Demand for products manufactured in China by Latin America continues to grow, driven mainly by consumer categories such as textiles, household goods, toys and food contact products.

In this context, Mexico positioned itself among the most dynamic markets in the region. According to data from QIMA , Mexican purchases of these products increased by 10% during the first quarter of 2026 compared to the same period in 2025.

The trend coincides with figures from the Bank of Mexico (Banxico) , which reported an annual growth of 4.43% in imports from China during the first quarter of the year, reaching a record level of 31,695.6 million dollars (USD).

At the regional level, supply activity from Latin America to China registered a year-on-year increase of 53%, reflecting a greater participation of Latin American buyers in Asian global production chains.

“This accelerated growth in demand for Chinese manufacturing represents a wake-up call for the Mexican market: it could become a loss of competitiveness for local industry or an opportunity to strengthen our value chains, raise standards, and focus on innovation, speed, and differentiation. The challenge for Mexico is not to halt Asian progress, but to build an industry capable of competing in quality, specialization, and responsiveness,” shared Iván Hernández, CEO of QIMA.

The company also noted that during the first quarter of 2026, Latin American buyers accounted for 32% of the inspections and audits carried out by the firm in China, surpassing Europe for the first time in the company’s records.

This behavior is occurring amidst a reconfiguration of international trade. While the United States continues to diversify its supply sources in Asia, Latin America is strengthening its position as a strategic buyer of Chinese products, particularly consumer goods and household items.

In addition to Mexico, other markets in the region also showed an increase in their demand for Chinese manufactured goods. Guatemala registered a 32% growth, while Argentina reported a 6% increase.

For QIMA, the increase in imports from China highlights the need to strengthen Mexico’s productive capacity .

Although the country has gained relevance as a destination for investments linked to nearshoring (relocation of production lines) and due to its proximity to the United States, the dynamism of purchases from Asia reflects opportunities to promote more specialized manufacturing, foster innovation and develop more robust value chains that allow for raising national competitiveness.

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El cargo Demand is growing for textiles, toys, and household goods made in China. apareció primero en T21.

The Labor Day holiday in China, celebrated from May 1st to 5th, presents a logistical challenge for international trade due to the temporary closure of its main economic engines. This period results in a three- to five-day pause in factories and ports, disrupting the flow of goods to key markets such as Mexico . The holiday is not an isolated event, but rather a phenomenon that overwhelms the operational infrastructure in cities like Shanghai, Ningbo, and Shenzhen.

In an interview with T21, Arturo Gómez Marín, senior manager of Customs and Foreign Trade at  CGA Customs Consulting , explained the magnitude of the problem in the global supply chain .

“ Both the available space in China and the use and availability of containers are beginning to experience significant saturation, because if we look at it as a chain, there is already a demand for ships and containers. So, with this overdemand and the resulting shortage, you start to see an effect with the increase in maritime freight costs; then you begin to see a bottleneck generated by this saturation in Chinese ports,” he noted.

In Mexico, the five-day shutdown of these three Chinese ports directly impacts the customs offices in Manzanillo, Colima, and Lázaro Cárdenas, Michoacán , which could face bottlenecks, as delays could extend up to 15 days within the country. As a result, storage and demurrage costs increase.

“For an importer, an operator in Mexico could have an impact of up to 30 percent. Because remember that you’re dealing with the increased freight costs in China, and you’re also paying for additional handling at Mexican ports. So, you’re already seeing a significant increase,” he indicated.

The situation is further complicated by geopolitical factors, Gómez explained, such as conflicts in the Middle East and the Strait of Hormuz , which limit the supply of raw materials. This scarcity forces buyers to seek inputs in other regions at higher prices to avoid complete production shutdowns. The combination of holidays and geopolitical crises creates a highly uncertain scenario for importers and affects certain sectors more than others, such as the automotive industry.

“There are materials that are needed for production, and it’s more expensive not to have them than to pay those extra costs (…)  the automotive industry, of course, a plant shutdown is very costly. I think the chemical industry, because shutting down a reactor is also very complex. I believe they would be absorbing the extra costs,” he warned.

