The auto parts industry is going through one of its most decisive periods. The renegotiation of the United States-Mexico-Canada Agreement (USMCA), trade tensions with the United States, and nearshoring 2.0 are redefining the conditions under which the sector will operate in the coming years.

Gabriel Padilla, general director of the National Auto Parts Industry (INA) , highlighted during his participation in the Mexico’s Nearshoring & Logistics Auto Industry Summit that the country has a privileged position in North America, but warned that maintaining that leadership will depend on reducing regulatory uncertainty and strengthening the national supply chain .

Mexico has ceased to be merely an assembly platform and has become a hub for advanced manufacturing. It is currently the leading supplier of auto parts to the United States, and the integration of the regional supply chain has transformed the country into a strategic player for North American competitiveness.

According to the INA, 43% of the auto parts used by US manufacturing come from Mexico , reflecting a deeply integrated supply chain.

“We have more than two thousand auto parts producers in the country, we generate more than 850,000 direct jobs and the value of production is over 119 billion dollars (mdd) annually; we are the most indispensable part of the supply chain, not only in Mexico, but at a regional level,” he said.

The executive emphasized that the review of the USMCA will define the rules of competitiveness in the coming years . In that context, he noted that the sector seeks to preserve free trade for auto parts that comply with the rules of origin and avoid new requirements that increase costs or limit regional integration.

One of the central concepts of his presentation was nearshoring 2.0 , which, he said, no longer consists solely of bringing production closer to consumer markets; it involves redesigning entire supply chains under criteria of resilience, traceability, economic security, sustainability and preferential market access.

He explained that flexible electrification, software -defined vehicles , productive regionalization, resilience and productive sustainability are the trends that are redefining nearshoring 2.0.

For Padilla, competitiveness no longer depends solely on labor costs. Today, companies evaluate factors such as energy availability, logistics infrastructure , water, specialized talent, digitalization, and regulatory certainty before deciding on new investments.

The uncertainty generated by US trade policy continues to delay investment projects, even though production remains positive. In the first quarter of 2026, auto parts manufacturing totaled $31.185 billion , a 9.58% increase compared to the same period in 2025.

Padilla noted that companies have chosen to postpone expansion decisions while the new business environment resulting from the review of the USMCA and the tariff measures promoted by the United States is being defined.

Another challenge identified was strengthening regional content. To achieve this, it was considered essential to develop a larger base of Tier 2 and Tier 3 suppliers, reduce dependence on inputs from Asia, and close gaps in strategic sectors such as semiconductors, automotive electronics, advanced materials, software , and artificial intelligence (AI).

The director of the INA emphasized that the next wave of investment will come seeking engineering, automation, and technological development capabilities. Therefore, Mexico must evolve from a highly efficient manufacturing platform to a technological one capable of designing, validating, and developing components from North America.

The success of the auto parts sector will depend on maintaining clear rules and strengthening regional investment, where the review of the USMCA should become an opportunity to deepen North American production integration and not an obstacle to competitiveness in the region.

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The automotive industry is in a period of transformation , driven by the relocation of production chains, disruptive technologies and the energy transition, which will be crucial to advancing in various aspects that are already redefining the sector, including electromobility .

In the panel “Navigating the transformation in the automotive industry”, within the framework of the Mexico’s Nearshoring & Logistics Auto Industry Summit, Diego Ramírez, Director of Government Relations for Latin America at Nissan Motor Corporation , highlighted that there are very important changes in technology, in the electrification of vehicles, although there are other issues that impact the sector, such as the current geopolitical situation , which has generated a new paradigm in the industry.

“The automotive industry is undergoing many changes, coinciding with increased competition. All of this requires companies to make the necessary adjustments and adapt accordingly,” said Ramírez, who indicated that the best approach for each user must be determined regarding electromobility.

“There is a range of 100% plug-in, autonomous and other electromobility options, so we have to find the one that best suits the users,” he explained.

Despite this environment, Carlos Gutiérrez, Director of Government and External Affairs at BMW Group Mexico , considered that the automotive industry is very dynamic and that factors such as the economic, political, technological, and even consumer tastes have changed in different markets, which has forced automakers to innovate.

“The trend towards using more technology in vehicles challenges companies to be more innovative, to have many more tools to create better products,” he stressed, while noting that new market trends and political aspects in various regions of the world “will lead us to a completely different kind of mobility than what we are used to.”

