Imports of Chinese electric bicycles jump 178% in 2026

Following a path similar to that of electric vehicles, Brazil’s imports of electric bicycles, self-propelled bicycles, and mopeds from China nearly tripled in the first half of 2026 compared with the same period in 2025.

Chinese customs data show that Brazilian imports reached $258.9 million in the first six months of the year, up 178% from the $93 million recorded in the same period last year. The volume of purchases remains small in the context of the country’s overall trade balance, but it was enough to move Brazil from ninth to third place among the world’s largest importers in the category, behind only the United States ($1.02 billion) and the Netherlands ($381.2 million) during the period.

The trend reflects growing demand for these vehicles, which have become increasingly common in state capitals and major urban centers, driven by factors such as the expansion of app-based delivery services, their convenience for short-distance travel, and their lower price compared with alternatives such as motorcycles.

The stronger demand is also boosting domestic manufacturing. In the first half of the year, manufacturers based in the Manaus Industrial Hub (PIM) produced 34,122 units, an increase of 87.2% compared with the same period a year earlier, according to data from Abraciclo. The growth contrasts with the performance of the bicycle industry as a whole: manufacturers produced 163,158 units between January and June, a decline of 9.6%.

Electric bicycles have also rapidly increased their share of total bicycle production. They now virtually tie with urban and leisure bicycles as the second most-produced category at the Manaus Industrial Pole, with their share rising from 13% to 20.9% in just one year. Mountain bikes (MTBs) remain the leading segment, accounting for 37.8% of total production.

“It is a market growing at an explosive pace. There is demand associated with higher-income consumers concerned about the environment, but the main driver is app-based delivery services. These products are cheaper than motorcycles or cars, both to buy and to maintain. Charging the battery is very inexpensive, and the limitations imposed by battery range can be overcome by purchasing multiple batteries,” said Bruno Imaizumi, an economist at 4intelligence. “In flat cities with extensive bike lane networks, such as Vitória, where I live, these products are even more attractive.”

André Ribeiro, vice chairman of the Deliberative Council at Aliança Bike, added that the expansion of rental and subscription services has also helped popularize these models among delivery workers in Brazil. “This happens because delivery riders use the vehicles intensively and quickly realize the productivity gains provided by electric assistance,” he explained.

Delivery platforms such as iFood and 99 offer subsidies through their rental programs for couriers who choose to use these models. The government has also introduced incentives with environmental goals in mind. Launched this week, Move Brasil—a credit program for delivery workers, motorcycle taxi drivers, and drivers using ride-hailing motorcycle services—includes e-bikes among the eligible financing options. More recently, the Brazilian Development Bank (BNDES) approved R$340 million in financing for a bicycle rental company to purchase 85,000 electric bicycles for app-based delivery workers using resources from the Climate Fund.

Maintenance costs are another major attraction. In addition to fuel and the upkeep of a more complex mechanical system, gasoline-powered motorcycles require spending on registration, licensing, and insurance, Ribeiro said. Electric bicycles, by contrast, have much lower energy costs and simpler mechanics. “Even after accounting for batteries, brakes, tires, and preventive maintenance, the cost per kilometer tends to be significantly lower,” he said.

But delivery is not the only reason for the growth, Ribeiro added. Electric bicycles are also gaining ground in everyday urban mobility—commuting between home and work, ‘last-mile’ services, corporate fleets, companies’ own deliveries, residential complexes, tourism, and public-sector operations.

There is also a cultural shift underway: many people are looking for an alternative to the car that is cheaper, more sustainable, and does not require much physical effort, one that is also highly inclusive for people who are not used to pedaling or would never ride a conventional bicycle.

Data from the Foreign Trade Secretariat (Secex/MDIC), which record only completed imports, show that China is by far the largest country of origin for these products—93% of the $84.8 million in electric bicycles imported by Brazil in the first half of the year came from there.

“It’s something that has already been part of Chinese life for some time. That image we had of a sea of cyclists in 20th-century films persists today in the form of electric bicycles,” said Tulio Cariello, director of content and research at the Brazil-China Business Council (CEBC).

The growth in imports has also brought a wider variety of models—and confusion among consumers. Under the definition set by Brazil’s National Traffic Council (Contran), an electric bicycle is only a vehicle in which the motor assists pedaling up to a limit of 32 km/h and has no throttle, but many self-propelled vehicles (which have a throttle and require no pedaling) are marketed and understood as bicycles. There is also a category of mopeds, with more powerful motors that can reach 50 km/h. Of the three, mopeds are the only one that requires registration, a license, and helmet use.

The confusion over uses and rules—some municipalities still apply regulations that diverge from Contran’s 2023 resolution—may have helped boost sales at the margin, since one of the biggest selling points of many models is that they require no registration or license. But it also hurts manufacturers, importers, rental companies, platforms, and users, Ribeiro said. “Brazil needs clear, uniform rules. Clear regulation, backed by consistent enforcement, would help the market invest with more confidence,” he said.

The rise of the Brazilian market has also caught the attention of major Chinese brands. Last year, manufacturers such as Aima and Yadea entered Brazil—Yadea with domestic manufacturing in Manaus and its own stores. Beyond e-bikes, they also brought electric models designed to compete with the traditional motorcycle market.

The industry, however, does not see electric bicycles as competitors, said Sergio Oliveira, executive director of Abraciclo.

Despite the strong momentum in the motorcycle market—production grew 13.3% in 2025, reaching 1.98 million units, the third-best year on record—Oliveira called for a “level playing field” with importers when asked whether domestic manufacturers fear a scenario similar to that of light-vehicle automakers, which have struggled with a surge of Chinese electric imports.

“As a manufacturer, of course we make a series of investments in Brazil—we generate 22,000 direct jobs, not counting suppliers, after-sales, and technical support. We know the market is competitive, but if there’s a level playing field, we’ll keep working to offer high-technology products,” he said. “The industry always seeks to comply with all legal and tax obligations. Many companies are bringing in imported products; what matters is that they follow the same rules.”

Source: Valor International

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