---
title: "解讀：前三大中國電動汽車製造商如何遵循加拿大汽車合規政策"
type: "News"
locale: "zh-HK"
url: "https://longbridge.com/zh-HK/news/286301090.md"
description: "本文討論了三家中國電動車製造商——吉利（Lotus）、比亞迪和奇瑞——如何適應加拿大新的電動車進口法規。加拿大政府實施了一項配額制度，將進口限制在 49,000 輛，並徵收 6% 的關税，旨在規範進入市場並確保遵守當地法律。吉利成功地運輸了 Lotus Eletre SUV，利用了品牌知名度，而奇瑞在配額制度下面臨着平衡 affordability 和盈利能力的挑戰。比亞迪憑藉其工業規模，也必須應對這些新的市場動態"
datetime: "2026-05-13T18:10:38.000Z"
locales:
  - [zh-CN](https://longbridge.com/zh-CN/news/286301090.md)
  - [en](https://longbridge.com/en/news/286301090.md)
  - [zh-HK](https://longbridge.com/zh-HK/news/286301090.md)
---

# 解讀：前三大中國電動汽車製造商如何遵循加拿大汽車合規政策

_This article is a reply to a question my nephew, who works as an executive in one of Canada’s largest car dealerships._

_His question came after reading my first article on this series about Chinese EVs coming into Canada and right after vehicle release and shipment announcements from BYD and Chery were made at the just-concluded 2026 Beijing Auto Show._

He asked me, why did the government only approve 49,000 units at 6% tariff and for how long?

Canada’s new import controls on Chinese-made electric vehicles are designed to not only toe the line with Chinese automakers, but keep their product line aligned with the rules of engagement this first round of imports. It might read and sound blatantly protectionist but it isn’t. The 100% tariff still levied on vehicles coming from China (which means mostly ICE vehicles) is protectionist. The 6% limited volume is a litmus test.

They are designed to slow them down, regulate their entry, and force them to compete within a tightly managed system. But even before the framework has fully settled, three companies are already showing how differently Chinese automakers intend to approach Canada: Lotus Cars under Geely, BYD, and Chery Automobile.

### Just This March

The new rules took effect March 1, 2026 through Customs Notice 26-05 issued by the Canada Border Services Agency. Under the revised framework, all commercial imports of Chinese-made EVs now require shipment-specific permits from Global Affairs Canada before entering the country. Once the annual quota is exhausted, additional permits stop. Every shipment must also comply with Canadian vehicle safety laws, customs procedures, and import documentation requirements before release.

Operationally, this transforms EV imports into a controlled allocation system rather than a normal open-market trade flow. Chinese automakers can no longer rely purely on aggressive volume exports because every vehicle imported into Canada now consumes part of a finite national quota. That changes strategy immediately. Premium positioning becomes more attractive. Dealer execution becomes more important. Logistics discipline matters more because permit delays can disrupt limited allocation windows.

### The Geely Factor

Geely appears to understand this best so far.

This week, Lotus shipped Chinese-made Eletre SUVs from Wuhan to Canada, becoming the first visible example of the new system in operation. The shipment itself was small, but the strategic message was larger than the volume involved. Geely effectively entered Canada not through a Geely-branded vehicle, but through a legacy British performance marque that already carries international brand recognition and premium market positioning.

That matters, because the Eletre may wear a Lotus badge, but it is fundamentally a Chinese EV underneath. It is built in China using Chinese manufacturing ecosystems, Chinese battery supply chains, and Geely-backed electrification platforms. Yet politically and commercially, Lotus occupies a very different space from a direct Geely launch. Consumers see Lotus heritage first, not necessarily Chinese ownership.

The structure gives Geely flexibility many competitors still lack. Beyond Lotus, the company also controls Volvo Cars and Polestar, meaning it already possesses multiple globally recognized brands capable of operating inside Western markets without needing to establish trust from scratch.

### Experience Matters

Chery’s position is different because the company has been attempting to enter Canada for far longer than many people realize. Long before the current EV boom, Chery explored the Canadian market during the late 2000s when several Chinese automakers first began studying North American expansion opportunities. Those earlier efforts never fully materialized, largely because Chinese brands at the time struggled with regulatory compliance, crash safety perceptions, dealer readiness, and weak consumer confidence.

But the market Chery faces today is radically different from the one it approached nearly two decades ago.

Back then, Chinese automakers were largely competing on low pricing alone. Today, companies like Chery operate in an environment where China has become one of the world’s dominant EV development centers. Battery integration, software systems, connected vehicle technologies, and manufacturing scale have all advanced dramatically. Chery’s renewed interest in Canada is not simply a continuation of its earlier expansion ambitions. It reflects how much the Chinese automotive industry itself has evolved.

At the same time, Canada’s new quota framework may actually complicate Chery’s preferred strategy. Unlike Lotus, Chery operates primarily in the mainstream and value-oriented segments where volume matters more than exclusivity. A quota-controlled import system naturally favors higher-margin vehicles because every permit slot becomes economically valuable. That creates pressure for Chery to carefully balance affordability with profitability while building dealer infrastructure and aftersales support quickly enough to justify continued allocation access.

### The New Kid In Ottawa

BYD faces a different challenge altogether. Globally, BYD’s greatest strength is industrial scale. The company dominates large sections of the EV supply chain, particularly battery production and vertically integrated manufacturing. In open markets, that scale allows BYD to compress costs aggressively and move vehicles in enormous numbers. Canada’s permit structure weakens some of that advantage because sheer shipment volume is no longer the primary competitive weapon.

Instead, Ottawa’s framework appears designed to deliberately slow the pace at which Chinese manufacturers can saturate the Canadian market while still allowing controlled participation in the country’s EV transition.

That balancing act reflects Canada’s broader dilemma. Policymakers want faster EV adoption and greater consumer access to advanced electric vehicles, but they also want to protect domestic manufacturing and avoid becoming overwhelmed by Chinese production capacity. The permit system is effectively an attempt to regulate the speed of Chinese market penetration rather than prohibit it entirely.

The problem is that the global automotive industry no longer fits neatly into national categories. A Lotus Eletre can be designed through multinational engineering teams, manufactured in Wuhan, financed through Chinese ownership, and sold in Canada as a British luxury performance SUV. Chery can return to a market it first explored years ago, but now with vastly more advanced EV technologies and manufacturing capability behind it. BYD can remain both a supply chain powerhouse and a political concern simultaneously.

What Canada is building, then, is not a wall. It is a filter. The question now is which automakers are best positioned to pass through it.

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