Africa's imports of electric motorcycles and three-wheelers from China surged by nearly 60% in the first half of 2026, reaching $114.6 million, according to data highlighting a bifurcated approach to electric vehicle adoption on the continent. Northern African nations, including Morocco, Egypt, and Algeria, were the primary drivers of this import increase, becoming major destinations for fully assembled Chinese electric scooters.
In contrast, EV startup investments are predominantly flowing into East and Central Africa. Companies in these regions are establishing local assembly plants, developing battery-swapping networks, and building commercial motorcycle ecosystems. This strategic focus aims to electrify vehicles that constitute a significant portion of daily transportation and commerce across Africa.
Morocco reported the highest number of imports, with 80,188 units valued at $21.7 million, followed by Egypt and Algeria. In sub-Saharan Africa, South Africa recorded the most imports, with 19,635 electric bikes worth $6.9 million.
Peter Kossakowski, an electric two- and three-wheeler specialist, noted that the distinction reflects two separate market dynamics. In North Africa, the imports are primarily electric scooters and mopeds for personal commuting and short-distance travel. In East and West Africa, motorcycles are largely commercial assets, with riders using them for up to 100 miles daily to transport passengers and goods.
Companies like Spiro, Africa's largest EV bike firm, have secured substantial investments, exceeding $348 million in the past year, to support local assembly, battery-swapping, and charging infrastructure tailored for commercial motorcycle taxi and delivery services. Tom Courtright, a fellow at the African Tech Futures Lab, explained that while Chinese manufacturers supply many electric motorcycles, local companies are adapting these vehicles for commercial use and managing the energy infrastructure.
Battery-swapping technology is particularly beneficial for commercial riders who depend on their vehicles for daily earnings, allowing them to exchange depleted batteries for charged ones without lengthy recharging waits. Courtright estimates that widespread electrification of motorcycles could eventually reduce Uganda's fuel imports by approximately $600 million and Kenya's by $600 million to $800 million.
However, challenges remain. The industry's growth could be hampered by fragmented battery and swapping systems, where proprietary batteries, connectors, and software limit interoperability between networks. Kossakowski suggests this has created closed systems that restrict manufacturing scale and reduce battery resale value.
Kossakowski also pointed out that Chinese customs data captures vehicles entering a country, not necessarily those registered or in use. In East and West Africa, the industry often involves assembling imported components rather than full-scale manufacturing, with motors, controllers, and battery cells still largely imported, while local production focuses on simpler parts like seats and frames.
Ultimately, the successful transition to electric motorcycles in Africa will depend on factors such as affordable financing, reliable electricity, standardized charging and swapping infrastructure, predictable government policies, and greater market standardization, according to Courtright.