Retail News CRM

Category: Automotive

Retail News Asia is committed to providing both local and global retailers with the latest Auto and Car news throughout the Asian market. This on a daily base.

  • Panasonic Energy Opens Osaka Battery Hub to Double Development Efficiency

    Panasonic Energy Opens Osaka Battery Hub to Double Development Efficiency

    Panasonic Energy opened a research hub in Kadoma near Osaka to double battery development efficiency by March 2031. The site brings material design, cell engineering and prototyping under one roof.

    Around 500 staff will work at the facility, named Energy Innovation Square, alongside 300 manufacturing engineers at the nearby Suminoe site. Together, the 800-person Osaka cluster represents one of Japan’s largest battery research networks.

    Consolidating cell design in Kadoma

    The facility integrates design and testing operations that were previously dispersed across separate locations. Panasonic Energy expects this centralisation to cut development times and associated transit requirements by more than 15 per cent.

    Engineers at the Kadoma hub will use a digital platform that combines computer simulations with physical test data. Continuous monitoring and statistical analysis are designed to refine digital modelling, allowing faster handoffs from initial cell prototypes to commercial assembly lines.

    Deploying Osaka technology to US plants

    Process improvements developed in Osaka will feed directly into the company’s manufacturing footprint. That network includes domestic Japanese plants alongside high-volume battery facilities in Nevada and Kansas.

    For supply chains, the consolidation tightens the link between Japanese material engineering and North American vehicle assembly. Automakers buying from Panasonic’s US factories require cells with higher energy density and extended operating lifespans to compete against cheaper lithium iron phosphate chemistry.

    Beyond automotive cells, Panasonic is targeting server farms. Expanding artificial intelligence infrastructure requires high-performance backup power systems, giving battery suppliers an alternative revenue stream outside passenger vehicles.

    Defending global battery market share

    Panasonic faces sustained pressure from Chinese battery makers that dominate global electric vehicle supply chains. Data from SNE Research shows Panasonic held 3.7 per cent of the global electric vehicle battery cell market in 2025.

    Market leader CATL held 39.2 per cent and BYD took 16.4 per cent over the same period. Panasonic ranked behind LG Energy Solution, CALB, Gotion High-Tech and SK On, reflecting the rapid growth of Chinese manufacturing capacity across Asia and Europe.

    Energy Innovation Square will serve as a core hub for Panasonic Energy’s battery development, strengthening collaboration from next-generation product development through mass production and enhancing our global competitiveness.

    The Osaka site is now operational, with the company tracking productivity metrics against its FY2024 baseline as it works toward the FY2031 doubling target.

  • Li Auto to Sell EV Tech Externally After 1.7 Billion Yuan Loss

    Li Auto to Sell EV Tech Externally After 1.7 Billion Yuan Loss

    Li Auto is preparing to sell its proprietary Mach chips, silicon carbide modules and range-extender powertrains to third-party clients after posting a 1.7 billion yuan net loss in the second quarter.

    Quarterly research and development spending at the carmaker ran at around 3 billion yuan for six consecutive quarters, pushing management to monetize proprietary vehicle architecture beyond its own fleet.

    Spinoff of the Mach chip division

    Senior leadership approved a corporate spinoff of the semiconductor design unit to facilitate third-party deals. Executives have already started pitching the Mach M100 driver-assistance chip to external businesses, including embodied artificial intelligence companies. The chip operates on a 5-nanometer automotive-grade process and delivers 1,280 TOPS of computing power.

    Corporate records show Li Auto registered a wholly owned operating entity, Xinchuang Zhihe (Shanghai) Technology Co Ltd, on July 13 to house integrated circuit design and commercial sales. Customer adoption will largely depend on how easily external engineering teams can port proprietary software algorithms onto the hardware architecture.

    Silicon carbide unit prepares for listing

    Power electronics subsidiary Sike Semiconductor restructured its internal reporting ahead of the chip division. Formed as a joint venture with Hunan Sanan Semiconductor in 2022, Sike changed its management structure in February so executives report to an independent board rather than Li Auto’s internal manufacturing division.

    Li Auto retains a 70 percent equity stake in Sike, which now operates with independent profit-and-loss accountability. The unit is soliciting external capital and has started preparatory work for an initial public offering, an equity shift intended to assure rival carmakers that supply chains remain separate from Li Auto’s vehicle assembly business.

    Automotive rivals open tech playbooks

    Selling proprietary vehicle hardware to outside buyers represents a broader structural shift among Chinese automotive manufacturers seeking to offset margin compression. Nio carved out its semiconductor unit into GeniTech, pitching its M97 processor to competitors such as Geely. Xpeng expanded commercial offerings covering electronic architecture, intelligent cockpits and autonomous driving code to international clients beyond existing partner Volkswagen.

