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China's EV Dominance: 70% of Global Battery Cars Now Made in Beijing

  //automotive-transportation.news-articles.net/co .. -of-global-battery-cars-now-made-in-beijing.html
  Published in Automotive and Transportation on Monday, December 1st 2025 at 5:48 GMT by The Irish News

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The UK car industry sits at a crossroads as China’s electric‑vehicle (EV) boom reshapes global supply chains and market dynamics
(Irish News, 2024)

The Irish News piece “How China’s EV boom places the UK car industry at a crossroads” argues that the rise of Chinese electric‑vehicle manufacturers is a turning point for Britain’s once‑dominant automotive sector. While the article focuses on the UK’s struggles to keep pace with a rapidly‑expanding global EV market, it also brings into view the policy, economic, and technological decisions that will determine whether the British industry can survive – and thrive – in a world where battery technology and low‑cost production are the new currency of competition.

1. China’s meteoric rise in the EV market

The article opens with stark statistics: China now supplies roughly 70 % of the world’s battery‑powered cars, eclipsing the United States and Europe. China’s domestic companies—BYD, NIO, Xpeng and Li Auto—are already exporting hundreds of thousands of vehicles to Europe, the Middle East and the Americas. Their success is not accidental: Chinese firms benefit from massive state subsidies, a low‑cost labour pool, and an integrated supply chain that stretches from raw‑material extraction to final assembly.

A key link in the story leads to a deeper look at China’s “National New Energy Vehicle” policy. The government’s five‑year plan has earmarked billions of pounds to build battery cells, invest in charging infrastructure, and provide tax rebates to EV buyers. The policy also mandates that automakers source a certain percentage of battery components locally, effectively locking in Chinese control of the supply chain. The Irish News writers point out that this is a fundamental advantage that the UK and its allies simply cannot match without a radical shift in policy and investment.

2. The UK’s current position

Against this backdrop, the UK’s automotive industry is described as “a relic of a different era.” While British firms such as Jaguar Land Rover, Aston Martin, and MINI still produce high‑quality vehicles, they are largely powered by internal‑combustion engines (ICE) and are now being forced to convert to EVs almost overnight. The article quotes industry experts who warn that the UK has less than 5 % of global EV sales – a figure that has dropped sharply since the 2015 boom that saw sales rise to 12 % in Europe.

The article explains that a UK‑centric EV strategy is still in its infancy. The “Future Vehicle Strategy,” released by the Department for Transport in 2023, proposes a £1.5 billion investment in battery research and the construction of a UK‑based battery cell factory in partnership with industry giants. Yet critics note that the scale is far too modest when compared with the billions of dollars that China is spending on similar projects.

A secondary link in the article directs readers to a government white paper on “UK EV manufacturing.” That paper outlines a plan to double the UK’s EV production capacity by 2030, but it acknowledges that the UK will need to attract foreign investment and that a comprehensive “skills‑development” program is essential to support the new industry. The Irish News piece cites a recent report by the Institute of Transportation Engineers, which warns that the UK may need to adopt new manufacturing processes—such as modular, digital‑first assembly lines—to remain competitive.

3. Supply‑chain vulnerabilities and the battery challenge

A central theme of the article is the battery supply‑chain crisis. The Irish News writers highlight that China now controls about 75 % of the global lithium‑ion battery market, a figure that is expected to grow as the world’s demand for EVs surges. The UK’s current reliance on imports for critical battery materials—lithium, cobalt, nickel—makes it highly vulnerable to geopolitical tensions and price shocks.

The article points readers to a recent Bloomberg report that details how a “just‑in‑time” manufacturing model, which the UK has traditionally employed, fails when a single supplier is knocked out. In China, by contrast, the supply chain is vertically integrated: the same conglomerates that mine raw materials also produce battery cells and assemble vehicles. The Irish News piece stresses that the UK will need to either partner with or build its own integrated battery plants to reduce dependence on foreign sources.

4. Policy responses and the “UK car industry” debate

In its final sections, the article discusses the policy debates that have arisen in the UK. The government has announced a £2 billion “EV manufacturing support” fund, but critics argue that this is not enough to bridge the gap. Some MPs propose a “national battery factory” with full state ownership, while others call for “unconditional tax cuts” for firms that invest in battery production in the UK.

A link to the “UK Green Deal” page illustrates how the government intends to integrate EV production with wider climate goals. The plan includes subsidies for home charging, the construction of 150 000 new charging points by 2030, and a mandate that new vehicles sold in the UK must meet a “zero‑emissions” target by 2040.

Industry voices are divided. On one hand, executives from Jaguar Land Rover say the company is “well‑positioned” to pivot to electric drivetrains thanks to its research centre in Coventry. On the other hand, the UK’s Motor Industry Association warns that the industry’s “fragile” financial position could lead to a mass exodus of manufacturing jobs to cheaper locations.

5. Conclusion: a decision point for the UK

The Irish News article ends on an ominous note: “The UK car industry is at a crossroads, with the choice between investing aggressively in EVs or watching its manufacturing base evaporate.” The authors argue that the coming decade will test the resilience of Britain’s industrial policy. If the UK can mobilise enough capital, talent and policy support to build a competitive battery supply chain, it could reclaim a position in the global EV market. If it fails, it risks becoming a mere assembly hub for imported vehicles—much like the pattern that has emerged in the UK’s own past.

In sum, the piece offers a sobering overview of how China’s electric‑vehicle boom is forcing the UK to confront its own manufacturing legacy, supply‑chain fragility, and future role in a rapidly electrified world. By following the article’s links to policy documents, market analyses and expert commentary, readers gain a fuller picture of the forces at play and the choices that lie ahead for the British automotive sector.