Business
How China Became the World’s Largest Car Exporter
Source: Alix Partners
Note: 2024 values are estimated.
Just two decades ago, China had little capacity to make cars, and owning one was considered novel. Today, China produces and exports more cars than any other country in the world.
President-elect Donald J. Trump has promised to impose new tariffs on China. Many countries, including the United States, already levy extra tariffs on China’s electric vehicles. But with all of the advantages China wields in automaking, this pushback is unlikely to undercut China’s dominance.
China’s home market for car sales is the world’s largest — almost as big as the American and European markets combined.
As China’s domestic market grew, so did its production capacity, propelled by massive government investment and world-beating advances in automation. Yet in recent years, the pace of sales has fallen behind as consumer spending slows in China’s economic downturn. The result is that China today has the capacity to make nearly twice as many cars as its consumers need.
Source: GlobalData
Note: 2024 values are estimated.
To deal with the excess, China has increasingly looked overseas to sell cars.
China is a leader in the transition to electric vehicles and it exports more of them than any other country. Chinese brands like BYD are becoming known worldwide for offering advanced electric cars at the most competitive prices. And as Chinese drivers have shifted rapidly to electric vehicles, demand for gasoline-powered cars in China has plunged and many are being exported instead.
But China’s trading partners say that China’s exports of both electric and gasoline-powered cars imperil millions of jobs and threaten major companies. Earlier this year, the United States and the European Union put significant new tariffs on electric cars from China. Governments are concerned because the auto industry plays a big role in national security, producing tanks, armored personnel carriers, freight trucks and other vehicles.
What’s more, China has used steep tariffs and other taxes as a barrier to car imports, so that practically all of the cars sold in China are made in China.
Here’s how China took the lead in the global car market.
Decades of investment in electric cars pays off
Last year, China sold 1.7 million electric cars abroad, nearly 50 percent more than the next largest exporter, Germany. Since 2020, shipments have skyrocketed.
The top destination is Europe, where consumers prefer small, compact models like those sold in China.
Southeast Asia is another big market, where buyers increasingly prefer Chinese cars for their cheaper prices.
China also exports a small but fast-growing number of plug-in hybrid cars. Hybrids are particularly popular among buyers who may not have access to extensive charging networks but still want electric cars for short trips.
China has invested heavily for more than 15 years in developing electric cars, to limit its dependence on imported oil. Wen Jiabao, China’s premier from 2003 to 2013, made electric cars one of his highest priorities. In 2007, he reached outside the Communist Party to choose Wan Gang, a Shanghai-born former Audi engineer in Germany, as the country’s minister of science and technology. Mr. Wen gave him essentially a blank check to make China the world’s leader in electric cars.
Now, half of China’s car buyers choose battery electric or plug-in hybrid cars. Until recently, buyers of electric cars also received large subsidies from the government. Carmakers have received low-interest-rate loans from state-controlled banks to build dozens of factories, as well as government tax breaks and cheap land and electricity. By one estimate, Beijing’s assistance to China’s electric car and battery sectors has been worth more than $230 billion since 2009 — one reason that the European Union has imposed anti-subsidy tariffs.
China is projected to continue its heavy investment and retain its lead in electric vehicles.
Unloading excess gasoline cars at steep discounts
Because of the shift to electric cars in China, carmakers have been left to slash prices on unwanted gasoline cars and unload them overseas. Last year, most of the cars China sold abroad were traditional gasoline engine cars.
Russia was the leading destination last year. Sales surged after the Ukraine invasion, partly because of the departure of Western brands from the Russian market.
China’s gasoline cars were also favored by middle- and lower-income countries in Latin America and the Middle East for being cost-effective.
China has more than 100 factories with a combined capacity to build close to 40 million internal combustion engine cars a year. That is more than twice as many as people in China want to buy, and sales of these cars are dropping fast as electric vehicles become more popular.
As a result, some assembly plants have been mothballed or shuttered. But automakers, reluctant to close facilities, are selling many gasoline-burning cars overseas at steep discounts.
Will tariffs be able to slow China down?
The flood of Chinese cars into the global market has raised alarms around the world. In addition to the European Union, governments elsewhere have levied extra tariffs on electric cars from China, on top of baseline taxes already applied to all imported vehicles.
