Tesla (TSLA) sales are currently crashing in China, based on both new monthly and weekly data released today.
That’s despite the new Model Y, record discounts, and incentives. Competition and a new electric vehicle (EV) price war are putting significant pressure on Tesla in China.
Tesla experienced a slow first quarter globally, including in China, but the automaker attributed this to the Model Y design changeover, which reduced production throughout the quarter.
The company doesn’t have this problem in Q2, and in fact, it benefits from pent-up demand for the new version of its best-selling car from the first quarter.
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Yet, the data now suggests that Tesla performed worse in Q2 than in Q1 in China, and it’s also underperforming significantly compared to the same period last year.
New insurance registration data from China were released today, confirming that Tesla sold only 8,600 vehicles in China during the first week of June.
It’s way below expectations and a drop of more than 4,000 units compared to the previous week, despite Tesla generally ramping up domestic deliveries during the last month of the quarter.
Tesla’s deliveries in 2025 are now lagging 2024 by about 20,000 units:
These lower sales are coming despite Tesla having higher discounts on its lineup than during the same period last year, including 0% interest loans.
May retail and export data were also released, confirming that Tesla delivered 38,588 vehicles in China and exported 23,074 cars from China in May.
In total, that’s 61,662 units, which is below the same period last year. Tesla’s wholesale deliveries in and from China have been down each month of 2025:
Tesla’s lower performance in 2025 is especially concerning amid electric vehicle sales surging in China. They were up 35% in the first quarter and the trend is continuing in the second quarter.
This data is clear: Tesla is facing a demand collapse in China. The company sat on its lead for too long and bet everything on autonomous driving.
Now, it has a limited and stale vehicle lineup that the competition is either surpassing or undercutting in price.
This has been the case for the past two years in China, where the competition is the strongest, but Tesla has countered by reducing prices and offering interest-free loans.
The result is that Tesla’s gross margins on vehicles sold in China (almost entirely RWD Model 3 and Model Y vehicles) are practically nonexistent.
Tesla can’t afford to lower prices much more without starting to lose money.
With BYD starting a new price war and targeted competition coming from the Xiaomi YU7, the second half of the year could prove very difficult for Tesla in China.
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Annealed neodymium iron boron magnets sit in a barrel at a Neo Material Technologies Inc. factory in Tianjin, China on June 11, 2010.
Bloomberg | Bloomberg | Getty Images
Rare earth magnet makers are having a moment as Western nations scramble to build domestic “mine-to-magnet” supply chains and reduce their dependence on China.
A turbulent year of supply restrictions and tariff threats has thrust the strategic importance of magnet manufacturers firmly into the spotlight, with rare earths surging toward the top of the agenda amid the U.S. and China’s ongoing geopolitical rivalry.
Magnets made from rare earths are vital components for everything from electric vehicles, wind turbines, and smartphones to medical equipment, artificial intelligence applications, and precision weaponry.
It’s in this context that the U.S., European Union and Australia, among others, have sought to break China’s mineral dominance by taking a series of strategic measures to support magnet makers, including heavily investing in factories, supporting the buildout of new plants, and boosting processing capacity.
The U.S. and Europe, in particular, are expected to emerge as key growth markets for rare earth magnet production over the next decade. Analysts, however, remain skeptical that Western nations will be able to escape China’s mineral orbit anytime soon.
“Frankly, we were the solution to the problem that the world didn’t know it had,” Rahim Suleman, CEO of Canadian group Neo Performance Materials, told CNBC by video call.
Photo taken on Sept. 19, 2025 shows rare-earth magnetic bars at NEO magnetic plant in Narva, a city in northeastern Estonia.
“The end-market is growing from the point of physics, not software, so therefore it has to grow in this way,” he continued. “And it’s not dependent on any single end market, so it’s not dependent on automotive or battery electric vehicles or drones or wind farms. It’s any energy-efficient motor across the spectrum,” Suleman said, referring to the demand for magnets from fast-growing industries such as robotics.
His comments came around three months after Neo launched the grand opening of its rare earth magnet factory in Narva, Estonia.
Situated directly on Russia’s doorstep, the facility is widely expected to play an integral role in Europe’s plan to reduce its dependence on China. European Union industry chief Stéphane Séjourné, for example, lauded the plant’s strategic importance, saying at an event in early December that the project marked “a high point of Europe’s sovereignty.”
Neo’s Suleman said the Estonian facility is on track to produce 2,000 metric tons of rare earth magnets this year, before scaling up to 5,000 tons and beyond.
“Globally, the market is 250,000 tons and going to 600,000 tons, so more than doubling in ten years,” Suleman said. “And more importantly, our concentration is 93% in a single jurisdiction, so when you put those two factors together, I think you’ll find an enormously quick growing market.”
‘Skyrocketing demand’
To be sure, the global supply of rare earths has long been dominated by Beijing. China is responsible for nearly 60% of the world’s rare earths mining and more than 90% of magnet manufacturing, according to the International Energy Agency.
A recent report from consultancy IDTechEx estimated that rare earth magnet capacity in the U.S. is on track to grow nearly six times by 2036, with the expansion driven by strategic support and funding from the Department of Defense, as well as increasing midstream activity.
