Imports of Chinese electric motorcycles to Africa surge by 60%

Imports of electric motorcycles and three-wheelers from China to Africa experienced a significant increase in the first half of 2026, highlighting a disparity in the continent's shift towards electric vehicles.

Two- and three-wheeled vehicles represent a substantial portion of the transportation on African roads and are widely utilized for commercial purposes. Transitioning from gasoline and diesel to electric could lead to reduced fuel consumption and less urban air pollution.

Countries in Northern Africa, such as Morocco, Egypt, and Algeria, spearheaded a 60% rise in the continent's imports, totaling $114.6 million. This region has emerged as a key market for fully assembled electric scooters from China.

On the other hand, investments in electric vehicle (EV) startups are primarily focused in East and Central Africa, where businesses are developing local assembly plants, battery-swapping systems, and commercial motorcycle networks.

Morocco topped the import list in the first half, with 80,188 units valued at $21.7 million, followed by Egypt and Algeria. In sub-Saharan Africa, South Africa led with 19,635 electric bikes worth $6.9 million.

Peter Kossakowski, an independent expert on electric two- and three-wheelers with extensive experience across Africa, noted that this variation indicates two separate markets.

“In North Africa, the majority of Chinese imports consist of electric scooters and mopeds purchased by consumers for commuting and short distances,” he stated. In contrast, in East and West Africa, motorcycles are frequently utilized as commercial assets, with riders covering up to 150 kilometers (approximately 100 miles) daily to transport passengers and goods.

Spiro, the largest EV bike company in Africa, secured over $348 million in funding over the past year, while other firms are investing in local assembly, battery-swapping, and charging networks targeting commercial motorcycle taxi and delivery sectors.

Tom Courtright, a non-resident fellow at the African Tech Futures Lab, mentioned that while many electric motorcycles in East and West Africa come from Chinese manufacturers, local enterprises are modifying them for commercial applications and managing the energy infrastructure.

Battery swapping enables commercial riders to exchange depleted batteries without having to wait for a motorcycle to charge, making this approach more suitable for those who rely on the bikes for their daily income, he explained.

Courtright noted that electric motorcycles are more likely to replace petrol-powered bikes rather than expand the total motorcycle market, although lower operating and maintenance costs could boost demand by approximately 20%.

The transition is already underway. Electric motorcycles represented around 20% of motorcycle sales in Uganda last year and roughly 15% in Kenya, according to Courtright.

This shift could also lead to a reduction in fuel imports. Courtright estimated that widespread adoption of electric motorcycles could ultimately replace about $600 million in fuel imports in Uganda and between $600 million and $800 million in Kenya.

It is important to note that Chinese customs data reflects vehicles entering a country, not necessarily those that are registered or in use there, Kossakowski pointed out.

In East and West Africa, much of the industry still revolves around assembling imported parts rather than producing motorcycles from the ground up. Components like motors, controllers, and battery cells are predominantly imported, while local production focuses on simpler items such as seats, footrests, and metal frames.

Kossakowski suggested that sub-Saharan Africa's competitive edge may lie in the supply chain developing around high-usage commercial motorcycles, including battery swapping, financing, and maintenance.

However, fragmented battery and swapping systems could hinder the industry's growth.

Operators frequently utilize proprietary batteries, connectors, and software, which restricts riders from accessing different networks and complicates the establishment of sufficient volumes for local battery manufacturing.

“Battery swapping addressed the range issue by creating closed systems,” Kossakowski remarked. “This now incurs double the cost for the sector by constraining manufacturing scale and battery resale value."

The transition, according to Courtright, hinges on affordable financing, dependable electricity, robust charging and swapping infrastructure, stable government policies, and enhanced standardization across different markets.