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News

Chinese Automakers Could Build 1.5 Million Cars in Europe by 2035

China’s automotive industry is entering a new phase of its European expansion, and the next battleground may not be showrooms or import terminals, but European factories. Chinese automakers are rapidly increasing local production, with annual output in Europe potentially reaching 1.5 million vehicles by 2035.

The shift marks a significant change in strategy for companies such as BYD, Leapmotor, Chery and Geely. Rather than simply exporting cars from China to Europe, these manufacturers are increasingly establishing production operations on European soil to reduce tariff exposure, shorten supply chains and strengthen their position in one of the world’s most important automotive markets.

According to Global Mobility, Chinese brands are expected to produce around 90,000 vehicles in Europe this year. That figure could climb to approximately one million vehicles annually by 2030 before reaching 1.5 million units by 2035.

Chinese Car Production in Europe Is Accelerating

The growth of Chinese automotive manufacturing in Europe is already visible.

BYD is preparing to begin vehicle production in Hungary, while the Chinese EV giant is also considering an additional manufacturing facility in Spain. Meanwhile, vehicles from the Jaecoo and Omoda brands are already being produced in Spain.

Leapmotor is preparing to manufacture electric vehicles at Stellantis’ Zaragoza plant in Spain, giving the Chinese automaker access to an established European production facility without having to build an entirely new factory from the ground up.

Geely is also expanding its European manufacturing footprint through a partnership with Ford in Valencia.

Taken together, these projects demonstrate how quickly China’s automotive industry is moving from being primarily an exporter to becoming a local manufacturer in Europe.

Why Chinese Automakers Are Building Factories in Europe

One of the biggest incentives behind the move is straightforward: tariffs.

Producing vehicles locally can help Chinese automakers avoid some of the costs associated with importing finished vehicles from China. Local manufacturing can also reduce transportation costs and potentially make production more flexible as European demand for electric vehicles and other electrified models continues to evolve.

But establishing a factory in Europe does not necessarily mean that a vehicle is genuinely European in terms of its economic contribution.

That distinction is becoming increasingly important for European policymakers.

Economist Sander Tordoir has warned that without additional legislation, Chinese companies could potentially establish what are effectively assembly operations in Europe, using predominantly Chinese components while generating relatively limited economic value for European suppliers and manufacturers.

The concern is that Europe could gain vehicle assembly jobs while much of the higher-value manufacturing activity—including batteries, electronics and other critical components—remains concentrated in China.

Europe Wants More Local Components

European lawmakers are therefore considering measures designed to ensure that vehicles manufactured in Europe contain a greater share of locally sourced components.

The proposed Industrial Acceleration Act is intended to strengthen Europe’s industrial base and increase domestic production. While the precise details are still being negotiated, one potential mechanism is the introduction of requirements or quotas governing how many European-made components must be used in vehicles produced on the continent.

That could fundamentally change the economics of Chinese automotive investment in Europe.

For a manufacturer to claim that a vehicle is genuinely “made in Europe,” policymakers are considering a much broader definition than simply assembling a vehicle at a European plant.

According to Gregor Williams of the Rhodium Group, a significant proportion of the vehicle’s components—including the battery—could ultimately need to be produced locally for European manufacturing requirements to be satisfied.

BYD Could Face a Major Strategic Decision

The potential rules could be particularly important for BYD.

The Chinese automaker is known for its unusually high level of vertical integration. Unlike many traditional automakers that rely heavily on networks of external suppliers, BYD produces a substantial number of key components within its own industrial ecosystem.

That approach has helped the company control costs, technology and supply chains in China.

However, the same strategy could become more complicated if European regulations require a greater percentage of components to originate from European suppliers.

Building an assembly plant is one thing. Creating a localized European supply chain for batteries, electronics and other major components is considerably more expensive.

BYD and other Chinese automakers will therefore have to determine whether the additional investment required to localize production is justified by the size and long-term potential of the European market.

Europe Could Become a New Manufacturing Base for Chinese Brands

The emerging production network is significant because it suggests Chinese automakers are no longer treating Europe simply as an export destination.

