Japan 2021. Motorcycles Market Increased in Double-Digit (+13.4%)

Japan motorcycles

Japanese Motorcycles Market has been positively impacted by Covid 19. The 2021 was over with 439.587 sales (+13.4%) including both domestic manufacturers and importers, with positive outlook for the next years, thanks to the development of the electric segment.

Motorcycles Market Trend 2021

Following a long decline, the global pandemic is revamping the Japanese domestic motorcycles market and  the new trend is for a moderate increase.

Thus, following the small, but significant, increase reported in the previous year, in the 2021 the market posted a double-digit increase, the best in the last decade.

Domestic demand has been strong across all the year and in fact, 2021 was over with 439.587 sales (+13.4%) including both domestic manufacturers and importers, with positive outlook for the next years, thanks to the development of the electric segment.

The market leader is again Honda with 198.603 sales (+12.8%) followed by Suzuki with 91.839 (+27.8%) and Yamaha with 70.479 sales (+1.1%).

Outstanding performance has been reported by Ducati (+23.7%), Triumph (+44.8%) and Aprilia (+377%).

Japan motorcycles
Photo by Pairach Boriboonmee on Unsplash

Reasons behind the last years market decline

Before explaining the factors behind the inability to sell motorcycles in the country, it is necessary to first organize what type of motorcycle has ceased to sell. Speaking of motorcycles in one word, Japanese classification split models on moped, with below 50 cc or between 51-125cc. The motorcycles segments are three, the “mini bike” for engine between 125-250cc, the “small bike” for displacement between 250-400 cc, and the “big bike” with over 400 cc engines.

As said, the current number of domestic sales felt to nearly 10% of the heyday, but the most of the fall is concentrated in the moped segment. In the early 80’s, when motorcycles were in its heyday, scooters that can be driven with feet have become popular as a substitute for commuting, attending school, and shopping. At the time, mopeds boosted sales at over 2,8 million units in a single year, along with Honda’s Super Cub 50, which was widely used as a commercial motorcycle for newspaper delivery and home delivery.

In the following decades the small two wheels, with speed limit of up to 30 km / h, sales have gradually fallen due to the following reasons:

  • 3 Not exercise  To prohibit the license acquisition · purchase · driving by high school students, the exercise that was developed until the 1990s under the slogan “do not take a license · do not let · do not drive”
  • The exhaust emission control adopted since the 1998 forced the producers to change from a two-stroke engine that can be manufactured at low cost to a four-stroke engine that increases weight and mechanism and increases manufacturing costs
  • Reinforcement of parking violation enforcement    moped that does not take much space than the car, but despite the delay in the development of parking infrastructure has raised voices of doubt that it is the subject of parking violation.

The 50cc was an icon in Japanese motorcycle manufacturing. Honda was founded in 1948 on the success of the two-stroke, 50cc A-Type auxiliary bicycle engine, nicknamed the “Bata-Bata” for the sound it made.

The Honda Cub A

Honda Cub A, the first model of the series, introduced in 1947.

That was followed a decade later by what would become the most-produced motor vehicle in history: the Super Cub. Set to surpass the 100 million-unit milestone this year, it originally sold with a four-stroke, 50cc engine. Now it is available in a variety of engine sizes within more than 160 countries. The 50cc version remains only in Japan.

Emission Standards are killing the cube segment

The final nudge toward extinction coincides with the imposition of tougher environmental regulations. Japan, like other nations around the globe, has adopted European Union vehicle-emissions standards as the basis of its own. Those regulations started solely as limits on pollutants in exhaust. However, the fourth version requires on-board self-diagnostic systems that run engines cleanly for at least 20,000 kilometers (12,427 miles). The new regulation contributed to the purge of models such as Honda’s Z-Series and Little Cub.

The fifth iteration, effective in 2020, extends that requirement to the life of the vehicle. That should halve emissions within 20 years yet add as much as 111 euros ($130) to the cost of each vehicle, according to a 2016 study for the European Commission. That’s about 10 percent of the sticker price for some Japanese models.