Note: Chart does not show baseline taxes or favored rates dependent on manufacturer or other compliance. India and Brazil levy tariffs on imported electric cars from all countries. Turkey levies the same tariff on all cars from China.
Additional tariffs levied on Chinese electric cars in major world markets
The countries’ tariffs come in different forms. The U.S. government levied a flat tax. The European Union calculated a rate for each automaker based on the estimated subsidies the company has received from Chinese government agencies and state-controlled banks. India and Brazil are also aiming to protect their local industries.
But tariffs may not fully offset Chinese carmakers’ competitive lead. Chinese companies offer cars with similar quality to their global rivals and at lower cost. Analysts at the bank UBS calculate that cars made by BYD cost 30 percent less to assemble than similar cars made by Western companies. Some of the biggest savings for Chinese companies are on batteries. China controls practically the entire supply chain for making electric car batteries.
Source: UBS
Note: Models compared are of similar size and function. Prices are in U.S. dollars, for models from 2021.
Production costs are much lower in China
With the advantages China wields in automaking, even the world’s intensifying pushback is unlikely to stop the country from dominating the industry for many years to come.
BYD electric cars stacked for loading onto a ship for export at Taicang Port in Suzhou. Agence France-Presse — Getty Images
Business
Los Angeles has one of the deadest downtowns in the world, according to a new survey
Los Angeles has one of the deadest downtowns in the world, according to a new survey.
Out of 75 of the top cities around the world, L.A. ranked among the lowest for vibrancy in Gensler’s 2026 City Pulse report released this week.
Around 65% of those surveyed found DTLA vibrant compared to more than 80% vibrancy scores for New York, Chicago, Sydney and Shanghai.
The urban planning and consulting company surveyed 35,000 city residents on how they ranked their city for a variety of statements. Los Angeles ranked 20th-lowest globally and 11th-lowest among 34 U.S. cities in vibrancy.
Downtown Los Angeles needs more people to return to downtown to work, shop and eat if it wants to boost its scores, said Kelly Farrell, the managing director of Gensler’s L.A. office
“L.A.’s kind of central problem is that businesses have left L.A. We need them to bring the offices back in,” she said. “Bring the people back in so they’re staying after work and interacting with those businesses that are in the area.”
While there are pockets of downtown that are thriving and local residents say life is improving, Los Angeles’ downtown suffers from an image problem that is weighing on how it is perceived.
Gensler’s report highlights key factors that contribute to a thriving downtown area. Downtowns should have a blend of shops, offices, and housing, walkability, and a role as a cultural and entertainment hub.
Despite its status as the city’s historic seat of government, finance, arts and sports, downtown L.A. has experienced a trend of offices leaving post-pandemic, leading to fewer visitors and the remaining stores and restaurants struggling.
The Los Angeles Office of Finance showed that the number of businesses reporting leaving downtown has increased greatly over the last two years, following a lull post-pandemic. Similarly, downtown has accounted for a growing share of overall exits from the region in the last five years.
According to a Times data analysis, downtown has regularly accounted for the highest number of closures. Among the neighborhoods hit the hardest by closures, South Park, the Fashion District, Central City and Pico-Union had the highest number of closures from 2024 to 2025. Nearly 40% of the office space in the Financial District is functionally empty, and 30% of retail space is vacant, according to CBRE.
Another important factor is whether or not people linger there. Rather than the number of visitors, Gensler said in the report, the amount of time spent downtown matters more in cultivating a thriving downtown area.
L.A. has consistently struggled to get locals back into downtown in recent years.
Perceived safety issues downtown are one major reason businesses are leaving downtown, and locals won’t go there.
Vandalism, assaults and robberies downtown have driven businesses out, and a noticeable lack of police presence makes people reluctant to return. Still, Los Angeles Police Department Capt. Kelly Muniz said in April that crime is down 10% from last year.
Gensler’s L.A. director says that as people flood back into downtown, crime will continue to decline.
“One of the best things we can do for safety is have an abundance of population,” said Farrell. “You will see right now that we have a lot of great ground-floor retail that’s empty. As that gets fuller, we typically see that crime starts to go down with it.”
Farrell said results can change dramatically between each year of the survey, and as L.A. sees more offices return to downtown, perception of vibrancy will increase with it.
Business
SpaceX shares rise 19% in stock market debut after historic IPO
SpaceX, the once fledgling aerospace company that Elon Musk predicted had a slim chance of survival, reached new heights on Friday with a historic initial public offering.