Instead, Europe is increasingly becoming part of their global manufacturing strategy.

Hungary, Spain and other European markets could become important production hubs for Chinese brands, particularly as companies look for ways to minimize logistics costs, reduce exposure to trade barriers and establish closer relationships with European customers.

For European suppliers, the arrival of Chinese manufacturers could also create new opportunities. Local factories could require everything from seats, glass and tires to electronics, software, batteries and metal components.

But that potential depends heavily on how European regulations evolve.

If lawmakers impose strict local-content requirements, Chinese automakers may be pushed toward deeper integration with European suppliers. If the rules remain relatively flexible, manufacturers could potentially continue importing many high-value components from China while performing final assembly in Europe.

The Battery Question Could Be Critical

Among all vehicle components, batteries could prove to be one of the most important.

Electric vehicles are particularly dependent on battery technology, and China currently occupies a dominant position across much of the global battery supply chain.

Requiring batteries to be manufactured in Europe would therefore represent a substantially greater commitment than simply sourcing relatively low-value components locally.

For Chinese manufacturers, that could mean investing billions of euros in European battery production or developing partnerships with European battery companies.

It could also accelerate the development of Europe’s own battery industry.

In that sense, the debate surrounding Chinese automakers could ultimately become part of a much larger European effort to build a competitive automotive supply chain that extends beyond final vehicle assembly.

Chinese EV Competition Is Entering a New Phase

The rapid expansion of Chinese automakers has already changed the competitive landscape in Europe.

Brands such as BYD, Leapmotor, Chery, Omoda, Jaecoo and Geely are bringing increasingly sophisticated vehicles to European consumers, particularly in the electric and hybrid segments.

Local manufacturing could make these companies even more competitive.

Producing cars closer to their customers can reduce transportation costs, improve supply-chain flexibility and potentially allow manufacturers to respond more quickly to changes in European demand.

At the same time, European manufacturers face increasing pressure to remain competitive on price, technology and electric-vehicle production costs.

The result could be one of the biggest structural changes in Europe’s automotive industry in decades.

Could Europe Benefit From Chinese Investment?

The debate is not simply about whether Chinese automakers should be allowed to manufacture cars in Europe.

There is a broader question about what Europe wants to gain from that investment.

If Chinese companies establish large European factories but continue importing most high-value components from China, the economic benefits could be relatively limited.

If, however, European regulations encourage manufacturers to establish local battery production, component factories, engineering operations and supplier networks, Chinese investment could contribute significantly to Europe’s industrial base.

That is precisely the balance European policymakers are now trying to achieve.

The goal is not necessarily to prevent Chinese automakers from investing in Europe, but to ensure that their investments create meaningful economic activity within the region.

1.5 Million Chinese-Branded Cars Could Be Built in Europe

The numbers illustrate just how rapidly the landscape could change.

Chinese brands are expected to produce around 90,000 vehicles in Europe this year. Global Mobility forecasts that annual production could reach one million vehicles by 2030 and approximately 1.5 million by 2035.

If that forecast becomes reality, Chinese automakers could account for a significant share of European vehicle production within less than a decade.

The question is what those 1.5 million vehicles will actually represent.

Will Europe become little more than an assembly destination for Chinese technology, batteries and components? Or will Chinese investment help create a deeper European manufacturing ecosystem involving local suppliers, battery factories, engineering operations and thousands of additional industrial jobs?

The answer may depend as much on European regulation as it does on the ambitions of the Chinese automakers themselves.

The European Automotive Industry Is Changing

The expansion of Chinese carmakers into Europe is still in its early stages, but the direction is becoming increasingly clear.

BYD, Leapmotor, Chery and Geely are establishing production links across the continent, while partnerships with established European manufacturers provide Chinese companies with faster and potentially less expensive routes into local manufacturing.

For European automakers, the arrival of these competitors represents another major challenge at a time when the industry is already undergoing a difficult transition toward electric vehicles, software-defined cars and new global supply chains.