For sectors involving finished goods, such as textiles, footwear, or toys, the recommendation is usually to wait for logistics to stabilize after the holidays . However, any decision must be accompanied by sound planning to avoid compromising operations. “I believe that right now the supply chain needs to be strategic,” Gómez emphasized.

Recommendations for importers

Both Gómez and Jocelyn Martínez, senior import contracts analyst at Eternity Group Mexico , shared a series of recommendations with T21 to mitigate the impact of the holiday and ensure the continuity of business operations:

• Anticipation: Plan shipments, make bookings and shipping arrangements at least four weeks in advance of the start of the holiday and confirm itineraries.
• Document management: Request documents such as certificates of origin or invoice corrections well in advance of the closure of administrative offices in China. Also, ensure that commercial invoices, packing lists , and certificates are ready before closing time.
• Safety stock: Maintain a reserve stock that covers an additional two to four weeks of regular demand to avoid shortages.
• Direct routes: Avoid services with transshipments, as the risk of cargo being stranded in intermediate ports increases during the reorganization of shipping lines’ schedules.
• Plan B: Explore alternative ports and shipping companies to diversify entry options.
• Direct communication: Confirm with suppliers the actual dates of closure and restart of operations at 100%, as many factories extend their breaks beyond the official days.

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El cargo From Labor Day in China to logistics costs in Mexico apareció primero en T21.

The signal didn’t come from the market, but from the government.

In recent weeks, Chinese officials have held direct meetings with executives from Maersk and Mediterranean Shipping Company (MSC) to review their role in international shipping and, in particular, their involvement in strategic port infrastructure. While no detailed statements have been released, the meetings—reported by Platform Media and AAStocks— mark a turning point: Beijing is moving from observation to intervention.

The tone also hardened.

According to information published on April 15 by Reuters , citing the Financial Times , Chinese officials have asked both shipping companies to refrain from participating in operations that affect the interests of Chinese companies, in a direct reference to their role in Panama Canal ports. This warning places Maersk and MSC in an unprecedented position: private operators under explicit political pressure from a global power.

The background of these conversations points to Panama, but not as an isolated event, but as the result of a sequence that altered the balance of control in one of the most important logistics hubs in the world.

In early 2026, the Supreme Court of Panama annulled the concession held by CK Hutchison —through Panama Ports Company —for the Balboa and Cristóbal terminals , after years of legal challenges and audits. The decision led to direct intervention by the Panamanian state, which assumed operational control of the ports through an occupation decree to ensure the continuity of operations.

It was at that point that Maersk and MSC entered the picture .

Far from being a direct purchase, the Panamanian government opted for a transition scheme: it assigned provisional operating licenses – of up to 18 months – to APM Terminals (Maersk’s port arm) for Balboa, on the Pacific, and to Terminal Investment Limited (TIL) , linked to MSC, for Cristóbal, on the Atlantic.

The move resolved the immediate operation, but opened a larger front.

Prior to the contract’s annulment, CK Hutchison had already begun the process of selling part of its global port portfolio —including assets in Panama— to a consortium that included Western investors and MSC itself. The court intervention not only halted this process but, paradoxically, ended up placing one of the potential buyers as the temporary operator of the assets.

From Beijing, the interpretation was different.

For years, China has built a global logistics network of influence in which ports play a central role. Hutchison’s forced departure from Panama —and the entry of operators linked to Western capital—is interpreted as a strategic shift in a region crucial for international trade.

In that context, the meetings with Maersk and MSC take on a different meaning: they are not technical reviews, but political signals.

The episode also reflects a broader shift in the industry. Major shipping companies have evolved into integrated infrastructure operators, capable of influencing routes, costs, and trade flows. This transformation puts them on the radar of governments as actors with implications beyond mere business.

This is compounded by a highly volatile environment. China has expressed concern about rising maritime tariffs and disruptions to global shipping routes, particularly given the tensions in the Middle East, according to the Financial Times. In this context, control of ports and supply chains takes on even greater strategic importance.

