Market evolution: Motorcycle parts (CN 871410) — 2015–2025

Introduction

This report examines the evolution of EU external trade in motorcycle parts and accessories (Combined Nomenclature code 871410) over the period 2015–2025. The product covers a wide range of components including brakes, gearboxes, road wheels, silencers, clutches, and numerous other parts not elsewhere specified. The analysis draws on trade data between the European Union and its non-EU partners, capturing flows of value, volume, and price dynamics across the full period. Scope & Definitions

1. A Widening Structural Deficit Underpinned by Rapid Import Growth

The EU's trade in motorcycle parts has been characterised by persistent and growing external deficits. While both imports and exports expanded over the decade, import growth significantly outpaced that of exports, deepening the EU's net dependence on non-EU suppliers.

The trade gap nearly tripled over the decade

The EU's trade balance in motorcycle parts deteriorated from −€166 million in 2015 to −€397 million in 2025, a 138.8% widening. The deficit was at its narrowest in 2015 and at its deepest around 2022 (reaching −€546 million), before partially recovering. This structural gap reflects the EU's role as a major consumer of motorcycle parts manufactured or assembled outside its borders.

General Overview

Import volumes grew much faster than export volumes

Imports rose from 41,395 tonnes in 2015 to 65,621 tonnes in 2025 (+58.5%), while exports grew from 13,800 tonnes to 17,809 tonnes (+29.1%). The ratio of import to export volumes widened from roughly 3:1 to approximately 3.7:1, underscoring Europe's growing appetite for externally sourced components.

EU export prices remained far above import prices

Throughout the period, EU export prices were consistently about two to three times higher than import prices:

This persistent premium suggests the EU specialises in higher-value-added motorcycle components — consistent with the sector's specialisation structure described below — while sourcing more commoditised parts from lower-cost origins.

2. Shifting Supply Chains: The Rise of East and Southeast Asian Suppliers

The geography of EU motorcycle parts imports underwent a significant transformation between 2015 and 2025, with Asian suppliers — particularly China, Thailand, and India — gaining substantial ground, while traditional sources such as Taiwan and the United States stagnated or declined.

China consolidated its position as the leading supplier

China's share of EU imports surged from €133 million in 2015 to €338 million in 2025, a 153.7% increase that made it the EU's largest single origin by value. China's export volatility (coefficient of variation of 0.23) was moderate, suggesting that this growth was structural rather than erratic. This trajectory reflects China's dominance in manufacturing of lower-cost motorcycle components, benefiting from integrated production ecosystems and scale economies.

Thailand and India emerged as fast-growing alternatives

• Thailand saw imports grow by 311.1%, from €32 million to €133 million, making it the fastest-growing major supplier in absolute terms. Thailand's proximity to the large ASEAN motorcycle market — and its role as a regional manufacturing hub for Japanese OEMs — likely explains this expansion.

• India grew from €24 million to €67 million (+180.8%), reflecting the country's expanding automotive components industry and its cost competitiveness.

Top partners by value

Import concentration declined, signalling diversification

The Herfindahl-Hirschman Index (HHI) for imports by value decreased from 1,608 in 2015 to 1,482 in 2025 (−7.8%). While still in the "moderately concentrated" range, this decline indicates that the EU's import base became broader and less reliant on a small number of dominant suppliers — a development that would generally reduce supply-chain vulnerability. However, by volume, import concentration actually increased (HHI rising from 1,837 to 2,160), suggesting that volume-wise the shift has been towards fewer, larger-volume origins — likely China and Thailand.

3. Europe's Core Producers: Italy and Germany as Engines of Export Growth

While the EU runs a deficit in aggregate, its trade profile is shaped by a handful of specialised member states — above all Italy and Germany — that dominate both production and export of motorcycle parts. The period also saw marked shifts in the internal geography of the sector.

Italy remains the EU's motorcycle parts powerhouse

Italy was both the largest importer (€334 million in 2025, +47.9%) and the largest exporter (€315 million, +49.2%). The country's specialisation index (RCA) stood at 3.45 in 2025 (RSCA of 0.55), confirming a strong comparative advantage. Italy's role reflects its deep motorcycle manufacturing heritage (Ducati, Piaggio, and a dense network of component suppliers) and its integration into both European and global supply chains.

Germany emerged as a major growth story

German imports surged from €121 million to €291 million (+140.1%), while exports rose from €98 million to €178 million (+82.0%). Germany's import growth was the steepest among the top seven EU importers, likely reflecting the country's role as a logistics and distribution hub and possibly the growth of German motorcycle brands' sourcing requirements.

Spain showed exceptional export dynamism

Spain's exports grew by 256.5%, from €18 million to €66 million, making it the fastest-growing major EU exporter. Spain also achieved an RCA of 1.68 in 2025, suggesting growing specialisation. This may reflect the expansion of Spanish component manufacturers and the country's strategic position as a bridge between European and Latin American markets.

Top reporters by value — imports

Slovenia stood out as the most specialised producer

Despite its modest absolute size, Slovenia recorded the highest revealed comparative advantage of any EU member state, with an RCA of 6.27 and RSCA of 0.72 in 2025. Its exports grew by 113.7% to €29 million. Slovenia's specialisation is likely linked to the presence of specific component manufacturers (e.g., in the automotive and two-wheeler cluster in the Gorenjska region) serving both OEM and aftermarket segments.

EU domestic production grew substantially

EU production value of motorcycle parts rose from €1,028 million to €1,681 million (+63.5%), peaking at €2,199 million in 2022. This growth, combined with the rising export propensity (from 34.1% to 48.2%), suggests that the EU's motorcycle parts industry is not merely a net importer but also an increasingly export-oriented producer of higher-value components.

Conclusion

Over the 2015–2025 period, the EU's trade in motorcycle parts (CN 871410) was characterised by three broad dynamics: first, a deepening structural trade deficit driven by import growth (+81.9%) that significantly outpaced export growth (+62.6%); second, a pronounced shift in import origins towards East and Southeast Asian suppliers — most notably China, Thailand, and India — that reduced concentration by value but concentrated volume flows; and third, the continued dominance of Italy and the rapid emergence of Germany and Spain as key nodes in the EU's motorcycle parts ecosystem.

Despite the widening deficit, the data also tells a more nuanced story. EU export prices remained consistently two to three times above import prices, pointing to a sector that increasingly competes on quality and technology rather than cost. Domestic production grew by 63.5%, and export propensity nearly reached 50%, indicating a maturing and increasingly outward-looking industry. The net import reliance remained broadly stable around 18–19%, suggesting that production and imports grew roughly in tandem, rather than the EU simply substituting domestic production with imports.

Looking ahead, the key risks and opportunities lie in the continued diversification of supply chains (with Southeast Asian alternatives gaining ground), the sustainability of Italy and Germany's export performance in an increasingly competitive global market, and the potential impact of evolving trade policies on the cost structure of imported components.