For European policymakers, meanwhile, the challenge is to attract investment without allowing Europe to become dependent on imported Chinese components.

If the Industrial Acceleration Act introduces meaningful local-content requirements, the next decade could see Chinese automakers investing not only in European vehicle assembly, but also in batteries, components and supplier networks.

One thing is certain: the Chinese automotive industry’s European expansion is no longer just about selling cars.

It is increasingly about building them.

And if current production forecasts prove accurate, Europe could be producing as many as 1.5 million Chinese-branded vehicles every year by 2035—a development that could fundamentally reshape the continent’s automotive manufacturing landscape.

Source: Reuters, Photo: EPA-EFE

News

1971 Chevrolet Chevelle SS Finally Returns Home

A 1971 Chevrolet Chevelle SS that disappeared after being stolen in 1993 has finally been reunited with its rightful owner, bringing an extraordinary 33-year mystery to an end.

The classic American muscle car was recovered thanks to what initially appeared to be a routine vehicle identification number inspection conducted by officers from the California Highway Patrol in Auburn. Instead of being just another VIN check, the inspection raised questions about the car’s history and eventually led investigators to a decades-old theft case.

A Routine VIN Check Uncovered a 33-Year-Old Mystery

California Highway Patrol officers in Auburn were carrying out a routine VIN inspection on a classic Chevrolet when they noticed something unusual in the vehicle’s identification information.

Rather than dismissing the discrepancy, officers conducted a more detailed check. That investigation ultimately revealed that the 1971 Chevrolet Chevelle SS matched a vehicle reported stolen in San Mateo County more than three decades earlier.

Investigators then worked with the San Mateo Police Department to compare historical records and verify the Chevrolet’s identity. Once the connection was confirmed, authorities were able to locate the vehicle’s rightful owner and arrange for the long-lost muscle car to be returned.

After spending 33 years away from its original home, the Chevelle was finally back where it belonged.

Where Was the Chevelle for 33 Years?

Authorities have not disclosed where the Chevrolet Chevelle SS had been during the three decades following its theft.

It is also unclear who was driving or in possession of the car when California Highway Patrol officers performed the VIN inspection. Authorities have not publicly indicated whether that individual knew the Chevrolet had been stolen.

Those unanswered questions make the story even more intriguing. A car stolen in 1993 somehow remained in circulation for decades before a routine police inspection finally connected it to its original theft report.

A photograph shared by the California Highway Patrol in Auburn shows the recovered Chevelle looking remarkably good for a vehicle that has spent more than half a lifetime missing.

A Classic 1971 Chevrolet Chevelle SS

The car’s identity is significant because the 1971 Chevrolet Chevelle SS is one of the most recognizable muscle cars of the early 1970s.

For the 1971 model year, Chevrolet gave the Chevelle a substantially revised appearance. The previous generation’s quad-headlight arrangement was replaced by a single headlight on each side, while the front end received a redesigned grille. At the rear, four round taillights were integrated into the rear bumper.

The styling changes helped give the 1971 Chevelle a more aggressive and modern appearance while retaining the muscular proportions that made the model an icon of the American performance-car era.

The 1971 Chevelle SS Was Still a Serious Muscle Car

The 1971 model year also marked an important transition for Chevrolet’s high-performance engines.

According to Classic Cars, General Motors required lower compression ratios across its engine lineup for 1971 to accommodate standard-grade and unleaded fuel. As a result, the 402-cubic-inch V8 was rated at 300 horsepower.

The larger 454-cubic-inch, or 7.4-liter, LS5 V8 was officially rated at 365 horsepower for 1971. That figure represented an increase of five horsepower over the officially quoted 360 horsepower for the 1970 version.

As was common during the muscle-car era, however, horsepower figures from different years were not necessarily measured using identical standards. Even so, the Chevelle SS remained a formidable performance car and one of Chevrolet’s most desirable muscle cars of the period.

