Chinese electric vehicles. From skepticism to world records.

      Until recently, the phrase "premium electric car" automatically evoked Tesla or Porsche. Today that is no longer the case. Chinese brands, long regarded as outsiders in the West, are moving to the forefront — and doing so very spectacularly.

      The production sedan Xiaomi SU7 Ultra, which is already on the market, set the lap record for mass-market electric cars on one of Europe’s most demanding circuits, beating Porsche and Tesla. And a special prototype of the same model, lightened and prepared exclusively for the track, posted an even more impressive time — a result comparable to legendary supercars.

      At the same time, the Yangwang U9 supercar from BYD reached speeds of over 470 kilometers per hour on a German track in August, setting a new world record for electric vehicles. For an industry where German and Italian cars have been the benchmark for decades, this event looks like a turning point.

      These achievements have been made possible by the specifics of the Chinese industry. Battery production, electronics development, and final assembly are all concentrated within the country. A full cycle, supported by government programs, allows rapid implementation of new technologies and keeps costs at levels unattainable by Western competitors. Here a car ceases to be merely transport; it is designed with over-the-air software update capabilities, integration with mobile services, and elements of artificial intelligence. In essence, it is already a digital device — just with wheels instead of a casing.

      But a discussion of Chinese electric cars would be incomplete without the question of reliability. On the one hand, users note the durability of BYD and MG models, which cover hundreds of thousands of kilometers with minimal battery capacity loss. Long warranties — up to seven years or more on key components — confirm manufacturers’ confidence in their product. Crash tests in recent years also speak in favor of the new players: for example, the Xiaomi SU7 showed a high level of safety under the new C-NCAP protocol.

      On the other hand, there have been troubling stories. In Australia, owners of the BYD Atto 3 experienced sudden vehicle shutdowns at speed and complained of poor service. In China the same group recalled tens of thousands of cars due to defects in the steering system. Other manufacturers have had “teething problems” as well: software glitches, brake or electronics issues. The Chinese industry is moving at an incredible pace, and sometimes the speed of bringing products to market translates into shortcomings.

      The result is a mixed picture. Chinese electric cars are no longer catching up; they are overtaking. In terms of speed, technology, and digital capabilities they leave the industry’s acknowledged leaders behind. At the same time, buyers must consider that this new market is still searching for a balance between ambitious records and time-proven reliability.

      Today choices look different than they did ten years ago. The badge on the hood has ceased to be a guarantee of status and quality. More and more people are looking at what technologies are hidden in a car and are willing to take a risk for a new experience. Chinese brands have already shown they can set the pace. Now they must prove they can sustain the distance.

      Chinese electric cars in Russia

      By the end of 2024 Chinese brands occupied more than 15% of the Russian car market, and accounted for about 60% of all new car sales. On the other hand, according to BitAuto, in the first half of 2025 exports of Chinese cars to Russia fell by 59% to 171,000 units, while there was strong growth in the used-car segment.

      The official entry of brands also met with difficulties. For example, Zeekr, which was initially sold through “grey” dealers, in April 2025 obtained an official distributor — Rolf. This opens the way to official service and warranties, which had not existed before.

      However, the situation is far from straightforward. In early 2025 there was a mass closure of dealer outlets of Chinese brands — about 213, more than in the entire previous year. The reasons are a combination of higher recycling fees, rising interest rates, and concerns about vehicle quality. Nevertheless, analysts note that the sales decline (an average of 31%) is more a stabilization after record demand than a market collapse, and they predict normalization at about 15–17% below the peak.

      Import restrictions also remain a reality. For example, the Avatr brand (controlled by Changan) in 2025 banned the export of its electric cars to Russia — and violations of this requirement were threatened with fines. Such measures do not allow one to speak of an unqualified opening of the market.

      Import is not only about logistics but also about legislation and technical constraints. Owners of electric cars brought in via parallel import now face a ban on transferring SIM cards to third parties — since connectivity is often provided by virtual SIMs registered with Chinese operators. In addition, service remains thinly represented: official service centers exist in only 15 regions, and lead times for spare parts sometimes reach 30–60 days.

      Technical difficulties are also important. Experts point to unstable software, problems with navigation in Russian, less reliable braking systems or non-sealed wiring, especially in cars imported unofficially. In addition, diagnostics (for example, of BYD batteries) require specialized equipment that is almost nonexistent in Russia.

      There are also positive local projects. The Motorinvest car-assembly plant (Lipetsk region) produces electric cars under the Evolute brand (based on Dongfeng). At the same time, the startup Sova Motors is developing production of electric trucks (the Sova 25 electric van and larger models) in Tatarstan, with warranties up to 150,000 km and a range of over 200 km. The project for the Russian electric car “Atom” at the Moskvich plant is scheduled to launch in the third quarter of 2025 and will be aimed at carsharing and urban use.