Market evolution: Motorcycle parts and accessories (CN 87141090) — 2015–2025
Introduction
This report examines the EU trade in motorcycle parts and accessories classified under Combined Nomenclature code 87141090 over the period 2015–2025. This residual category covers parts and accessories of motorcycles and mopeds not elsewhere specified, excluding brakes, gear boxes, road wheels, silencers, exhaust pipes, clutches, and their parts (Scope & Definitions). The product corresponds to PRODCOM code 30.91.20.00 ("Parts and accessories of motorcycles and side-cars"). Over the decade under review, the EU experienced a notable structural shift: import growth substantially outpaced export growth, the trade deficit widened considerably, and the geographic profile of sourcing and destination markets evolved. These dynamics reflect broader trends in globalisation of motorcycle supply chains, the rise of Asian manufacturing, and adjustments in EU industrial competitiveness.
I. A Widening Trade Deficit Fuelled by Rapid Import Growth
The most striking feature of the 2015–2025 period is the asymmetric growth between EU imports and exports, which led to a ballooning trade deficit.
Imports grew almost twice as fast as exports in value
Over the period, EU imports of motorcycle parts grew by +86.6% in value (from €431.3 million to €804.6 million), while exports grew by +43.9% (from €347.6 million to €500.3 million). The volume growth was equally divergent: import quantities rose +63.2% (from 26,550 to 43,340 tonnes), whereas export quantities increased only +19.6% (from 10,173 to 12,170 tonnes).
| Metric | 2015 | 2025 | Change |
|---|---|---|---|
| Imports (value, €M) | 431.3 | 804.6 | +86.6% |
| Imports (quantity, t) | 26,550 | 43,340 | +63.2% |
| Exports (value, €M) | 347.6 | 500.3 | +43.9% |
| Exports (quantity, t) | 10,173 | 12,170 | +19.6% |
| Trade balance (€M) | −83.6 | −304.3 | −263.7% |
The trade deficit nearly quadrupled
The EU's trade balance deteriorated from a deficit of −€83.6 million in 2015 to −€304.3 million in 2025, a worsening of −263.7%. The deficit peaked in 2024 at −€330.8 million before narrowing slightly. This structural deterioration was driven more by volume expansion than by price effects: import unit prices rose only +14.3% (from €16,244/t to €18,564/t), while export unit prices increased +20.3% (from €34,170/t to €41,108/t). The EU therefore commands a significant unit-price premium — its exports are roughly twice the price per tonne of its imports — but this premium was insufficient to prevent a widening deficit, underscoring the scale of volume displacement by lower-cost suppliers.
EU production grew but not fast enough to close the gap
EU production value of motorcycle parts grew by +63.5% over the period (from €1,028 million to €1,681 million), indicating that the EU retained and even expanded its manufacturing base. However, net import reliance remained relatively stable at around 18–19% of apparent consumption, fluctuating between a low of 9.6% and a high of 24.6% over the decade. This suggests that while domestic demand grew in parallel with imports, the EU became somewhat more reliant on external supply in relative terms.
II. The Asian Shift: Changing Geographies of Sourcing and Destinations
The composition of the EU's trading partners evolved markedly, with Asian suppliers consolidating their dominance in imports while the EU's export destinations diversified.
China emerged as the undisputed top import source
Among the EU's top import partners, China registered the most dramatic growth, with import value surging by +207.9% (from €71.4 million to €220.0 million). By 2025, China accounted for the largest single-country share of EU imports. This reflects the broader trend of Chinese motorcycle component manufacturers scaling up production and capturing EU market share through competitive pricing.
| Partner (Imports) | 2015 (€M) | 2025 (€M) | Change |
|---|---|---|---|
| China | 71.4 | 220.0 | +207.9% |
| Taiwan | 100.4 | 95.8 | −4.7% |
| Japan | 86.1 | 141.8 | +64.6% |
| India | 18.2 | 45.0 | +146.6% |
| United States | 50.4 | 43.5 | −13.7% |
| Indonesia | 2.5 | 53.3 | +2,009.8% |
| Viet Nam | 33.1 | 47.3 | +42.7% |
Indonesia's explosive entry signals supply-chain diversification
The most dramatic shift in sourcing was Indonesia, which saw EU imports grow by an extraordinary +2,009.8% — from just €2.5 million in 2015 to €53.3 million in 2025. This transformation positions Indonesia as a major motorcycle parts supplier, likely reflecting the relocation of production capacity by multinational motorcycle manufacturers (notably Japanese firms with large Indonesian operations) and the country's growing integration into global motorcycle supply chains.
Established Asian suppliers maintained or grew their positions
Taiwan remained an important supplier but saw a marginal decline (−4.7%), while Japan grew strongly (+64.6%), and India more than doubled its share (+146.6%). Viet Nam also contributed to the Asian concentration, growing +42.7%. Collectively, Asian suppliers now dominate the EU's import landscape for this product category.