    For automotive component suppliers and tier-one vendors across Asia, direct component commercialization by vehicle makers increases competitive pressure in power electronics and high-performance computing. Li Auto holds a structural advantage by testing components at volume in production cars, but it faces client hesitation over sharing software telemetry with an active market rival.

    Financial pressure and internal battery shift

    The monetization drive follows a sharp earnings reversal. Li Auto swung to a 1.7 billion yuan loss in the second quarter from a 1.1 billion yuan profit a year earlier, even as cash reserves stood at 87.5 billion yuan at the end of June. Third-party component sales allow the company to spread manufacturing overhead across broader production volumes without raising retail vehicle incentives.

    While range extenders and computing chips are now open to third parties, the company is keeping its custom traction battery program entirely internal. Li Auto plans a lineup-wide transition to proprietary battery packs, starting with production shifts on the updated Li Mega and upcoming Li i9, alongside the fourth-quarter rollout of the refreshed i6 sport utility vehicle.

  • Tesla Model Y Price Drops Below $23,000 in Tokyo on Local Subsidies

    Tesla Model Y Price Drops Below $23,000 in Tokyo on Local Subsidies

    Tokyo buyers can now purchase a Tesla Model Y for under $23,000. That makes the Japanese capital the cheapest market worldwide for the electric SUV.

    Combined national and municipal clean-vehicle incentives cut the effective entry price to 3.6 million yen ($22,889). Standard list price sits at 5.6 million yen.

    How Tokyo Subsidies Cut The Price

    Tokyo residents can tap up to 2 million yen in government support this year. Buyers of the smaller Model 3 sedan qualify for similar programs. That pushes the Model 3 starting cost down to 3.3 million yen.

    Tesla runs ads across Japan highlighting the full subsidy package. The campaign targets urban drivers in a retail market long dominated by domestic carmakers.

    Shanghai Shipments Undercut China Domestic Rates

    The discounted Tokyo sticker price undercuts retail rates in China, where Tesla builds the Model Y at its Shanghai plant. A base Model Y in China lists for approximately 263,500 yuan ($39,344).

    That gap widens against Western markets. California offers first-time EV buyers up to $3,500 in state incentives, but the Model Y still costs drivers there over $36,000.

    Trade Deals And Pressure On Domestic Makers

    Japanese automakers face immediate showroom pressure from the Shanghai-built imports. The Model Y ranked as Japan’s most imported passenger car during the first half of the year. It proved foreign electric models can win volume when priced below domestic hybrids.

    Bilateral trade negotiations add another layer to the pricing shift. US President Donald Trump has demanded broader market access for American brands in Japan. Meanwhile, both governments are reviewing a $550 billion investment framework established last year following a deal to cut US import tariffs on Japanese cars.

    Import Figures To Watch

    Tesla expanded deliveries into ports like Yokohama over the past two years. The company shifted supply lines directly from its Shanghai Gigafactory to shorten delivery times across the Asia-Pacific region.

    Retailers and competing importers now watch whether the Tokyo Metropolitan Government maintains these municipal rebate levels through its next fiscal budget review.

  • Dongfeng Nissan Updates N7 Electric Sedan After China Sales Slump

    Dongfeng Nissan Updates N7 Electric Sedan After China Sales Slump

    Dongfeng Nissan will launch an updated version of its N7 electric sedan on September 22 in China. The refresh follows a steep drop in monthly deliveries.

    Retail volume for the battery-electric model slumped to 928 units in August 2026 from an all-time high of 10,148 units in August 2025. The figures come from China Passenger Car Association data compiled by industry monitors.

    Configuration Revisions Follow Sales Drop

    The joint venture between Nissan Motor and Dongfeng Motor plans to adjust equipment specifications across the lineup to regain showroom traction. Dealers aggressively cleared stock over the summer. Wholesale shipments dropped to 619 units in August 2026.

    Priced between 119,900 yuan ($17,760) and 158,900 yuan across nine variants, the original N7 debuted in late April 2025. That entry price matched Xpeng’s Mona M03 sedan. It was one of the sharpest pricing counteroffensives by a foreign joint venture brand in China.

    Local Software And Hardware Engineering

    Developed entirely by a domestic engineering team, the sedan is the first Dongfeng Nissan model to use the group’s proprietary Tianyan vehicle architecture. Its smart cockpit integrates artificial intelligence models including DeepSeek-R1. Driver assistance software comes from Chinese autonomous driving startup Momenta.

    Buyers can choose between two single-motor electric powertrains producing 160 kW or 200 kW. Driving range spans 510 kilometers to 635 kilometers under the China Light-Duty Vehicle Test Cycle standard.

    Pressure Mounts On Legacy Joint Ventures

    Joint venture automakers in China face shortening product life cycles and unforgiving price competition from domestic EV builders. Market shifts happen fast. A model that led its category twelve months ago can lose over ninety per cent of its volume once rivals offer faster chips and larger battery packs at the same price.