For Gutiérrez, the use of new technologies, of artificial intelligence (AI) in vehicles will give the consumer a different vision of mobility in the future .

The nearshoring phenomenon has become an important factor in attracting investment, relocating manufacturing and component centers closer to target markets.

However, experts warned that this concept is no longer strictly limited to geographical proximity to avoid logistical disruptions like those that occurred during the COVID-19 pandemic, but rather represents a comprehensive industrial integration project where Mexico stands out for its skilled workforce .

They agreed that the main differentiator will no longer be solely the technological capacity of the manufacturing plants, but the talent to operate new tools to continue keeping Mexico at the top of vehicle production.

According to the National Institute of Statistics and Geography (Inegi) , in the period January-June 2026, the production of vehicles in Mexican plants was 1,996,304 light vehicles , and although this figure represented a drop of 0.42% compared to the same period in 2025, Mexico continues to be one of the most important countries in automotive manufacturing.

Meanwhile, 1,689,245 units were exported in the first six months of the year , an increase of 1.4% compared to the same period last year.

The panel made it clear that the future of the automotive industry will be marked by the evolution of the geopolitical environment, the adoption of new technologies and the availability of clean energy, in a sector that is advancing towards electromobility by leaps and bounds.

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The decarbonization of the automotive industry is beginning to extend beyond electric vehicles and reach a less visible part of the supply chain: the logistics required to transport cars and spare parts. In Mexico, Mitsubishi Motors has begun modifying its import and distribution operations with the goal of reducing transportation-related emissions.

Ricardo Hernández, Logistics Director of Mitsubishi in Mexico, explained during his participation in the Mexico’s Nearshoring & Logistics Auto Industry Summit that the automaker’s environmental strategy is not only focused on the electrification of its vehicles, but also incorporates the production and transportation processes behind their marketing.

The challenge has a particularly relevant dimension for the company. According to the executive, around 80% of Mitsubishi Motors’ global logistics emissions are related to the maritime movement of vehicles and containers with auto parts.

“To move cars, of all Mitsubishi Motors’ global emissions , practically 80% is from the movement of vehicles or containers that come in auto parts moved by sea,” Hernández pointed out.

This component is complemented by ground transportation, which involves car carriers for moving finished vehicles and various truck configurations for distributing goods. Given this scenario, Mitsubishi aims to achieve a turning point by 2030 in reducing the environmental footprint associated with these operations.

In Mexico, one of the first decisions was made directly regarding the configuration of its logistics chain . The distribution of imported spare parts, which previously used the port of Manzanillo, was moved to Lázaro Cárdenas to reduce the distance that subsequently had to be covered by road.

“Our parts distribution originally went to Manzanillo, but we moved it to the port of Lázaro Cárdenas. Why? Because it saves us 250 kilometers of land route , and that benefits us in terms of the tons of CO2 (carbon dioxide) we emit per year,” he explained.

Reducing highway mileage is only one part of the strategy. Mitsubishi is also working with its main carriers on technological alternatives to decrease emissions from the vehicles used in their ground operations.

Among the options currently under analysis are units powered by liquefied gas and electric units . Hernández noted that some carriers are already conducting pilot tests, particularly on short routes where operating conditions allow for the initial incorporation of these technologies.

“Right now there are many companies that are already doing their first pilot programs; on short routes, routes of 200 kilometers , they can be doing their circuits without any problem and normally they load the truck at night,” he commented.

However, transferring these solutions to long-haul operations presents a considerable challenge. For a vehicle importing company, Lázaro Cárdenas serves as a strategic gateway , but from there the vehicles must be transported to markets located thousands of kilometers away.

Hernández himself exemplified that a delivery from this Michoacán port to Mexicali involves traveling approximately 2,300 kilometers, a distance that still hinders the use of electric technologies under the current schemes of autonomy and infrastructure.

This condition requires that the transition to lower-emission land transport proceed in a differentiated manner: first through circuits where distances and operating cycles allow for the incorporation of new technologies and, subsequently, towards longer-range routes.

For Mitsubishi, this transformation is part of a broader vision for decarbonizing the automotive industry . The electric vehicle may be the most visible component of that transition, but reducing the environmental footprint also requires reviewing how cars, auto parts, and spare parts are transported from their origin to the consumer.

“All the processes behind getting them to the end consumer must also be supported by a green mindset and trend, of how to reduce our carbon footprint ,” Hernández stated.