The United States remained the EU's top export destination
On the export side, the United States was the leading destination throughout the period, growing +34.8% (from €66.3 million to €89.4 million). However, Thailand posted the strongest growth among top destinations (+93.7%, from €38.0 million to €73.6 million), likely reflecting its role as a regional motorcycle assembly hub for Southeast Asian markets. Brazil (+40.3%) and China (+236.9%) also emerged as growth markets for EU exports, suggesting that EU manufacturers retain competitiveness in higher-value segments even as China dominates lower-cost categories.
| Partner (Exports) | 2015 (€M) | 2025 (€M) | Change |
|---|---|---|---|
| United States | 66.3 | 89.4 | +34.8% |
| Thailand | 38.0 | 73.6 | +93.7% |
| United Kingdom | 47.2 | 55.7 | +17.8% |
| Brazil | 35.2 | 49.4 | +40.3% |
| Switzerland | 34.2 | 37.2 | +8.8% |
| Japan | 23.8 | 42.5 | +78.9% |
| China | 4.7 | 15.9 | +236.9% |
III. EU Specialisation, Concentration, and Market Resilience
Beyond aggregate trade flows, the structural characteristics of the EU market — specialisation patterns, concentration, and vulnerability indicators — reveal a nuanced picture of competitive positioning.
Italy anchored EU production and exports; southern Europe strengthened
The specialisation data for 2025 shows that Italy was by far the most specialised EU member state, with an RCA of 3.29 and an RSCA of 0.53. Italy accounted for 26.3% of EU production value in this category and 8.0% of total EU trade. This reflects Italy's historically strong motorcycle parts ecosystem (linked to manufacturers such as Piaggio, Ducati, and their extensive supplier networks). Spain also showed meaningful specialisation (RCA 1.71, RSCA 0.26), and notably posted the largest export growth among EU members (+318.0% from €8.1 million to €33.9 million), suggesting a rapid scaling of its motorcycle parts industry.
The import market remained moderately concentrated
The Herfindahl-Hirschman Index (HHI) for import concentration by value stood at approximately 1,466 in 2025 (down slightly from 1,505 in 2015, a decline of −2.6%). This indicates a moderately concentrated import market. The export market was less concentrated (HHI of 935 in 2025, −2.4% from 958), reflecting a more diversified set of export destinations. The slight decline in both indices suggests a modest diversification of trade relationships over the decade.
Within the EU, import growth was driven by Germany, France, and Spain
Looking at EU member state import patterns, Germany saw the largest import growth (+173.1%, from €62.4 million to €170.3 million), followed by France (+141.0%) and Spain (+163.4%). Italy, while the largest importer in absolute terms, grew more moderately (+41.0%, from €132.5 million to €186.8 million). The divergent growth rates suggest that markets historically less involved in motorcycle parts (like Germany) are scaling up their intake, possibly reflecting growing motorcycle usage for urban mobility.
Trade intensity and export propensity increased, signalling deeper market integration
The EU's trade intensity rose from 57.9% to 69.7% (+20.4%), while export propensity increased from 34.1% to 48.2% (+41.3%). The faster growth of export propensity relative to trade intensity indicates that EU producers increasingly oriented their output towards international markets. Nevertheless, with export propensity at 48.2% and import reliance at 18.6%, the EU's motorcycle parts sector remained more export-oriented than import-dependent, suggesting underlying industrial resilience despite the widening deficit.
Price shocks and volatility varied sharply by partner
The volatility analysis reveals highly uneven price stability across partners. Imports from the United States exhibited extreme price volatility (coefficient of variation of 1.60), far above all other partners. This was linked to a major price shock in 2019 where import prices surged by an extraordinary +939% (abnormality score of 164.9), likely reflecting a composition shift towards high-value specialised parts. In contrast, imports from major Asian suppliers showed moderate volatility: China (CV 0.26), Japan (CV 0.17), and India (CV 0.16) were relatively stable. On the export side, Senegal (CV 0.83) and Tunisia (CV 0.70) showed the highest volatility, while Switzerland (CV 0.15) and Australia (CV 0.15) provided the most stable export markets.
Conclusion
The EU market for motorcycle parts and accessories (CN 87141090) underwent significant structural change between 2015 and 2025. While the EU's production base expanded (+63.5% in value) and its export orientation strengthened (export propensity rising to 48.2%), the trade deficit widened substantially due to import growth (+86.6%) that outpaced export gains (+43.9%). The most transformative shifts occurred in the geography of supply: China cemented its position as the leading import source (+207.9%), Indonesia emerged almost from nothing as a major supplier (+2,009.8%), and India and Japan also expanded their footholds. On the demand side, the EU's exports found growing markets in Thailand, Brazil, and China itself, while the United States and United Kingdom remained the primary destinations.
Italy continued to anchor the EU's production and export capacity, with Spain emerging as an increasingly dynamic player. Market concentration remained moderate and even diversified slightly over the period. The overall picture is one of a sector that is deeply integrated into global value chains — with rising trade intensity and significant sourcing from Asia — but that retains a competitive edge in higher-value-added segments, as evidenced by the persistent unit-price premium of EU exports over imports.