Shares of SpaceX, trading under the ticker SPCX, closed the day at $160.95, 19% above the offering price, transforming it into one of the world’s most valuable companies with a $2.2-trillion market cap. The IPO also made the 54-year-old Musk the world’s first trillionaire.
The IPO capped a remarkable journey for a 24-year-old company that nearly shut down after a series of failed launches until its Falcon 1 rocket in 2008 orbited the earth and clinched a crucial NASA contract.
“It is certainly hard to believe that a little company that started in a warehouse in El Segundo is now going public with the largest IPO ever,” Musk told cheering employees at the company’s Texas headquarters.
The company raised $75 billion in the offering after selling 555 million shares at $135 to institutional and retail investors. With the shares in high demand, SpaceX could raise even more money.
It granted the nearly two dozen underwriters of the IPO, led by Goldman Sachs and Morgan Stanley, an additional 83 million shares, which could raise its total take to $86 billion.
The IPO is easily the largest on record, surpassing the 2019 offering by Saudi Aramco, Saudi Arabia’s state-owned oil giant, which raised $29.4 billion.
“They clearly priced it right, at least for one day. It should just make you optimistic for the markets for, especially for growth stocks,” said Robert Gruendyke, senior portfolio manager at Allspring Global Investments.
Musk has big plans for the company, which already dominates the world’s rocket launch business and is the leading satellite-based broadband provider with its Starlink service. It also has spent billions to buy spectrum for satellite-based mobile communications service.
Key to its efforts is Starship, a rocket being tested that is larger than the Saturn V that took astronauts to the moon. NASA is relying on it to return Americans there, while Musk eventually wants to fly it to Mars.
Musk sees it as crucial to his AI ambitions. Musk merged his xAI artificial intelligence company into SpaceX this year, with the combined entity recently announcing it was leasing computer power to rivals Anthropic and Google at two terrestrial data centers it has constructed.
Musk contends the future of AI lies in launching thousands of satellite data centers into space, where they will perform computer calculations while orbiting the Earth powered by a continuous supply of solar energy — a vision critics see as far-fetched.
However, Musk has proved skeptics wrong in the past, especially those who bet against Tesla when it conducted its $1.7-billion IPO in 2010. At the time, CNBC personality Jim Cramer called the $17 shares a “sell, sell, sell.”
While it took until 2020 for the stock to really take off as Model 3 sales grew, shares of the electric vehicle maker closed Friday at $406.43, giving Tesla a market capitalization of $1.5 trillion.
The SpaceX IPO was a gold mine for Musk’s venture capital backers in Silicon Valley, including Peter Thiel’s Founders Fund, Andreessen Horowitz and Sequoia Capital, which reportedly had stakes now valued at $10 billion or more.
It also made an estimated 4,000 current and former SpaceX employees millionaires, with another 400 achieving a net worth exceeding $100 million, said Andrew Benson, chief executive of Hill.com, an investment platform for trading stock in pre-IPO tech companies.
SpaceX is currently headquartered in south Texas after moving there in 2024 from Hawthorne, where it had its executive offices for years after expanding from its original El Segundo warehouse.
However, the company retains large operations in the South Bay city, where it has more than 6,000 employees out of at least 22,000 companywide. And it blasts off its Falcon 9 rocket regularly from Vandenberg Space Force Base in Santa Barbara County.
Benson said that he estimates the “vast majority” of current and former employees with more than $100 million in stock are in Southern California due to a stock awards plan that has favored length of tenure over an employee’s role.
“It’s just great to see employees be able to convert their labor into capital,” he said.
Even before Friday’s IPO, former employees of SpaceX have helped seed an aerospace and defense boom largely in Southern California, starting some 70 companies, including well-known startups Relativity Space, Impulse Space and K2 Space, according to the alumnifounders.com tracking site.
Van Espahbodi, co-founder of Generational Partners, a Los Angeles venture capital fund, expects the IPO will result in even more employees taking a crack at their own firms.
“It will allow many of them to pursue their vision,” he said. “I am aware of extreme cases where people took on credit card debt to maximize preserving their shares and not having to sell off, so that they can go and do their thing.”
Demand for the IPO shares was feverish on Wall Street.