Magnet production in Europe, meanwhile, was forecast to grow 3.1 times over the same time period, bolstered by the EU’s Critical Raw Materials Act, which aims for domestic production to satisfy 40% of the region’s demand by 2030.
Regional composition of rare earths and permanent magnet production in 2024, according to data compiled by the International Energy Agency.
IEA
John Maslin, CEO of Vulcan Elements, a North Carolina-based rare earth magnet producer, told CNBC that the company is seeking to scale up as fast as possible “so that this fundamental supply chain doesn’t hold America back.”
Vulcan Elements is one of the companies to have received direct funding from the Trump administration. The magnet maker received a $620 million direct federal loan last month from the Department of Defense to support domestic magnet production.
“Rare earth magnets convert electricity into motion, which means that virtually all advanced machines and technologies—the innovations that shape our daily lives and keep us safe—require them in order to be operational,” Maslin told CNBC by email.
“The need for high-performance magnets is accelerating exponentially amid a surge in demand and production of advanced technologies, including hard disk drives, semiconductor fabrication equipment, hybrid/electric motors, satellites, aircraft, drones, and almost every military capability,” he added.
Separately, Wade Senti, president of Florida-based magnet maker Advanced Magnet Lab, said the only way to deliver on alternative supply chains is to be innovative.
“The demand for non-China sourced rare earth permanent magnets is skyrocketing,” Senti told CNBC by email.
“The challenge is can United States magnet producers create a fully domestic (non-China) supply chain for these magnets. This requires the magnet manufacturer to take the lead and bring the supply chain together – from mine to magnet to customers,” he added.
BYD is closing the gap between gas pumps and EV chargers. A new video shows one of its EVs gaining nearly 250 miles (400 km) of range in just five minutes.
BYD’s 5-minute EV charging matches refuel speeds
“The ultimate solution is to make charging as quick as refueling a gasoline car,” BYD’s CEO, Wang Chuanfu, said after unveiling its new Super e-Platform in March.
Chuanfu was referring to the so-called “charging anxiety” that’s holding some drivers back from going electric. BYD’s Super e-Platform is the first mass-produced “full-domain 1000V high-voltage architecture” for passenger vehicles.
BYD also launched its Flash Charging Battery during the event, with charging currents of 1000A and a charging rate of 10C, both new records.
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The ultra-fast charging battery can deliver 1 megawatt (1,000 kW) of charging power, which BYD claims enables EVs equipped with the setup to regain 400 km (248 miles) of CLTC driving range in just 5 minutes of charging.
BYD CEO Wang Chuanfu unveils Super e-Platform with Flash Charging Battery enabling EVs to add 400 km of range in 5 minutes (Source: BYD)
With the new models rolling out across China, we are getting a look at the ultra-fast charging speeds in action. A video posted on X by user Dominic Lee shows BYD’s EV charging at up to 746 kW, with an estimated charging time to 70% of around 4 minutes and 40 seconds.
BYD’s charging station in China, 400km in 5 minutes!
In just six minutes, BYD said the Han L, based on its Super e-Platform, can recharge from 10% to 70%, and in 20 minutes, the battery can be fully charged.
The Tang L SUV, also based on BYD’s 1000V architecture, can add 370 km (230 miles) of range in 5 minutes, while a full charge takes about 30 minutes.
BYD said its Flash Charging Battery enables EVs to gain the same range as a gas-powered vehicle would at the pump, “ultimately making the charging time as short as refueling time.”
Although 400 km (250 miles) is more than enough range for most drivers, BYD is out to make gas stations a thing of the past. And it’s not just in China, BYD plans to bring its Flash Charging system to Europe and likely other overseas markets.
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A Tesla drove in the wrong direction, resulting in a head-on collision with another vehicle, during a livestream, demonstrating Tesla’s ‘Full Self-Driving’ features.
Earlier this year, Tesla launched its Level 2 driver-assist system, ‘Full Self-Driving’ (FSD), in China.
Like in the US, despite its name, the system requires constant driver supervision. Unlike in the US, China quickly made Tesla change the name of the system as it was judged not representative of its capabilities.
Many Tesla owners in China have been enthusiastically livestreaming their drives using FSD on platforms such as Douyin (TikTok).
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They try to demonstrate that Tesla FSD is able to operate the vehicle by itself and compare it to other similar systems from other automakers in China.
Last week, a Douyin user going by 切安好 was livestreaming a Tesla FSD drive in his Model 3 when the vehicle went into the left lane, which was for the opposing traffic, and collided head-on with another car.
The livestream itself wasn’t widely popular, but the Tesla owner posted video captures of the aftermath, which quickly went viral:
Fortunately, no one was critically hurt during the crash.
Many questioned whether FSD was active during the incident, and the driver initially didn’t release the crash footage as he claimed to be seeking direct compensation from Tesla, which isn’t likely.
The automaker always states that it is not responsible for its FSD or Autopilot systems.
The Tesla driver has now released the footage, which clearly shows that FSD was active during the crash and initiated the lane change into the wrong direction:
The crash highlights the dangers of being overconfident in Tesla’s autonomous driving features.
Electrek’s Take
Be safe out there. Some people are abusing driver assistance features and are a danger to all road users.
Tesla isn’t helping with its own marketing, encouraging abuse with claims that FSD “gives you time back” as if you don’t have to be supervising the system all the time.