What’s happening between China, Maersk, and MSC, therefore, goes beyond the corporate sphere. It’s a dispute over who defines the rules—and controls the hubs—of global trade. And on this playing field, shipping companies no longer just transport goods. They also wield geopolitical pressure.

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El cargo China calls on shipping companies: pressure on Maersk and MSC escalates over control of strategic ports apareció primero en T21.

According to figures from the  US Census Bureau , Mexico reaffirmed its position as the main trading partner of the United States in February 2026 , once again ranking as the top supplier of goods to the United States and the main importer of US products, while Canada and China showed declines.

According to an analysis by  T21 Business Intelligence ,  the exchange of goods between Mexico and its northern neighbor was $73,217.2 million during the second month of 2026 , an increase of 7.1% compared to February 2025.

In contrast, Canada fell 8.9% , totaling $57,543.6 million in February 2026; while  China dropped 36.1% compared to the same month last year , with a total traded value of $26,902.2 million.

In the accumulated January-February 2026, Mexico also led the trade exchange with the United States, with a total of 147,322.1 million dollars ; Canada reached 110,335.4 million dollars and China 56,289.2 million dollars in the first two months.

Regarding exports to the United States in the second month of 2026, Mexico maintained a solid performance, sending goods to the United States for 44,310.7 million dollars , which meant an increase of 6.4% annually.

Meanwhile, Canada exported $29,172.3 million, 16.5% less than in February 2025. China totaled $18,955.6 million in merchandise shipments to the United States last February, a figure that represented a decline of 40.1% compared to the same month in 2025.

In terms of imports, Mexico also solidified its position as the leading buyer of U.S. products, with $28.9065 billion in February 2026 , representing an 8 percent year-over-year increase. Canada saw a slight increase of 0.4%, totaling $28.3713 billion during the same period. China imported a total of $7.9466 billion, 24% less than in February 2025.

The  trade balance  in February 2026 showed a surplus for Mexico (15,404.2 million dollars) , China (11,009.1 million dollars) and Canada (801 million dollars).

Last February, the positive trend in trade between Mexico and the United States continued, as shown in January 2016, when the value of the exchange of goods was 74,105 million dollars.

The results for the second month of 2026 also reflect Mexico’s leading position in trade with the United States , despite constant pressure from its northern neighbor through protectionist measures. Meanwhile, Canada faces obstacles and China is losing ground in the North American market.

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El cargo Mexico maintains its trade advantage over the US in February apareció primero en T21.

According to data from the US Census Bureau , Mexico ended 2025 as the main supplier of goods to the United States and also ranked as the top importer of US products , while Taiwan became the third largest trading partner of the northern neighbor, displacing China to fourth place.

In December 2025, Mexico solidified its position as the United States’ top trading partner, registering a trade of goods worth $70.521 billion , once again surpassing Canada, which totaled $57.2862 billion. Taiwan’s trade with the United States totaled $29.4955 billion, just ahead of China, which registered $29.4922 billion, placing it in fourth position.

According to an analysis by T21 Business Intelligence , Mexico’s bilateral trade with the United States reached $872.834 billion in 2025 , representing a 4% increase compared to 2024, when it totaled $839.555 billion. In contrast, Canada registered $719.4786 billion last year, a 5.6% decrease; while China reported $414.6881 billion, a 28.7% drop.

In exports to the United States, Mexico totaled $534,873.5 million in the period January-December 2025 , an increase of 5.8% compared to shipments made in 2024. Canada, for its part, exported $382,960.3 million, a contraction of 7%, and China totaled $308,379.7 million during the past year, which represented a decline of 29.7 percent.

In terms of imports, Mexico purchased US goods worth $337,960.1 million in 2025 , 1.2% more than in 2024. In this category, Canada totaled $336,518.3 million, which is 3.8% less than in 2024; while China imported a total of $106,308.4 million, which meant a contraction of 25.8% compared to 2024.

Mexico, top US buyer in December

During December 2025, Mexico was the main importer of US products with $28,161.1 million , representing a growth of 14.6% compared to the same month in 2024. It was followed by Canada with $25,512 million, a decrease of 5.4%, and Taiwan with $4,799.3 million, an increase of 33% over 2024.