The offering was reported to be oversubscribed four times over by big institutional investors. Blackrock, the New York money manager that is the world’s largest, was seeking to buy as much as $5 billion of the stock, Bloomberg reported.
That was despite concerns by critics that the company was overvalued and skepticism of a governance structure that puts few constraints on Musk. He holds special shares with 10 times the voting power of common shares that put him in control of the company’s board.
Investment research firm Morningstar placed a $780 billion valuation on SpaceX, focusing on its core rocket and Starlink broadband satellite businesses. It suggested investors wait a few months for the stock to settle before buying in.
With AI leaders OpenAi and Anthropic next lined up to conduct initial public offerings, Jim Chanos, a veteran short seller, likened the era to the first dot.com boom, which ended with a tech bust — except more extreme.
“This is much bigger,” he said, in a Bloomberg News interview.
Whatever the hype or unease about the offering, SpaceX reached the IPO after an impressive record of achievements that transformed the space business.
After outgrowing its original El Segundo space and moving into a massive former Northrop facility in 2007, the next year it launched its first successful rocket and set about developing its now workhorse Falcon 9.
The rocket, first launched in 2010, is partially reusable and is estimated to have lowered launch costs by some 95% compared to traditional single-use rockets.
It’s estimated the Falcon 9 accounted for more than 80% of the mass sent up into space last year — giving rise to the new generation of aerospace companies that rely on it.
It also has been key to the company’s Starlink business, which sent up its first satellites in 2019. SpaceX even launched 29 Starlinks on Friday. There are now more than 10,000 in orbit with plans for thousands more as demand grows.
Paul Habibi, a real estate lecturer at UCLA and principal of Grayslake Advisors in El Segundo, said he believes the IPO should boost the South Bay real estate market, as insiders granted stocks spend some of their newfound wealth.
“A lot of those folks are probably going to line up around the block to buy into neighborhoods like Manhattan Beach,” he said.
Meanwhile, retail investors placed more than $100 billion in orders, far more than had been reserved for them in the IPO, Bloomberg said. It was expected individual investors would end up with a 20% share of the offering.
Many of those retail buyers are devoted Musk fans and are assumed to want to hold the stock, but others were expected to have flipped the stock Friday for a quick profit.
Angela Lee, a professor at Columbia Business School, thinks the individual investors who think they will strike it rich could be mistaken — though she doesn’t entirely discount the possibility.
“I think they think it’s a golden ticket, when it’s more likely they are holding a lottery ticket,” she said.
Bloomberg News contributed to this report.
Business
How Betters Use Arbitrage to Make Free Money on Kalshi and Polymarket
Betting is fundamentally about risk: You might win or you might lose. But what if you could always win?
Enter prediction markets, sites that let users bet on pretty much anything. Most of those users lose. But a savvy few have made a fortune using basic math.
Will Gavin Newsom win the 2028 Democratic presidential nomination?
Will the Fed raise interest rates in 2026?
Will Jannik Sinner win Wimbledon?
Here, you can bet “Yes” for 60 cents, implying a 60 percent probability; or you can bet “No” for 40 cents, implying a 40 percent probability. If either bet hits, you win $1.
Prediction sites like Polymarket and Kalshi offer many of the same markets. And usually, they post the same odds.
But sometimes the odds diverge — like in these markets about the 2028 Democratic presidential primary race.
In March, Kalshi had Gavin Newsom’s odds of winning at 29 percent, but Polymarket had them at 24 percent. These disparities are good news, if you’re gambling.
Taking both sides of the same bet is usually a wash. But not when there’s a price disparity.
If this sounds like printing money, that’s because it basically is. It’s called “arbitrage,” long a favorite strategy of quantitative traders trying to juice profits from the stock market with minimal risk. You buy something at a cheap price, and simultaneously sell it at a more expensive price. It’s a win-win.
Some bettors are now using the same strategy to rake in thousands of dollars from online prediction sites. Moving quickly, they can take advantage of price gaps between exchanges like Polymarket and Kalshi, or even between the prediction sites and sports-betting sites like DraftKings and FanDuel. The wider the spread, the bigger the potential profit.
Ryan Noel, 25, has built a career arbitrage-betting (or “arbing,” as he calls it) during sports games. He regularly makes more than 1,000 arbitrage bets per week on prediction sites like Polymarket, Kalshi, Novig and ProphetX, in addition to online sportsbooks, he said.