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Yesterday, Toyota announced that it will gradually transfer production of the Tacoma pickup truck from its Tijuana, Baja California plant to San Antonio, Texas. This move is part of a restructuring of its North American manufacturing operations, which, while reducing production of the model in Mexico toward the end of the decade, does not imply a complete withdrawal of its operations from the country.

The news gained traction after the automaker announced a $3.6 billion investment to expand its manufacturing complex in San Antonio , where it will build a second assembly line to produce the Tacoma along with the Tundra and Sequoia models.

The project will add 2,000 new jobs, double the size of the Texas plant by 2030, and allow the transition of production from Baja California to take place gradually over approximately four years.

Meanwhile, the Ministry of Economy (SE) reported that Toyota notified the Mexican government that the relocation of Tacoma production from Tijuana will not be immediate, but will conclude in 2030, while the company continues to evaluate the future of that facility once the process is completed.

As part of the talks between the company and the federal government, the agency highlighted that Toyota confirmed the continued operation of its plant in Apaseo el Grande, Guanajuato , which generates 2,800 direct jobs and thousands more indirectly in the region.

The announcement seeks to send a signal of continuity for Toyota’s operations in Mexico, at a time when the North American automotive industry is adjusting its production capacity to respond to demand, strengthen regional integration, and adapt to a trade environment marked by the review of the USMCA and new industrial policies in the United States.

In its statement, Toyota emphasized that the Texas expansion reflects its confidence in the growth of the North American market and will allow for increased manufacturing flexibility through new technologies.

The company also reiterated its commitment to its operations in the United States, Canada, and Mexico, while calling for a swift resolution of issues related to the USMCA in order to strengthen the region’s competitiveness.

The investment will raise to $8.3 billion the amount allocated by Toyota to its San Antonio complex since it began operations in 2003.

Toyota’s footprint in Mexico

Toyota maintains two manufacturing complexes in Mexico. The Tijuana, Baja California plant began operations in 2004 and currently produces the Tacoma pickup for various North American markets.

Meanwhile, the Apaseo el Grande plant in Guanajuato, inaugurated in 2019, also assembles the Tacoma and Tacoma hybrid electric, representing one of the company’s most important investments in the country during the last decade.

Together, both facilities are part of Toyota’s regional production strategy and primarily supply the North American market, solidifying Mexico as a key link in the Japanese automaker’s supply chain.

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In June 2026, sales of new light vehicles in Mexico maintained a positive trend, registering a growth of 7.6% compared to the same month of the previous year, according to figures from the National Institute of Statistics and Geography (Inegi) .

During the sixth month of the year, 126,778 units were sold, a figure 7.6% higher than the 117,780 sold in June 2025, representing a difference of 8,998 vehicles.

From January to June 2026, 754,394 new light vehicles were sold, a 5.3% increase compared to the 716,299 units registered during the same period last year. This represents a nominal increase of 38,095 vehicles sold.

Nissan remained the brand with the largest market share during the first half of the year, accounting for 16.8% of sales. It was followed by General Motors with 12.9%, Volkswagen with 11.0%, Toyota with 8.2%, KIA with 7.3%, and Mazda with 6.9%.

Among the brands with the highest growth in accumulated sales during January-June, Geely stood out , with an increase of 250.5%, going from 6,596 to 23,121 units.

Likewise, MG Motor reported a 19.6% increase in its sales during the first half of the year, while Stellantis advanced 18.2% and Renault 16.3% compared to the same period in 2025.

The June figures confirm the positive performance shown by the domestic light vehicle market during 2026, maintaining growth both in the monthly result and in the accumulated result of the first half of the year.

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Ten years after laying the first stone, BMW Group Plant San Luis Potosí has ​​consolidated itself as one of the German automaker’s strategic operations globally and as a relevant link within the automotive chain in Mexico.

The story began in 2016 with the announcement of an investment in Villa de Reyes, San Luis Potosí, which aimed to transform the country into a production platform for premium vehicles destined for international markets. A decade later, the operation has accumulated investments of nearly two billion dollars and is preparing to enter a new phase marked by electromobility .

“Ten years ago, we began building a plant; today we see the impact of having built a community of talent, innovation, and collaboration that has contributed to the growth of San Luis Potosí and the strengthening of the Mexican automotive industry. The most important part of this story is not only the vehicles we produce, but the people who have made this project possible and the opportunities we have created together,” highlighted Klaus von Moltke, President and CEO of BMW Group Plant San Luis Potosí.

