From July 1, Russia raised scrap tax by 30% and Brazil restored EV import tariffs to 35%. Under dual tariff barriers, Chinese auto exports to Russia fell nearly two-thirds, while Brazil offers CKD low-rate and zero-tariff quotas for localization.
In July 2026, Malaysia further tightened CBU electric vehicle import policies, effectively blocking new entry for non-premium imported models. Beyond BYD, popular Chinese vehicles like Zeekr 7X and Chery OMODA E5 face import restrictions. Leapmotor and XPeng are pivoting to CKD local assembly, while domestic brand Proton has reclaimed market leadership through its e.MAS lineup.
Since January 1, 2026, China's BEV export license management has been in effect for six months. Jointly implemented by four ministries, the policy requires all BEV exports to obtain licenses. Small trading companies have been eliminated, parallel export chaos curbed. In 2025, China exported over 7 million vehicles; the new regulations guide exports from "quantity" to "quality" growth.
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The European Commission has initiated preparatory work for an anti-subsidy investigation targeting Chinese-made plug-in hybrid vehicles. If the investigation concludes, Chinese PHEV exports to Europe could face combined tariffs exceeding 45%. BYD, Great Wall, and Geely have all established PHEV product lines in Europe, and this move will directly impact their market entry strategies and pricing structures.
The Tokyo Metropolitan Government will raise pure electric vehicle purchase subsidies, with a maximum subsidy of 1.3 million yen (about $8,130) per vehicle. However, tiered OEM subsidies are extremely unfavorable to Chinese brands: BYD receives only 100,000 yen in OEM subsidies, compared to the maximum 1.3 million yen for Toyota and Tesla—a gap of 1.15 million yen.
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