China exported 7.098 million vehicles in 2025, up 21.1% year-on-year, with NEV exports doubling to 2.615 million units (CAAM). For importers targeting Russia and Central Asia, these numbers confirm stronger supplier availability and more export-ready models \u2014 but they do not guarantee easier market entry. Each destination country carries distinct tariff, certification, and policy risks that importers must verify independently before placing orders.<\/p>\r\n
Last Updated: May 2026<\/em><\/p>\r\n\r\n
Key China EV Export Data Importers Should Know<\/h2>\r\n
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China’s total vehicle exports reached 7.098 million units in 2025<\/strong>, up 21.1% year-on-year (CAAM).<\/li>\r\n
A separate CPCA count that includes KD kits puts the 2025 figure at 8.32 million units<\/strong>, up 30% year-on-year.<\/li>\r\n
NEV exports doubled<\/strong> to 2.615 million units in 2025, including 1.65 million BEVs (+66.7%) and 969,000 PHEVs (+230%) (CAAM).<\/li>\r\n
NEVs accounted for approximately 36.8% of total vehicle exports<\/strong> by CAAM count in 2025.<\/li>\r\n
China’s total vehicle sales reached 34.4 million units<\/strong> in 2025, with NEV domestic penetration crossing 50.8% of the domestic market.<\/li>\r\n
Russia<\/strong> remained a top destination but saw a sharp decline \u2014 430,787 passenger vehicle units in Jan\u2013Oct 2025, down 48.5% year-on-year (Gasgoo\/CPCA).<\/li>\r\n
Kazakhstan<\/strong> recorded 149,339 passenger vehicle imports from China in Jan\u2013Oct 2025, up 82.7% year-on-year (Gasgoo).<\/li>\r\n
Chery was the largest Chinese vehicle exporter in 2025 with 1.34 million units, followed by BYD with 1.05 million units.<\/li>\r\n<\/ul>\r\n\r\n
China’s 2025 Auto Export Baseline<\/h2>\r\n
China’s auto export trajectory over the past four years shows consistent acceleration:<\/p>\r\n
\r\nChina total vehicle exports increased from 3.11 million units in 2022 to 7.098 million units in 2025. Source: CAAM.<\/figcaption>\r\n<\/figure>\r\n
Within this total, the NEV export mix shifted significantly in 2025:<\/p>\r\n
\r\n\r\n
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Category<\/th>\r\n
2024 Exports<\/th>\r\n
2025 Exports<\/th>\r\n
Growth<\/th>\r\n<\/tr>\r\n<\/thead>\r\n
\r\n
\r\n
Total NEV<\/td>\r\n
1.284 million<\/td>\r\n
2.615 million<\/td>\r\n
+103.6%<\/td>\r\n<\/tr>\r\n
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BEV<\/td>\r\n
~990,000 (est.)<\/td>\r\n
1.65 million<\/td>\r\n
+66.7%<\/td>\r\n<\/tr>\r\n
\r\n
PHEV<\/td>\r\n
~294,000 (est.)<\/td>\r\n
969,000<\/td>\r\n
+230%<\/td>\r\n<\/tr>\r\n
\r\n
Traditional fuel<\/td>\r\n
~4.576 million<\/td>\r\n
4.483 million<\/td>\r\n
-2%<\/td>\r\n<\/tr>\r\n<\/tbody>\r\n<\/table>\r\n
\r\nChina NEV exports doubled in 2025, with PHEV exports growing faster than BEV exports. Source: CAAM.<\/figcaption>\r\n<\/figure>\r\n
Important distinction:<\/strong> CAAM’s NEV definition includes BEVs, PHEVs (including EREVs), and FCEVs. Do not treat “NEV exports” as equivalent to “pure electric vehicle exports.” PHEVs \u2014 including extended-range models from brands like Li Auto and BYD’s DM-i series \u2014 accounted for a rapidly growing share of NEV exports in 2025.<\/p>\r\n
A separate tally by the China Passenger Car Association (CPCA), which includes KD (knock-down) kits for overseas assembly, puts the 2025 export figure at 8.32 million units. Importers should note which data source they are referencing, as CAAM and CPCA figures use different counting methodologies.<\/p>\r\n
Methodology note:<\/strong> This article uses CAAM data for China\u2019s national export baseline and Gasgoo\/CPCA data for selected passenger vehicle destination trends. CAAM, CPCA, and media-compiled datasets may use different counting methods, including whether KD kits, passenger vehicles, commercial vehicles, NEVs, BEVs, and PHEVs are included. Importers should not mix these figures without checking the data scope.<\/p>\r\n\r\n
What the 2025 Export Data Means for B2B Importers<\/h2>\r\n
For importers considering Chinese vehicles, the 2025 data carries four practical implications:<\/p>\r\n