    For dealership networks and component suppliers, the collapse of N7 deliveries exposes the risk of relying on single-motor sedans in a crowded market. Automakers now refresh vehicle trims within 18 months to protect showroom footfall. That replaces the traditional four-year mid-cycle schedule.

    Broader N Series Rollout

    Dongfeng Nissan has built an entire sub-brand around the badge since the initial N7 release. The automaker rolled out the N6 plug-in hybrid sedan in December 2025 at an introductory price of 91,900 yuan to compete against BYD’s Qin L DM-i. It followed with the NX8 extended-range electric vehicle in April 2026, which collected 8,423 orders in its first 30 minutes on sale.

    Total production across the N series crossed 100,000 units in June 2026, roughly 14 months after the initial model hit the market.

    Regulatory filings in August cleared the NX7 plug-in hybrid SUV for market entry. The approval leaves Dongfeng Nissan with two new utility models scheduled to reach dealerships before year-end.

  • Xpeng Expands Foreign Tech Licensing Beyond Volkswagen Deal

    Xpeng Expands Foreign Tech Licensing Beyond Volkswagen Deal

    Xpeng is pitching its vehicle software, computing chips and electronic architecture to foreign automakers. It wants to expand high-margin technology licensing beyond its anchor partnership with Volkswagen.

    Services revenue at the Chinese electric vehicle maker jumped 93.9 per cent to 2.7 billion yuan ($400 million) in the second quarter of 2026. Gross margins reached 75.1 per cent.

    A strategic commercialisation team formed six months ago in Guangzhou to field inquiries from overseas manufacturers, foreign software vendors and tier-one automotive suppliers. The technology catalogue includes electrical and electronic architecture, digital cockpit operating systems, in-house Turing AI semiconductors and Vision-Language-Action (VLA) driver-assistance software. Licensing packages also cover operational systems for robotaxis and physical artificial intelligence deployments.

    The Software Stack Open to Rivals

    Engineers at the firm spent years building vertical integration to counter domestic price cuts. Selling that technology stack outward shifts the company from pure hardware manufacturing into enterprise software. Automakers that sign deals can purchase standalone sub-systems or integrate full platform architectures directly into their own global vehicle lines.

    That push extends past passenger cars. The company plans to license operational systems for robotaxi fleets alongside Iron, its general-purpose humanoid robot platform aimed at industrial and retail automation buyers.

    Margin Divergence Drives Strategic Pivot

    Wholesale vehicle assembly in mainland China faces fierce pricing competition that continues to compress factory returns. In the second quarter, Xpeng’s automotive gross margin fell to 12.1 per cent from 14.3 per cent a year earlier. Total vehicle revenue grew just 1.0 per cent. The company recorded a quarterly net loss of 1.34 billion yuan.

    Licensing intellectual property requires almost zero factory overhead once developed. That revenue cushions sustained research and development budgets. For legacy overseas automakers struggling to build software in-house, buying Chinese electronic architecture cuts years off their electric development cycles.

    Precedent Set by Volkswagen Collaboration

    This commercial model stems from Volkswagen’s July 2023 investment, when the German group paid roughly $700 million for a 4.99 per cent equity stake in Xpeng. That alliance yielded the ID.UNYX 08 electric crossover. The vehicle entered mass assembly in March 2026, exactly 24 months after technical teams began joint integration work.

    Management confirmed in August earnings disclosures that research fees billed to Volkswagen accounted for the bulk of the recent doubling in services income. Volkswagen also committed to becoming the launch customer for the upgraded VLA 2.0 smart driving system across future localized releases.

    Next Steps on Hardware and Overseas Deployments

    Xpeng launched its G9L family sport utility vehicle in China at 231,800 yuan ($34,300) with both pure electric and extended-range powertrains. The vehicle makes its international debut at the Paris Motor Show ahead of localized production in Europe.

    Factory tooling for the Iron humanoid robot completes trial runs ahead of volume production in late December. Customer deliveries begin in early 2027.

  • Waymo Plans Commercial Autonomous Ride-Hailing Service in Singapore by 2028

    Waymo Plans Commercial Autonomous Ride-Hailing Service in Singapore by 2028

    Alphabet subsidiary Waymo will launch a fully autonomous ride-hailing service in Singapore by 2028, deploying an all-electric fleet in its first expansion into Southeast Asia.

    The commercial rollout gives the self-driving unit a regulated beachhead in Asia after building its initial commercial operations across select metropolitan markets in the United States.

    Fleet Deployment and Local Mapping

    Initial batches of all-electric Jaguar I-PACE vehicles will arrive in Singapore in the coming months. Waymo plans to run a structured readiness phase starting next year, using trained specialist drivers behind the wheel to operate the cars manually.

    Manual testing allows the Waymo Driver software stack to map Singapore’s complex road geometry, lane systems, and heavy monsoon downpours. Engineers need that baseline data before removing safety drivers from the vehicle cabin entirely.

