Instead of relying heavily on joint ventures, BYD has suggested it prefers to operate factories independently, allowing it to replicate its own manufacturing systems, battery technology integration, and cost structure abroad .

This signals a shift from simply exporting Chinese-made EVs to embedding production directly within foreign markets.

Idle European Factories Become Strategic Assets

The strategy is possible partly because Europe already has extensive automotive infrastructure—but not all of it is fully utilized.

Large manufacturers such as Stellantis and Volkswagen have factories with spare capacity as the industry transitions away from internal‑combustion vehicles and demand patterns change . For Chinese EV makers seeking rapid expansion, these facilities represent ready-made assets: buildings, production lines, trained workers, and established supplier networks.

There have even been reports that BYD has discussed using part of Volkswagen’s Dresden plant, illustrating how legacy facilities could become production bases for new competitors .

For European automakers, partnerships or plant transfers can reduce the cost burden of underused facilities. For Chinese firms, they dramatically shorten the timeline needed to establish manufacturing in Europe.

Leapmotor’s Partnership Model with Stellantis

Not all Chinese EV companies are taking the same route.

Leapmotor has expanded its strategic partnership with Stellantis to produce electric vehicles at the group’s Zaragoza plant in Spain, historically an Opel manufacturing site . The collaboration includes plans to build Leapmotor’s B10 SUV and jointly develop additional electric models using shared technology platforms .

This approach combines Chinese EV technology with the manufacturing and distribution network of a major European automaker. Stellantis holds a controlling stake in the joint venture responsible for selling and producing Leapmotor vehicles outside China .

The partnership illustrates a second expansion pathway: technology alliances and shared production infrastructure rather than direct factory takeovers.

Why Europe Is the Key Battleground

Europe has become a crucial target for Chinese EV brands. The region is one of the world’s largest markets for electric vehicles, supported by emissions regulations, climate policies, and consumer adoption trends.

Local manufacturing can also help companies navigate trade tensions. Producing cars inside Europe can reduce exposure to tariffs on imported vehicles and dampen political resistance to China-made EV imports .

That combination—strong demand and regulatory incentives—makes Europe a natural expansion point for global EV makers.

Pressure on Traditional Petrol-Car Manufacturers

The implications extend beyond new factories.

If Chinese companies successfully turn idle European plants into EV production hubs, they could challenge legacy automakers on multiple fronts:

• vehicle pricing and manufacturing efficiency
• battery integration and EV technology
• development speed and software capabilities
• factory utilization and cost structures

Instead of competing only with imported vehicles, European manufacturers may face Chinese EV brands producing cars locally within Europe’s own industrial ecosystem.

A Possible Reshaping of the Global Auto Industry

Taken together, the factory discussions and partnerships reveal a broader shift. Chinese EV companies are evolving from export-driven manufacturers into global producers with localized supply chains.

Using idle plants allows them to scale internationally far faster than building entirely new factories. At the same time, it gives struggling facilities new life during the industry’s transition from petrol engines to electric power.

Many of the reported talks—such as BYD’s discussions with Stellantis or interest in Volkswagen facilities—are still exploratory rather than finalized deals . But the direction is clear: the race for EV leadership is no longer just about technology or pricing.

It is increasingly about who controls the factories where the next generation of cars will be built.

Instead of relying heavily on joint ventures, BYD has suggested it prefers to operate factories independently, allowing it to replicate its own manufacturing systems, battery technology integration, and cost structure abroad .

This signals a shift from simply exporting Chinese-made EVs to embedding production directly within foreign markets.

Idle European Factories Become Strategic Assets

The strategy is possible partly because Europe already has extensive automotive infrastructure—but not all of it is fully utilized.

Large manufacturers such as Stellantis and Volkswagen have factories with spare capacity as the industry transitions away from internal‑combustion vehicles and demand patterns change . For Chinese EV makers seeking rapid expansion, these facilities represent ready-made assets: buildings, production lines, trained workers, and established supplier networks.

There have even been reports that BYD has discussed using part of Volkswagen’s Dresden plant, illustrating how legacy facilities could become production bases for new competitors .

For European automakers, partnerships or plant transfers can reduce the cost burden of underused facilities. For Chinese firms, they dramatically shorten the timeline needed to establish manufacturing in Europe.

Leapmotor’s Partnership Model with Stellantis

Not all Chinese EV companies are taking the same route.

Leapmotor has expanded its strategic partnership with Stellantis to produce electric vehicles at the group’s Zaragoza plant in Spain, historically an Opel manufacturing site . The collaboration includes plans to build Leapmotor’s B10 SUV and jointly develop additional electric models using shared technology platforms .

This approach combines Chinese EV technology with the manufacturing and distribution network of a major European automaker. Stellantis holds a controlling stake in the joint venture responsible for selling and producing Leapmotor vehicles outside China .

The partnership illustrates a second expansion pathway: technology alliances and shared production infrastructure rather than direct factory takeovers.

Why Europe Is the Key Battleground

Europe has become a crucial target for Chinese EV brands. The region is one of the world’s largest markets for electric vehicles, supported by emissions regulations, climate policies, and consumer adoption trends.

Local manufacturing can also help companies navigate trade tensions. Producing cars inside Europe can reduce exposure to tariffs on imported vehicles and dampen political resistance to China-made EV imports .

That combination—strong demand and regulatory incentives—makes Europe a natural expansion point for global EV makers.

Pressure on Traditional Petrol-Car Manufacturers

The implications extend beyond new factories.

If Chinese companies successfully turn idle European plants into EV production hubs, they could challenge legacy automakers on multiple fronts:

• vehicle pricing and manufacturing efficiency
• battery integration and EV technology
• development speed and software capabilities
• factory utilization and cost structures

Instead of competing only with imported vehicles, European manufacturers may face Chinese EV brands producing cars locally within Europe’s own industrial ecosystem.

A Possible Reshaping of the Global Auto Industry

Taken together, the factory discussions and partnerships reveal a broader shift. Chinese EV companies are evolving from export-driven manufacturers into global producers with localized supply chains.

Using idle plants allows them to scale internationally far faster than building entirely new factories. At the same time, it gives struggling facilities new life during the industry’s transition from petrol engines to electric power.

Many of the reported talks—such as BYD’s discussions with Stellantis or interest in Volkswagen facilities—are still exploratory rather than finalized deals . But the direction is clear: the race for EV leadership is no longer just about technology or pricing.

It is increasingly about who controls the factories where the next generation of cars will be built.