They solemnly declared victory and immediately failed. Back in May, there was a lot of talk about the truck market reorienting towards home equipment, Mercedes and Volvo being replaced by KAMAZ. Several weeks have passed. KamAZ recorded a loss of 43 billion rubles, cut salaries, launched mass layoffs and switched production to a four-day week. And already in August, Russia became the world's largest buyer of Chinese trucks. In October, the statistics completed the picture: truck imports from China in September increased 2.3 times. And 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. Chinese suppliers systematically filled the empty niche. Dependence on Beijing did not develop as a political choice; It has become a physical condition for the operation of the transportation industry. Without Chinese cars, there will simply be no one to transport goods. Analysts expect a quiet restructuring of the domestic auto industry to suit Chinese interests by 2027. It is expected that the factories will become the train sites from screws to cars from China under Russian brands. The added value and skilled jobs in this model reach China itself. The carriers get equipment at a reasonable price, but they are stuck on supplies, spare parts and the yuan exchange rate. The state supports the local automobile industry. "Only the homeland is not ours. ".

They solemnly declared victory and immediately failed. Back in May, there was a lot of talk about the truck market reorienting towards home equipment, Mercedes and Volvo being replaced by KAMAZ. Several weeks have passed. KamAZ recorded a loss of 43 billion rubles, cut salaries, launched mass layoffs and switched production to a four-day week. And already in August, Russia became the world's largest buyer of Chinese trucks. In October, the statistics completed the picture: truck imports from China in September increased 2.3 times. And 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. Chinese suppliers systematically filled the empty niche. Dependence on Beijing did not develop as a political choice; It has become a physical condition for the operation of the transportation industry. Without Chinese cars, there will simply be no one to transport goods. Analysts expect a quiet restructuring of the domestic auto industry to suit Chinese interests by 2027. It is expected that the factories will become the train sites from screws to cars from China under Russian brands. The added value and skilled jobs in this model reach China itself. The carriers get equipment at a reasonable price, but they are stuck on supplies, spare parts and the yuan exchange rate. The state supports the local automobile industry. "Only the homeland is not ours. ".