As the demand for tires skyrockets in a rapidly growing African automotive market, the continent remains highly dependent on imports. However, the availability of natural rubber in several countries creates a significant opportunity for local production.

A shortage of tires in several African countries, including Algeria, has raised questions about the state of the continent’s tire industry. The supply disruptions have led to vehicle immobilization, longer delivery times, and rising transport costs. Although temporary, these shocks have had a noticeable economic impact on the road transport sector. At the same time, African nations continue to face hefty import bills, as most tires are sourced from Asia, Europe, and the Americas.

Africa’s tire market is valued at $7.10 billion in 2025 and is expected to reach $8.94 billion by 2030, with a compound annual growth rate (CAGR) of 4.72 percent

A Growing Market

According to research and consulting firm Mordor Intelligence, Africa’s tire market is valued at $7.10 billion in 2025 and is expected to reach $8.94 billion by 2030, with a compound annual growth rate (CAGR) of 4.72 percent. Algeria accounted for 26.75 percent of the market in 2024, while the Democratic Republic of Congo recorded the fastest projected growth at 6.21 percent through 2030. This expansion is driven largely by the rising number of vehicles on the continent, underpinned by population growth and the emergence of a middle class in steadily developing economies.

German consulting firm Africon estimates Africa’s vehicle fleet at about 55 million units today and projects it will grow by 214 percent to reach 118 million between 2025 and 2050. The market is segmented into two- and three-wheelers, passenger cars, light commercial vehicles (LCVs), medium and heavy commercial vehicles (M&HCVs), and off-the-road (OTR) vehicles. Among these, two-wheelers are the least affected by supply issues.

A study presented at the World Economic Forum this year by African researchers Landry Signé and Wamkele Muniyati found that the continent’s annual demand averages 2.4 million passenger cars and 300,000 commercial vehicles. South Africa, Egypt, Morocco, and Nigeria are among the leading automotive markets. The trend is reinforced by the extended lifespan of vehicles in Africa, which often remain in use well beyond depreciation cycles.

Used cars exported to Africa are often more than 20 years old, creating frequent maintenance needs and multiple tire replacement cycles throughout their service life

The World Bank’s report Safe and Clean Vehicles for Healthier and More Productive Societies notes that used cars exported to Africa are often more than 20 years old, creating frequent maintenance needs and multiple tire replacement cycles throughout their service life. Unlike developed markets, where replacements are driven by efficiency, African demand is largely shaped by tire wear caused by rough terrain and poorly maintained roads. This creates a strong secondary market for all-season and heavy-duty tires.

Global Players, Limited Local Footprint

Chinese tire manufacturers, offering competitive prices, are increasingly challenging traditional European and Japanese suppliers. Companies such as Zhongce Rubber, Triangle Tyre, Sailun, and Linglong are gaining market share both through distribution and by establishing local production facilities to cut import costs. At the same time, major global brands like Michelin, Bridgestone, and Continental continue to rely on their reputation for durability and technological innovation, focusing mainly on higher-end urban consumers.

American, Indian, and Russian brands are also trying to enter the market, though African manufacturers remain scarce. Most local production facilities are joint ventures or subsidiaries of foreign firms, located in the continent’s main automotive hubs, Morocco, South Africa, and Algeria. Burkina Faso stands out as the only West African country with a factory producing tires for four-wheeled vehicles.

Africa holds the raw materials needed to move toward greater self-reliance. Natural rubber, essential for tire production, is one of its main advantages.

Recent developments underscore China’s growing influence. In August, Sailun announced a $1 billion investment to build a tire plant in Egypt with an annual capacity of 10 million units. Weeks earlier, Algeria’s El Hadj Arabi Industries signed a deal with China’s Doublestar to construct a factory with an initial capacity of 7 million tires per year, expandable to 22 million. In Kenya, where Sameer Africa shut its plant in 2024 after a previous closure in 2016, a new project is underway through a partnership with Shandong Linglong Tire Co. Ltd.

Despite a significant supply deficit, part of Africa’s locally produced tires are exported, as some manufacturers operate under subcontracting agreements with global automakers.

A Path Toward Self-Sufficiency

Africa holds the raw materials needed to move toward greater self-reliance. Natural rubber, essential for tire production, is one of its main advantages. Côte d’Ivoire, Nigeria, Cameroon, Gabon, the Democratic Republic of Congo, and Ghana are among the continent’s producers. West Africa alone accounts for about 15 percent of global output, providing a solid foundation for developing a regional value chain.

Synthetic rubber production, necessary for certain types of tires, is nearly nonexistent in Africa, forcing continued reliance on imports

Analysts identify two key opportunities to build this chain. First, developing tire manufacturing plants would allow countries to process natural rubber domestically, reducing reliance on imports and easing pressure on trade balances. Second, small-scale facilities could focus on refurbishing used tires to meet the strong demand in the secondhand market. These efforts would not only strengthen local industry but also create jobs, encourage technological innovation, and support a circular economy around tires.

Structural and Technical Challenges

Several structural and technical hurdles remain. Synthetic rubber production, necessary for certain types of tires, is nearly nonexistent in Africa, forcing continued reliance on imports. Setting up modern tire manufacturing facilities also requires heavy investment in industrial infrastructure that meets international safety and performance standards.

Access to materials such as steel wire, textile reinforcements, and chemical additives is limited, which could drive up production costs

Access to materials such as steel wire, textile reinforcements, and chemical additives is limited, which could drive up production costs. Moreover, the availability of specialized technical skills and the creation of strong regulatory and quality frameworks will be critical to ensuring competitiveness and sustainability.

Ultimately, the future of Africa’s tire industry will depend on the continent’s ability to build an integrated value chain that transforms its abundant natural resources into industrial independence.

Henoc Dossa