    Regulatory Framework with Transport Authorities

    The company formed a direct partnership with Singapore’s Ministry of Transport and the Land Transport Authority to establish the operational framework. The arrangement mirrors Singapore’s broader regulatory approach to autonomous transport, which requires strict staged trials before granting commercial approvals.

    Waymo co-CEO Tekedra Mawakana met Singapore Transport Minister Jeffrey Siow in the San Francisco Bay Area earlier this year to outline the deployment roadmap. Public passengers will eventually book driverless rides directly through the standalone Waymo mobile application once full regulatory clearances clear.

    Implications for Southeast Asian Mobility

    Singapore represents the most structured proving ground for autonomous tech in the region, offering dense urban corridors, high taxi utilisation rates, and clear legal liability guidelines. The entry puts direct long-term pressure on regional ride-hailing incumbents like Grab, which operate traditional driver-dependent platforms across Southeast Asian capitals.

    Autonomous electric fleets shift operating economics from variable driver commissions to fixed capital expenditure and fleet charging overhead. For municipal transport networks, commercial self-driving cars offer supplementary capacity on fixed routes without adding labor bottlenecks.

    Testing Schedule and Next Milestones

    Singapore previously tested smaller autonomous shuttle pilots in restricted areas like Sentosa and one-north, but Waymo’s program marks the first large-scale commercial fleet deployment targeting general public streets.

    Vehicle arrivals in late 2026 will trigger the start of manual data-collection routes across designated public roads in 2027.

  • BYD Plans 4 European Plants to Support Sales Targets and Comply with EU Rules

    BYD Plans 4 European Plants to Support Sales Targets and Comply with EU Rules

    BYD plans to establish three vehicle assembly plants and one battery factory across Europe over the long term. The manufacturing footprint aims to support local sales targets and comply with European Union regulations.

    The company expects to decide on its second European assembly site by the end of this year. It favors acquiring and refurbishing an existing facility over building from scratch, with Spain and France among the leading candidates.

    Alfredo Altavilla, European adviser to BYD and a former Fiat Chrysler executive, outlined the plans in Turin late on Wednesday. The company is in talks with European automakers and governments to take over underutilized car factories.

    Choosing Between Spain, France and Italy

    Rome pitched for the project, but Italian facilities trail on operating economics, Altavilla confirmed.

    “Italy remains a plan B,” Altavilla said, noting that BYD is seeking the most competitive industrial conditions across the continent.

    Production work has already started at BYD’s first European passenger vehicle factory in Hungary. Adding two more assembly plants and a dedicated battery site will give it the scale to bypass steep trade barriers and comply with pending local-content mandates.

    Tariff Defenses and Regional Trade Rules

    Brussels has imposed definitive tariffs on Chinese battery electric vehicles. European Union authorities also want limits on Chinese hybrid imports. Localising the full supply chain from cells to finished cars removes tariff friction. It also qualifies BYD for national fleet purchase subsidies.

    Taking over distressed assembly capacity pits BYD directly against European legacy carmakers on labour and parts pricing. For Asian component suppliers and retail dealership groups, shifting from imports to regional production cuts lead times and secures steady parts availability across continental networks.

    Export Volumes Overtake Chinese Domestic Revenue

    This European manufacturing push follows a rapid rebalancing of BYD’s revenue base. Overseas revenue surpassed domestic Chinese income for the first time in the first half of the year. That shift provides relief against intense price competition at home.

    Export momentum accelerated through the summer. The company sold 1,162,260 vehicles outside China in the first eight months of the year, up 85.72 per cent from a year earlier. In August alone, overseas shipments hit a record 189,466 units, accounting for 43.03 per cent of total group volume.

    Expanding Luxury Retailing Across Europe

    BYD is also rolling out its premium sub-brand Denza across core luxury markets. The carmaker opened dedicated Denza showrooms in Turin and Paris this week to compete directly with German premium marques.

    Management raised its full-year 2026 international sales target to between 1.9 million and 2.0 million vehicles, according to Deutsche Bank research. It targets more than 2.5 million units in 2027. Site selection for the second European production facility will wrap up before the December deadline.

  • Carris Adds 29 Electric Buses to Expand Lisbon Fleet to 103

    Carris Adds 29 Electric Buses to Expand Lisbon Fleet to 103

    Lisbon public transport operator Carris has expanded its electric bus fleet with 29 Yutong U12 vehicles, lifting its total to 103 electric buses as part of an investment programme of more than €31 million.

    A total of €17.05 million is financed through the Recovery and Resilience Plan (PRR), according to Portuguese Secretary of State for Energy Jean Barroca, following the commissioning of 15 electric minibuses in 2026.