1. Stronger supplier availability.<\/strong> With over 7 million vehicles exported, Chinese manufacturers have scaled their export operations significantly. More OEMs now offer export-specification models with international compliance features, multilingual interfaces, and region-specific configurations.<\/p>\r\n
2. More export-oriented configurations.<\/strong> The doubling of NEV exports means brands like BYD, Chery, Geely, and Zeekr are increasingly building models configured for overseas markets \u2014 including cold-climate battery packages, right-hand-drive variants, and WVTA\/GCC-ready documentation.<\/p>\r\n
3. More competition among Chinese suppliers.<\/strong> As more Chinese brands enter export markets, importers have greater negotiating power on pricing and terms. However, this also means the low-quality tail of the market is growing \u2014 supplier verification becomes more important, not less.<\/p>\r\n
4. Greater policy scrutiny.<\/strong> Export growth has triggered protectionist responses in multiple markets. The EU’s anti-subsidy tariffs on Chinese EVs, Russia’s recycling fee increases, and various countries’ local assembly requirements all create compliance risks that did not exist two years ago.<\/p>\r\n\r\n
Why Russia and Central Asia Need Separate Interpretation<\/h2>\r\n
Russia and Central Asia are often discussed as a single “post-Soviet” market for Chinese vehicles. This is misleading. Each country has different import duties, certification requirements, payment systems, and market dynamics. Importers who apply Russia’s rules to Kazakhstan \u2014 or Kazakhstan’s logistics advantages to Uzbekistan \u2014 risk costly miscalculations.<\/p>\r\n
Recycling fee + tariff escalation + local assembly pressure<\/td>\r\n
Changing VAT\/duty rules<\/td>\r\n
Transfer restriction to Russia\/KZ<\/td>\r\n
Recycling fee + local assembly impact<\/td>\r\n
Limited data transparency<\/td>\r\n<\/tr>\r\n
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Payment<\/td>\r\n
Sanctions-restricted<\/td>\r\n
Standard banking<\/td>\r\n
Standard banking<\/td>\r\n
Standard banking<\/td>\r\n
Limited banking infrastructure<\/td>\r\n<\/tr>\r\n<\/tbody>\r\n<\/table>\r\n\r\nRussia and Central Asia require separate import analysis because customs framework, fees, certification, and verification risk vary by country.<\/figcaption>\r\n<\/figure>\r\n\r\n
Russia: Large Demand, High Policy and Payment Risk<\/h2>\r\n
Russia was China’s largest single-country export destination for passenger vehicles through most of 2024. However, the market dynamics shifted dramatically in late 2024 and 2025.<\/p>\r\n
What happened:<\/strong> Russia tightened import cost conditions through higher recycling\/utilization fees, stricter enforcement against grey-channel imports, and tariff pressure on finished vehicle imports. These combined measures eroded the price competitiveness of imported Chinese vehicles and increased the importance of route, customs classification, certification, and local broker verification.<\/p>\r\n
The result:<\/strong> China’s passenger vehicle exports to Russia totaled 430,787 units in January\u2013October 2025, a decline of 48.5% year-on-year (Gasgoo, citing CPCA data). Russia’s overall new car market contracted approximately 15.6% to around 1.33 million units in full-year 2025 (CAAM). Chinese-brand market share reportedly fell from 58.5% to 51.7%, though importers should verify this with current local registration data.<\/p>\r\n
Early 2026 recovery:<\/strong> In January\u2013February 2026, China exported 108,392 passenger vehicles to Russia, nearly doubling from the depressed first two months of 2025. Russia remained China’s largest single export destination by CPCA count. However, Moscow continues to pressure Chinese automakers to establish local assembly rather than import finished vehicles.<\/p>\r\n
What importers should verify:<\/strong><\/p>\r\n
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Current recycling\/utilization fee schedule and whether further increases are planned<\/li>\r\n
Import tariff rate applicable to your specific vehicle category<\/li>\r\n
