Tag Archives: China

News

BMW Cuts EV Prices in China, Including a $42K Drop on the i7 M70L

Price wars used to be something Chinese automakers did to Western brands. Now, they’re something legacy automakers are doing with them.

BMW is the latest to blink in China’s increasingly cutthroat auto market, announcing sweeping price reductions across 31 models. It’s a notable move for a brand that traditionally leans on prestige and pricing discipline—and a clear sign that even the blue-and-white roundel isn’t immune to the pressures of the world’s largest car market.

The headline grabber is the BMW i7 M70L, the long-wheelbase, dual-motor flagship of the electric 7-Series lineup. Packing 659 horsepower and a neck-snapping 811 lb-ft of torque, it now costs 301,000 yuan less than before—a haircut of roughly $42,000. That’s not a gentle nudge. That’s a shove.

The deepest cut by percentage, however, belongs to the iX1 eDrive25L. BMW trimmed 24 percent off the price of the long-wheelbase compact SUV, dropping its entry point to 228,000 yuan (about $32,600). In a segment flooded with aggressively priced domestic EVs, the iX1 suddenly looks far more competitive than its badge alone would have allowed.

Officially, BMW is playing it cool. Speaking to Bloomberg, the company framed the changes as part of its “regular price management,” noting that transaction prices are ultimately negotiated between dealers and buyers. That’s corporate-speak for don’t read too much into this.

But the timing tells a different story.

China’s auto market has shown clear signs of strain, with sales declining for a second consecutive month in November, according to the China Passenger Car Association. As growth slows, automakers—foreign and domestic alike—are scrambling to protect volume, even if it means trimming margins.

At the same time, regulators are trying to keep the chaos contained. New rules prohibit automakers from selling below production cost and ban dealer incentives that push prices beneath that line, an attempt to prevent a full-blown race to the bottom.

In that context, BMW’s price cuts look less like aggressive discounting and more like a formal acknowledgment of reality. According to Yale Zhang, managing director at Automotive Foresight, the revised stickers largely reflect what customers were already paying after negotiations. In other words, BMW didn’t undercut the market—it caught up to it.

And this likely isn’t the end.

With Chinese New Year landing in February, the industry’s traditional incentive season is fast approaching. At least 14 automakers have already launched discount or incentive programs since the start of 2026, and more are expected to follow as brands try to front-load first-quarter sales.

Zhang doesn’t see the trend fading anytime soon. Promotional cycles may fluctuate, he says, but sustained pricing pressure is now a structural feature of the Chinese market—not a temporary hiccup.

Regulators remain wary. Prolonged discounting raises the specter of deflation, supply-chain instability, and downward pressure on wages—risks that extend far beyond the showroom floor.

For BMW, though, the message is clear: in China, prestige alone no longer sells cars. Even the ultimate driving machine has to sharpen its pencil.

Source: BMW

News

China to Kill Retractable Electric Door Handles—And the Rest of the World May Follow

For years, retractable door handles have been one of the auto industry’s favorite party tricks. They slide out, flip open, glow, retract, and generally remind you that you’ve paid good money for something “futuristic.” Starting in 2027, however, China has decided it’s had enough of the theatrics.

Under new regulations from China’s Ministry of Industry and Information Technology, all new passenger vehicles weighing up to 3.5 tons will be required to use mechanically operable door handles. Not as a backup. Not as an optional emergency release buried under a trim panel. Mechanical access must work from both inside and outside—even in the event of total electrical failure or after a serious crash.

In other words: when things go wrong, the door has to open. Period.

The rule is aimed squarely at retractable and push-button electric handles, the kind popularized by Tesla and now widely used by BYD, Xiaomi, and a growing list of EV startups eager to shave drag coefficients by the third decimal place. These designs were sold as aerodynamic wins, typically claiming a range improvement of around 0.6 kWh per 100 kilometers. In the real world, that’s a rounding error. In an emergency, it can be fatal.

Chinese regulators didn’t come to this conclusion in a vacuum. The decision follows a series of deadly accidents in which electrical failures left occupants trapped inside their vehicles. Two incidents involving the Xiaomi SU7 electric sedan—one in Chengdu and another in Tongling—are frequently cited. In both cases, witnesses reportedly couldn’t open the doors after impact. The mechanical emergency releases existed, but they were hidden, poorly labeled, and difficult to access under stress.

That’s the core issue. Retractable door handles work beautifully—until they don’t. And when they fail, they fail in ways that are unintuitive to panicked occupants and rescuers who don’t have time to hunt for a concealed lever behind a speaker grille.

China’s new regulation cuts through the design fluff and lands on a simple principle: a door is a safety device first and a styling element second. If the power is out, the car is crushed, or the electronics have gone dark, you still need to be able to pull something and get out.

The impact of this rule won’t stop at China’s borders. As the world’s largest car exporter, China effectively sets hardware trends whether the rest of the industry likes it or not. Designing separate door systems for domestic and international markets is expensive and inefficient, especially for high-volume platforms. Expect Chinese automakers to standardize mechanical handles across global models—and expect Western manufacturers to take notes.