    Delivery Bottlenecks Open Doors For Chinese Makers

    Carris CEO Rui Lopo highlighted the delivery capacity of the European bus industry as a challenge for the fleet transition, as the municipal operator aims to procure and operate up to 150 new buses annually over the long term.

    The deployment delivers immediate commercial scale for Yutong in southern Europe, where municipal operators face rigid decarbonisation deadlines. For European fleet operators and component suppliers, Lisbon’s reliance on Chinese manufacturing shows an ongoing mismatch between local transit procurement timetables and domestic assembly throughput.

    Charging Network Investment

    Fleet expansion is running alongside depot grid upgrades. Carris will spend approximately €2 million on charging infrastructure at bus stops by the end of 2026, followed by more than €10 million scheduled for 2027 to install energy management systems and high-voltage grid connections.

    Under the national resilience funding framework, the municipal operator has installed 25 dedicated charging stations since 2022 alongside orders for 29 minibuses and 49 standard electric buses, investing €15 million from its own capital.

    Phasing Out Diesel Before 2030

    Lisbon has cut its operational diesel fleet from 524 to 379 vehicles, putting zero-emission units on more than half of all scheduled route kilometres. Earlier in 2026, Carris commissioned 15 electric minibuses ahead of the Yutong single-deck batch, following earlier procurements from domestic builder CaetanoBus in 2019 and 2023.

    Portugal and the European Commission are preparing a wider procurement programme to tender 1,006 zero-emission buses across 70 municipalities, with Carris targeting a full phase-out of fossil-fuel passenger vehicles by 2030.

  • Renault and Geely Invest More in Brazil for New Electric Vehicle

    Renault and Geely Invest More in Brazil for New Electric Vehicle

    Renault and China’s Geely have increased their investment in Brazil this week to produce a new electric vehicle. The cash broadens their shared manufacturing footprint in Latin America.

    Fresh funds will upgrade local assembly lines. The push targets regional demand for affordable electric passenger models.

    Expanding the Sino-French Production Alliance

    This decision deepens an industrial alliance between the French automaker and the Hangzhou-based automotive group. The two partners already pool engineering, hybrid architectures, and powertrain tech across multiple global markets to cut development costs.

    Local assembly in Brazil lets Geely and Renault reduce exposure to import tariffs on finished Chinese electric vehicles. The hub also creates a launchpad for vehicle distribution across South American trade corridors.

    Competitive Pressures in Latin America

    Chinese electric vehicle makers are accelerating overseas factory commitments. They want to bypass regional trade barriers and counter slowing domestic growth. Rivals including BYD and Great Wall Motor have already bought manufacturing assets in Brazil to anchor regional supply chains.

    Asian component suppliers must now establish secondary delivery routes and local sub-assembly units within South America. The spending shifts component sourcing risk onto local networks. Still, it locks in vehicle platforms designed in China and Europe.

    Platform Strategy and Next Steps

    Geely and Renault have steadily integrated their powertrain and vehicle architecture operations over recent quarters, creating dedicated joint venture platforms for hybrid and pure electric models. The Brazilian project serves as an operational extension of that platform-sharing agreement.

    Factory tooling schedules and regional rollout timelines will determine when the first units leave the Brazilian assembly floor for regional dealerships.

  • BYD Unveils 44-Tonne ETT 44 Electric Truck with 651-kWh Battery

    BYD Unveils 44-Tonne ETT 44 Electric Truck with 651-kWh Battery

    BYD unveiled its 44-tonne ETT 44 electric tractor unit at Hanover’s IAA Transportation show in September 2026. The vehicle enters Europe’s heavy-duty truck market with a 651-kilowatt-hour battery.

    The flagship model delivers peak output of 1,000 horsepower. It claims a driving range of nearly 600 kilometres on a single charge.

    Built on a 4×2 tractor configuration, the ETT 44 uses BYD’s proprietary lithium iron phosphate Blade Battery chemistry. Standard drive power sits at 743 horsepower. The unladen tractor unit weighs between 10.95 and 11.14 tonnes depending on final equipment trim. The company includes a 10-year or 1.2 million-kilometre warranty on the battery pack.

    Megawatt Charging and Fleet Hardware

    Charging hardware is built for high-throughput commercial fleet depots. Using standard CCS2 connectors, the truck draws up to 420 kilowatts to charge from 20 per cent to 80 per cent in 60 minutes. Connecting via the Megawatt Charging System lifts input capacity above 1.5 megawatts. That cuts the charging window to 20 minutes and recovers roughly 400 kilometres of operating range.

    The heavy tractor heads an expanded commercial transport lineup. In Hanover, the Chinese manufacturer also introduced rigid 4×2 and 6×2 chassis models, including a 26-tonne swap-body platform and a hooklift variant. Together with the smaller E-Vali electric van, the range covers logistics weights from 3.5 tonnes to 44 tonnes.