GOST-R and ERA-GLONASS certification requirements<\/li>\r\n
Payment channel feasibility given ongoing sanctions constraints<\/li>\r\n
Whether your target brand has or plans local Russian assembly (which may change CBU import economics)<\/li>\r\n<\/ul>\r\n\r\n
Kazakhstan: Regional Hub, Not a Simple Low-Cost Channel<\/h2>\r\n
Kazakhstan recorded 149,339 passenger vehicle imports from China in January\u2013October 2025, up 82.7% year-on-year, making it a top-10 destination for Chinese vehicle exports. The country serves as both an end market and a logistics hub for Central Asian distribution.<\/p>\r\n
Why Kazakhstan is attractive:<\/strong> EAEU membership provides a common customs framework with Russia and Kyrgyzstan. Geographic position between China and western Central Asia\/Russia makes it a natural logistics node. Chinese brands like BYD and Zeekr have established presence with competitive pricing.<\/p>\r\n
Why it is not a simple channel:<\/strong><\/p>\r\n
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Recent reporting indicates that Kazakhstan’s annual EV duty exemption quota may have been fully utilized in 2025. Importers should verify whether exemptions remain available for current and future shipments.<\/li>\r\n
VAT rates have reportedly increased. Importers must confirm the current applicable rate with a local customs broker before calculating landed costs.<\/li>\r\n
Russia’s crackdown on re-exports through Kazakhstan means vehicles imported into Kazakhstan for onward sale to Russia face additional scrutiny and potential penalties.<\/li>\r\n
Local broker verification is essential for current duty rates, recycling fees, and certification requirements.<\/li>\r\n<\/ul>\r\n
What importers should verify:<\/strong><\/p>\r\n
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Whether EV duty exemptions still apply or have been modified for 2026<\/li>\r\n
Current VAT rate and any planned changes<\/li>\r\n
OTTC certification requirements for specific vehicle models<\/li>\r\n
Whether your intended distribution model (Kazakhstan end-market vs. re-export) is legally supported<\/li>\r\n<\/ul>\r\n\r\n
Kyrgyzstan: Import Activity Does Not Mean Free Re-Export<\/h2>\r\n
Kyrgyzstan is an EAEU member with a reported 2026 EV duty exemption, which has attracted import activity. However, importers must understand a critical restriction: vehicles imported into Kyrgyzstan under favorable EV terms are not eligible for free circulation to Russia or Kazakhstan.<\/strong> This is not simply a matter of paying a tariff difference \u2014 Kyrgyzstan-imported vehicles may be blocked from re-registration in Russia or Kazakhstan entirely, depending on certification status, vehicle origin documentation, and destination-country enforcement posture.<\/p>\r\n
Russian customs authorities have specifically targeted vehicles entering Russia via Kyrgyzstan under grey-channel arrangements. Importers who attempt to use Kyrgyzstan as a low-cost entry point to the Russian or Kazakh market face seizure risk, penalties, and loss of the vehicle.<\/p>\r\n
What importers should verify:<\/strong><\/p>\r\n
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Whether the 2026 EV duty exemption is still active and under what conditions<\/li>\r\n
Whether vehicles imported under Kyrgyzstan’s EV exemption carry restrictions on cross-border transfer within the EAEU<\/li>\r\n
Local registration and certification requirements<\/li>\r\n
Do not treat Kyrgyzstan as a backdoor to Russia or Kazakhstan<\/strong> \u2014 this is not a tariff-arbitrage opportunity but a compliance trap<\/li>\r\n<\/ul>\r\n\r\n
Uzbekistan: Growing EV Market With Fee Verification Risk<\/h2>\r\n
Uzbekistan is not an EAEU member and maintains its own trade rules. The country has shown growing interest in Chinese EVs, with favorable policy treatment in recent years including temporary duty exemptions for electric vehicles.<\/p>\r\n
However, Uzbekistan’s market has structural differences: UzAuto Motors (formerly GM Uzbekistan) has historically dominated domestic passenger car production, and Chinese brands face competition from established local assembly operations. Recycling fees and potential changes to EV duty exemptions need verification before committing to large orders.<\/p>\r\n