Since the start of operations in 2019, the plant has produced more than 550,000 vehicles for export, integrating into the BMW Group’s global manufacturing network and strengthening Mexico’s position within the global automotive industry.

Among the manufactured models, the BMW 3 Series stands out, as well as the M2 and the 2 Series Coupé, the latter two manufactured exclusively in Mexico and exported to customers all over the world, in addition to the BMW M2 Racing and the BMW M2 CS, limited production versions.

Currently, approximately 3,700 employees are part of the daily operation of the plant, and it has also generated around 32,000 jobs indirectly, through suppliers, specialized services, logistics, construction, commerce and other activities linked to the value chain.

The brand works with a network of suppliers that has more than 310 production sites in Mexico , which strengthens national supply chains under the principle of local production.

As part of its global electromobility strategy, the BMW Group announced in 2023 an €800 million investment in the production of electric vehicles and high-voltage batteries in Mexico . This investment is part of a long-term commitment that increases the automaker’s cumulative investment in the country and represents a 110,000-square-meter expansion of the plant’s operations.

“The next stage for BMW Group Plant San Luis Potosí will be marked by the expansion of its capabilities for integrating electric vehicles into our production line. This technological and organizational adaptation will allow us to further strengthen our team and optimize our processes in the face of an increasingly volatile environment. We are preparing the plant for the future, strengthening it and making it even more competitive in a constantly changing global environment,” emphasized Klaus von Moltke.

Starting in 2027, the plant will produce two models from the Neue Klasse platform, the BMW iX3 and the BMW i3, consolidating Mexico’s strategic role in the future of global mobility.

The plant’s evolution has been accompanied by a talent development strategy . More than 1,200 young people have participated in professional internship programs, and more than 570 apprentices have completed the Dual Vocational Training Program, inspired by the German model of technical training, with a 95 percent hiring rate.

“BMW Group’s vision has been to prepare new generations for an increasingly technological, digital, and electromobility-oriented industry. As a result, more than 110 Mexican employees have participated in international projects within BMW Group’s global network in countries such as Germany, Hungary, China, the United States, and South Africa,” the company emphasized.

Furthermore, during the last decade, BMW Group has promoted, among other actions, initiatives focused on education, community development, sports and culture , contributing to the well-being of more than 220,000 people in San Luis Potosí.

According to data from the municipality of Villa de Reyes, exports increased by 1,600% since BMW’s arrival. By November 2025, the municipality accounted for 42% of total exports and generated 30% of the state’s gross domestic product.

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The Mexican automotive industry showed mixed signs during May 2026 : while light vehicle production registered a drop, exports grew due to demand from the US market, the National Institute of Statistics and Geography (Inegi) announced .

According to the Administrative Registry of the Automotive Industry of Light Vehicles (RAIAVL), in the fifth month of the year 342,926 units were produced  in automotive plants installed in Mexico, 3.7% less than in the same month of 2025.

Meanwhile, in the first five months of 2026, 1,642,083 cars were manufactured, representing a drop of 0.09% compared to the same period last year.

The report noted that the sector’s production structure continued to be dominated by  light trucks , which accounted for 80% of total production in the January-May period, while the remainder corresponded to automobiles.

In January-May 2026, Stellantis  was one of the brands that showed good performance in terms of its manufacturing with an increase of 37% over the same period in 2025. It was followed by Volkswagen with an increase of 34 percent.

Exports rebound

Last May, exports totaled 306,288 units , which represented an increase of 1.7% compared to the same month in 2025.

Meanwhile, in the January-May period of this year, 1,388,236 light vehicles were shipped abroad , an increase of 4% compared to the same period last year.

The main destination for vehicles assembled in Mexico continues to be the United States , a market that accounted for 75.4% of international shipments.

Volkswagen and Stellantis were the brands with the largest increases in their exports, with increases of 61% and 45.1% year-on-year, respectively, during the first five months of 2026.

Data from last May shows an industry that maintains its export capacity, although it faces adjustments in its production.

Factors such as changes in vehicle electrification and the reorganization of supply chains influence the performance of the automotive sector, which is one of Mexico’s manufacturing pillars.

