中国汽车如何进入英国道路：欧盟要求英国提高关税
导读｜中国汽车品牌正在英国快速扩大销售网络，市场份额在一年内翻倍，部分车型已经进入主流经销商体系。与此同时，欧盟要求英国提高对中国汽车的关税，避免英国成为中国汽车进入欧盟市场的“通道”，并把英国供应链排除在“欧洲制造”政策之外。这场争论同时牵动英国消费者、汽车产业、英欧贸易关系和英国对华经济政策。
要点速览
｜中国汽车品牌今年已占英国新车市场约16%，高于上一年的7.8%。
｜欧盟对中国电动汽车征收7.8%至35.3%的反补贴税，英国没有同步采取同等措施。
｜欧盟希望英国提高关税，或更紧密地对齐欧盟贸易政策，以防止中国汽车绕道进入欧洲市场。
｜英国既希望吸引中国汽车企业投资本国工厂，也要避免本土制造业和英国对欧出口受到冲击。
图1｜英国圣奥尔本斯的一家经销商同时销售中国品牌与欧洲品牌。中国汽车正在从小众进口商品进入英国主流销售网络。
一、中国品牌进入英国主流市场
英国汽车市场正在出现明显变化。过去一年左右，奇瑞旗下的欧萌达、捷酷，以及比亚迪开始进入原本由欧洲、日本和美国品牌占据的经销商体系。圣奥尔本斯的经销商西奥多鲁直接把价格差摆在消费者面前：类似配置的中国汽车售价约3万英镑，宝马或奥迪同级车型可能接近6万英镑。
经销网络的扩张速度很快。销售欧萌达和捷酷的门店数量从2024年7月的2家增加到约140家；比亚迪的经销商从2024年10月的49家增加到146家。比亚迪自2023年3月进入英国市场后，还计划在明年以前建设最多600个超快充电站。
英国汽车制造商和经销商协会的数据显示，中国品牌今年合计占英国新车市场约16%，上一年为7.8%，首次超过日本品牌。奇瑞旗下三款品牌今年8月合计占据约9%的英国新车市场，捷酷7在当月成为英国销量第二高的车型。比亚迪今年在英国的市场份额达到3.5%，已经超过特斯拉的2.2%。
价格只是竞争的一部分。中国品牌往往把较丰富的软件、较长的电池保修和低成本金融方案放在标准配置中，插电式混合动力汽车与纯电动汽车又契合英国减排政策。大众、福特、宝马、日产、捷豹路虎和其他传统品牌的市场份额因此承受压力，部分经销商开始让中国品牌与原有品牌共用展厅，以弥补销售收入下降。
图2｜捷酷七型运动型多用途车在英国道路上行驶。价格与设计成为中国品牌争取英国消费者的重要卖点。
二、英国市场的开放与产业压力
英国对中国汽车的市场准入相对开放。英国没有像欧盟和美国那样对中国汽车设置同等规模的额外关税，国内也缺少能够大规模生产乘用车的本土品牌，因此中国企业可以直接通过经销商、金融方案和充电网络建立市场。汽车交易平台汽车交易员预计，到2030年英国市场上的新汽车品牌可能达到100个，主要增量来自中国；2019年这一数字为45个，今年为75个。
开放市场让英国消费者获得更多选择，也让英国的零售网络和汽车服务业获得新的收入来源。传统车企看到的却是另一幅图景：中国国内汽车价格战可能向海外扩散，大量新品牌争夺有限的市场空间，已经在英国生产的厂商和供应链企业可能面临裁员与投资延迟。日产已经要求英国考虑对中国汽车征收关税，并调整电动汽车销售目标，以维护英国汽车制造的长期竞争力。
英国的零排放汽车销售比例要求也在强化这场竞争。英国制度规定，制造商新车销售中的零排放汽车比例从2024年的22%逐步提高，2026年目标为33%，2030年达到80%，2035年新车销售原则上全部实现尾气零排放。中国品牌在电动汽车和插电式混合动力汽车上的产品储备，正好与这一政策节奏重合。
图3｜中国生产的汽车等待出口。欧盟对中国电动汽车加征反补贴税后，英国与欧盟的关税差异成为新的贸易争议。
三、欧盟关税要求与“欧洲制造”政策
欧盟在2024年完成对中国电动汽车的反补贴调查，并对相关车型征收为期五年的反补贴税。现行税率按企业不同从7.8%到35.3%不等，比亚迪为17.0%，吉利为18.8%，上汽为35.3%，其他配合调查的企业适用20.7%的加权平均税率。英国没有同步采取同类措施，中国品牌因此在英国面对的贸易成本低于欧盟市场。
欧盟官员现在要求英国提高中国汽车关税，理由是英国与欧盟之间存在明显的税率差异。欧盟担心中国汽车先进入英国，再通过英国与欧洲之间的贸易链条进入欧盟；一名欧盟官员把英国描述为可能成为中国商品进入欧洲市场的“后门”。欧盟提出的制度性解决方案，是英国加入关税同盟，以同时处理原产地、关税和市场准入问题。
这一要求与欧盟的“欧洲制造”政策联系在一起。该政策准备在补贴和公共采购中优先支持欧盟制造商，减少关键产业对中国供应链的依赖。英国希望自己的汽车、化工和能源供应链也能被纳入相关政策，以免在欧盟补贴项目中被排除；欧盟则要求英国在关键贸易领域承担更接近欧盟的规则成本。
英国首相安迪·伯纳姆仍坚持工党在上次大选中提出的红线，排除加入关税同盟或单一市场。伦敦同时推动奇瑞在日产桑德兰工厂生产汽车，并希望继续吸引中国资本进入英国制造业。关税问题因此与产业投资直接叠加：英国提高关税，可能保护本土生产商，却也会抬高中国企业在英国生产和销售的成本；英国维持较低关税，又可能加剧欧盟对贸易绕道的担忧。
图4｜日产欧洲业务负责人马西米利亚诺·梅西纳。汽车企业担心英国与欧盟的关税差异会让英国成为中国汽车进入欧盟的“走廊”。
