Russian official announcement: In January 2027, scrapping tax will be increased by 10%-20%, and the export cost of used cars will continue to be under pressure

The Russian Ministry of Industry and Trade once again confirmed that starting from January 1, 2027, a new round of adjustment will be made to the Russian vehicle "scrapping and recycling fee". Depending on the type of vehicle and equipment, the relevant rate will increase by 10%-20%...

According to Russian auto media Autonews.ru, the Russian Ministry of Industry and Trade (MÜ и нпр омт о рг) has once again confirmed that starting from January 1, 2027, the Russian vehicle "scrapping and recycling fee"(ут илиза р и о н ный сбо р, often referred to as "scrapping tax" or "refund fee") will undergo a new round of adjustment. Depending on the type of vehicle and equipment, the relevant rates will increase by 10%-20%.

The Russian Ministry of Industry and Trade emphasized that this is not a temporary new policy, but another step in Russia's long-term, phased indexation adjustment plan that has been determined in 2024. The core direction of the policy is still very clear: to continue to increase the comprehensive cost of imported vehicles, while at the same time creating more favorable market conditions for investment, cooperative production and increasing the localization rate of parts and components in Russia.

Starting from January 1, 2027, the refund fee will increase by another 10%-20%

The Russian Ministry of Industry and Trade confirmed to Autonews.ru that starting from January 1, 2027, the refund fee will be increased by 10%-20% depending on different vehicle and equipment categories. Russia defines this adjustment as a "planned increase."

As early as 2024, Russia has established a long-term path to increase fees back, so market participants can theoretically predict cost changes in the next few years in advance, rather than waiting until the policy is implemented to suddenly face new taxes and fees. The Russian Ministry of Industry and Trade believes that increasing charging standards in stages can provide automobile companies with a relatively predictable policy environment, thereby helping them formulate long-term investment plans. Judging from the Russian government's industrial policy logic, the function of charging back is no longer just to deal with the environmental protection costs of scrapped vehicles, but its industrial regulation attributes are becoming more and more obvious.

What really affects China's second-hand car exports is the "landing cost"

When China used car exporters analyze the Russian market, they cannot just compare the received car price in China with the terminal retail price in Russia. As the return fee gradually increases, it is the complete Russian landing cost that determines whether a car has profit margin.

In particular, it is necessary to pay attention to factors such as the power type, displacement, power, age of the vehicle, as well as the import entity and purpose of the vehicle. Different reporting conditions may correspond to different recovery fees and tax benefits, so all vehicles cannot be simply estimated with a fixed number.

For the used car business, with price differences as its core competitiveness, it is particularly sensitive to rising policy costs. For example, the same used China car can still set aside enough channel profits this year. If the recovery fee increases and the exchange rate changes in 2027, and the Russian terminal car price cannot rise simultaneously, profits may be quickly compressed.

Therefore, for orders planned to be delivered across years, the end of 2026 is a time point that requires special attention. We cannot just look at the signing date and China customs declaration date, but also confirm at which time point the Russian side determines the applicable refund charging standard to avoid extra-budgetary costs incurred after vehicles are issued at the end of the year and local procedures are completed in 2027.

"Personal use" and commercial imports cannot be confused

In the past, there were operating paths in the Russian automobile import market to reduce costs through personal imports, parallel imports, etc., but in recent years, rules have continued to change, and it is necessary to avoid simply applying the cost case of Russian consumers 'personal use imports" to calculate commercial bulk exports.

A vehicle is imported by a Russian individual for personal use and sold in batches from a trading company. There may be significant differences in applicable conditions, fees and subsequent disposal restrictions. Therefore, when Russian buyers quote a seemingly low "refund fee" figure, it is better for China exporters to further confirm which import scenario it corresponds to rather than directly embedding this fee into commercial quotations.

This is especially important for batch vehicles. Once the declaration model does not match the actual use of the vehicle, the subsequent risk may be much higher than the initial savings.

written in the end

In the past few years, Russia has relied on large terminal price differences to attract a large number of China automobile exports. However, with the continuous adjustment of import policies, the market has increasingly tested its ability to refine cost accounting. In the past, what you earned was the price difference of "lack of cars in the market". In the future, what you may earn is the inefficiency of procurement, logistics, model selection and compliance operations.

A further increase of 10%-20% on January 1, 2027 is just another step in the established long-term policy. For China used car exporters, the most important thing now is not to wait until the new rates officially take effect before re-quoting, but to include the 2027 rebate charges, ruble exchange rate, customs clearance time and terminal price affordability in advance.

Source: Guangdong Good Car

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