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In light of the review of the United States-Mexico-Canada Agreement (USMCA) , the National Agency of Automotive Sector Suppliers (Anapsa) raised the need for Mexico to promote the signing of “parallel letters” that would protect heavy and light vehicles and auto parts from possible tariff measures by the United States.

Alberto Bustamante, president of Anapsa, explained that the automotive industry is once again at the center of North American trade discussions due to its importance in the trade between Mexico and the United States.

The executive noted that the sector represents approximately 5% of the national Gross Domestic Product (GDP) and 24% of the manufacturing GDP, so any modification to trade rules would have significant repercussions for the Mexican economy.

“Difficult times are coming, the issue is that a good negotiation has to be done,” he stated during a discussion organized by Mundi .

Although Anapsa has already presented the proposal to the Ministry of Economy (SE) , Bustamante indicated that so far they have not received a response regarding the possibility of incorporating parallel letters or a similar scheme that would help protect the industry from potential tariff measures by the United States.

He also warned that one of the proposals currently under discussion includes raising the “regional content value of vehicles ,” as well as incorporating a requirement that 50% of said content must come from the United States.

Bustamante explained that the regional content value corresponds to the percentage of components, materials and manufacturing processes that a vehicle incorporates from North America to access the tariff benefits of the USMCA.

Currently the requirement is 75%, but the proposal would raise that percentage to 85% and add a specific minimum share of content produced in the United States.

“There is an increase in the value of regional content, which now includes US content that is not currently available,” he commented.

The representative of Anapsa indicated that the organization stated that it is a priority to avoid establishing mandatory percentages of national content for any of the three member countries of the trade agreement, considering that this could alter the productive integration that currently exists in the region.

He argued that the review of the USMCA is taking place in a different context than originally planned and that, in practice, it has evolved into a renegotiation driven by the trade policies of the administration of Donald Trump, President of the United States.

According to the business leader, the outcome of the negotiations will be decisive for an industry that currently produces around 4.2 million light vehicles per year in Mexico and whose auto parts chain exceeds 120 billion dollars in annual production.

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The paint industry maintains a strategic relationship with the Mexican automotive sector , not only for its participation in manufacturing processes, but also for the repainting and repair market that accompanies the growth of the vehicle fleet in the country, as stated by Flor de María González Mariblanca, general director of the National Association of Paint and Ink Manufacturers (Anafapyt) .

The executive emphasized that each automotive plant is also an advanced paint shop, where coating processes are a fundamental part of production. One example is the Volkswagen plant in Puebla, whose technical capacity allows for the coating of up to 90 vehicles per hour , an efficiency standard that underscores the importance of this sector for the national supply chain.

Although the main market for the paints industry continues to be the architectural segment, which represents 64% of the total volume of the sector, original automotive manufacturing maintains a relevant share with around 102 million liters (equivalent to 51%) of coatings destined for new vehicles.

Added to this is the automotive refinishing segment, which registers a consumption of close to 86 million liters and has become one of the most dynamic markets for paint manufacturers.

In an interview with T21, González Mariblanca explained that the growth of the vehicle fleet directly drives the demand for specialized coatings.

According to the consulting firm Integrate Data Facts (IDF) , at the end of 2025, Mexico had a vehicle fleet of 36.1 million units in circulation, reflecting the need for maintenance, repair and repainting in the automotive industry.

Impact on road safety

The general manager of Anafapyt indicated that road safety signage is a relevant factor for this market, as there is a constant demand for specialized repair systems, finishes and coatings, which contributes to safeguarding the lives of pedestrians and drivers .

In that regard, he noted that the paints used on road infrastructure serve specific safety functions supported by technical regulations . “Colors like yellow are for prevention, while white and black contain anti-reflective coatings and are based on visibility and accident prevention studies.”

In addition to its connection with the automotive industry, Anafapyt seeks to strengthen its relationship with transport organizations to promote projects related to road safety .

The association works with representatives from the National Chamber of Passenger and Tourism Transportation (Canapat) and the National Association of Bus, Truck and Tractor-Trailer Producers (ANPACT) to analyze the impact of modifications to urban colors and signage on the visibility of operators and pedestrians.

Challenges in the paint industry

González Mariblanca explained that the paints and inks sector faces new challenges stemming from the international environment. The conflict in the Middle East has led to an approximately 20% increase in the costs of various raw materials used in the manufacture of paints and coatings.

Given this scenario, several companies have begun to pass on some of these increases to final prices, after absorbing the impact on their production costs for months.

