Market evolution: Electric two-wheelers (CN 871160) — 2015–2025
Introduction
This report analyses the trade performance of the European Union in electric two-wheelers (CN 871160), a product group encompassing electric motorcycles, mopeds, and electrically-assisted cycles. The data covers the period 2017–2025, during which the EU witnessed a dramatic expansion in both imports and exports, driven by the accelerating global adoption of electric mobility. What was once a niche category dominated by imports has become a substantial market in its own right, with the EU simultaneously building significant domestic production capacity and diversifying its export footprint.
CN 871160 bundles two subcategories:
- CN 87116010: Electrically-assisted pedal cycles (pedelecs) with motors ≤ 250 W
- CN 87116090: Electric motorcycles, mopeds, and other motorised two-wheelers exceeding 250 W
Understanding the distinct dynamics of each subcategory is essential to interpreting the overall market trajectory.
1. From import dependency to a more balanced market
The EU trade deficit widened sharply before partially recovering
Between 2017 and 2025, EU imports of electric two-wheelers grew by 110.3%, rising from €780 million to €1.64 billion. Over the same period, exports expanded far more rapidly, climbing from €162 million to €655 million (+305.4%). Despite this faster export growth, the EU remained a net importer throughout the period, ending 2025 with a trade deficit of €985 million.
However, the trajectory was non-linear. The deficit reached its widest point around 2021–2022, before imports moderated and exports continued to rise. Net import reliance shifted from –144.7% at the start of the period to +15.1% at the end, indicating a structural move toward greater self-sufficiency.
| Metric | 2017 | 2025 | Change |
|---|---|---|---|
| Imports (€M) | 780 | 1,640 | +110.3% |
| Exports (€M) | 162 | 655 | +305.4% |
| Trade balance (€M) | –618 | –985 | Wider, but improving from peak |
| Net import reliance (%) | –144.7 | +15.1 | Shift toward import dependence |
Production capacity surged within the EU
A key structural shift occurred on the supply side. EU production volumes expanded from just 3,450 units at the start of the period to nearly 3.0 million units by 2025, with production value rising from €17.4 million to €5.13 billion. This explosive growth — over 86,000% in quantity — reflects massive investments in European assembly and manufacturing of e-bikes and, increasingly, higher-powered electric mopeds. The simultaneous rise in trade intensity from 182.4% to 34.0% and export propensity from 463.3% to 13.4% suggests that while trade remains significant, the EU's domestic market is increasingly being served by its own production base.
2. Two product segments with divergent trajectories
Pedelecs (CN 87116010) remain the EU's export speciality
The e-bike subcategory (≤ 250 W motors) has long been the EU's strongest export segment. In 2025, exports of pedelecs stood at €490 million — nearly three times the value of exports of higher-powered electric motorcycles (€165 million). Export unit prices for pedelecs (at €1,756 per unit by supplementary measure) are considerably higher than those for electric motorcycles (€1,032 per unit), reflecting the EU's premium positioning in this segment, with established brands from Germany, the Netherlands, and Austria commanding higher price points.
| Subcategory | 2017 exports (€M) | 2025 exports (€M) | 2025 unit price (€/p/st) |
|---|---|---|---|
| 87116010 – Pedelecs (≤ 250 W) | 117 | 490 | 1,756 |
| 87116090 – Electric motorcycles (> 250 W) | 44 | 165 | 1,032 |
Electric motorcycles (CN 87116090) drove the import surge
On the import side, the picture is reversed. Imports of electric motorcycles grew from €264 million to €1.06 billion (+300%), while pedelec imports remained broadly flat at around €584 million. In volume terms, electric motorcycle imports surged from 36,305 tonnes to 105,523 tonnes, while pedelec imports actually declined from 22,413 to 16,409 tonnes. This divergence suggests that the EU's domestic pedelec production is increasingly replacing imports, whereas the higher-powered segment — where fewer European manufacturers operate — remains heavily reliant on Asian supply chains.
Price dynamics diverge between segments
Import prices for electric motorcycles (by mass) fell from €7,279/t to €10,010/t, then corrected downward, while pedelec import prices remained elevated at around €35,596/t. The lower unit cost of imported electric motorcycles (€224 per unit vs. €968 for pedelecs in 2025) indicates that these products — often entry-level mopeds — are being sourced at highly competitive price points from Asian manufacturers.
3. Shifting trade partners and geographic concentration
China dominates imports but faces growing competition
China remains the EU's primary import source, with import values nearly doubling from €509 million to €1.01 billion between 2017 and 2025, and peaking at €1.39 billion in the intervening years. However, other Asian suppliers have grown even faster:
| Import partner | 2017 (€M) | 2025 (€M) | Change |
|---|---|---|---|
| China | 509 | 1,005 | +97.5% |
| Taiwan | 150 | 341 | +127.0% |
| Vietnam | 58 | 92 | +58.2% |
| Türkiye | 0.2 | 17 | +7,157% |
Taiwan has more than doubled its share, reflecting its role as a major e-bike motor and component hub. Türkiye's emergence from virtually zero to €17 million is notable, signalling early-stage diversification of supply chains closer to Europe. Meanwhile, the concentration of imports by value (HHI) declined from 4,722 to 4,242, indicating a modest broadening of sourcing.
EU exports shifted toward Anglo-Saxon and extra-European markets
The United Kingdom emerged as the EU's single largest export destination, with sales growing from €31 million to €177 million (+471.6%). Switzerland and Norway also featured prominently, with exports roughly tripling to €247 million and €65 million respectively. The United States market grew by 696% to €77 million, and even distant markets like Australia (+379%) and Canada (+380%) absorbed increasing volumes. The concentration of exports (HHI) fell from 3,110 to 2,421, confirming that the EU's export base is diversifying geographically.
Internal specialisation varies widely across Member States
Within the EU, Bulgaria (RSCA: 0.78), Hungary (0.52), and Lithuania (0.50) show the highest revealed comparative advantage in this product, suggesting these countries have become specialised production or assembly hubs. At the other extreme, Ireland (RSCA: –1.00), Slovenia (–0.84), and Luxembourg (–0.80) are the least specialised, with near-zero or negligible production shares. Among the major economies, Germany led both imports (€208 million) and exports (€255 million) in 2025, while the Netherlands saw the most dramatic import growth (+293% to €710 million), reflecting its role as a key logistics and distribution hub.
Conclusion
The EU market for electric two-wheelers has undergone a transformation between 2017 and 2025. What began as a market heavily reliant on Asian imports has evolved into one where domestic production — particularly of pedelecs — is booming and exports are growing faster than imports. The EU's trade deficit, while still substantial, has begun to narrow as local manufacturing capacity scales up.
Three structural trends stand out. First, the pedelec segment (≤ 250 W) has become the EU's export strength, leveraging established European cycling brands and premium positioning. Second, the higher-powered electric motorcycle segment remains import-dependent, with China and Taiwan as dominant suppliers and price competition intensifying. Third, the geographic diversification of both imports and exports — visible in declining HHI indices and the rise of new partners like Türkiye and new export markets like the US and Australia — points to a maturing market that is embedding itself deeper into global trade flows.
Looking ahead, the sustainability of EU export growth will hinge on whether European manufacturers can maintain their price premium in an increasingly competitive landscape, and whether supply chain diversification away from China accelerates. The data suggests the foundations for a more balanced trade position are in place, but the deficit of nearly €1 billion in 2025 indicates that full import substitution remains distant.