One in Eight New Cars in Italy Is Chinese, Yet Just 3% of the Used Market: What That Gap Means for Buyers and Sellers

A stark contrast: 12.5% of new cars, just 3% of used ones

In the first months of 2026, almost one in eight new cars registered in Italy carries a Chinese badge. Between BYD, MG, Leapmotor, Omoda, Jaecoo, Chery and the DR group brands, the combined share sits between 12.5% and 12.8% of registrations, more than double the European average for the same period [1][2]. That is a huge jump from just two or three years ago, when these brands were barely more than a curiosity at dealer showrooms.

But look at the used market and the picture flips. According to the AutoSupermarket Observatory on Italy's used car market, Chinese brands combined account for just 3% of used car transactions in the country, roughly four times lower than their share of new sales, and not a single Chinese model cracks the top 10 most-searched used cars [2]. A headline circulating in mid-July put it neatly: one new car in eight is Chinese, but on the used market they barely exist yet [1].

For anyone buying or selling a used car in Italy right now, that gap is not a statistical footnote. It says something very concrete about pricing, time-to-sell, and risk.

Why the new-car boom has not (yet) reached the used market

The main explanation is simply demographic. Chinese brands have had a stable commercial presence in Italy for only two or three years, and the pool of Chinese-badged cars older than 3-4 years, roughly the average age of a car that changes hands on the used market, is still tiny. The used market today reflects yesterday's registrations, not this quarter's.

On top of that sits a trust problem around resale value. For a private buyer, purchasing a used car from a brand with only a couple of years of history in Italy means relying on pricing that is still far from settled: there is no long price history, and no meaningful data yet on how many owners have already resold and at what price. Long-term rental and leasing companies, which often pave the way for used markets in new brands, are staying cautious with brands whose resale value remains an open question [7].

The brands actually driving the growth, and how fast

BYD registered nearly 100,000 cars in Europe in the first five months of 2026, up 159% on the same period in 2025 [4]. Over the same window Leapmotor grew 558%, Chery 306%, while more established groups like Geely (+8.5%) and SAIC (+18%) moved at a steadier but still solid pace [3]. Across Europe, in the first half of 2026, Chinese brands represented around 9.3% of total registrations, with peaks above 10% in June alone [3][5]. In Italy the pace is even sharper, helped along by the arrival of aggressively priced new models.

What actually happens to the warranty once the car changes hands

One point that confuses many used-car buyers: Chinese brand warranties are generally among the longest in the market, and in most cases they remain valid after the first change of ownership, right up to the original expiry terms. MG offers up to 7 years or 150,000 km depending on the model, BYD covers the car for 6 years or 150,000 km and the battery for 8 years or 160,000 km, and Leapmotor offers 3 years with unlimited mileage, extendable through the Stellantis network that distributes its models in Italy [6][7]. Buyers should still always get the exact terms confirmed in writing, since some clauses, especially on the battery, require regular servicing at the official network to stay valid.

The service network remains the real weak point outside major cities: MG can count on more than 100 dealers in Italy, while Leapmotor leans on Stellantis's dense network of over 1,500 outlets; younger brands like BYD are still building their coverage from scratch [7].

The models already showing up used, and why they hold value better

Not every Chinese brand behaves the same way on resale. The best-selling new models, like the Leapmotor T03 and the MG ZS EV, tend to depreciate less because real used-market demand already exists for them: more units on the road means more buyers willing to consider them, even from a still-young brand. The same applies to the BYD Atto 3 and Seal U, currently among the most common models in the C-SUV and plug-in hybrid segments [8]. Brands with lower volumes or more fragmented distribution, by contrast, risk longer selling times simply because there are fewer comparable listings to benchmark against.

Falling sticker prices: what it means for used buyers two years from now

On the new-car side, competition among Chinese brands increasingly plays out on entry price: the BYD Dolphin Surf starts at 19,490 euros, the DR 1.0 EV at 18,900 euros, the Leapmotor T03 at 18,900 euros [8]. Prices that aggressive also compress the future used-market starting point: anyone buying one of these models today at a discounted sticker price should expect, in two or three years, a resale in lower absolute terms than an equivalent European or Japanese car, even if the percentage of depreciation is not necessarily worse.

What to check before buying a used Chinese car

A few checks matter more than others at this stage of the market. First, if it is electric, always ask for a battery state-of-health (SOH) certificate issued by the official network, not just the seller's word. Second, get the dealer to confirm in writing that the remaining warranty transfers to you and what keeps it active. Third, verify actual service coverage in your area, not just whether a dealer exists nearby, but real parts availability and wait times for repairs. Fourth, check the full service history, which matters even more for these brands than for an established marque, simply because aggregated long-term reliability data is not there yet.

If you are about to sell your used Chinese car

Anyone who owns a Chinese-badged car today and wants to sell it should plan for potentially longer selling times than an equivalent European model, simply because the pool of interested buyers is still smaller. The best countermove is full transparency: an up-to-date SOH certificate for electric models, complete warranty and service documentation, and a clear vehicle history. A listing that removes every doubt on these points starts ahead, precisely because it compensates for the lack of settled pricing benchmarks currently weighing on the whole segment.

The gap between 12% of new sales and 3% of used ones will not last forever. As the on-road fleet grows, pricing will settle and the gap will narrow. But for anyone buying or selling in the coming months, moving on precise information rather than hearsay remains the difference between a good deal and a regret.

One in Eight New Cars in Italy Is Chinese, Yet Just 3% of the Used Market: What That Gap Means for Buyers and Sellers

A stark contrast: 12.5% of new cars, just 3% of used ones

Why the new-car boom has not (yet) reached the used market

The brands actually driving the growth, and how fast

What actually happens to the warranty once the car changes hands

The models already showing up used, and why they hold value better

Falling sticker prices: what it means for used buyers two years from now

What to check before buying a used Chinese car

If you are about to sell your used Chinese car

Further reading

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