Can a tax bill block the wheel? The eu raised the tax rate to 45. 3 per cent, adding a minimum import price. The period of the vessel at south sha port was the same and the vehicle went out. The trade wall is raised and the industrial chain is taken。
In the spring of 2026, electric vehicles waiting to be loaded were connected to the roller dock at south sha port in guangzhou. Ask the porters if they are afraid of customs duties, and they answer the common saying, "the ship is not waiting, nor the order is waiting。
The story begins on october 30, 2024. The european commission issued a countervailing duty order on electric cars produced in china, at a rate of 35. 3 per cent and a 10 per cent import duty, totalling 45. 3 per cent。
The european union trade commission, east browskis, had made it clear at the time that the industrial chain was subsidized and that it was crushing the viability of european automobile companies. For europe, it is not a debate, it is a defence。
A lot of people stare at tariff figures, ignoring another old problem: trust. In earlier years, chinese cars had gone to europe for collision tests, with impressive results, and videos had been available online for many years. European consumers' doubts about security stem from memories and not just from tariffs。
At that time, chinese standards were 8 km/hour different from european standards. China's c-ncap collision rate is 56 km per hour, while europe's ncap is 64 km per hour. It's not the speed. It's the body structure。
Time went to 2024 and things changed. Biadi, uri, and peng get five stars in the ncap model. Firefly received a 96 per cent rating on adult crew protection under the flag, and was placed ahead of the vehicle type tested during the same period。
Once the matter of security was rewritten in the report card, the discussion went from “daunted to sell” to “how long to sell”. This step is not based on slogans, but on one test and delivery。
Pull the camera back to nansha. In 2025, 383,000 rolling vehicles were exported from south sha port, an increase of 54 per cent over the previous year. Of these, 154,000 were new energy vehicles, more than twice the increase over the same period. The docks are busy and behind them is the supply chain shifting。
South sand's geographical advantage is not mysterious. The wig manufacturing base is nearby, the joint venture has been in operation for many years, the spare parts have matured and the workforce has stabilized. New energy vehicles are starting to move out, and the port is moving。
Guangyang's sea trip begins in the southern sand. In 2023, aion y plus was listed in thailand. In july 2024, thailand's smart factories were brought into operation with an annual capacity of 50,000. In 2024, the autonomous brands of the group exceeded 100,000。
In 2025, after a year-round increase of about 47 per cent in the group's exports, overseas became a new profit point. The term profit is realistic and determines whether an enterprise can consider seaing as long-term work。
Peng also uses nansha as an important exit point. G6, g9, x9 loaded from here. Ho xiao peng has given a target of half of all sales in 10 years overseas。
In the autumn of 2024, peng launched “assisting 2. 0”, with the goal of reaching more than 60 countries globally by the end of 2025. By the end of 2025, peng had entered 28 european countries, built nearly 300 retail outlets and fully covered the nordic market。
Node is not a face project, it's a hard war after sale. The sale of the car is only the beginning, repairing the car, fittings, software upgrades, insurance synergies, and any loss of chain would reverse to the beginning。
The infrastructure of the port of nansha provides a fast track to the sea. There are 7 million tons of specialized roller berths, 2. 4 kilometres of shore lines and 1. 61 million square metres of commercial garages, with an annual capacity of over 3 million。
The ship arriving in 2025 exceeded 1,000 voyages. Customs has launched the “geoport automobile export fast line” and new energy vehicles are waiting to be carded from 14 working days to less than 3 days. Time saved is cash flow。
There are some details that are not taken seriously. Lithium cell transport covers the provisions of the united nations recommendations on the transport of dangerous goods and must be matched by authentication documents, packing standards and loading restrictions. The port chain is the only way the car company can sleep。
And look at the european market. Standardized global data tracking shows that more than 1 million cars were exported from china to the eu in 2025, an increase of about 30 per cent over the same year. The volume of exports increased by about 4 per cent。
This set of figures points to one thing: under tariff pressures, a number of cars have opted for price swaps for size and have blocked market positions. Size can provide access to negotiation and brands。
