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On April 15, 2025, new data from US research firm ImportGenius reveals that Chinese new energy vehicle (NEV) manufacturer Zeekr has quietly shipped over 3,200 of its CM1e vehicle platforms to the United States since 2024, with more than 2,600 arriving this year alone. The only known customer is Waymo, the autonomous-driving subsidiary of Alphabet. This arrangement allows Zeekr to bypass steep tariffs on finished Chinese-branded EVs, which remain effectively banned from US showrooms due to security concerns and a 100% tariff rate.
The CM1e is a purpose-built, minivan-like platform designed for autonomous ride-hailing. Unlike full vehicles, these platforms are classified as components or chassis, enabling Zeekr to avoid the punitive import duties that apply to complete passenger cars. Waymo integrates its own self-driving sensor suite, software, and battery packs onto the platform, creating a tailored robotaxi that meets US safety standards.
This strategy represents a growing trend among Chinese EV makers: rather than selling branded cars in the US market, they partner with American tech firms to supply the underlying hardware. Industry analysts point to a similar model used by BYD, which supplies electric buses and chassis to US transit agencies, and by NIO, which has considered licensing its platform technology to foreign automakers.
Why Chinese platforms appeal to US autonomous players
Waymo’s choice of Zeekr’s CM1e is not accidental. The platform offers a low floor, wide door openings, and a modular interior that can accommodate various seating configurations — all critical for a robotaxi designed for multiple passengers with accessibility needs. Moreover, Chinese EV makers have achieved cost advantages in battery packs, electric motors, and manufacturing scale that US automakers have yet to match.
“Zeekr’s platform is built from the ground up for autonomous driving, with redundant steering, braking, and power systems,” says Michael Zhang, an automotive analyst at Shanghai-based consultancy SinoAuto Insights. “That makes it far easier for Waymo to integrate its technology than retrofitting a conventional vehicle like the Jaguar I‑Pace or Chrysler Pacifica.”
Waymo currently operates a fleet of more than 700 vehicles in San Francisco, Phoenix, and Los Angeles, but has faced challenges in scaling up supply of purpose-built vehicles. The partnership with Zeekr, first reported in late 2023, now appears to be delivering tangible volumes.
Tariff loophole or strategic workaround?
The shipments of Zeekr platforms have drawn attention from US trade policymakers. While the CM1e is not classified as a “finished motor vehicle” under US Customs codes, critics argue that the arrangement undermines the intent of tariffs designed to protect American EV manufacturing. However, supporters note that the platforms are built in China and imported as components, a practice common across many industries.
“This is no different from Apple assembling iPhones in China and importing them as finished goods, or from automotive suppliers shipping engines and transmissions from overseas,” says Sarah Lee, a trade lawyer at Washington D.C. firm Miller & Chevalier. “Unless regulators specifically reclassify vehicle platforms as complete vehicles, this loophole will remain open.”
The Biden administration has not yet issued guidance on the issue. The U.S. Trade Representative’s office declined to comment for this story.
Competitive landscape: Who else is supplying platforms?
Zeekr is not the only Chinese firm eyeing the US autonomous vehicle market. Sources close to the industry indicate that XPeng, another Chinese EV startup, has held exploratory talks with US autonomous driving companies about supplying its platform architecture. However, no deal has been confirmed.
In contrast, BYD has focused on the commercial vehicle segment, providing electric chassis for US shuttle buses and delivery vans. Its partnership with US autonomous startup Nuro for low-speed delivery vehicles is a notable example.
Meanwhile, legacy automakers like Ford and GM have struggled to produce purpose-built autonomous platforms at competitive cost. GM’s Cruise division, which once planned to use the Origin platform, has faced production delays and regulatory setbacks. Ford shut down its Argo AI joint venture in 2022.
Implications for US EV policy and trade
The Zeekr-Waymo partnership illustrates a fundamental tension in US trade policy: while the government aims to curb Chinese EV imports to protect domestic industry, American tech firms still rely on Chinese manufacturing expertise to bring advanced products to market. The same dynamic plays out in solar panels, batteries, and consumer electronics.
“The US cannot simultaneously ban Chinese EVs and expect American companies to build competitive robotaxis without Chinese hardware,” says Zhang. “Either they accept the platform supply model, or they invest heavily in domestic capacity — which will take years.”
The data from ImportGenius shows that Zeekr’s platform shipments have accelerated in the first quarter of 2025, suggesting that Waymo is scaling up its fleet. If the partnership continues, Zeekr could become a key supplier for the US autonomous mobility market, even as its branded vehicles remain absent from US parking lots.
What’s next: Expansion and scrutiny
Waymo has not publicly disclosed the size of its Zeekr-based fleet, but analysts estimate that the 3,200 platforms delivered could support production of 2,000–2,500 robotaxis, assuming some are used for spare parts or testing. With Waymo planning to expand into new cities such as Austin and Miami, additional platform orders are likely.
However, the arrangement faces potential regulatory risks. If the US government imposes new tariffs on EV platforms or tightens classification rules, Zeekr’s shipments could be disrupted. For now, both companies are moving forward.
“The smart money is on more Chinese platform suppliers entering the US market through the back door,” says Lee. “This is a pragmatic solution for both sides — until the politics catch up.”
In summary, Zeekr’s platform exports to the US represent a novel workaround that allows Chinese EV makers to participate in America’s autonomous driving revolution without directly competing in the passenger car market. The success of this model could reshape how the US sources its robotaxi hardware, while also testing the limits of trade protectionism.
