Chinese electric vehicle giant BYD is accelerating its European expansion by targeting underutilized and idle car manufacturing plants across the continent. This strategic move could reshape the region’s automotive landscape amid challenges faced by legacy automakers.
BYD Executive Vice President Stella Li, who oversees the company’s international operations, confirmed ongoing discussions on the sidelines of the Financial Times Future of the Car conference in London this week. Li stated that BYD is in talks not only with Stellantis but with other European manufacturers as well.“We are looking for any available plant in Europe because we do want to utilize this kind of spare capacity,” Li told Bloomberg.
Italy has emerged as a key country of interest, with potential sites including Stellantis facilities such as the historic Mirafiori plant in Turin, which has seen reduced production. Discussions cover plants in multiple European countries where capacity sits idle due to softening demand for traditional vehicles and slower-than-expected EV transitions for some incumbents.
Crucially, BYD prefers to operate any acquired facilities on its own terms rather than through joint ventures. “We partner with every auto manufacturer to either sell the battery to them or work with them for different aspects… but not manufacturing,” Li emphasized. This approach allows BYD to maintain control over production quality, technology integration, and efficiency using its vertically integrated model.
This factory acquisition strategy aligns with BYD’s broader push into Europe. The company is already constructing a new plant in Szeged, Hungary, set to open next year, and has other initiatives underway, such as in Turkey. Local production would help BYD circumvent potential EU tariffs on Chinese-made EVs and better serve growing demand for affordable electric vehicles.
European legacy automakers, meanwhile, grapple with overcapacity. Stellantis recently announced a significant write-down related to its EV operations and has explored partnerships or disposals, including considerations for a Spanish plant. Other groups like Renault, Nissan, and Volkswagen also face pressure from shifting market dynamics, high energy costs, and competition from Chinese EV makers.
Li also expressed interest in struggling European legacy brands, describing Maserati as “very interesting,” hinting at possible broader ambitions beyond just manufacturing capacity.
BYD’s moves come as the world’s largest EV seller (by some measures overtaking others in recent periods) leverages its cost advantages, battery technology, and rapid innovation. By repurposing existing European plants, BYD can accelerate market entry, create or preserve local jobs, and demonstrate commitment to the region—potentially easing regulatory and political concerns.
For European workers and communities tied to underused factories, such deals could offer a lifeline, transitioning facilities to modern EV production. However, they also underscore the intense competitive pressure on traditional manufacturers.
As talks progress, the automotive world will watch closely. BYD’s quiet but determined factory-by-factory approach may signal a deeper integration into Europe’s industrial base, one idle plant at a time. With Europe aiming for ambitious EV adoption targets, partnerships of necessity could evolve into a new chapter of automotive globalization.
