Similarities in prejudices converge; On the other hand, the adhesion to motorcycles seems greater compared to cars
It is not new that the Brazilian car market, more specifically the final consumer, fears the “Chinese invasion”. Since 2009, with the arrival of Chery, citizens have been trying to understand and trust oriental products that have always been synonymous with low quality. This position of Brazilians has changed, after all, the adhesion to even more recent brands such as BYD has increased.
In the universe of motorcycles this is no different, but the “threatening” country is another: India.
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More or less like cars, Indian motorcycles arrived en masse in Brazil about 15 years ago, more specifically in 2011, when Dafra remarked the Apache RTR 150 here. The originally Indian TVS, arrived with the Brazilian logo, called Dafra Apache RTR 150.
In 2017 Royal Enfield came with its first models and in 2022 Bajaj arrived. Today these two Indian countrymen are already the 6th and 7th (respectively) brands that have scored the most in the national two-wheeler segment.
In exponential growth, these Indian women represent for the consumer the delivery of more robust equipment in exchange for more affordable prices. Of course, this is thinking from a positive perspective, but on the negative side they translate just like Chinese cars.
In the popular imagination, quality remains Japanese, European or American and both Chinese cars and Indian motorcycles are synonymous with a more poorly finished engineering.
Chinese cars express beauty and technology, but they are questioned about their electrical systems (common in many from the country) which are new and still reasons for doubts for consumers.
Another point is imports. BYD’s first shipments, for example, came from abroad and spare parts were scarce at the time of the sales outbreak. Nationalization is still coming, but the brands are adapting to the tropical market.
For motorcycles, the positive scenario of very affordable prices is disguised as a complete set without technology. The simplest motorcycles from these manufacturers often outperform Japanese competitors, having a larger engine, ABS and disc brakes on both wheels, digital panel and inverted suspension (a minimum package to call a motorcycle “complete”), but still without technology when you raise the level. The larger competitors already come with traction control, more complete panels, multi-cylinder engines, comfort and chassis consistent with high power.
A great example of this is the Bajaj Dominar D 400, a bestseller that costs, in the store, practically the same as a Japanese 150 or 160, and is also more technological. However, the story changes when it is compared to a Yamaha MT-03 or even the Honda NX 500.
Despite the regrets, the motorcycle market seems to be more open than the car market. The public that criticizes the Chinese remains much more convincing than those of motorcycles.
Today, in forums and comments on social networks, Indian motorcycles have not represented all that fear that they once were.
Of course, resistance is the prevailing synonym of inferiority, but it is already possible to find owners proud of their Indian.
Proof of this is perhaps the Motorcycle of the Year 2026 award, elected by Revista duas rodas at the end of 2025. In them, the Indians Royal Enfield and Bajaj won categories with new models. Royal won in the Naked category up to 500 cm³, with the Gerrilla 450, and Bajaj in the Street category up to 250 cm³. with the Dominar NS200.
Is the game turning in the world of two wheels?