A Particularly Desirable Chevelle SS

The recovered Chevrolet appears to be equipped with the Super Sport package, identifiable by its distinctive bulging hood and classic white racing stripes running over the black body.

That combination gives the car the unmistakable appearance associated with an old-school American muscle car.

More remarkably, the Chevelle appears to be in excellent condition despite its age and the fact that it vanished more than three decades ago. The photographs released by authorities show a remarkably clean exterior, suggesting that the car survived its 33-year disappearance without suffering the kind of deterioration that often affects neglected classic vehicles.

From Stolen Car to Long-Lost Classic

The recovery of the 1971 Chevrolet Chevelle SS is a reminder that stolen classic cars can remain hidden in plain sight for decades.

Unlike modern vehicles, many classic cars have changed hands numerous times over the years, and historical documentation can sometimes be incomplete. A routine VIN inspection can therefore become an important tool for reconnecting a vehicle with its original history.

In this case, a simple police check accomplished something that had not happened for 33 years: it reunited a classic Chevrolet with the person who had lost it.

For the owner, the return is more than the recovery of an old automobile. It is the restoration of a piece of personal history and a rare example of a stolen classic car finally coming home.

The 1971 Chevrolet Chevelle SS Comes Home

Few things are more surprising in the collector-car world than discovering that a vehicle thought to be gone forever is still alive.

This 1971 Chevrolet Chevelle SS spent 33 years missing after being reported stolen in 1993. Thanks to a routine California Highway Patrol VIN inspection and cooperation with the San Mateo Police Department, investigators were able to uncover its past and return the muscle car to its rightful owner.

The circumstances surrounding the Chevelle’s missing years remain unknown, but the ending is unusually happy for a stolen-car story.

After more than three decades, one iconic American muscle car has finally made its way home.

Source: Auburn Police Department

News

Tesla Semi Is Coming to Europe: Electric Truck Set to Challenge Europe’s HGV Giants

Tesla is finally bringing its long-awaited Semi electric truck to Europe, almost a decade after the all-electric lorry was first unveiled. The Tesla Semi will make its European debut at the IAA Transportation show in Hanover, Germany, next month, where the company is expected to reveal European specifications and provide more details about its launch plans.

The arrival of the Tesla Semi could mark an important moment for Europe’s electric heavy-truck market. While manufacturers such as MAN and Mercedes-Benz have already introduced battery-electric HGVs, Tesla believes its Semi can deliver the combination of range, performance, charging speed and operating costs needed to convince more hauliers to make the switch from diesel.

Tesla Semi Heads to Europe Nearly 10 Years After Its Debut

Tesla unveiled the Semi in 2017, promising to transform long-distance trucking in much the same way its passenger cars helped accelerate the adoption of electric vehicles.

However, the Semi’s development took considerably longer than originally expected. The first production trucks eventually entered commercial operation in the United States in 2022, with PepsiCo among the first major customers.

Tesla has still not revealed exactly how many Semi trucks it has delivered globally. However, the company recently secured a major order for 500 trucks from Swedish transport company Einride. The deal is reportedly the largest single order for the Tesla Semi so far.

Now, Tesla is preparing to take the electric truck into one of the world’s most important commercial vehicle markets.

Tesla Semi European Launch to Be Confirmed at IAA Transportation

The Tesla Semi will be displayed at next month’s IAA Transportation event in Hanover, giving European operators their first major opportunity to examine the production truck.

Tesla says it will use the event to confirm European specifications and outline its plans for launching the Semi across the continent.

One major question is whether European customers will receive both versions currently offered in the United States.

Tesla currently sells the Semi in Standard Range and Long Range configurations. However, the company’s UK website currently lists figures only for the Standard Range model, suggesting that the European line-up may initially differ from the US range.

Tesla Semi Range and Performance

In the United States, the Standard Range Tesla Semi is claimed to deliver up to 325 miles of range, equivalent to roughly 523 kilometres, between charging stops.

Power comes from a tri-motor electric powertrain that sends up to 1,073bhp to the truck’s dual rear axles. That makes the Semi considerably more powerful than many conventional diesel trucks and highlights Tesla’s focus on combining heavy-duty capability with electric propulsion.