What importers should verify:<\/strong><\/p>\r\n
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Current EV import duty status \u2014 whether 0% duty still applies and for how long<\/li>\r\n
Recycling fee applicability and rates<\/li>\r\n
Whether local assembly by Chinese brands may affect CBU import economics<\/li>\r\n
Charging infrastructure standards and compatibility with Chinese EV models<\/li>\r\n<\/ul>\r\n\r\n
Tajikistan and Turkmenistan: Data-Limited Markets<\/h2>\r\n
Public data on vehicle imports for Tajikistan and Turkmenistan is limited. Both countries have small markets relative to Russia, Kazakhstan, and Uzbekistan.<\/p>\r\n
Tajikistan<\/strong> has shown recent policy interest in Chinese EVs. Reports indicate that Tajikistan introduced EV import tax and duty exemptions, and that Dushanbe has promoted EV adoption for public transport. However, import volumes are small, publicly available trade data is sparse, and importers should not rely on secondary reporting without local verification of current policy status.<\/p>\r\n
Turkmenistan<\/strong> has minimal public trade data available. Import policies are opaque and local broker verification is essential before any shipment.<\/p>\r\n
What importers should verify:<\/strong><\/p>\r\n
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Do not assume rules from Russia, Kazakhstan, or Uzbekistan apply to these markets<\/li>\r\n
Local broker verification is required for current duty, tax, and certification rules<\/li>\r\n
Market size may not justify large-volume orders without confirmed local demand<\/li>\r\n<\/ul>\r\n\r\n
What the Data Does Not Tell You<\/h2>\r\n
China’s export growth numbers are powerful headline indicators, but importers should be aware of what the data does not reveal:<\/p>\r\n
1. Export volume does not equal import profitability.<\/strong> A country receiving more Chinese vehicles does not mean margins are improving. Tariff increases, recycling fees, and currency fluctuations can erode margins even as volumes grow.<\/p>\r\n
2. Export growth does not mean easier local registration.<\/strong> Each country has its own vehicle certification and registration requirements. A vehicle that is export-ready from China may still require months of local certification before it can be legally registered.<\/p>\r\n
3. National demand data does not replace model-level suitability.<\/strong> Knowing that Kazakhstan imported 149,000+ Chinese vehicles does not tell you which models, price segments, or powertrain types are selling best. Model-level research is required.<\/p>\r\n
4. Logistics capacity varies by route.<\/strong> Rail and truck capacity between China and Central Asia fluctuates seasonally. Export data does not reflect whether logistics slots are available for your timeline.<\/p>\r\n
5. Tariff and fee rules can change.<\/strong> Russia’s 70\u201385% recycling fee increase in October 2024 fundamentally altered the market within weeks. Importers should not assume current rules will remain stable.<\/p>\r\n\r\n
Data Checklist for Importers Before Ordering<\/h2>\r\n
Before placing an order based on China EV export data, verify each of the following for your specific destination country:<\/p>\r\n
![\"China](\"data:image\/svg+xml,%3Csvg%20xmlns%3D%27http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%27%20width%3D%271448%27%20height%3D%271086%27%20viewBox%3D%270%200%201448%201086%27%3E%3Crect%20width%3D%271448%27%20height%3D%271086%27%20fill-opacity%3D%220%22%2F%3E%3C%2Fsvg%3E\")
\r\n![\"China](\"https:\/\/automotive-index.com\/wp-content\/uploads\/2026\/05\/china-total-vehicle-exports-2022-2025.webp\")
\r\n![\"China](\"https:\/\/automotive-index.com\/wp-content\/uploads\/2026\/05\/china-nev-export-growth-2024-2025.webp\")
\r\n![\"Russia](\"https:\/\/automotive-index.com\/wp-content\/uploads\/2026\/05\/russia-central-asia-ev-import-risk-matrix.webp\")
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