The response of european motor companies has also been divided. The former ceo of stellantis reminded his colleagues at the meeting that the industry was going through a phase-out. He also cautioned that tariff increases could push chinese cars towards building plants in europe。
This road is already happening. Biadi chose the site in hungary. Kirill made public his plans for construction in spain and turkey. The trade threshold is raised and the capacity to export。
Reno ceo luka de meo gave a more cooperative version. He introduced the concept of “cooperative competition” at the paris car fair, even referring to the airborne pan-european union of electric motors. In europe, answers are also sought。
Such cooperative ideas deserve to be read carefully by chinese motorists. The eu was concerned not only with prices, but also with industrial control, job stability and technical standards. If you can offer a win-win solution, the negotiating space will emerge。
The eu introduced a “minimum import price” mechanism in early 2026, requiring chinese companies to sell their cars below the bottom line in europe, with independent requirements for each model and configuration, and full retroactive。
The key point of this system is that you can trade price commitments for less or less tax, but you have to move terminal prices to areas close to local cars. Price advantages were weakened and the test shifted to efficiency and services。
The american route is more direct. 100 per cent customs duty, superimpose software and hardware restrictions on vehicle-borne network systems. The threshold of the north american market is clear, and in the short term it is difficult to open through exports。
The british financial times has a sobering judgment that china’s electric cars are ahead of the entire car’s manufacturing and batteries, and that it will take time to build overseas brands, local after-sales service networks, and build trust with consumers。
This is a reminder for chinese motorists and for investors. When the overseas profits will be positive, it will depend on the performance of each maintenance station, each spare parts system and each local employee。
Price warfare in the domestic market is also consuming profits. Capacity utilization is less than 70 per cent, and more than 100 brands are squeezed on the track and phase-out occurs. It's like an exit from the sea, but there's a wind。
South-east asia is used as a testing ground by a number of enterprises. The operation of the guang guang guangyang factory in thailand is advancing, regional electric vehicle penetration is at a creeping stage, demand is at a different pace from that of the chinese market, and channels and financial programmes need to be revisited。
Europe is another subject. Peng has nearly 300 sites, single shop efficiency, maintenance response, second-hand vehicle residual value, insurance cooperation, and these indicators have little open data. Markets don't read stories, experience。
Over 3 million vehicles pass through south sha port each year, bringing in a number of jobs from logistics parks, complexes and customs service companies adjacent to the port area. Loaders, testing technicians, logistics dispatchers and customs declaration officers were not common five years ago。
I've been doing this for years, and i've found a pattern: ordinary people don't need big narratives, ordinary people care about work, income stability, skills migration. Changes in ports can bring these problems to the surface。
And don't take it as a simple car sale. European requirements for carbon footprints, transparent supply chains and data compliance are being added. Those who can process compliance will be less aggressive and less expensive。
The next answer to china's car companies is not “how much can be sold”, but “how long can it stay”. When there is no room for price, how do you get users to renew, change cars, recommend to friends
My judgment about the “cooperatives” is that the european market will have layers. Some countries continue to use barriers to protect their indigenous productive capacities, while others trade joint ventures, local production and technology swaps for employment and taxation。
Chinese cars can also be layered. Firms willing to invest in localized businesses can move slowly with brands; businesses that simply want to export a wave of dividends can be stopped repeatedly by mechanisms and reputations。
I'll make this line clear. I'm just trying to keep you out of the way. You're an operator, you can see where the job is moving; you're a consumer, you can understand the structure behind the car price; you're an investor, you can keep an eye on the sign that profits are going right。
Do you think the minimum import price in the eu would force a chinese car to build a factory in europe or force a brand out? Write your opinion in the comment area. I think it's useful, order a collection, forward it to those who need it, pay attention to me and keep it up to date。
