Under Russia’s New Scrap Fee Rules, Japanese Auction Cars Remain Popular: 160 Horsepower as the Dividing Line, 3-Year-Old Cars as the "Golden Choice"
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In Russia’s Far East and Siberia, purchasing used cars through Japanese auctions has long been a common practice among local consumers and car dealers. However, a popular science report recently released by Russian media NGS.RU reminds that in the past few years, the superposition of exchange rate fluctuations, changes in logistics and parallel import chains, coupled with the indexation adjustment of Russia’s scrap fee (утильсбор) rules in 2026, has transformed the import of Japanese cars from a simple "see the car and place an order" operation into a cost game that requires careful calculation. Even so, the popularity of Japanese used cars in the Russian market has not faded, and consumers’ preference for "Japanese reliability" remains strong—only the car purchase choices have been redefined by the new rules.
One of the most crucial institutional changes in Russia’s auto market in 2026 is the tiered adjustment of the scrap fee, with 160 horsepower becoming a clear policy dividing line. NGS.RU points out that the new rules retain preferential tiers for vehicles with power not exceeding 160 horsepower: new cars only need to pay about 3,400 rubles, and vehicles over three years old need to pay about 5,200 rubles; in contrast, imported vehicles with power exceeding 160 horsepower will mostly apply commercial rates, with an increase of hundreds of times. This adjustment has directly rewritten the order structure of Japanese auction cars, forcing dealers and consumers to tilt towards low-power models.
Alena Gurina, head of the Siberian company "Sibir-Yaponiya", said that the core process of purchasing from Japanese auctions in 2026 has not fundamentally changed, but the company has basically stopped ordering models with more than 160 horsepower. However, she added that such high-power models were not the mainstay of orders in the past. The reason why Japanese cars can maintain long-term popularity in Russia lies in two core advantages: first, Japan has strict annual inspections and high vehicle usage costs, so many car owners choose to sell their cars when they are still in good condition with low mileage, providing a large number of high-quality car sources for the Russian market; second, Japan’s auction system is mature and improved, with a detailed evaluation form for each car, clearly marking key information such as mileage, exterior scratches, and repair traces, and the transaction price is open and transparent, allowing Russian buyers to clearly judge the value of the car.
Data shows that Russia has always been an important buyer of Japanese auction cars, with particularly prominent demand during peak periods. For example, in April 2025, Japan exported more than 12,800 vehicles to Russia. In terms of model preferences, Japanese SUVs such as the Toyota RAV4, Mitsubishi Outlander, and Honda CR-V still remain on the popular list. However, obvious changes have occurred in the market: "cheap and easy-to-use" old cars from 2008 to 2012 are becoming harder to find. These models have become a hot commodity due to their affordable prices, but it is almost impossible to find cars in really good condition. At the same time, Mikhail Krylov, an automotive expert at "RDM-Import", observed that the market demand for 2016-2017 Korean used cars has increased. The core reason is that their prices are lower than those of Japanese cars of the same age, and they are more in line with Russian users’ preferences in terms of configuration, such as adhering to traditional AT transmissions, which are suitable for local usage habits.
When talking about the public opinion environment of Chinese brands in Russia, Krylov described it as "divided attitudes": consumers do not reject Chinese cars, and their core concerns are concentrated on the frequent replacement of models and brands, and the uncertainty in obtaining parts for some brands. He specifically mentioned that, except for brands with in-depth localization in Russia (such as Haval), the after-sales guarantee and parts supply of many Chinese used cars are still important considerations for users when purchasing cars. For Chinese used car exporters, this is an extremely realistic revelation: Russian consumers will price cars based on "the certainty of subsequent vehicle use", and used cars lacking parts and maintenance network support will find it difficult to maintain stable residual value.
It is worth noting that although the new rules are unfavorable to high-power models, Russian buyers have not collectively turned to small-displacement models. Krylov said that from the perspective of his customer structure, about 70% of consumers still prefer crossovers for their next car, even urban-oriented models such as the Toyota C-HR and Honda Vezel. However, due to policy restrictions in both Russia and Japan, the range of Japanese models available for export has narrowed, which has objectively led to the concentration of mainstream car sources entering the Russian market to 1.8L and below.
Regarding whether purchasing cars through Japanese auctions is really cost-effective, insiders have given an objective interpretation: Japanese auctions are essentially closed systems open to institutions, and individuals cannot enter directly. Russian buyers need to bid through intermediaries. Its advantages lie in a wide range of car sources, transparent vehicle condition information, and transaction prices closer to the real market; but the shortcomings are also very obvious—no personal inspection of the car, long cross-border transportation and customs clearance cycles, and any delay on the way may lead to disputes with insurance companies and carriers. In contrast, although "in-stock cars" are more expensive, they can be inspected on site, and the risks are more controllable.
The biggest variable on the cost side is always the superposition of exchange rates and taxes. Auction quotes are calculated in Japanese yen, while shipping costs and some settlements are often in US dollars or euros, and the customs tax payment node lags behind the auction transaction time. Gurina explained that the current exchange rate is referenced when placing a bid, but fees such as customs deposit are often paid about a month after purchasing the car. "No one can predict the euro exchange rate a month later", which may reduce the final cost of the car or suddenly increase it. In addition, although the recent weakness of the yen has made auction car purchases more cost-effective on paper, the exchange rate fluctuates too much to make long-term predictions.
In terms of cost accounting, imported cars with 3-5 years of age are generally regarded as the "golden range": the tax calculation for this range is more transparent, calculated at a fixed rate based on displacement (3.5 euros per cubic centimeter); while "near-new cars" within three years have lost the advantage of "the newer the better". The customs will take the higher value between two tax calculation methods (such as 54% of the car price or a fixed rate based on displacement), making the import of near-new cars a "financial adventure".
In general, Russia’s new scrap fee rules have reshaped the demand structure of the imported car market, guiding consumers to the narrow range of "below 160 horsepower and 3-5 years old". Japanese auction cars still occupy a market advantage with their mature car source system and reliable reputation; for Chinese used car exporters, it is difficult to break through with price advantages alone. Only by improving the parts supply, after-sales guarantee, and compliant document chain, and creating "certainty of vehicle use", can they seize more increments in the Russian market.