BYD Is Already Approved to Sell Cars in Canada

The debate over Chinese EVs in Canada has a missing piece: BYD is already listed in Transport Canada's Appendix G registry. Not pending. Not waiting. Already approved.

While headlines focus on tariff negotiations and politicians argue about timelines, the world's largest EV manufacturer has had regulatory pre-clearance for passenger car imports sitting in a public database. The gate everyone assumes is closed has been open for years.

What we found in the data

We pulled Transport Canada's Appendix G registry—the public CSV file that lists every foreign manufacturer authorized to import vehicles into Canada. BYD appears seven times across two corporate entities:

BYD AUTO CO., LTD. is listed for passenger cars from two manufacturing facilities:

• Shenzhen (headquarters): 3007 Hengping Road, Pingshan
• Xi'An: No. #1 West Qingling Ave

BYD Auto Industry Company Limited is listed for commercial vehicles:

• Buses (city, school, and shuttle variants)
• Trucks (both under and over 4,536 kg)

The passenger car listings are the significant ones. This means BYD's Shenzhen and Xi'An plants—which produce vehicles like the Seagull, Dolphin, Seal, and Atto 3—are already cleared for Canadian import under the Appendix G framework.

Why this matters

In our previous analysis of the Chinese EV timeline, we outlined three regulatory pathways for foreign vehicles to enter Canada:

1. Appendix G pre-clearance — The fast lane for scale imports
2. Case-by-case (CBC) authorization — Slow, paperwork-heavy, one VIN at a time
3. National Safety Mark — Requires Canadian manufacturing

We noted that Transport Canada paused new Appendix G intake for passenger vehicles in 2025. This led many to assume Chinese manufacturers would need to start from scratch—years of regulatory groundwork before any volume imports.

But BYD isn't a new applicant. They're already in the registry.

The pause affects new applications. It doesn't revoke existing listings. BYD's passenger car authorization appears to predate the pause, meaning they have standing to import vehicles through the Appendix G pathway that other Chinese manufacturers lack.

What BYD can do now

With Appendix G listing, BYD can:

• Import vehicles at scale with streamlined oversight (not case-by-case)
• Work directly with Canadian dealers without individual VIN authorization
• Leverage existing compliance documentation rather than starting fresh

What they still need:

• Tariff resolution (the 100% surtax still applies until the quota system activates)
• Dealer network partnerships
• Service and warranty infrastructure
• Marketing and consumer awareness

The regulatory pathway is clearer than the public narrative suggests. The blockers are commercial and political, not regulatory.

The competitive advantage

This Appendix G standing gives BYD a structural advantage over every other Chinese EV manufacturer trying to enter Canada:

Geely (owner of Volvo and Polestar) could potentially route vehicles through existing subsidiaries, but pure Geely-branded EVs would need their own authorization.

SAIC (MG), NIO, Xpeng, and Li Auto would all need to either:

• Wait for Appendix G intake to reopen
• Use the slow case-by-case pathway
• Establish Canadian manufacturing (years away, if ever)

BYD can move faster. When the tariff-quota system activates—reportedly allowing 49,000 Chinese EVs annually at 6.1% duty—BYD is positioned to capture a disproportionate share simply because their regulatory homework is already done.

What to watch next

The signals that matter:

1. Tariff-quota activation — When does the 49,000 vehicle quota actually take effect? Watch Global Affairs Canada announcements.

2. Dealer network moves — Are Canadian dealers signing agreements with BYD? Quebec and BC independents are most likely to move first.

3. Vehicle certification — Individual models still need CMVSS compliance documentation. Watch for BYD model names appearing in Transport Canada databases.

4. Port activity — RO-RO (roll-on/roll-off) car carrier ships departing Chinese ports for Vancouver or Halifax. The logistics precede the headlines.

BYD operates its own car carrier fleet—unusual for an automaker. These aren't chartered vessels; they're BYD-owned ships purpose-built for vehicle transport. When one sets course for Canada, it's not speculation.

The bottom line

The conversation about Chinese EVs in Canada has been framed around "if" and "when." But for BYD specifically, the "if" question was answered years ago when they secured Appendix G listing.

The remaining questions are commercial:

• How quickly can they establish service infrastructure?
• Which dealers will take the risk of carrying an unfamiliar brand?
• Will consumer sentiment in Ontario—where political opposition is strongest—differ from Quebec and BC?

And one political question: Will the government modify or revoke existing Appendix G listings under pressure from domestic automakers?

That last scenario is possible but would set a significant precedent. Retroactively removing regulatory authorization from a manufacturer who obtained it legitimately would signal that Canadian trade policy is unpredictable—a message with implications far beyond the auto sector.

For now, the data is clear: BYD has regulatory standing that other Chinese manufacturers don't. When the tariff wall comes down—even partially—they're first through the door.

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This analysis is based on publicly available Transport Canada registry data. The Appendix G CSV is updated daily and can be independently verified.