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The cars are already here. The workshops are not...
China ended 2025 with 43.97 million new-energy vehicles in use - about 12% of every car on the road, on the official count that covers battery-electric, plug-in hybrid and fuel-cell. More than 13 million electric cars were sold in 2025 alone on the IEA's narrower measure, close to six in every ten sold anywhere in the world.
Now the other number. The China Automobile Maintenance Industry Association has been reported as counting roughly 400,000 workshops equipped for petrol cars and only 20,000 to 30,000 equipped for new-energy ones. Everywhere else EVS has opened, we arrived before the cars did. Here the cars arrived first, in tens of millions, and the capacity to repair them never caught up.
There is a second gap underneath the first. Yicai Global has reported third-party repairers in Shanghai being unable to obtain the diagnostic data and equipment needed for calibration and battery-system work, with manufacturers citing safety and liability. An independent workshop without that access cannot do the job properly - and that, not the shortage of premises, is the real barrier. EVS is preparing a Shanghai centre built around manufacturer-level diagnostic capability, high-voltage and battery triage, thermal systems, ADAS calibration and post-collision high-voltage assessment.
Brands
All brands we will coverThe cars we are set up for...
CPCA retail data reported by CnEVPost placed BYD first in 2025 passenger new-energy sales at 3.48 million units and 27.2% of the segment, with Geely second at 12.2%, and Changan, SAIC-GM-Wuling, Tesla China, HIMA, Chery, Leapmotor, Seres and Xiaomi completing the reported top ten. A workshop that cannot cover BYD and Geely is not covering China. Above that sits the work we are actually built for: premium and imported platforms whose owners want a transparent diagnosis outside the dealer network, from Tesla, NIO, Zeekr, Li Auto and XPeng to the European electric ranges.
Charging
Charging is not the problem here. Charging faults are...
China had approximately 20.1 million charging facilities at the end of 2025, and the national 2025-2027 action plan targets 28 million and more than 300 GW of public capacity by the end of 2027. By any measure that is not a market with a charging shortage, which is why installing chargers is not what EVS is coming to do.
What a network that size does produce is fault volume - ports that stop handshaking, onboard chargers that fail on one phase, thermal circuits that throttle a car to a crawl without lighting a single warning. That is diagnostic work, and it is a different trade from installation.
- 1A port that charges slowly on one charger and normally on another is usually the car, not the charger - and it is diagnosable before it strands you
- 2Repeated DC fast charging at high state of charge in summer heat ages a pack differently from overnight AC - the degradation curve is not the same, which is why a state-of-health test beats a guess
- 3A cooling circuit running below par throws no warning light and no fault code. It simply ages the battery, and the owner finds out two or three years later as range that never comes back
Where
Shanghai first, and the corridor around it...
The market entry report behind this site ranks four clusters, and puts Shanghai-Suzhou-Hangzhou first on premium multi-brand density, imported-platform share, technical labour supply and cross-border links. That is where the first centre is being prepared. The others are real markets and we have no premises in any of them - they are listed here because people search for them, not because we are claiming them.
Shanghai - the first centre, and the densest concentration of premium and imported EVs in the clusterPudong - Tesla's Gigafactory district and a large share of the city's imported-platform ownersMinhang, Xuhui and Jingan - where most of the private premium parc actually sitsSuzhou - inside the same cluster at lower occupancy cost, roughly 100 km from central ShanghaiHangzhou - the third corner of the corridor, and a separate fleet market in its own rightShenzhen, Guangzhou and Dongguan - exceptional NEV density, but BYD's home ground and a separate decisionBeijing and Tianjin - premium and institutional demand with a heavier compliance burdenChengdu and Chongqing - the large inland cluster, a later-stage question rather than a first one
Questions
What people ask before we open...
Not yet. The Shanghai centre is in preparation and this site is how you can follow it. There is no address or phone number to give you today, and we would rather say that plainly than publish a placeholder. Register your interest and we will tell you the moment we open.
Because the counts are not comparable. The China Automobile Maintenance Industry Association has been reported as putting petrol-equipped workshops at roughly 400,000 and new-energy-equipped ones at 20,000 to 30,000, against a fleet of 43.97 million new-energy vehicles at the end of 2025. The shortage is not of garages. It is of garages that can safely open a high-voltage system and read what it says.
Often, yes. J.D. Power's 2026 China Customer Service Index study found that nearly 90% of customers using independent service providers were still under warranty, and described independent channels as becoming a mainstream choice. Warranty-covered components should stay with the official network; wear items, bodywork, tyres, diagnostics and a second opinion do not have to.
That is the right question to ask, and it is the reason this centre is being built the way it is. Yicai Global has reported third-party repairers in Shanghai being unable to obtain the diagnostic data and equipment needed for calibration and battery-system work, with manufacturers citing safety and liability. Capability here means manufacturer-level diagnostic access first and a workshop second - a bay full of tools without it is just a bay.
High-voltage diagnostics, battery state-of-health testing, drive units, thermal management, ADAS calibration, software and region coding, and post-collision high-voltage assessment - plus the ordinary work every car needs: tyres, brakes, suspension, air conditioning and the 12-volt battery, done by people who will not disconnect the wrong thing on an electric car.
The market entry report behind this site ranks Shanghai-Suzhou-Hangzhou first of four clusters on premium multi-brand density, imported-platform share, technical labour and cross-border links. Shenzhen-Guangzhou has exceptional density but is BYD's home ground with deeply embedded local networks; Beijing-Tianjin carries a heavier compliance burden; Chengdu-Chongqing is a later-stage question. Shanghai is where the cars we are built for are thickest on the ground.
Yes, and more tightly than a general garage. The national standard GB/T 16739.1-2023 has been in force since 1 April 2024 for vehicle maintenance enterprises, and local rules go further - Guangzhou's rules effective 1 January 2025 impose dedicated conditions on certain hazardous alternative-energy maintenance work, including minimum areas, ventilation, explosion protection, safe separation and public disclosure of pricing and warranties. We are building to that standard rather than around it.
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