On the afternoon of 15 May, US President Donald Trump concluded his state visit to China and left Beijing aboard Air Force One. Trump’s previous visit to China dates back to 2017, when the Chinese car market was still in the final stage of an era dominated by joint-venture petrol vehicles.
What happens when a traditional German luxury marque finally learns how to confront China’s electric upstarts head-on — not merely with heritage, but with pricing, technology and equipment? The answer may well reshape the balance of power in the premium EV market. And Audi’s new E7X has now placed that question squarely before the industry.
The centre of gravity in global automotive research and product development is continuing to shift eastward. Chinese carmakers, once viewed as followers in the global industry, are increasingly exporting technology and expertise back to established international giants. A new industrial path — one defined by “Chinese technology feeding global innovation” — is rapidly taking shape.
A Timely Revival Amid Rising Costs and Lingering Anxiety
On the eve of the Beijing Auto Show, several Chinese automakers unveiled new hybrid electric vehicle (HEV) technologies and roadmaps, thrusting a long-marginalised powertrain back into the spotlight.
Germany and Canada’s recent policy choices are not merely tactical responses to domestic industrial pressures. They reflect a sober recognition of a rapidly evolving global automotive order. With the “green light” now on, the rules of the game are quietly being rewritten.
Even before China’s car market sees its first sales surge of the new year, a fierce contest of targets is already under way among automakers in 2026.Leapmotor has set its sights on the million-vehicle mark, implying a year-on-year jump of 67.6%, while Xiaomi Auto is pressing ahead more cautiously, aiming for 550,000 units—still a robust increase of 34%. The contrast is striking. Geely is targeting 3.45 million vehicles, a rise of 14.1%, while Changan has set a goal of 3.3 million units, up 13.3%. Elsewhere, joint-venture brands such as GAC Toyota and SAIC Volkswagen are even more restrained, with growth targets limited to the single digits.
