China wants its electric vehicles to go on a diet. The average passenger car in the country weighed 1,704 kg in 2024, roughly a third more than in 2012, state broadcaster CCTV reported on Sunday. Many popular SUVs and MPVs now approach or exceed 2 metres in width, squeezing into parking spaces designed a decade ago for smaller cars.

One vehicle measured by CCTV was nearly 2.3 metres wide. The current standard parking space is 2.4 metres. That leaves 10 cm of clearance, barely enough to open a door.

The weight problem starts with batteries. Some manufacturers market vehicles with ranges up to 1,000 km on a single charge, which can require battery packs weighing as much as 800 kg, according to experts cited in the report. Heavy batteries are not unique to China, but the scale of the problem is, given that the country produces more EVs than any other nation.

Feature bloat is also a factor. China’s crowded EV market has pushed manufacturers to differentiate by turning cars into mobile living spaces. Some models let users work, watch videos, drink coffee, and rest inside. A few even come with in-car toilets, CCTV reported. Each feature adds weight.

Beijing has already responded. On 1 January 2026, China became the first country in the world to enforce a mandatory energy consumption standard for electric vehicles. The rule caps two-tonne EVs at 15.1 kWh per 100 km under the Chinese CLTC cycle, tightening limits by approximately 11% compared with previous recommendations. New EV models that fail the standard cannot be produced, sold, or registered.

The regulation pushes manufacturers toward efficiency rather than simply adding bigger batteries. Better aerodynamics, lighter materials, and drivetrain optimisation become more important than raw range figures. With battery capacity unchanged, compliance is expected to increase an average EV’s range by about 7%.

The timing matters. China produced 16 million electric cars in 2025, according to the IEA, and exports are surging into new markets. Lighter, more efficient vehicles would not only ease domestic infrastructure pressure but also help Chinese automakers meet emissions and efficiency standards in export markets like the US and Europe, where regulations are tightening in parallel.

Chinese electric vehicles face 125% cumulative tariffs, a proposed Senate ban, and fierce opposition from lawmakers and the US auto industry. But there is a growing possibility that Chinese EVs will be sold in the US within the next few years. The routes in are multiplying: through Canada, Mexico, and partnerships with the very automakers that publicly oppose them.

China captured nearly 75% of global EV manufacturing and 40% of global EV trade in 2025, according to the International Energy Agency. Production of 16 million electric cars outstripped domestic demand by 20%, pushing exports to a record 2.5 million. “The only market in the world they have not yet penetrated is the United States,” said Michael Dunne, CEO of Dunne Insights.

The Big Three are in an awkward position. Ford, GM, and Stellantis have retreated from aggressive EV plans while most experts agree electrification is the future. “U.S. companies have stepped back from a lot of their electric vehicle campaigns, because they haven’t been able to develop, in an inexpensive way, a compelling value proposition,” said Stephen Dyer of AlixPartners. “You can’t be competitive if you’re not in the game.”

Yet all three are quietly deepening ties with Chinese automakers. Ford is in talks with Geely to create a European partnership and, according to The Wall Street Journal, “appears to be opening the door to allowing Chinese cars in the U.S. at some point.” GM imports CATL battery cells for its Chevy Bolt. Stellantis owns 21% of Leapmotor and a 51% majority of a joint venture that its CEO said could expand into Mexico and Canada.

Geely is already using Volvo’s plants rather than building new factories, giving it manufacturing bases in both Europe and the US without greenfield investment. The Volvo factory near Charleston, South Carolina, could be adapted for other Geely platforms, including Zeekr, the brand Waymo uses for its robotaxi fleet.

Chinese EVs are already arriving in Canada, where Prime Minister Mark Carney signed a deal in January permitting up to 49,000 Chinese-built EVs annually at a 6.1% tariff rate. In Mexico, Chinese vehicles account for a quarter of total sales. BYD and Geely are among finalists vying to purchase a Nissan-Mercedes plant there. GAC announced plans to begin assembly in Mexico this year.

Trump expressed support in January for letting Chinese companies manufacture in the US, provided they employ American workers. But hurdles remain. A Senate bill to permanently ban Chinese automakers has bipartisan backing. Regulations restrict Chinese-developed software in connected vehicles. And the USMCA trade deal is up for renewal, with the Trump administration pushing for a new US-content requirement in vehicles.

Even the border is becoming porous. Chinese EVs from BYD, Geely, and Xpeng are showing up along the US-Mexico border, purchased at Mexican dealerships for under $20,000 by citizens who commute to US border cities. Registration in the US is nearly impossible, but the demand signal is clear. According to Kelley Blue Book, 38% of Americans would consider buying a Chinese vehicle.

China’s domestic market is also pushing companies outward. EV and hybrid sales in China fell 6.8% year-over-year in April. Overall vehicle sales dropped 21.5%. Overcapacity and intensifying competition mean Chinese automakers must export to survive.

“By 2030, we will see some form of Chinese cars on American roads,” Dunne said. “One way or another, they’ll find their way in.” The question is whether Detroit will be a partner or a bystander when they do.