In exports to the United States in the last month of last year, Mexico reaffirmed its leadership with $42.36 billion , an 8 percent increase. Meanwhile, Canada exported the equivalent of $31.77 billion to the United States, 10.6% less than in 2014, while Taiwan sold goods to its northern neighbor worth $24.69 billion, a 144.7% increase compared to 2014.

Mexico ended 2025 consolidating its position as the most important trading partner of the United States, despite the tariffs imposed by President Donald Trump and the political tensions regarding trade and security .

In contrast, Canada and China felt the effects of the trade war driven by the United States more strongly, which was reflected in drops in their volumes of goods exchanged with their northern neighbor, weakening their position vis-à-vis Mexico.

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El cargo Mexico confirms its leadership in trade with the US by the end of 2025 apareció primero en T21.

In 2025, air cargo handling in Mexico registered a drop of 2.4% compared to 2024 , due to the United States’ tariff policy, the review of trade with Asia, among other factors, specialists agreed.

Alik García, deputy director of Stock Market Analysis at  VALMEX Casa de Bolsa , added that the reconfiguration of air transport after the departure of dedicated cargo from the  Mexico City International Airport (AICM)  generated uncertainty.

“The freight sector is facing, on the one hand, tariff uncertainty, though not to the extent that had been expected. Furthermore, we have seen a gradual recovery at the end of last year. There has also been a cooling of nearshoring expectations due to the policies of US President Donald Trump and the review of trade with China, as well as the pressure Mexico has received to limit imports from that country,” García explained in an interview with T21.

He emphasized that the  review of the United States-Mexico-Canada Agreement (USMCA) , and the impacts of meteorological phenomena, such as the case of the Grupo Aeroportuario del Centro Norte (OMA) and its Monterrey airport, influenced the results.

The  Federal Civil Aviation Agency (AFAC) reported that during the past year 1,232,808.4 tons were transported, 30,777.2 tons less than in 2024, that is, a decrease of 2.4% year-on-year.

Juan Antonio José, an independent aviation analyst, agreed that the reduction originated from decisions made by the U.S. government. He also noted that cargo shippers are utilizing more ship capacity due to lower tariffs.

“If you have good supply chain planning, you don’t have to pay the premium for air freight for some supplies; it’s better to move them by sea, since they have more capacity and that means less need for air freight,” he commented.

The AFAC indicated that national air cargo volume fell from 391,667 tons in 2024 to 383,222.6 tons in 2025, representing a 2.2 percent annual decrease . Tijuana, Guadalajara, San Luis Potosí, Mérida, Hermosillo, and Cancún experienced declines of 1.2%, 8.6%, 4.3%, 1.6%, 17.4%, and 6.9%, respectively.

In the international market, the decrease in air cargo was 2.6% year-on-year , as 2025 closed with 849,585.7 tons, 22,332.9 tons less than in 2024.

The agency specified that the  Felipe Ángeles International Airport (AIFA) and the Monterrey Airport suffered annual declines of 7.7% and 11.9%, respectively.

Data from AFAC highlighted that AICM, Guadalajara and Cancun grew 3.4%, 10.9% and 4%, respectively, in the period January-December 2025.

Regarding the growth and decline for AICM and AIFA, Alik García considered that logistical issues played a role in this situation, since “the routes and connections that the airport (AIFA) will have are still not well defined and it is very likely that some cargo operations that were initially transferred are trying to relocate to other airports.”

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El cargo Air cargo in Mexico ends 2025 “in a nosedive”; tariffs play a role apareció primero en T21.

The dynamics of Mexican foreign trade in November 2025 reaffirmed the country’s strength in the US market, according to data from the US Census Bureau .

In the penultimate month of last year, Mexico consolidated its position as the main trading partner of the United States, registering a total trade exchange of 71,132.2 million dollars (USD) , surpassing Canada, which totaled 53,700.1 million USD, and China with 27,959.1 million USD.

