Генеральный директор Volkswagen призывает ЕС срочно ввести пошлины на китайские подключаемые гибридные автомобили

During a conference call on July 24 to summarize the midterm report for 2026, Volkswagen Group CEO Oliver Broome publicly called on the European Union to immediately impose high import tariffs on plug-in hybrid vehicles (PHEVs) produced in China. This measure is aimed at curbing the rapid expansion of Chinese brands in the European PHEV market: in the first half of 2026, sales of Chinese plug-in hybrids amounted to 208,368 units, reaching a market share of 27.3%.

According to analytics company Dataforce, the three most popular PHEV models in Europe today are all Chinese-made: the BYD Seal U ranks first, the BYD Atto 2 second, and the Jetour 7 third. Last year, the segment leader, the Volkswagen Passat, fell to fourth place.

Broome emphasized, "We have no more time to waste." He noted that Volkswagen had just lowered its 2026 revenue forecast due to rising costs associated with high US tariffs and increased competition from Chinese automakers. The CEO expressed hope that European politicians would reach agreement on protective measures in the coming months: "This will return the European automotive market to conditions of fair competition."

Broome proposed a new tariff structure for Chinese PHEVs similar to the current system for fully electric vehicles from China: a basic 10% import duty supplemented by a 35% anti-dumping levy. "The regulatory mechanism for electric vehicles has already proven its effectiveness—we remain price-competitive; however, in the plug-in hybrid segment, there is still no effective counterbalance."

According to a June 19 report in the German newspaper Handelsblatt, citing high-ranking officials and industry sources, the EU is indeed considering imposing additional tariffs on Chinese PHEVs. Notably, plug-in hybrids are still viewed by the EU as an important transitional technology on the path to carbon neutrality, and many countries offer tax breaks to buyers purchasing such vehicles, which objectively reduces the cost advantage of traditional internal combustion engines.

According to statistics, in the first half of 2026, Chinese-brand car sales in the overall European market amounted to 685,990 units—a 101% increase compared to the same period last year and significantly higher than the market average of 5.9%. As a result, their share increased from 5% to 9.5%. Broome acknowledged: "Chinese competitors are under enormous pressure domestically, and exports have become their only means of sustaining growth."

Broome also called for accelerated implementation of the proposed "Make in Europe" industrial policy, which includes localization requirements, targeted budget subsidies, and incentives for regional affiliation – all aimed at increasing the resilience of supply chains and reducing dependence on external sources.

It's worth noting that, despite Volkswagen considering importing its own low-cost models from China for sale in Europe, Broome explicitly stated that the company will not follow the example of Stellantis and Ford —that is, open its European factories to the production of vehicles from its Chinese partners. Ford and Geely have already announced a joint venture to produce electrified models at a plant in Valencia, Spain; Stellantis will also begin producing Leapmotor products at its Spanish plant this year.