
Chinese electric vehicle brands may not yet be on everybody's roads, but they're certainly on the minds of policy makers around the world. With Donald Trump musing recently on whether to allow Chinese cars to be manufactured in the US, leading American auto industry figures have pushed back, arguing that the subsidies China has given its EV and battery firms over the past two decades amount to unfair competition. The head of Volkswagen, meanwhile, has warned that French and German carmakers must work together to combat the challenge from China, whose passenger vehicle exports are expected to hit 11-12 million this year, compared to just five million three years ago. And the EU, which has followed the US in imposing punitive tariffs on Chinese EVs, recently also persuaded Beijing to limit its exports of hybrid cars to the bloc to just 350,000 per year — compared to this year’s predicted exports of 800,000 such vehicles. But the challenge is far from over: with sales in China slowing, the country’s biggest manufacturers, including BYD — now the world’s biggest EV maker — Chery and Geely, which already dominate their domestic market, are seeking to avoid tariffs and add market share by manufacturing in factories in Europe, Latin America and other regions. So how should the world respond to the rise of the cheap, hi-tech Chinese EV — and is its dominance inevitable? Bill Russo, a former senior executive in China for Chrysler who now heads the Shanghai-based advisory firm Automobility, and is also chairman of the automotive committee of the American Chamber of Commerce in Shanghai, shares his views.
For information about the SOAS China Institute Corporate Membership scheme, please contact SCI director Steve Tsang: [email protected]
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The views and opinions expressed on this podcast are those of the speakers and are not necessarily those of the SOAS China Institute.
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SOAS China Institute (SCI)
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Music credit: Sappheiros / CC BY 3.0
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