四、英国政策选择的产业后果
英国政府现在面对的是一组相互牵制的政策目标。较低关税有利于消费者获得价格更低、配置更高的汽车，也有利于中国企业在英国建厂、建设充电设施和创造经销服务岗位；更高关税能够减轻本土制造商的价格压力，却可能推高购车成本，并削弱英国吸引中国汽车投资的吸引力。
英欧关系又增加了另一层压力。英国希望自己的产品获得欧盟“欧洲制造”项目的平等待遇，就需要证明英国市场不会成为中国商品进入欧盟的中转站。欧盟近期已经对英国出口的二氧化钛进行监测，化工行业的类似争议显示，关税分歧可能从汽车扩展到更广泛的产业链。
对中国汽车企业来说，英国市场提供了进入欧洲的销售平台和制造基地；对英国来说，中国企业带来的价格竞争与投资机会同时存在。英国最终需要处理的，是汽车市场开放、绿色转型、英欧贸易规则和对华经济关系之间的组合关系。关税只是其中一个工具，真正的政策压力来自英国能否在产业保护与市场开放之间形成一套稳定规则。
原文附录一｜How Chinese cars are taking over Britain’s roads
Attracta Mooney in St Albans and Kana Inagaki in London｜September 25, 2026
How Chinese cars are taking over Britain’s roads The UK is a relatively open market for new entrants from China as it does not levy the heavy tariffs seen in the EU and US
In St Albans, an affluent small city packed with London workers and their SUVs, a dramatic transformation of car dealerships is under way.
Over the past year or so, Chinese marques such as Jaecoo and BYD have started to appear in dealerships that once sold only their established rivals.
Chinese cars “sell themselves”, says Theo Theodorou, who runs the Chery operation at the city’s Glyn Hopkins dealership.
“Why would someone buy a BMW or an Audi for £60,000 when they could buy [a similar Chinese car] for £30,000?” he added.
According to data compiled by the FT, Chinese brands have reported a sharp rise in the number of locations where their cars are sold in the past two years or so.
Dealers selling Jaecoo and Omoda have grown from two in July 2024 to 140, while BYD had 49 dealers selling the brand in October 2024 and now has 146.
As well as Chery, the Glyn Hopkins dealership in St Albans has opened a showroom for BYD, selling the Chinese cars alongside brands such as Nissan. It no longer offers Renault vehicles.
In the absence of domestic mass-volume car manufacturers, the UK has been a relatively open market for new Chinese entrants without the heavy tariffs seen in the EU and the US.
Chinese brands have collectively taken a 16 per cent share of the UK’s new car market this year, up from 7.8 per cent the year before and surpassing Japanese carmakers for the first time, data from the Society of Motor Manufacturers and Traders showed.