To address supply chain pressures, the industry is focusing on strengthening supply chains through greater diversification of international suppliers. This will be one of the main objectives of the Latin American Coatings Show (LACS), an event organized by Anafapyt that will bring together representatives from 34 countries this July.

Flor de María explained that Mexico has become an attractive market for global manufacturers and suppliers due to its strategic position in the North American region and the importance of the country’s skilled workforce in sectors such as automotive, construction, and infrastructure.

Another factor transforming this industry is the incorporation of artificial intelligence (AI). He explained that new technologies already allow for optimizing formulations, managing color databases, and developing simulations to accelerate innovation processes.

Far from replacing jobs, he stated, AI is becoming a tool to improve the productivity of technicians and engineers specializing in coating development.

For the second half of 2026, the industry anticipates a scenario of higher costs, pressure on raw materials, and challenges associated with the renegotiation of the United States-Mexico-Canada Agreement (USMCA) . However, Anafapyt believes that Mexico maintains significant competitive advantages thanks to its manufacturing capacity, skilled workforce, and growing attractiveness to new international investment.

For the paints and inks sector, the priority will be to ensure the supply of inputs and strengthen its integration with strategic industries such as the automotive industry, which continues to be one of the main drivers of demand in the country.

The size of the paint market in Mexico was approximately 3.438 billion dollars (USD) in 2025, and is expected to exceed 5 billion USD by 2034, at an annual growth rate of 4.65% during the period 2026-2034, according to figures from the consulting firm Imarc Group .

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As part of a one billion dollar (USD) investment, General Motors (GM) will manufacture the Aveo and Groove models at its Ramos Arizpe, Coahuila complex, which will be destined for the domestic market, announced Francisco Garza, president and CEO of the automaker in the country.

“We will start in 2027 with Chevrolet Groove and later add our beloved Chevrolet Aveo, currently the best-selling vehicle in the Mexican market,” the executive highlighted.

During the event “General Motors of Mexico’s New Project for Mexico,” held in Toluca, State of Mexico, Garza highlighted that this new project is part of the one billion dollar investment announced last January for the operations of the US-based firm in the country and is aligned with the Mexico Plan .

“It is a project conceived in Mexico for Mexico, which strengthens the national industry, takes advantage of the installed capacity in our country and contributes to reducing dependence on foreign countries, promoting sustainable industrial development in line with the objectives of the Mexico Plan,” he emphasized.

The executive indicated that starting next year they will begin local assembly of units for the national market, with the goal of reaching an approximate capacity of 80,000 vehicles per year by 2030 .

This announcement comes in a context where Mexico imposed, since January 1, 2026, tariffs of up to 50% on 1,463 tariff classifications for countries with which it does not have a trade agreement, including China, Singapore, Indonesia, the Philippines, India, Thailand, Malaysia and others, in order to protect the country’s industrial sectors such as textiles and clothing, automotive and steel.

In his remarks, Marcelo Ebrard, head of the Ministry of Economy (SE) , said that 80,000 vehicles that are being imported from Asia to Mexico, which do not have Mexican parts, nor are they assembled here, will begin to be produced in the country.

“Those 80,000 vehicles represent a very big impact for General Motors to preserve, maintain and grow its manufacturing platform in our country, protect jobs, the plants they have, and it will mean a cost, an investment, because it was cheaper to do it elsewhere, but what must be acknowledged about General Motors is the decision made by its director, its global CEO, Mary Barra, to invest one billion dollars for now, plus whatever comes later,” he said.

Similarly, Ebrard indicated that these vehicles will be manufactured with more parts and components made in Mexico.

For his part, Francisco Garza pointed out that the Ramos Arizpe complex comprises five plants and employs more than 5,000 people, making it a benchmark for the country’s industrial transformation. He noted that with the projected 80,000 units, “we will be exceeding our vision of increasing vehicle production for the domestic market by 10% by 2030.”

With this project, GM is setting a precedent in the automotive industry at a time when the policy of Donald Trump, President of the United States, seeks the return of these companies to the United States.

According to data from the National Institute of Statistics and Geography (Inegi) , GM manufactured 291,031 light vehicles in Mexican plants during the period January-April 2026 , which meant a growth of 2.9% compared to the same cycle of 2025.

In the same period, the brand exported 263,159 units , a growth of 0.1% compared to the first four months of last year.

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