    Rivalry in Long-Haul Logistics

    For European logistics operators and Asian export supply chains, fleet electrification is shifting from urban delivery vans into heavy regional freight. Chinese truckmakers are moving into the European heavy-vehicle market as legacy manufacturers defend their home turf. BYD faces established heavy-duty models from Volvo, Daimler Truck and MAN. Volvo claims up to 700 kilometres on its FH Aero Electric.

    Competition from Chinese heavy-vehicle peers is accelerating. Manufacturers including Sany, Sinotruk and Skyworth displayed competing heavy-duty electric tractor units at Hanover to secure European logistics contracts. BYD counters with in-house battery cell production and bundled ancillary services, packaging vehicles alongside proprietary charging hardware, stationary energy storage systems and fleet financing.

    Commercial Vehicle Expansion

    Overseas expansion began with municipal electric transit buses before expanding into light delivery vans across international markets. Moving into long-haul freight exposes the brand to stricter uptime demands. Commercial hauliers also require higher charging infrastructure support.

    BYD will now roll out commercial fleet trials across European logistics corridors. Initial customer deliveries and depot charging installations are scheduled to begin across core transport hubs.

  • Hyundai Motor Shelves Boston Dynamics IPO Plans for 2027

    Hyundai Motor Shelves Boston Dynamics IPO Plans for 2027

    Hyundai Motor Group will not list its robotics subsidiary Boston Dynamics in 2027, delaying a public offering while the unit works through heavy financial losses.

    A regulatory filing from Hyundai Glovis shows the robotics developer lost 528.4 billion won in 2025, bringing cumulative losses between 2021 and 2025 to nearly 1.7 trillion won.

    The Seoul-based automotive group bought a controlling stake in the Massachusetts robot builder in 2021. In July, Hyundai agreed to buy out SoftBank’s remaining 10 per cent stake for approximately 500 billion won, or 371.5 million dollars, turning Boston Dynamics into a wholly owned subsidiary. Commercial deployment of the Atlas humanoid robot has not reached factory scale, pushing listing plans beyond the immediate horizon.

    The cost of scaling humanoid hardware

    Industrial automation across Asian supply chains has rewarded specialised logistics machinery, but general-purpose humanoid robots remain expensive to build and unproven on high-speed assembly lines. Hyundai wants Boston Dynamics to supply working units across its vehicle manufacturing network, yet the gap between demonstration prototypes and repetitive factory shifts remains wide. Automakers betting on humanoid labor face steep component costs, software reliability hurdles and long testing cycles before seeing labor cost savings.

    For regional manufacturers and component suppliers, the delay tempers market hype around immediate automated factory turnarounds. Tesla continues to face similar manufacturing bottlenecks with its Optimus project, while Chinese competitors such as UBTech and Unitree focus on lower-cost, narrower task automation. The real contest in manufacturing robotics is not agility in a laboratory, but component longevity on a twenty-four-hour assembly floor.

    “It’s not difficult to make robots dancing, but it’s challenging to make them carry heavy loads and get involved in manufacturing at plants,” said Kim Hyun-su, senior fund manager at IBK Asset Management in Seoul.

    Valuation targets and factory schedules

    Brokerages in Seoul remain split on the financial trajectory of the robotics unit. Samsung Securities puts market valuation estimates between 50 trillion and 100 trillion won, while IBK Securities projects a valuation of 141 trillion won by 2030 based on an estimated 11 trillion won in annual revenue. Meritz Securities analyst Kim Joon-sung estimates that an initial public offering will take until 2029 or 2030 because the company must gather operating data from internal factory floors before pitching systems to third-party commercial clients.

    Investor interest in the technology previously lifted Hyundai Motor shares to record highs following the presentation of the production-ready Atlas robot in Las Vegas in January. The stock has since surrendered a portion of those gains as markets demanded concrete delivery schedules and operating metrics.

    Georgia plant tests set the timeline

    Hyundai plans to build a dedicated facility capable of producing 30,000 robots a year by 2028. The group aims to initiate operational trials of Atlas robots at its electric vehicle manufacturing facility in the US state of Georgia that same year, using those assembly lines to test reliability under commercial factory conditions before rolling units out to wider operations in South Korea.

  • Trump Says Chinese Automakers Can Build in US Despite 100% Tariffs

    Trump Says Chinese Automakers Can Build in US Despite 100% Tariffs

    Donald Trump has stated that his administration would not block Chinese automakers from building electric vehicles in the United States, even as imports face 100 per cent tariffs.

    Speaking in September 2026, Trump indicated that Chinese manufacturers could establish assembly plants in states such as Tennessee or Alabama, despite warnings from the domestic automotive sector that local Chinese production could threaten traditional US carmakers.

    While fully built electric cars from China remain virtually barred under the existing 100 per cent tariff wall, industry analysts note that manufacturers cannot easily replicate China’s integrated parts ecosystem and low-cost supply chain in the American South.