Many of the newer Chinese cars from BYD (https://www.ft.com/stream/ 02a950de-5c1f-4c4d-b3e9-b2e920b7f238) and Jaecoo are either plug-in hybrids or electric vehicles with their sales helping to accelerate the UK’s switch away from internal combustion engines to reach its legally binding climate targets.
The Chinese cars’ appeal to budget-conscious UK buyers is boosted by being equipped with advanced software and coming with cheap financing deals as well as extended warranties on batteries.
A range of western and other Asian brands including Nissan, Hyundai, Ford, BMW, Jaguar Land Rover and Volkswagen have all lost their market share in the UK compared with last year.
Taz, 21, has been a salesman at the Omoda and Jaecoo dealership in St Albans for a year, where the Jaecoo 7 SUV is the most popular car.
“The car sells itself,” he said, suggesting the Chinese vehicles “outperform other cars on both price and design”. “A lot of car dealerships are acquiring Chinese brands to sell alongside European or western cars,” he added.
But the tsunami of both big and small Chinese brands has spooked some traditional dealers and carmakers amid concerns that the price war currently taking place in China could be exported to the UK and would lead to more job losses for established manufacturers.
Companies such as Nissan have called for the UK to impose import tariffs (https:// www.ft.com/content/cc6a47b8-2c37-4755-b63a-727565c50260?syn-25a6b1a6=1) on Chinese cars and water down electric vehicle targets, with the Japanese group warning such moves were crucial to ensure the long-term competitiveness of car manufacturing in the country.
The Jaecoo 7 SUV is so popular in the UK that it is dubbed the ‘Temu Range Rover’ by some — © Sue Thatcher/Alamy
Big dealer groups in the UK had closely monitored the market entry of Chinese brands such as BYD and Jaecoo owner Chery (https://www.ft.com/content/bba9ad75- bc9c-4ca3-af41-77e6714fdce1?syn-25a6b1a6=1) for several years, but even then, the huge success of the Jaecoo 7, dubbed the “Temu Range Rover” by some, and the rapid growth of Chery and BYD have caught many retailers by surprise.
“Other groups now feel they missed out and are keen to get on board but open points with BYD and Chery are now rare, and other brands now arriving will not all turn out so positively,” said Steve Young, managing director of automotive research company ICDP and Auto West London, an Omoda and Jaecoo dealer.
Since entering the UK market in March 2023, BYD has invested heavily to build not only showrooms at 146 dealerships across the country but also to install as many as 600 ultrafast “flash-charging” stations by next year. “It took us several years to build. I think we are in a very strong position,” Stella Li (https://www.ft.com/content/ 2b89d36b-d992-4b7b-b57a-0095e8ba9c65?syn-25a6b1a6=1), the Chinese carmaker’s top international executive, said.
Omoda and Jaecoo have opened about 140 dealerships across most of the UK’s major cities, while Chery is targeting 120 showrooms this year. The three brands together grabbed a 9 per cent share in August with the Jaecoo 7 ranked the second-best-selling car in the UK, according to SMMT. The group also sells vehicles under the Lepas brand.
“I really want to target Volkswagen,” Farrell Hsu, managing director at Chery UK, said, who added that VW was a brand “for everyone. It’s a people’s car.”
Omoda and Jaecoo have opened about 140 dealerships across most of the UK’s major cities — © Tony Smith/Alamy
Western manufacturers such as Stellantis (https://www.ft.com/stream/cec78f1c-afe6-4f6b- bd63-60e6b9bb92ba), Ford (https://www.ft.com/stream/7caa6781-8db5-43fd-a0b3-f4dcb4315b0a) and Mercedes-Benz (https://www.ft.com/stream/61e9b6ae-6207-44ad-8ec5-7a114c0cd437) have started sharing their dealerships in the UK with Chinese rivals in recent years as their sales come under pressure and retailers are forced to seek alternative sources of revenue.
Even brands previously considered new incumbents were now coming under increasing pressure. BYD has a 3.5 per cent share in the UK this year, surpassing Tesla’s 2.2 per cent.
The influx of new Chinese brands into the UK is set to accelerate. Auto Trader, the UK’s largest automotive online marketplace, has predicted that the number of new brands to the UK market — driven by those from China — will reach 100 by 2030, compared with 75 brands this year and 45 brands in 2019.
