New analysis by InfluenceMap finds that Japanese automakers are pursuing a coordinated cross-market strategy to slow the transition to electric vehicles domestically and in key emerging markets (Brazil, Colombia, and Indonesia). By contrast, Chinese automakers—such as BYD—express more supportive top-line positions on electrification, but engage far less frequently. With Japanese and Chinese automakers representing 57% of global vehicle sales in 2025, they have substantial influence over the pace of transport decarbonization.
The research finds that, across the analyzed markets, the same positions and narratives on transport decarbonization repeatedly emerged, indicating a broader global advocacy effort. Japanese automakers—particularly Toyota—and the Japan Automobile Manufacturers Association (JAMA) frequently promoted a “multi-pathway” approach that positions alternatives to electrification, many of which are not science-aligned or are merely short-term solutions, as viable pathways for decarbonizing the automotive sector. This includes advocating for an important role for alternative fuels and promoting ICE-powered hybrids over rapid, full electrification.
As demand for EVs grows, spurred by rising fuel prices, Chinese automakers—which dominate the global EV market—are capturing an increasing share of global vehicle sales. At the same time, emerging markets are becoming leaders in EV adoption, with sales in Latin America growing 75% in 2025 and more than doubling in Southeast Asia. In this context, InfluenceMap analyzed Japanese and Chinese automakers’ engagement in Brazil, Colombia, and Indonesia, where governments have recently introduced policies to accelerate vehicle decarbonization amid rapidly expanding EV uptake.
In each country, the respective regional industry association—the National Association of Automotive Vehicle Manufacturers (ANFAVEA) in Brazil, Asociación Nacional de Movilidad Sostenible (ANDEMOS) in Colombia, and Gabungan Industri Kendaraan Bermotor Indonesia (GAIKINDO) in Indonesia—serves as the primary channel for driving policy advocacy, generally opposing measures to accelerate the EV transition. Japanese automakers generally hold more leadership positions within these associations, which often echo Japanese industry narratives in their advocacy, raising questions about their influence over the associations’ positions. Chinese automakers, meanwhile, tend to hold less prominent positions or are not members at all.
In Indonesia, one of the clearest examples of this pattern, Japanese automakers and GAIKINDO repeatedly pushed to expand EV incentives to ICE-powered hybrid vehicles ahead of the country’s decision to extend incentives. Notably, Chinese automakers, which are also members of GAIKINDO, were more supportive of electrification in their advocacy. Leading up to the decision, Japanese industry actors engaged in official dialogues with Indonesian ministries, and government representatives subsequently echoed their “multi-pathway” language.
In Brazil and Colombia, industry associations where Japanese automakers hold significant influence frequently promoted positions aligned with a slower transition to zero-emission vehicles. In Brazil, ANFAVEA opposed measures to tax environmentally harmful vehicles, while Chinese automaker BYD supported a more science-aligned approach. In Colombia, ANDEMOS—of which all four analyzed Japanese automakers, and one Chinese automaker are members—similarly advocated for positions that would reduce the effectiveness of vehicle decarbonization measures.
Across countries, Chinese automakers generally expressed more supportive positions on electrification—including on domestic automotive policy—than their Japanese counterparts. Despite their growing market presence, Chinese automakers are comparatively absent from policy debates across the markets assessed.