“Software shows me the price of every sort of market at the same time,” said Mr. Noel, who started arbing in late 2023, while working as an actuary, before quitting his job last year. So far, the strategy has netted him more than $1 million, he said. “I don’t care about sports at all. I think watching sports is the most boring thing you can do with your time. I’m a mathematician.”
Math skills are essential — but so are the right tools, said Aidan Gawlowski, a Chicago-based college student who started arbing last year before coding his own software to hunt down prediction-market price discrepancies. Mr. Noel buys software from OddsJam, Pick the Odds and Bookie Beats that tracks price changes across thousands of markets, flagging the possible arbitrage.
“I figured out that there was this opportunity,” said Mr. Gawlowski, 21, who said he started betting when he was 14. “You’re mathematically guaranteed to make money.”
Some moneymaking opportunities last longer than others. The arbitrage with Mr. Newsom? It existed, unexploited, for weeks. During that period, you could’ve bought “Yes” on Polymarket and “No” on Kalshi, for a roughly 3 percent profit. (The probability spread of around five percentage points, minus Kalshi’s transaction fee.)
But there are a couple of reasons that opportunity was an anomaly. For one, the market doesn’t resolve for two years. That’s a long time to tie up money you could invest elsewhere, said Abraham Wyner, a professor of statistics and data science at the Wharton School at Penn. There’s also additional risk that some bets carry more than others: What if the election gets weird, and the sites don’t agree on what defines a Newsom nomination? Then, you might lose both sides of your bet.
That was enough to deter Mr. Noel and Mr. Gawlowski, who spend most of their time arbing on sports. There are loads of sites that let users bet on sports, meaning more chances for price discrepancies. And during games, odds must constantly update to keep up with live developments. That process takes time, which can translate into arbitrage opportunities.
“You can make a significant amount of money on a big N.B.A. day,” Mr. Gawlowski said. During sports games, Mr. Noel’s price-tracking programs catch an arbitrage opportunity every minute or so, he said.
These discrepancies often emerge when casual users, betting based on vibes, move a market just a hair out of alignment. Then arb bettors pounce, and their actions end up evening the odds across the sites again.
Taking advantage of these short-lived opportunities is hard enough for you and me. But the window is closing even for bettors like Mr. Noel and Mr. Gawlowski, as big financial institutions get in on the action with automated bots that can trade faster than any human.
Sophisticated bots compare prices across platforms and identify arbitrage opportunities — just like software Mr. Noel and Mr. Gawlowski use — but they also execute trades, fast. Many prediction platforms let computerized agents place orders without a human. That gives institutions with the wherewithal to deploy bots effectively, and at scale, a huge edge.
Wall Street quant firms like Susquehanna International Group have been recruiting algorithmic traders specifically for prediction markets.
“In the prediction-market space, arbitrage is being dominated by bots,” said Ron Yurko, director of the Carnegie Mellon Sports Analytics Center. “Kalshi and Polymarket encourage it.”
Unlike traditional sportsbooks, prediction markets make money mainly from transaction fees — more transactions, more money. And because bots facilitate speedier trading at higher volumes, the sites have a financial incentive to allow them.
“The big institutions will take out a lot of the arbitrages,” said Nicholas Burgess, who builds and deploys bots for financial institutions, “but they’ll always leave the small ones for retail investors.”
Even so, what’s left is slim pickings. More bots mean the disparities between sites are smaller, and they vanish faster.
“Back in 2022, these arbitrage opportunities would last 30 seconds,” said Alex Llewellyn, 36, a professional sports bettor. “These days I execute bets in two to five seconds. And instead of 8 percent arbs, you generally see 4 to 5 percent.”
Prediction sites are also raising their fees, squeezing the tiny statistical edges that make arbitrage possible. When Polymarket added new fees in late March, Mr. Noel calculated that they would have cost him more than $30,000 a month, if he kept trading at his usual volume.
All this means that free money on prediction markets is probably out of reach now for many ordinary investors.
Prediction sites, awash in Wall Street money and bots, are heading toward the same fate as other major financial markets. One-tenth of the top one percent of accounts on Polymarket rake in more than two-thirds of the profits, a Wall Street Journal analysis found.
“You’re not betting against Joe Schmo anymore,” said Alex Monahan, the founder of OddsJam. “You’re betting against a quant firm with infinitely better technology than you.”
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