“You’ve got the established manufacturers defending market share. You’ve got new entrants trying to gain market share and you’ve got the new entrant now trying to get market share off each other,” said Philip Nothard, insight director at Cox Automotive.
But industry executives caution that the success of other, smaller brands currently less well known outside China is not guaranteed.
“There are over a hundred car brands in China and very few of them are making any money,” said Robert Forrester, chief executive of Vertu Motors, one of the UK’s largest car dealers. “From a retailer perspective, we have to be quite circumspect about pinning our flag to a mast who may be in, may be out or may be consolidated.”
John O’Hanlon, chief executive of Waylands, a family-run retailer group that represents a wide range of brands including Polestar, Kia, SAIC-owned MG, Omoda and Jaecoo, said the UK market was likely to be “incredibly tough” in the coming years.
“Not only have we got legacy manufacturers fighting for their lives, but we’ve also got new arrivals all wanting to do what BYD, Omoda and Jaecoo have done and the market simply cannot sustain that,” he added.
原文附录二｜EU urges UK to raise tariffs on Chinese cars to avoid “made in Europe” barriers
Peter Foster in London and Andy Bounds in Brussels｜September 25, 2026
EU urges UK to raise tariffs on Chinese cars to avoid ‘made in Europe’ barriers London has lobbied intensely to secure equal treatment for British products but continues to rule out a customs union
EVs from China’s SAIC ready for export from Yantai, Shandong province — © Stringer/ Feature China/ Future Publishing/Getty Images
Brussels has warned Andy Burnham that Britain would need to raise tariffs on Chinese cars and more closely align with EU trade policy if it wants to avoid “made in Europe” barriers that would hit key exports.
In response to weeks of intense lobbying to secure equal treatment for UK products, the EU told London that its best solution would be to join the bloc’s customs union, according to two people familiar with the matter.
“A customs union would solve most of the problems of ‘made in Europe’,” said an EU official. “And also the question of tariff differences, which leads to fears the Chinese could avoid our tariffs by routing through the UK.”
The “made in Europe” policy is intended to favour EU manufacturers on subsidies and public procurement in an effort to defend the bloc against competition from China.
Britain’s prime minister has said he will stick to the red lines that Labour set out at the last election, ruling out membership of a customs union or the single market.
But even aligning with protectionist EU trade measures in crucial sectors — such as matching anti-subsidy tariffs (https://www.ft.com/content/ 0b45cb01-7f62-41c5-8c48-10c47f2e1ae6?syn-25a6b1a6=1) of up to 45 per cent on Chinese EVs — would shrink the UK’s post-Brexit freedoms and raise prices for consumers.
“There is a cruel irony in how European concerns about Britain have evolved: from fears of a ‘Singapore-on-Thames’ to fears of a ‘Turkey-across-the-Channel’,” said a second EU official.
“The concern today is no longer a hyper-competitive, globalised Britain on Europe’s doorstep, but a Britain that could become a backdoor into the European market for Chinese goods,” the official added.
The UK has already reluctantly followed an EU move earlier this year to double steel tariffs to 50 per cent and halve quotas in an effort to tackle a global glut of steel capacity, mostly driven by China.
At the same time, the UK is pressing Brussels to include its car, chemical and energy supply chains (https://www.ft.com/content/439dfb20-cb9b-4db2-8d0a-ba7442281846? syn-25a6b1a6=1) in the bloc’s “made in Europe” agenda, which it fears could exclude British industry from valuable EU subsidy programmes.
Auto industry leaders have questioned how long the UK can maintain divergent tariff policies from the EU if it wants British supply chains to be treated as “European”.
The UK did not follow the EU in imposing tariffs on Chinese electric vehicle imports when the bloc introduced them in 2024, allowing China’s manufacturers to take a combined 16 per cent share (https://www.ft.com/content/3ab2c236-eae3-4756- bc59-0852ae57d6a0?syn-25a6b1a6=1) of Britain’s new car market this year.
Nissan’s European boss Massimiliano Messina warned this month (https://www.ft.com/ content/cc6a47b8-2c37-4755-b63a-727565c50260?syn-25a6b1a6=1) that the UK risked becoming a “corridor” into the EU for Chinese EVs. “The whole UK has to adjust some of [the country’s] tariff policy,” he said.
