Carmakers such as MG, BYD and Chery are set to pass 200,000 mark in sales, analysis suggests, double 2024s total
Chinese brands are on course to account for one in every 10 new cars sold in Britain during 2025, a marked increase on last year as sales increase across Europe.
Manufacturers led by MG, BYD, and Chery are on track to break the 200,000 mark in UK new car sales in 2025, meaning they are very likely to account for 10% of the market, according to Matthias Schmidt, an analyst tracking electric cars across Europe.
Spain and Norway also get a tenth of their new cars from Chinese brands, with the average across western Europe at 6%, Schmidt said.
China has taken a commanding lead in the global industry for electric vehicles (EVs) thanks to years of heavy government subsidies, dominance of the supply chain for lithium ion batteries, and cheaper labour. The increase in Chinese sales has alarmed EU countries, particularly Germany and France, who fear losing millions of automotive jobs if the industry shrivels.
Norway leads the world in EV take-up, helped by generous purchase subsidies, but in Spain and the UK a large number of the Chinese cars on offer are hybrids, which combine a petrol engine with a small battery.
Tu Le, the founder of Sino Auto Insights, a consultancy, said: The Chinese are tackling the EU region by region since there are pockets of support in some areas and pockets of opposition in others.
Neither the UK nor Norway have imposed tariffs on Chinese imports, as the EU has done, leaving them open to battery car sales.
According to the Society of Motor Manufacturers and Traders, a lobby group, Chinese manufacturers sold 187,800 cars in the UK out of total sales of 1.87m during the first 11 months of the year C double last years sales.
Schmidt said the UK was a particularly juicy target for Chinese brands because it is a large market with no British mass-market champions. Rover ceased trading in the early 2000s, Vauxhall is part of the Stellantis conglomerate, while MGs are made in China by state-owned SAIC.
With no genuine domestic volume brands for UK consumers to choose from, UK consumers crucially can no longer participate in what is known as patriotic purchasing, he said.
In Germany and France, half of each countrys new-car market is effectively in the control of domestic brands. While in China , we now also see two-thirds of the market is accounted for by domestic brands.
The manufacturers that are losing out on UK sales appeared to be Japanese. Nissan and Toyota have factories in the UK but that has not prevented them from losing nearly a percentage point of market share apiece in the past year. Honda and Suzuki sales also dropped, while Mitsubishi has pulled out completely.
The EU imposed tariffs of between 17% and 38% on Chinese electric cars last year, in an effort to level the playing field. However, the tariffs apply to electric cars only, leaving a large back door for Chinese manufacturers to win market share by undercutting European manufacturers on sales of hybrids as well.
Schmidts analysis showed that less than 40% of all Chinese-brand models entering western Europe during the third quarter of 2025 were pure battery electric. That means that the design of the EU tariffs has allowed Chinese manufacturers to continue to undercut European rivals, while also pushing them to sell more polluting models.
The EU watered down its targets for electric car sales recently, saying it will allow 10% of sales to continue to have internal combustion engines after 2035 C it had previously planned to ban them entirely. European carmakers had lobbied hard for the changes, arguing they need to continue selling petrol and diesel cars to earn enough profits to invest in battery car factories.
However, some car executives and analysts have argued that slowing the transition in Europe will allow Chinese carmakers to race further ahead . Schmidt has forecast that Chinese manufacturers share will peak just shy of 10% across Europe between 2028 and 2030, while Chinas share of the battery car market will peak at 13%.
分析显示，名爵（MG）、比亚迪（BYD）和奇瑞（Chery）等汽车制造商销量有望突破20万辆大关，达到2024年总量的两倍。
2025年，中国品牌汽车在英国的销量预计将占新车总销量的十分之一，较去年显著增长，这一趋势与整个欧洲市场的销量上升相呼应。
据追踪欧洲电动汽车市场的分析师马蒂亚斯·施密特（Matthias Schmidt）预测，以名爵（MG）、比亚迪（BYD）和奇瑞（Chery）为首的汽车制造商有望在2025年突破英国新车销量20万辆大关，这意味着它们很可能将占据10%的市场份额。
施密特表示，西班牙和挪威的新车销量中也有十分之一来自中国品牌，而西欧地区的平均占比为6%。
得益于多年的政府高额补贴、锂离子电池供应链的主导地位以及劳动力成本优势，中国已在全球电动汽车产业中占据显著领先地位。中国电动汽车销量的激增令欧盟国家感到担忧，尤其是德国和法国，它们担心若本土汽车产业萎缩，将导致数百万个就业岗位流失。
挪威凭借丰厚的购车补贴，在全球电动汽车普及率上遥遥领先。然而在西班牙和英国，市场上大量中国品牌汽车为混合动力车型，这类车型将汽油发动机与小容量电池组合使用。
咨询公司Sino Auto Insights的创始人涂乐表示：“中方正逐个区域应对欧盟，因为有些地区存在支持的声音，而另一些地区则存在反对意见。”
与欧盟不同，英国和挪威均未对从中国进口的商品加征关税，这使得两国市场对中国电动汽车销售保持开放。
据游说团体英国汽车制造商和贸易商协会（SMMT）数据显示，今年前11个月，中国汽车制造商在英国共售出18.78万辆汽车，占英国187万辆汽车总销量的10%，销量较去年翻了一番。
施密特表示，英国对中国品牌而言是一个极具吸引力的目标市场，因其规模庞大且缺乏本土大众市场领军企业。罗孚汽车已于21世纪初退出市场，沃克斯豪尔现属斯特兰蒂斯集团旗下，而名爵汽车则由国有车企上汽集团在中国生产。
他表示：“由于英国消费者没有真正本土的大众品牌可供选择，他们实际上已无法参与所谓的‘爱国消费’。”
在德国和法国，两国的新车市场均有一半份额由本土品牌主导。而在中国，目前本土品牌已占据三分之二的市场份额。
在英国市场销量下滑的制造商似乎主要是日本企业。日产和丰田虽在英国设有工厂，但过去一年仍各自损失了近一个百分点的市场份额。本田和铃木的销量也有所下降，而三菱则已完全退出该市场。
欧盟去年对中国电动汽车加征了17%至38%的关税，旨在营造公平竞争环境。然而，这些关税仅适用于纯电动汽车，为中国制造商留下了一个巨大的后门——他们仍可通过压低混合动力汽车售价，削弱欧洲厂商竞争力以抢占市场份额。
施密特的分析显示，2025年第三季度进入西欧市场的中国品牌车型中，纯电动车型占比不足40%。这表明欧盟关税的设计使得中国制造商能够继续以低价压制欧洲竞争对手，同时也在促使他们销售更多高污染车型。
欧盟近日淡化了其电动汽车销售目标，表示将允许10%的汽车销售在2035年后继续使用内燃机——此前欧盟曾计划全面禁止内燃机汽车。欧洲汽车制造商此前大力游说推动这一政策调整，他们辩称需要继续销售汽油和柴油车以获得足够利润，从而投资电动汽车工厂。
然而，部分汽车行业高管和分析师认为，欧洲放缓转型步伐将让中国车企进一步抢占先机。施密特预测，到2028至2030年间，中国制造商在欧洲市场的份额将达到近10%的峰值，而中国在纯电动汽车市场的份额峰值将达到13%。
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