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Building factories won't work either
Author | Wang Lei
Editor | Qin Zhangyong
American automakers are getting restless.
Recently, the six major US automotive industry associations, representing the interests of virtually all major US automakers, suppliers, and dealers, did something: they collectively submitted a joint letter to the Trump administration.
The title of this letter is — Request for Trump Administration to Maintain Ban on Chinese Cars in the US. Judging from the name, the purpose is already very clear.
They call for "firmly closing the door" on Chinese automakers. They openly advocated for trade barriers and unfair competition in the letter, hoping the Trump administration continues to implement relevant policies, "firmly prohibiting Chinese automakers from selling, importing, or producing cars in the United States".
Not only continuing to restrict imports and sales, but even Chinese companies building factories and producing in the US should also be prohibited.
These associations used to talk about "free markets" and "fair competition", but as soon as Trump made a mere "verbal commitment", the major US automotive associations were already so anxious they didn't even bother to pretend anymore....
01
Trump Has Relented
The origin of this joint letter goes back to 20 days ago, when Trump accepted an interview from the Fox News program The Ingraham Angle.
In the interview, host Laura Ingraham asked Trump a question: whether Chinese car companies could come to the US to build factories.
He first denied claims that he might allow cars made in China to be imported into the US, stating that if current restrictions were lifted, the US domestic market might be "flooded".
He then added, if China is willing to open factories in the US and build cars locally, I would be OK with it (I'd be OK with it). He also stated, "Japan does this too, the key is that they hired our people." He also specifically mentioned a path he did not want to see, which is Chinese automakers building factories in Mexico and then shipping cars into the US. He also said he was not belittling Chinese cars.
However, this mere verbal commitment caused the US automotive industry to explode with anger. Immediately after, this joint letter was placed on Trump's desk, afraid that Trump might really loosen his stance....
The signing阵容 of this joint letter can be described as the most unified joint dialogue by the US automotive industry with the White House in recent years. The letter was jointly signed by heads of six core associations, including the Alliance for Automotive Innovation, the American Automotive Policy Council, Automotive Drive America, the Motor & Equipment Manufacturers Association (MEMA), the National Automobile Dealers Association and the Zero Emission Vehicle Association.
Standing behind it are almost all original equipment manufacturers producing in the US and industry chain forces, so I won't list them one by one. Anyway, any US automaker you can think of is included.
It is worth mentioning that the leading "Alliance for Automotive Innovation" had already done a "desperate" thing earlier.
They wrote a letter to the top leadership of both parties in Congress, requesting to complete permanent legislation before the current Congress adjourns, thoroughly banning Chinese connected cars and related hardware and software from being imported or sold in the US. Even if Chinese automakers run to the US to build factories and produce, it should also be restricted.
And the core topic of this letter is also very similar, urging them to maintain import restrictions on Chinese cars, even if it means building factories in the US.
In fact, with the market access barriers for Chinese cars in the US already layered and increased, you can no longer see Chinese cars in the US market today.
At the beginning of 2025, the Biden government, on the grounds of so-called "data security", effectively banned all Chinese automakers from selling or producing passenger cars in the US.
This is not enough, there are also layered tariffs to bear: 2.5% MFN base tariff, plus 25% Section 232 automotive tariff, plus 100% Section 301 tariff specifically targeting Chinese electric vehicles, and an additional 10% tariff levied previously due to the "International Emergency Economic Powers Act"; the comprehensive tax rate for Chinese cars entering the US exceeds 137.5%.
The result is that the market share of Chinese cars in the US market is now 0.
As of now, in the US market, the only car company directly linked to the Chinese new energy vehicle industry is Polestar, and it is also forced to withdraw from the US market in 2027 due to "national security risks" and its Chinese capital control background. Once Polestar leaves, there will be no more Chinese car companies selling in the US.
02
The "0 Share Guilty" Theory
It is precisely because of this 0% market share that these US automotive associations grabbed a so-called reason to block Chinese cars from building factories:
The letter argues that at this stage, Chinese cars have 0% market share in the US. If Chinese-funded car companies are allowed to set up factories and gain a foothold in the US market, this comes at the expense of the interests of car companies operating in the US. In their view, this is not about creating jobs, but about snatching jobs.
The exact words in the letter are that Chinese automakers' investment will not create new US jobs, but "shift jobs from manufacturers who have invested in the US for generations to companies owned and operated in China". Thus damaging the interests of 17,000 auto dealers across the US.
In addition, these associations also believe that even if Chinese-funded car companies assemble complete vehicles locally in the US, they cannot solve vehicle internet related security risks. Because even if produced in the US, the industry chain is still highly dependent on Chinese suppliers and Chinese parts.
The letter later elevates to the angle of industrial security: "The automotive industry is the cornerstone of US advanced manufacturing and defense industry. In a state of national emergency, it needs to rely on local production capacity and industrial workers to respond to demand. Once the foundation of the local industry is hollowed out, it cannot be rebuilt in a short time."
After these "big hats" were put on, the demands of the US automotive associations also surfaced: Continue to prevent Chinese car companies from selling, importing, or producing cars in the US; Maintain the 100% tariff on Chinese cars and existing national security restrictions; Continue to implement restriction measures against Chinese connected cars, related hardware and software.
Also do not accept the logic that "local production in the US can avoid security risks", viewing Chinese cars entering the US market as industrial security, supply chain security, and national security issues, and not just trade issues.
Logically, a 0 share should not make US car companies so nervous. Even the factory building rhetoric in Trump's mouth is essentially just replicating the path taken by Japanese and Korean car companies entering the US market back then. Toyota, Honda, and Hyundai all entered this way.
And the reaction of US car companies shows that they believe if Chinese car companies take this path, the consequences will be more severe than the impact of Japanese and Korean cars. They know better than anyone that once tariff barriers loosen, or if Chinese car companies bypass to enter the North American market via Canada or Mexico, consumers will vote with their wallets.
This has already been verified in consumer market attitudes. Affected by the average US new car price breaking through $50,000 for the first time and the increasing scarcity of entry-level economy models, Cox Automotive in the US conducted a survey.
The survey showed that 49% of US consumers think Chinese cars are "very high" or "high" value for money. Nearly 40% of US consumers stated it is "very likely" or "extremely likely" to consider buying Chinese brand cars. Among Gen Z respondents, this proportion is as high as 69%.
Moreover, the anxious attitude of the US automotive industry exactly contrasts with the speed of Chinese cars going global. In 2025, China's car exports surpassed 10 million units, ranking first globally for the second consecutive year. For every 10 new energy vehicles sold globally, 6 are from China. In the first half of 2026, exports reached 5.096 million units, a year-on-year increase of 65.3%, of which new energy vehicles were 2.355 million units, more than doubling year-on-year.
BYD topped sales charts in over a dozen countries including Thailand, Italy, Brazil, Saudi Arabia, etc. In May, Chinese car companies' single-month registrations in Europe historically exceeded the total of Japanese brands. Chery also topped the UK monthly bestseller list and took deep roots in Russia and Brazil. Xiaomi signed a German dealer and will land in Europe next year. BYD's overseas target was also changed to: 1.9 million to 2 million units in 2026, over 2.5 million units in 2027, with overseas share accounting for more than half.
A truly confident market would not treat a competitor with less than 1% market share as a major enemy. Just as General Motors and Ford swept the globe back then, they relied on products to beat the opponent, not on political barriers to keep the opponent out.
And now, the joint boycott by the six major US automotive associations actually amounts to a public admission — In a direct competition, they cannot beat Chinese cars.