    Supply Chain Realities in the US Market

    RetailNews Asia notes that Chinese electric vehicle brands are directing capital toward markets with clearer regulatory frameworks. Automakers such as BYD and XPENG are opening assembly hubs and distribution networks across Southeast Asia, Europe, Australia, Latin America and Africa. Those regions offer established trade corridors, predictable import policies and faster adoption rates than the North American retail market.

    For Asian parts suppliers and battery vendors, building factories in North America brings heightened political exposure. Shifts in US federal policy make long-term factory payback calculations unreliable. Expanding in ASEAN, South America and Central Europe allows Chinese automotive groups to utilize their domestic supply networks while building local retail presence near high-demand consumer clusters.

    Regional Diversification Beyond North America

    American automotive retail conditions remain difficult for foreign pure-play electric vehicle brands. Charging network rollouts in the US lag behind China and Western Europe, while consumer demand for battery-electric passenger cars has softened relative to hybrid options. Chinese original equipment manufacturers achieve better factory utilization rates by serving emerging markets across Asia and South America, where entry-level city cars face minimal competition from legacy American brands.

    Legacy US car companies have used the 100 per cent import tariff to protect sales of high-margin petrol sport utility vehicles and pickup trucks. If Chinese manufacturers establish US assembly operations, domestic producers will face direct price pressure on their home turf. That outcome would force domestic brands to accelerate their own electric platform cost reductions or surrender market share in entry-level passenger car segments.

    Tariff Walls and Industrial Strategy

    Washington escalated tariffs on Chinese electric cars to 100 per cent to shelter domestic producers from lower-cost imports. That defensive trade posture accelerated the construction of Chinese automotive plants in Thailand, Brazil and Hungary rather than drawing assembly capital into North America.

    Chinese automotive executives are tracking whether the US federal government establishes formal foreign investment security rules for automotive production sites before submitting any state-level factory applications.

  • BYD Denza Launches All-Electric N8L SUV Priced from 299,800 Yuan

    BYD Denza Launches All-Electric N8L SUV Priced from 299,800 Yuan

    BYD rolled out the battery-electric version of its Denza N8L sport utility vehicle in China on Monday, pricing the large six-seater from 299,800 yuan ($44,280).

    The launch introduces a pure electric drivetrain to a flagship family model that previously sold only as a plug-in hybrid, undercutting the hybrid edition’s starting price by 20,000 yuan.

    Battery Power and Fast Charging Hardware

    Denza sells the new all-electric SUV in two configurations. The entry Flash Charging Prestige costs 299,800 yuan, while the higher-spec Flash Charging Flagship retails for 329,800 yuan. Both variants use an 800-volt electrical architecture paired with a 130.15-kilowatt-hour second-generation Blade Battery, delivering a driving range of up to 960 kilometres under China Light-Duty Vehicle Test Cycle standards.

    Propulsion comes from a single rear-mounted electric motor rated at 370 kilowatts, or 496 horsepower. At BYD flash charging stations, the system pushes battery state from 10 per cent to 70 per cent in five minutes, and reaches 97 per cent in nine minutes.

    Body measurements match the hybrid predecessor exactly. The chassis measures 5,200 millimetres in length, 1,999 millimetres in width and 1,820 millimetres in height, riding on a 3,075-millimetre wheelbase with a three-row, six-seat interior. Storage includes a 208-litre powered front trunk equipped with a drainage plug for wet gear. Standard driving hardware incorporates rear-wheel steering that trims the turning radius to 4.58 metres, dual-chamber air suspension, continuous damping control and a roof-mounted LiDAR unit running the God’s Eye 5.0 driver assistance package.

    Shifting Family Buyers Toward Pure Electrics

    By pricing the pure electric model below the plug-in hybrid version, Denza is rewriting the traditional price ladder in China’s premium three-row segment. Automakers historically charged heavy premiums for massive 130-kWh battery packs. BYD is using its vertical cell manufacturing scale to absorb those costs and squeeze rivals such as Li Auto and Nio, forcing competitors to defend margins across the 300,000-yuan family SUV bracket.

    The commercial success of the vehicle relies directly on BYD’s ability to maintain high charging speeds away from urban showrooms. A 960-kilometre nominal range eases highway anxiety, but deploying ultra-fast power cabinets across key highway arteries is what will convince combustion-engine owners to ditch petrol backups for family transport.

    Building Out the N8L Lineage

    Denza introduced the original N8L nameplate in October 2025 as a dedicated plug-in hybrid. The brand updated that hybrid in June with a 75.26-kWh second-generation Blade pack offering 430 kilometres of electric range and flash charging capability, priced at 319,800 yuan.

    BYD operated 10,000 flash charging stations across China as of late August and expects to reach 20,000 operational stations before the end of December.

