The US government has decided to ban certain Chinese and Russian-made hardware and software from being used in American cars, trucks, and buses, citing potential national security risks. According to reports, officials are concerned that technologies used for autonomous driving and vehicle connectivity could be exploited by foreign adversaries to “remotely manipulate cars on American roads.”
Although the current use of Chinese or Russian technology in US vehicles is minimal—the Commerce Secretary Gina Raimondo described the measures as “targeted, proactive” steps to protect the nation. “Cars today have cameras, microphones, GPS tracking, and other technologies connected to the internet,” said Raimondo. “It doesn’t take much imagination to understand how a foreign adversary with access to this information could pose a serious risk to both our national security and the privacy of US citizens.”
The proposed rules, which will now enter a public comment period, would see the software ban come into effect by the 2027 model year, with hardware restrictions starting three years later to give manufacturers time to adjust their supply chains.
China, however, has strongly opposed the move. Lin Jian, a spokesman for China’s Foreign Ministry, criticized the US for broadening “the concept of national security” to unfairly target Chinese firms. “We urge the U.S. side to respect market principles and provide an open, fair, transparent, and non-discriminatory business environment for Chinese enterprises,” said Lin.
The proposed ban is part of a broader US effort to limit China’s influence in the automotive industry. The Biden administration has already increased tariffs on electric vehicles, EV batteries, and other automotive components, as well as imposing a ban on Chinese-made cargo cranes due to cyber-security concerns.
John Bozzella, president and CEO of the Alliance for Automotive Innovation, which represents major car manufacturers, acknowledged that the impact of the rule would require companies to find alternative suppliers. “There is very little technology—hardware or software—in today’s connected vehicle supply chain that enters the U.S. from China,” noted Bozzella, but cautioned that supply chain shifts could take time. “You can’t just flip a switch and change the world’s most complex supply chain overnight,” he said.
Bozzella added that while some automakers might be able to meet the lead times, others may struggle with the transition. The auto industry will continue to engage with the rule-making process as it moves forward.
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