The Rise of Motorcycles in Pakistan – What It Means for Transport and Policy

In Pakistan today, motorcycles outnumber cars on our roads. A recent study by the Gallup Pakistan Digital Analytics Platform (GDAP) and data from the Pakistan Automotive Manufacturers Association (PAMA) show that from 2007 to 2025 (march), over 20.4 million bikes sold compared to 2.6 million cars, the average bike-to-car ratio stands at a notable 7.85. This means that for every car sold in Pakistan during this period, nearly eight bikes were purchased—a powerful insight into consumer behavior and market preferences. The dashboard’s trendline illustrates gradual growth in this ratio from 2007 through 2018, followed by a sharp spike between 2020 and 2022, where the ratio soared above 27 bikes per car. This spike corresponds to the economic disruptions during COVID-19, when rising fuel prices, inflation, and production constraints made bikes a more viable alternative for daily mobility.

Brand-wise, Honda emerges as the clear leader in the two-wheeler market, significantly ahead of competitors such as United Auto Motors, Road Prince, and Yamaha. On the car side, Toyota (Corolla, Yaris) holds the top spot, followed closely by Honda (Civic, City) and Suzuki models like Mehran, Alto, and Cultus.

These insights are not just numbers—they reflect deeper socioeconomic patterns, including income distribution, urban planning gaps, and the need for accessible transportation infrastructure. As the automobile market in Pakistan continues to evolve, this dashboard offers valuable direction for manufacturers, policymakers, and analysts to make informed decisions.

Twenty years ago, only one in ten households owned a motorcycle. By 2019, that number grew to one in two (PSLM/HIES Survey). Motorcycles cost much less to buy and run. They use far less fuel, need smaller parking spaces, and can move easily through traffic. In crowded cities like Karachi, Lahore, and Islamabad, a bike can cut commute time by nearly half. In remote villages, it connects families to schools, healthcare centers, and local markets. These facts tell us that a motorcycle is more than a vehicle—it is the lifeline that keeps Pakistan moving.

Impact on Roads and Mobility

Despite the surge in bike sales, our roads and infrastructure still favor cars. City planners build wide lanes, large parking lots, and traffic signals designed for four-wheelers. Motorcycles are often squeezed to the road’s edge, where riders face higher accident risks. When thousands of bikes share the same narrow lanes, traffic becomes chaotic, causing delays and confusion. Without dedicated motorcycle lanes, riders weave between cars, buses, and trucks, which raises the chance of crashes. To make roads safer, cities need clear bike lanes, compact parking areas for two-wheelers, and road signs that serve both cars and bikes.

In rural areas, transport by bike is common but challenging. Many village roads are unpaved, full of potholes, or wash out during heavy rain. Poor bridges and narrow tracks can leave communities cut off when it rains. Improving rural roads with simple measures—filling potholes, strengthening low-cost bridges, and adding guardrails—can protect motorcycle riders all year round. Better rural roads mean that farmers can bring goods to markets, children can reach schools, and patients can get to clinics faster. This focus on rural connectivity supports local economies and improves lives.

Planning and Policy Recommendations

Urban planners, economists, and policymakers must use data to guide smart decisions. Planners should redesign urban roads to include dedicated motorcycle lanes, secure bike parking, and traffic signals that register both bikes and cars. These steps can reduce accidents, improve traffic flow, and give riders a sense of safety.

Economists should examine how the shift to bikes affects national fuel use and budgets. A car carrying one person can use ten times more fuel than a motorcycle for the same trip. In times of high oil prices, promoting fuel-efficient bikes can save money for families and the country. Policymakers might offer lower taxes on energy-efficient motorcycles, fuel discounts for low-emission models, or subsidies for electric two-wheelers. These incentives can nudge riders toward greener transport options. Environmental experts and transport planners can work together to set strict emission standards for new bikes and support programs for cleaner fuels and e-bike charging stations.

Safety laws also need updating. Enforcing helmet rules, speed limits, and rider training programs can cut crashes. Governments can partner with schools and local shops to run free safety workshops and distribute low-cost helmets. While bikes meet many needs, public transport remains vital in cities. A well-run bus or metro system can carry more people per road meter than a line of bikes, cutting congestion and pollution. Leaders should use data from GDAP to plan new bus lanes, park-and-ride lots, and metro lines, then track how many riders switch from bikes to buses to fine-tune transport projects.

Conclusion

The motorcycle boom in Pakistan is more than a sales statistic; it reflects how families live, work, and grow. Bikes are cheap, fast, and practical. They help workers reach factories, students get to schools, and villagers connect to markets and clinics. Yet our roads, safety rules, and transport plans have not fully caught up. Urban planners, rural engineers, economists, and policymakers must pay attention to the eight-to-one bike-to-car ratio and use real data from GDAP and PAMA to design safer roads, set fair fuel and tax policies, and fund transport projects that serve everyone. By acting now with clear planning and thoughtful policies, Pakistan can turn this challenge into an opportunity—building an affordable, efficient, and sustainable transport system for all its people.

You can find more information on:

https://galluppakistandigitalanalytics.com/pakistan–automobiles–manufacturing/