For decades, Chinese carmakers learned how to build cars from European, Japanese, and American manufacturers. Today, that relationship is increasingly reversing, with European manufacturers turning to China for batteries, electronics, and software.

At its annual congress in Suzhou, the China Society of Automotive Engineers (China-SAE) unveiled ten technological developments expected to reach important milestones in 2027.

From longer-range batteries to cars that supply electricity to the grid, the predictions offer a glimpse of what motorists could experience in the coming years. But how revolutionary are these technologies, and is China really leading the way?

Some innovations are approaching production, while others remain experimental.

1. Solid-state batteries: China expects 400 Wh/kg cells to enter pilot production in 2027, offering roughly 50% more energy per kilogram than today’s conventional high-performance lithium-ion batteries.

But the race is global. Mercedes-Benz has already driven an experimental solid-state EQS for 1,205 km without recharging, using American-developed cells.

BMW is testing similar technology, while Japan’s Toyota targets commercial introduction in 2027-2028 and South Korea’s Samsung SDI plans production from late 2027. The breakthrough will be producing these batteries affordably and in sufficient quantities for ordinary cars.

2. New computer chips: Modern cars contain dozens of electronic controllers, managing everything from electric windows to braking. China expects to mass-produce safety-critical chips based on RISC-V, an open processor architecture originally developed in the US.

It lets Chinese manufacturers design processors without paying royalties on the underlying instruction set, potentially lowering costs and reducing dependence on foreign technology.

3. Smarter vehicle control: Integrated computers increasingly coordinate steering, braking, suspension, and acceleration, improving cornering, traction, and stability.

BMW’s new iX3 already uses its ‘Heart of Joy’ computer, while BYD offers DiSus body-control technology. German supplier Bosch has developed similar integrated systems. China expects wider adoption, including in more affordable models.

4. Cars powering the electricity grid: Vehicle-to-grid (V2G) technology allows parked EVs to return electricity when demand is high. China expects at least one gigawatt of aggregated flexible capacity in 2027.

Europe is already experimenting, notably with Renault’s bidirectional car-sharing fleet in Utrecht and a commercial service in France. However, compatible cars, special chargers, grid approval, and suitable electricity tariffs are essential before households can benefit financially.

5. Magnesium body parts: Large, single-piece magnesium castings could replace heavier conventional structures, reducing energy consumption and potentially increasing EV range. The challenge is combining lower weight with durability and affordable manufacturing.

6. Autonomous truck fleets: China expects more than 1,000 highly automated trucks in demonstration operations in 2027, particularly in ports, mines, and logistics centers.

Europe is progressing too: Swedish company Einride operates a driverless electric truck for Lidl on German public roads, while Volvo uses autonomous trucks in Scandinavian quarries.

Antwerp is preparing to use autonomous container transport with Chinese technology. Scaling these operations across national borders remains a challenge.

7. Electric motors inside the wheels: Integrating motors directly into the wheels eliminates conventional driveshafts, frees up space, and enables individual wheel control for improved traction and agility.

Renault’s 555-hp 5 Turbo 3E, arriving in 2027, uses two British-developed in-wheel motors, while China’s Dongfeng has developed a four-motor eπ 007. Additional wheel weight, durability, and costs still limit mass-market adoption.

8. Artificial intelligence inside the car: AI assistants already feature in Mercedes-Benz and BMW models, but often depend on cloud connections. China expects mainstream cars to run AI models with over 14 billion parameters onboard in 2027.

Future systems could anticipate mechanical problems, explain dashboard warnings, interpret complex traffic situations, or optimize charging and routes.

Local processing promises faster responses, better privacy, and less dependence on mobile coverage. Mercedes-Benz is pursuing similar technology with American specialist Liquid AI.

9. Cars communicating with the road: Imagine receiving a warning about a cyclist hidden behind a building or automatically adjusting your speed to catch successive green lights.

China expects limited production of systems that combine vehicle data with roadside sensors and cloud computing by 2027. Europe already has related technology.

Volkswagen has produced over two million Car2X-equipped cars, while the Netherlands has around 1,700 connected traffic lights, compared with 240 in Flanders. Integrating these systems could help cars anticipate hazards beyond their drivers’ field of vision.

10. Metal 3D printing: Instead of manufacturing and welding several metal parts together, manufacturers could print complex components as a single piece, reducing weight and assembly work.

The technology could also change repairs: imagine a body shop printing an obsolete bracket rather than replacing an expensive assembly. Mercedes-Benz already offers locally printable bus parts, while Porsche uses 3D printing for rare classic-car components. China expects faster, cheaper production in 2027, although costs and safety certification remain obstacles.

The tables are turning

Not all these technologies originated in China. European, Japanese, and American engineers have been developing many of them for decades. What distinguishes China increasingly is its ability to integrate innovations quickly and bring them to market at competitive prices.

Its enormous domestic market helps. According to the International Energy Agency, China produced nearly three-quarters of the world’s electric cars in 2025 and more than 80% of its battery cells.

The changing relationship is particularly visible at Volkswagen, which is reportedly considering introducing its China Electronic Architecture, jointly developed with Xpeng, into European models. Stellantis is also exploring Chinese technology through its partnership with Leapmotor.

Yet Europe retains considerable strengths in vehicle dynamics, safety engineering, advanced manufacturing, and automotive components. The Renault, BMW, Bosch, and Mercedes-Benz examples show that European innovation is far from disappearing.

China’s predictions are not promises that all ten technologies will be widely available next year. Some are already in use elsewhere; others still face substantial technical and commercial obstacles.

Europe has not stopped innovating. But it can no longer assume that the rest of the world will always come to Europe for the next big automotive breakthrough.