When the EU imposed definitive anti-subsidy duties on Chinese-built EVs in late 2024, the question was whether Chinese brands would retreat from Europe. The 2026 answer is unambiguous: they changed shape instead.
What happened
The duties stack on top of the EU's 10% base tariff and vary by cooperation level — roughly 17% extra for BYD, 18.8% for Geely, 35.3% for SAIC, with most other cooperating brands around 21%. Talks between Brussels and Beijing over an alternative minimum-price mechanism have continued intermittently ever since, without a definitive replacement so far.
Why it matters
Tariffs raised the cost of the old model — build in China, ship to Rotterdam — by thousands of euros per car. But they did not touch three alternatives: cars built inside Europe, plug-in hybrids, and premium vehicles whose margins absorb the duty. All three are exactly where Chinese brands moved.
Market context
The localisation wave is the direct result: Leapmotor's B10 from Stellantis's Zaragoza plant, BYD's Hungarian factory ramping, Chery assembling in Spain, Geely weighing European options while routing the Zeekr 7X through Malaysia. [Automotive Logistics] Meanwhile PHEVs — outside the duty's scope — became the import of choice, and MG's petrol and hybrid line-up carried SAIC through the highest tariff band.
Impact on Chinese automakers
The duties effectively sorted the field into three tiers: groups with European production paths (Leapmotor, BYD, Geely, Chery) that treat the tariff as a construction deadline; brands using tariff-exempt product mixes (PHEV-heavy or ICE-heavy line-ups); and pure EV importers, who must either eat margin or hold niche premium positions. What tariffs did not do is close the gap in product cost — Chinese EVs remain price-competitive even after duties.
What to watch next
Any EU-China minimum-price agreement, which would reset the economics overnight; whether PHEVs get pulled into scope; the first duty-review cycle; and how EU rules treat Chinese cars built in third countries such as Thailand and Malaysia. Ongoing coverage: Policy & Tariffs.
2024 年底欧盟对中国产电动车课征最终反补贴税时，问题是中国品牌会不会撤出欧洲。2026 年的答案毫不含糊：它们没有撤退，而是改变了形态。
发生了什么
反补贴税叠加在欧盟 10% 基础关税之上，按配合程度分档——比亚迪约加征 17%，吉利 18.8%，上汽 35.3%，其余配合调查的品牌多在 21% 左右。此后布鲁塞尔与北京围绕"最低限价"替代机制的谈判断续进行，至今没有definitive的替代方案。
为什么重要
关税让旧模式——中国制造、海运鹿特丹——每辆车贵了数千欧元。但它没有触及三个替代方案：欧洲本土制造的车、插电混动、以及利润足以消化税负的高端车型。中国品牌的转向恰恰全部落在这三处。
市场背景
本地化浪潮是最直接的结果：零跑 B10 出自 Stellantis 萨拉戈萨工厂，比亚迪匈牙利工厂爬坡，奇瑞在西班牙组装，吉利一边评估欧洲选项一边让极氪 7X 取道马来西亚。[Automotive Logistics] 与此同时，不在税负范围内的插混成了首选进口品类，MG 的燃油与混动产品线扛着上汽挺过了最高税档。
对中国车企的影响
关税实际上把阵营分成三层：拥有欧洲生产路径的集团（零跑、比亚迪、吉利、奇瑞），把关税当成建厂倒计时；用免税产品结构（插混或燃油为主）的品牌；以及纯电进口商——要么吃掉利润，要么固守高端利基。关税没有做到的是抹平产品成本差距——加税之后，中国电动车依然有价格竞争力。
下一步看什么
欧中最低限价协议——一旦达成将一夜重置经济账；插混会不会被纳入范围；第一个关税复审周期；以及欧盟如何对待泰国、马来西亚等第三国制造的中国品牌汽车。持续报道：政策与关税。