Affordable cars still exist — but Americans can't buy them

The auto industry is marketed as global — same brands, same badges, same hype. It’s easy to assume we’re all shopping from the same menu.

We’re not.

BYD has now surpassed Tesla in global EV sales — even though BYD sells none of those vehicles in the United States.

On the latest episode of “The Drive,” iSeeCars.com executive analyst and Forbes Autos contributor Karl Brauer and I sit down with automotive creator Al Vazquez, whose Spanish-language platform gives him a vantage point most U.S. journalists don’t have.

He covers cars for the American press like we do — but he’s also regularly flown to Latin America and other markets to drive vehicles, many of them Chinese-branded, that Americans will never see on a dealer lot.

What he’s seeing raises a practical question for buyers here at home: What happens when other markets are flooded with cheaper, rapidly improving vehicles — while American consumers face higher prices and fewer straightforward options?

Bargains head east

Because Al’s channel is in Spanish, his reach extends across Latin America and into Europe. That audience brings invitations: Bolivia, Argentina, Chile, the Dominican Republic, Costa Rica, Spain. And when he lands in those markets, he often finds himself driving cars unfamiliar to U.S. buyers.

A major reason: Chinese brands are no longer fringe players in many regions.

Al is blunt about the shift. Five to 10 years ago, he says, he would have dismissed many of these vehicles. Today he sees better interiors, stronger feature sets, and long warranties backing them up.

But the real story is price.

In several markets, buyers are offered vehicles that undercut U.S. pricing dramatically — sometimes at what he describes as “half the price” of comparable models here. Whether that pricing would survive U.S. regulatory and labor realities is another question. But for consumers abroad, the appeal is obvious: new-car affordability that hasn’t vanished.

That’s something American buyers increasingly struggle to find.

Redirecting competition

In the U.S., tariffs and dealer franchise laws make it difficult for Chinese automakers to sell directly here. But as Karl points out, barriers don’t eliminate competition — they redirect it.

If Chinese brands gain massive volume in Europe, South America, and elsewhere, they gain scale. Scale means supplier leverage, faster iteration, and more resources to improve product.

For American consumers, the implications are concrete:

• If global competitors grow rapidly elsewhere, they get stronger — even without entering the U.S.
• If the U.S. market remains more closed and more expensive, buyers here risk paying more while seeing less variety.

“Global competition” may sound abstract. But it shows up as pricing, features, and whether a truly affordable new car is even an option.

RELATED: No new cars under $50K? Thank the government

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Tesla or BVD?

We turn to Tesla, where reports suggest the Model S and Model X may be phased out amid slowing sales.

Al offers an international perspective. In places like Bolivia, he says, Tesla still signals status. Owning one means you’ve arrived. He also claims that Teslas sourced through China appear better assembled than some U.S.-market examples.

Karl widens the lens: BYD has now surpassed Tesla in global EV sales — even though BYD sells none of those vehicles in the United States. Meanwhile U.S. EV growth has cooled compared to earlier momentum.

For buyers, this is a lesson in how automakers respond to pressure. When margins tighten and competition intensifies, companies cut slower-selling models and redirect investment. The future shifts toward autonomy, AI, robotics, and software ecosystems.

Show and sell

Our conversation shifts to auto shows — Detroit, L.A., Chicago, New York — and whether they’re fading into irrelevance.

At their best, auto shows solve a real consumer problem: They let buyers compare multiple brands in one place, sit in vehicles without pressure, and evaluate options without a salesperson hovering nearby.

Al argues it’s a mistake to let that disappear. He points to Detroit’s recent rebound — smaller than its glory days, but active — and contrasts it with international shows that are still thriving. In Qatar, he says, the show was sold out with lines out the door.

Consumers increasingly delay visiting dealerships until they’ve narrowed their choices online. Auto shows provide something dealerships often can’t: a neutral comparison environment.

In an era obsessed with “experiential marketing,” there’s nothing more experiential than physically sitting in a dozen competing vehicles in a single afternoon.

Influencers or experts?

Al describes watching an influencer perform handstands in front of a Mustang — without mentioning the car itself.

It’s easy to roll your eyes, but it also illustrates the reality: Automakers now market vehicles through personality-driven content as much as traditional reporting.

Journalists report on the car. Influencers incorporate the car into their personal brand. Both models coexist.

For consumers, this shift changes the information landscape: more personality and less structured analysis.

This makes discernment more important. Buyers who want real trade-offs, cost analysis, and ownership implications still need to seek out sources focused on the vehicle — not just the vibe.

Fragmented markets

Al’s story is partly about media evolution — how a creator adapts from print to YouTube to TikTok and beyond. But the larger story is about fragmentation.

Some markets are getting cheaper new-car options faster than we are. Some brands are gaining global dominance without ever touching the U.S. Meanwhile American buyers face rising transaction prices, heavier regulation, and fewer places to comparison-shop freely.

The auto industry may be global, but your buying experience is still local — and increasingly shaped by forces that don’t always align with consumer affordability.

Listen to the full episode of “The Drive with Lauren and Karl” (featuring Al Vazquez) below: