settle in, parallel imports will begin to decrease, leaving only one – the highest – price segment: the European premium, which is now the most common among the “gray deliveries”. Indeed, it is much easier to add a million or two to an eight-figure figure and strike a mutually beneficial deal.
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The flow of new and used cars, spare parts and consumables delivered privately to Russia since the beginning of the CBO is only growing. Rebellious figures – tens of percent everywhere. The company is marginal, profitable and attractive, but it is unable to fundamentally solve the problem of lack of official supply. And that makes parallel imports a temporary solution that will soon return to the former pre-war and pre-war levels.
First, it is worth remembering that it is profitable to transport only those goods on which you can earn. No one is going to do charity – it’s just a business. Therefore, new cars brought in “gray” are a high price segment. More than 3-3.5 million rubles. It is simply impossible to get income from state employees, and after all, the delivery of a batch – be it a car or a whole car transporter – is a freeze of funds for a long time.
Professional participants talk about three months and 400,000 rubles in mandatory payments for each unit of production. How much do you have to throw on top of it so that there is interest in doing this further? Well, not less than 300,000-500,000 rubles. With a conditional Renault Logan, such a maneuver will not work.
The second important aspect is risk. A lot has also been said about him: troubles regularly arise at “checkpoints”, and Kazakhstan, the main source of new cars and a popular “stop station”, constantly puts spokes in the wheels, afraid of secondary sanctions with a big spoon To hit .
As a result, of course, cars are confiscated, but the volume and number of bribes is rapidly increasing. And this, as you understand, directly affects the final price of the product. Again, the import of budget cars loses all advantages in this case.
The third and perhaps the most important point is the financial instruments. Most Russians are already accustomed to using loans for large purchases, which is the standard for the car. It doesn’t matter if it’s new or used. The cost of consumer loans has risen sharply, there are no special offers from brands, not all “private traders” have agreed with banks on a brokerage license.
As a result, the car brought along can only be bought in cash, or through a consumer loan with a breathtaking percentage. Warranties, maintenance, spare parts in stock and other “nuances” – beyond the checkout. The “reserve” history is already being crushed by major suppliers. Although private traders immediately appeared in this niche, they disappear just as quickly.
As soon as the Chinese adjust the volume and target the lower price segment, AvtoVAZ spreads its wings and the Iranians settle in, parallel imports will begin to decrease, leaving only one – the highest – price segment: the European premium, which is now the most common among the “gray deliveries”. Indeed, it is much easier to add a million or two to an eight-figure figure and strike a mutually beneficial deal.
Source: Avto Vzglyad
Donald Salinas is an experienced automobile journalist and writer for Div Bracket. He brings his readers the latest news and developments from the world of automobiles, offering a unique and knowledgeable perspective on the latest trends and innovations in the automotive industry.