China creating its own path to EV success

A Chinese idiom says 另辟蹊径 (lìng pì xī jìng), indicating the idea of opening up a different path, finding an alternative route, or creating one's own path. This idea reflects well what Chinese OEMs have been doing over the last few years in electrification, both in the domestic market and in foreign ones. Several interesting aspects emerge from SBD Automotive’s latest related reports 623 – EV Guide – 2026 HY1 Europe (available for China and the USA as well).

It is well known how, in a market that was solidly dominated by foreign brands, Chinese OEMs took advantage of the electrification trend to completely reverse this trend at home. If this wasn't enough for “creating one's own path” however, they seem to be achieving the same abroad as well. They did it in developing markets thanks to aggressive pricing and vehicles that have been developed to cater to the needs of consumers in these regions.

Electrification, however, requires approaching already developed and more competitive markets.

While with a few exceptions the USA still remains mostly inaccessible due to trade wars and tariffs, the European one is becoming more and more important for their growth. As displayed in the graph below, the market share of Chinese vehicles in Europe, is still relatively small. However, by looking in detail, it is important to note that in just two years, that share almost doubled, going from 4% to well over 7%, and it is expected to grow even further over 2026, reaching 9% of the European market.

The growth rates offer an additional perspective to the current development of Chinese OEMs’ presence in the European market. Despite the high percentages being partly due to low volumes, especially in the early 2020s, it is still important to note that the growth rate for both BEVs and total of Chinese vehicles remained well over 20% since 2023, and is expected, particularly for EVs, to increase even more in 2026.

Chinese OEMs approached the European passenger EV market mostly with two main strategies. Either through acquired local brands (Lotus, MG, Volvo), or with strong premium offerings to establish credibility with highly-equipped, higher-priced models. In just a few years, however, they are gradually broadening this offering moving toward a multi-layered strategy including premium flagships, upper-mainstream products, and increasingly affordable entry-level models.

BYD is doing it within a single brand. It started around 2022 by bringing a range of mid-range to premium vehicles like Tang  and Han. These were followed later by more affordable options like Seal and Dolphin and finally, in April 2025, arrived the Seagull (renamed Dolphin Surf) which is currently one of the cheapest EVs on sales in Europe. The next step for BYD is expanding again in the other direction with the introduction of its luxury brand Denza.

A similar trajectory is being followed by Nio although with some strategic differences. After a strong introduction of its premium models and the battery swap system, between 2024 and 2025 two more brands have been announced and set to enter the market although new tariffs have ultimately delayed their move. The first is the “family-oriented” brand Onvo, set to compete with Tesla, that should introduce its mid-size fastback SUV L60 for a price between €30,000 and €40,000. This should soon be followed by the brand Firefly, name indicating both brand and first model name. The Firefly is a B-segment city car that should enter the market priced between €20,000 and €30,000 allowing Nio to cover the widest share of the market possible with its three brands.

Both OEMs (along with others) are good examples of fast portfolio expansion and product segmentation.

This willingness to build a different path is not limited to product positioning. It is also visible in how Chinese OEMs approach one of the biggest barriers to EV adoption: charging speed and overall experience.

China is aggressively promoting the improvement of EV charging experience, tackling the problem from different directions. NIO continues to pursue the battery swapping option, followed by none other than the world's largest EV battery manufacturer, CATL. While the solution is well established in China and relatively limited in Europe, still, it is in continued development. On the other hand, OEMs such as BYD keep pushing the infrastructure development itself, particularly with their latest announcements for flash chargers. These, according to BYD are capable of delivering a charging rate of 10C, up to 1,500 kW (1.5 MW) of power, allowing for a 10–70% charge in just five minutes.

Along with these solutions, a combination of factors are allowing Chinese OEMs to release BEVs that can, on average, charge significantly faster than most competitors from other countries.

High-voltage EV platforms, like 800V ones from the likes of Geely, Li Auto, Nio, Xpeng, GAC and more, are moving toward 1,000V such as BYD's Super E-platform which support 1 MW peak charging. Along with these, are improved battery chemistry and better thermal management. CATL's Shenxing LFP battery, capable of a charging rate up to 4C, and, as claimed by the manufacturer, adding up to 400 km of range in just 10 minutes.

Overall, China is creating a comprehensive and cohesive ecosystem, ensuring that customers, even in different segments, can access the best possible charging experience.

This and a lot more is covered in SBD Automotive's latest EV guide, available for all three key regions, China, Europe and the USA.

"Chinese OEMs have shaped the domestic EV market without following standards set by foreign automakers. Now they are gradually “creating their own path” abroad as well. This is happening in Europe through a unique combination of brand diversification, product segmentation and development of key electrification features that still limit EV adoption in western markets."