Nissan’s European boss Massimiliano Messina has warned that the UK risked becoming a ‘corridor’ into the EU for Chinese EVs — © Ian Forsyth/Bloomberg
The prospect of having to impose tariffs on Chinese EVs presents a dilemma for the UK government, which is seeking to attract investment from China into British car plants, including a deal for automaker Chery to produce cars at Nissan’s plant (https://www.ft.com/content/7a80347d-93f2-4563-b42c-a1652d252ee7?syn-25a6b1a6=1) in Sunderland.
The UK is facing a similar conundrum on the chemicals industry, which is being hammered by cheap Chinese imports that have triggered a wave of anti-dumping duties from Brussels, with further measures expected in the coming months.
A senior British official acknowledged the political challenge facing the UK government, saying: “It’s hard to argue we want to be on the inside of ‘fortress Europe’ when the other side can point at tariff policies that are arguably undermining the rising walls of the fortress.”
In a sign of rising tensions between London and Brussels over differing approaches to trade with China, the EU this month announced it would monitor exports of titanium dioxide into Europe from the UK.
The EU move came after the UK’s competition authorities cleared China’s largest producer (https://www.ft.com/content/3ff378fa-8740-484c-b2a7-adb2d3641d70? syn-25a6b1a6=1) of the industrial whitening agent to purchase a plant in Teesside, north-east England, that went into receivership last October.
A Chinese group bought a titanium dioxide plant in north-east England, pictured. The EU is now monitoring UK exports of the chemical — © Alan Dawson/Alamy
“The message is that if the UK doesn’t align in trade, it will lose a lot of access. The EU will protect more against the UK,” said Marie-Sophie Dibling, a partner at law firm Cassidy Levy Kent, which has represented the EU chemicals industry.
In apparent anticipation of difficult choices to come, UK business secretary Jonathan Reynolds wrote to the country’s chemical industry this month asking for information on unfair imports and noting that further EU tariffs were likely.
In the letter, seen by the FT, Reynolds said the information would help the UK “in deciding where further trade defence action may be required”.
If the UK were to increase its trade defence measures against China, it would risk a confrontation with Beijing, a key investor and trade partner.
China’s account (https://gb.china-embassy.gov.cn/eng/zgyw/202609/t20260908_12018669.htm) of Burnham’s first call with President Xi Jinping noted that Beijing expected the UK to “fully protect the lawful rights and interests of Chinese investors”.
John Alty, the former director-general of trade policy at the UK Department for International Trade, said the UK had “little choice” but to match the EU’s steel tariffs and would face increasingly tough choices as competition between China and the west intensified.
“The big trade powers are saying: ‘If you want access, we want to control what’s coming into your market from elsewhere,’” he said. “That makes life much more difficult for countries like the UK. We’ve moved away too often from the ‘sunlit uplands’ of removing barriers to managing barriers to trade.”
The Department for Business, Innovation, Science and Trade said it was looking to explore deeper co-operation with the EU while avoiding “collateral damage” arising from a shared ambition to protect against unfair trading practices.
“We always put trade measures in place independently and based only on the UK’s economic interests and those of industry. However, Europe and the UK face many of the same challenges, which is why it is vital we protect trade flows between us,” it added.
The European Commission declined to comment.
参考资料
• 《金融时报》：How Chinese cars are taking over Britain’s roads：https://www.ft.com/content/3ab2c236-eae3-4756-bc59-0852ae57d6a0?syn-25a6b1a6=1
• 路透社转引《金融时报》：欧盟要求英国提高中国汽车关税：https://www.marketscreener.com/news/eu-urges-britain-to-raise-tariffs-on-chinese-cars-ft-says-ce785adfda89ff21
• 英国汽车制造商和经销商协会：英国新车注册数据：https://www.smmt.co.uk/vehicle-data/
• 欧盟委员会：中国电动汽车反补贴调查与最终关税：https://ec.europa.eu/commission/presscorner/detail/en/ip_24_5589
• 英国政府：零排放汽车销售比例要求：https://www.gov.uk/government/publications/vehicle-emissions-trading-schemes-vets-order-2023-updates/updates-to-the-vehicle-emissions-trading-schemes-vets-order-2023
• 英国政府：2035年零排放汽车转型路径：https://www.gov.uk/government/news/pathway-for-zero-emission-vehicle-transition-to-2035-becomes-law
• 欧盟委员会：汽车产业政策与欧洲制造安排：https://transport.ec.europa.eu/transport-themes/action-plan-future-automotive-sector/automotive-package_en