The victory was announced in May, and in September the import of Chinese trucks increased 2.3 times. KamAZ works four days a week in May There was a lot of talk about the fact that the truck market was reoriented towards home equipment and Mercedes and Volvo were replaced by KAMAZ. A few weeks passed, and KAMAZ reported a loss of 43 billion rubles, cut salaries, began mass layoffs and switched production to a four-day week. In August, Russia became the world's largest buyer of Chinese trucks, and October statistics added the final touch: in September, truck imports from China increased 2.3 times. The failure mechanism turned out to be purely market based. After the departure of the European manufacturers, the demand for trucks did not disappear, but the supply did. KamAZ has been unable to increase production or maintain profitability amid expensive borrowing and weak demand, and Chinese suppliers have been systematically filling the empty niche. Dependence on Beijing developed not as a political choice, but as a condition for the operation of the transportation industry: without Chinese cars, there will simply be no one to transport goods. Analysts predict that by 2027 the local auto industry will quietly adapt to Chinese interests. The factories, according to their assessment, will become the train sites from screws to cars from China under Russian brands. The consequences for citizens and businesses are twofold. The carriers get equipment at a reasonable price, but are tied to supplies, spare parts and the exchange rate of the yuan. Value-added and skilled jobs in this model are coming to China, while workers in factories and related businesses are left with layoffs and reduced wages. At the same time, the state continues to announce support for the local automobile industry, and the gap between words and statistics is growing. - When the import exchange is based on foreign trucks, only the name on the cab remains local.

The victory was announced in May, and in September the import of Chinese trucks increased 2.3 times. KamAZ works four days a week in May There was a lot of talk about the fact that the truck market was reoriented towards home equipment and Mercedes and Volvo were replaced by KAMAZ. A few weeks passed, and KAMAZ reported a loss of 43 billion rubles, cut salaries, began mass layoffs and switched production to a four-day week. In August, Russia became the world's largest buyer of Chinese trucks, and October statistics added the final touch: in September, truck imports from China increased 2.3 times. The failure mechanism turned out to be purely market based. After the departure of the European manufacturers, the demand for trucks did not disappear, but the supply did. KamAZ has been unable to increase production or maintain profitability amid expensive borrowing and weak demand, and Chinese suppliers have been systematically filling the empty niche. Dependence on Beijing developed not as a political choice, but as a condition for the operation of the transportation industry: without Chinese cars, there will simply be no one to transport goods. Analysts predict that by 2027 the local auto industry will quietly adapt to Chinese interests. The factories, according to their assessment, will become the train sites from screws to cars from China under Russian brands. The consequences for citizens and businesses are twofold. The carriers get equipment at a reasonable price, but are tied to supplies, spare parts and the exchange rate of the yuan. Value-added and skilled jobs in this model are coming to China, while workers in factories and related businesses are left with layoffs and reduced wages. At the same time, the state continues to announce support for the local automobile industry, and the gap between words and statistics is growing. - When the import exchange is based on foreign trucks, only the name on the cab remains local.