  • Geely Hosts CCC Digital Key Trials in Ningbo as China Penetration Hits 58%

    Geely Hosts CCC Digital Key Trials in Ningbo as China Penetration Hits 58%

    Geely Holding Group opened the Car Connectivity Consortium Plugfest in Ningbo on September 7, 2026, testing cross-device vehicle access specifications across global hardware makers.

    Digital keys reached 13.3 million passenger vehicles in China in 2025, taking factory installation rates to 58.1 per cent, according to ResearchInChina.

    The four-day event runs through September 10, bringing engineers from Apple, Volkswagen Group China, Leapmotor, and the China Academy of Information and Communications Technology together to validate CCC Digital Key Version 3 and Version 4 implementations. Testing focuses on Bluetooth Low Energy, Near Field Communications, remote keyless systems, and relay-server architectures built for Chinese mobile platforms.

    Standardizing Access Across Mobile Ecosystems

    Hardware and vehicle makers face a fragmented user base where device compatibility dictates owner satisfaction. Chinese electric vehicle makers built proprietary smartphone-to-car links early to differentiate their cabins, but scaling across export markets requires uniform global protocols. Aligning with CCC protocols reduces development friction for Chinese auto exporters targeting Europe and Southeast Asia, where multi-brand phone compatibility is mandatory.

    The technical risk sits in the handoff between mobile operating systems and vehicle transceivers. Proprietary app-based keys often suffer from background process throttling and latency on Android devices. Standardized Near Field Communication and Ultra-Wideband protocols shift authentication directly to device secure elements, eliminating reliance on third-party companion apps.

    Regional Expansion and Certification Pipeline

    Earlier in 2026, the consortium certified its first batch of Chinese vehicles across Geely brands including Volvo, Polestar, Zeekr, Lynk & Co, Smart, and Lotus, alongside standalone approvals for Nio and Xpeng. Regional momentum extended into India with Mahindra & Mahindra and South Korea through Hyundai Motor Company.

    Testing in Ningbo directly addresses local technical conditions, including cross-platform key sharing via relay servers. Test equipment suppliers including Comprion, Dekra, and Ellisys are running validation benches for Bluetooth sniffing and updated NFC test suites alongside software provider GosuncnWelink.

    “As digital key adoption grows, a common global standard is essential to ensuring interoperability across vehicles and devices,” said Alysia Johnson, President of the Car Connectivity Consortium.

    Testing China-Specific Architecture

    Participating laboratories are using authorized IDL hardware and Comprion validation software to check device compatibility against published automotive test cases before production rollouts. These trials will establish the technical criteria for the next round of device-to-car certifications across Asian component supply chains.

    Engineering teams conclude the Ningbo trials on September 10, 2026, with the validated test cases feeding into updated consortium validation tools as China’s passenger car digital key penetration passes 60 per cent before year-end.

  • Yutong Deploys 50 Electric Articulated Buses in Thessaloniki

    Yutong Deploys 50 Electric Articulated Buses in Thessaloniki

    Chinese commercial vehicle maker Yutong delivered 50 electric articulated buses to Thessaloniki, expanding the Greek city’s battery-powered transit fleet to roughly 160 vehicles. The 18-meter units entered commercial service across four municipal routes at the start of September.

    City transit agency OASTH hired 170 drivers to run the expanded schedule and increase trip frequencies across western Thessaloniki routes X1, 12, 27 and 32. Each vehicle carries up to 130 passengers and delivers an operating range of 300 kilometres on a single charge.

    Fleet Specifications and Route Coverage

    The buses feature air conditioning, ventilation units and tilt-and-turn passenger windows. Authorities did not release the exact model name, though the technical footprint points to Yutong’s U18 platform, which carries battery packs between 528 and 704 kilowatt-hours.

    Operating these articulated models across western routes targets heavy commuter corridors that link residential districts with commercial hubs. Deploying high-capacity zero-emission buses on fixed schedules allows municipal operators to cut fuel bills while meeting European urban emissions mandates.

    Chinese Bus Exports Push into Southern Europe

    For Chinese automotive exporters, fleet procurement contracts across Southern Europe provide steady volume outside domestic assembly markets. Yutong and its domestic competitors continue to win municipal tenders by bundling high battery capacities with prompt delivery timelines that European legacy coachbuilders struggle to match.

    The risk for Chinese suppliers sits in political scrutiny over European Union transit procurement and long-term depot maintenance. Winning tenders requires solid local aftersales partnerships, spare parts distribution hubs and dedicated charging support to avoid costly downtime for municipal operators.

    Expansion Following 2024 Joint Tender

    This deployment builds on an earlier procurement round in 2024, when transport authorities in Athens and Thessaloniki jointly bought 250 electric buses from Yutong. That delivery formed the core of Greece’s state-backed plan to replace ageing diesel fleets in its two largest metropolitan areas.

    OASTH plans to introduce additional routes and increase departure frequencies as the 170 newly recruited drivers complete route training during the winter timetable.