Tesla, which helped make flush electric handles mainstream, already faces growing scrutiny over usability in emergencies. BYD and Xiaomi, both aggressively expanding into overseas markets, will now have little incentive to keep electric-only designs alive. Even legacy automakers chasing EV minimalism may quietly rethink whether sleekness is worth regulatory friction—and bad headlines.

There’s also a broader lesson here for the industry’s tech-forward obsession. Cars don’t need to be less advanced. They need to be more honest. When a feature saves two watts of energy but adds a layer of confusion during a crash, it’s not innovation—it’s misprioritization.

Come 2027, China will force a reset. Door handles will go back to doing what they’ve always done best: working every single time you need them. And if that means the end of one of the EV era’s most unnecessary gimmicks, few drivers—or first responders—are likely to miss it.

Source: Automotive News

News

China Doesn’t Need Porsche Anymore

For decades, Porsche’s crest has carried near-mythical weight in China. Stuttgart performance, Nürburgring credibility, and a luxury aura that once felt untouchable helped make China the brand’s single largest market by the mid-2010s. But the ground has shifted—fast—and Porsche is now learning what happens when the hunters become peers.

The latest sign of retreat is subtle but telling: Porsche will begin shutting down its proprietary electric charging network in China starting March 1, 2026. Roughly 200 high-power charging stations will go dark, according to a memo confirmed by Porsche and reported by Chinese outlet Yicai. On paper, the move is framed as “optimization.” In reality, it looks a lot like strategic downsizing in a market that has become unforgiving to legacy Western brands.

China was once the automotive industry’s El Dorado, where European and American manufacturers could sell premium metal at premium margins. That era is over. Domestic automakers have not only caught up—they’ve leapfrogged in areas that matter most to modern buyers: electrification, software, and value. Luxury no longer requires a German passport, and performance no longer needs a European proving ground.

Porsche, like several of its Western peers, appears to have underestimated just how quickly that transition would happen.

Electric Porsches were never volume sellers in China, even as the market sprinted toward EV dominance. The Taycan, while dynamically brilliant, arrived with a price tag and charging expectations that made sense in Europe or North America—but felt out of step in a country where fast, ubiquitous charging and aggressive pricing are table stakes. Chinese brands didn’t just offer alternatives; they offered better-connected, tech-forward cars for significantly less money.

Now, Porsche says it will rely on third-party charging providers rather than operate its own network. Once closed, the brand’s chargers will disappear from the Porsche app’s charging map altogether. That decision follows another recent pullback: Porsche plans to cut its Chinese dealer network nearly in half, shrinking from about 150 outlets to around 80.

These are not the actions of a company doubling down.

It’s a stark contrast to Porsche’s trajectory just a few years ago. The brand entered China in 2001 and steadily climbed the sales charts for two decades. In 2015, China became Porsche’s largest market worldwide. Sales peaked in 2021 at 95,671 vehicles—a figure that once seemed like a new baseline rather than a high-water mark. Since then, the slide has been steep. By 2025, Porsche sales in China are forecast to land around 40,000 units, less than half of their peak.

That decline would have been almost unthinkable not long ago. Porsche’s sports cars—911s, Caymans, and Panameras—have always enjoyed strong brand cachet in China. But cachet only goes so far when competitors are offering luxury cabins, cutting-edge driver assistance, and blistering acceleration at prices that undercut Stuttgart by a wide margin.

Perhaps the most symbolic blow came not on Chinese streets but on Germany’s most sacred strip of asphalt. Brands like BYD and Xiaomi—yes, that Xiaomi—have posted Nürburgring lap times that demand respect. For a company whose identity is deeply tied to motorsport and track performance, watching new Chinese players rewrite the rules on home turf is more than a PR inconvenience—it’s a strategic wake-up call.

Porsche’s official explanation for the charging shutdown emphasizes changing user habits and convenience. That’s fair enough. China’s public charging infrastructure is massive, mature, and often better integrated than anything Porsche could reasonably build on its own. But context matters, and this decision lands alongside shrinking sales, a reduced dealer footprint, and intensifying competition from brands that didn’t exist a decade ago—or existed as budget players with no global ambitions.

The bigger takeaway isn’t just about Porsche. It’s about a global industry recalibration. Western automakers no longer set the pace in China; they’re reacting to it. The market has evolved faster than product cycles, brand strategies, and corporate assumptions could keep up with. And while Porsche isn’t officially exiting China, the signs suggest it’s bracing for a much smaller role.

For a company built on precision, performance, and long-term planning, that’s an uncomfortable position to be in. The crest still means something—but in today’s China, meaning alone isn’t enough.

In the world’s most competitive car market, even icons have to fight to stay relevant. And Porsche, once the benchmark, now finds itself chasing the curve instead of setting it.

Source: Porsche