The Long Range version uses the same basic tri-motor setup but adds additional battery capacity within an extended rear section of the cab. Tesla claims that this configuration increases the truck’s range to as much as 500 miles, or approximately 805 kilometres.

Whether European operators will be able to order the 500-mile version remains unclear.

Tesla Semi Charging Could Be Its Biggest Advantage

Charging speed will be critical if Tesla wants the Semi to compete with diesel-powered long-haul trucks.

Tesla says the Semi can recover 60 percent of its driving range in approximately 30 minutes when connected to one of the company’s Megachargers.

The charging system can deliver up to 1,200kW, putting the Semi among the most ambitious electric trucks currently being developed for rapid charging.

For commercial operators, however, charging speed is only part of the equation. Fleets will also need reliable high-power charging infrastructure at depots, logistics centres and motorway hubs.

Europe is increasingly investing in megawatt charging infrastructure for heavy-duty electric vehicles, meaning Tesla’s arrival could accelerate competition in this area.

Tesla Semi vs MAN eTGX and Mercedes-Benz eActros 600

Tesla will enter a European market that is no longer without serious electric truck alternatives.

The 40-tonne MAN eTGX is already available with power outputs ranging from 328bhp to 536bhp. Depending on specification, MAN quotes ranges of up to 358 miles, or around 576 kilometres, while charging capability can reach 1,000kW.

Mercedes-Benz is also targeting long-distance trucking with the eActros 600. The electric truck has a claimed range of approximately 311 miles, or 500 kilometres, while Mercedes-Benz is preparing megawatt charging capability for the model.

On paper, the Tesla Semi therefore arrives with some impressive numbers. Its claimed 1,073bhp output and up to 1,200kW charging capability give it a significant headline advantage over established European rivals.

The bigger question will be how those specifications translate into real-world range, payload, charging times and operating costs.

Payload and Operating Costs Will Matter More Than Horsepower

For professional hauliers, outright power is only one part of the equation.

Electric trucks must be capable of carrying commercially useful payloads while providing enough range to complete demanding routes without excessive charging stops. Charging infrastructure, electricity prices, battery degradation and vehicle downtime can all have a major impact on fleet economics.

Tesla claims the Semi is more efficient and cheaper to operate than conventional diesel trucks. If those claims hold true in European fleet operations, the company could have a powerful selling point.

However, European regulations and operating conditions differ from those in the United States. Gross vehicle weights, payload requirements, motorway speeds, driving regulations and charging infrastructure will all influence the truck’s real-world performance.

Can the Tesla Semi Change the European Trucking Market?

Tesla’s passenger cars helped demonstrate that electric vehicles could move beyond small urban cars and become viable alternatives to conventional vehicles.

The company now appears ready to attempt something similar with heavy commercial vehicles.

The challenge is significantly greater. Long-distance trucks consume far more energy than passenger cars, operate for much longer periods and are heavily dependent on predictable logistics schedules.

A truck that needs to stop for charging at the wrong point in a route can potentially cost an operator considerably more than a passenger car driver waiting for a charger.

That is why Tesla’s charging network, battery efficiency and fleet-management technology could be just as important as the Semi’s headline performance figures.

Tesla Semi Europe: What Happens Next?

The Tesla Semi’s appearance at IAA Transportation should provide the clearest indication yet of how Tesla intends to approach the European heavy-truck market.

Key questions remain unanswered, including which versions will be offered, European payload specifications, pricing, delivery dates and the availability of Tesla’s Megacharging infrastructure.

If Tesla can combine competitive pricing with long range, fast charging and low operating costs, the Semi could become a serious competitor to established electric trucks from MAN and Mercedes-Benz.

After a development programme lasting almost a decade, Tesla’s electric HGV is finally approaching the European market.

The Tesla Semi may have arrived much later than originally planned, but its entry into Europe could still prove highly significant for the future of electric long-haul trucking.

Source: Tesla