129 Chinese car brands in Europe: No one knows how many there are

More than 129 Chinese car brands and Europe without a Plan B

How many Chinese car brands are already being sold in Europe? No one provides a definitive number, and that is precisely the problem. As of this discussion, the count held by owners, workshops, and motoring press speaks of over 129 Chinese electric and plug-in hybrid brands active during 2025. Omoda, BYD, Chery, Jaecoo, Changan, Dongfeng, Farizon, Maxus, or Wuling sound less and less Chinese and more and more like a local dealership neighbor. The list grows every time someone goes out to buy bread.

Which Chinese car brands are already selling in Spain

There are at least two accounts circulating. The short one, regarding the logos already seen in roundabouts: Omoda, BYD, Lepas, Link&Co, Faw, Chery, Jaecoo, Changan, Denza, MG, Farizon, Aito, Baic, Maxus, Great Wall, IM Motors, JAC, Aiways, WM Motor, Seres. The long one is what those who track registrations maintain: more than fifty brands, counting only those with established presence or firm plans. And then there is the case no one wants to face: Volvo is included in that list due to its shareholding control.

The estimulante ilegal of deployment has precedent. The motorcycle market went through this already: first curiosity, then ridicule, and finally the corner dealership selling what it once scorned.

A Huawei Maextro at €85,000 versus a Class S at €220,000

The argument that everything Chinese is cheap and bad holds up poorly when looking outside the low-cost segment. Those who live in China and trinc the market state unequivocally: what is exported to Spain competes on price because it competes against a market where the best-selling car is a small utility vehicle manufactured in Segarro. What sells in the domestic market is something else. The figures being used are damaging: a Huawei Maextro with luxury sedan finishes reaches around €85,000, while a Class S with equivalent equipment jumps above €220,000. At that point, the price is not debated. Whether there is room to compete is.

The barrier invoked as a shield—tariffs—has an expiration date: one pause, the paperwork pauses another, and then the market does what it always does.

The bottleneck that no one solves: fifty brands and no workshop

The practical question is not how many brands arrive, but where they are repaired. With more than fifty manufacturers, there is no matching dealership network or spare parts stock that can sustain it. The technical nuance being pointed out is reasonable: an electric vehicle requires much less inspection than a thermal one, and some brands maintain warranties without mandatory checks. Those that rely on European networks will demand them. The others, we shall see. It is a model of use, discard, and change the label, closer to a mobile phone than a family car that lasts fifteen years.

An inside warning: Geely, warranties, and stranded fleets

Not everything is optimistic smoke. Some maintain that transmission and steering failures in Geely units occur before 3,000 kilometers, and that parts are being installed under warranty that were already factory defective. The corollary is serious: dealerships on the brink of closure and fleets covered by five-year warranties that could be left stranded before fulfilling the first.
It would be premature to take it as a sentence; ignoring it is equally so.

The Koreans were a joke, before the Japanese. Someday someone will prove the prophecy right. Meanwhile, the neighborhood garage continues to look at a new car and wonder if it will arrive for disassembly.