In an analysis conducted by T21 Business Intelligence , Mexico was the leading importer of US products during November 2025, with $26,616.5 million , although this figure represented a slight drop of 1.2% compared to the same month in 2024. It was followed by Canada with $25,339.9 million , a decrease of 11.5% compared to the same period in 2024, and China with $7,008.4 million , a drop of 44.4 percent.

In the first 11 months of 2025, Mexico’s  purchases of U.S. goods totaled $309.799 billion , a slight increase of 0.1% compared to the same period in 2024. Canada’s total was $310.0353 billion, a decrease of 3.9%. China’s imports reached $97.9205 billion, a decline of 25.2% over the same period.

In terms of exports to the United States, Mexico solidified its position as the most important partner. During November 2025, shipments of Mexican products to the U.S. market totaled $44.5157 billion , an annual increase of 5.4 percent. Canada exported $28.3602 billion to the United States, a decrease of 15.3 percent, and China $20.9507 billion, with a significant drop of 44.5 percent compared to the penultimate month of 2024.

As of November 2025, Mexico exported goods to the United States totaling $492,513.2 million , a 5.6% increase compared to the same period in 2024. Canada’s exports totaled $351,186.1 million, representing a 6.6% decrease; while China’s exports totaled $287,275.6 million, a 28.3% drop compared to the same period in 2024.

Regarding the trade balance, Mexico had a surplus of $17,899.1 million in November 2025 , while China’s was $13,942.3 million, and Canada’s was $3,020.3 million.

While Canada and China maintain geopolitical confrontations with the United States, Mexico registers sustained growth in its exports to its northern neighbor , consolidating itself as the main supplier of goods to the American Union.

According to estimates from the  International Chamber of Commerce Mexico (ICC Mexico) , the Mexican economy could grow between 1.3% and 1.8% during 2026, driven by the export sector , as the country continues to have a key comparative advantage with the rest of the world:  preferential access —with zero tariffs— under the current framework of the United States-Mexico-Canada Agreement (USMCA) .

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El cargo Mexico reaffirms its trade position with the US; exports increase in November apareció primero en T21.

The future of the automotive industry in Mexico will be closely linked to the political and commercial environment of 2026 , according to Pedro Tello Villagrán, economist and business advisor, who considered that the sector will face a scenario of high uncertainty, derived, mainly, from the negotiation style of the President of the United States, Donald Trump, and the review process of the Treaty between Mexico, United States and Canada (USMCA) .

The specialist recalled that, while in 2020 Trump described the USMCA as the most important trade agreement signed by the United States, at the beginning of 2026 he publicly declared that the treaty is “irrelevant” and that the northern neighbor “does not need cars made in Mexico”.

This contradiction, Tello pointed out, shows how trade and the automotive industry are being used as political instruments in a key election year for the United States, in which the composition of Congress will be renewed and, in some states, governors will be elected.

According to the economist, this stance represents a direct risk for Mexico , given its heavy reliance on a single market and the decisions of a single president. The automotive industry, a pillar of Mexico’s export sector, could be affected by tariff threats, changes in rules of origin, or pressure to relocate production to the United States.

At the close of 2025, the automotive industry in Mexico registered a slight contraction in both vehicle production and exports, amidst global adjustments. According to figures from the Mexican Automotive Industry Association (AMIA) , approximately 3.95 million vehicles were produced during the year, while exports decreased by 2.7% year-on-year.

However, AMIA highlighted that dependence on the US market remains high, as 78.4% of vehicles produced in Mexico were exported to the United States , and together with Canada they accounted for around 90% of total exports , which reaffirms the strong integration and complementarity of the Mexican automotive sector with the North American region.

During the virtual conference ”  Mexico 2026: A Year of Challenges for the Economy and Businesses ,” organized by the  National Association of Vehicle Tracking and Protection Companies (ANERPV) , Tello Villagrán emphasized that the review of the USMCA will be crucial for the sector , not only because of the agreement’s technical content, but also because of the need to restore certainty. In his view, Mexico must come to the negotiating table with a firm position that prioritizes clear rules, compliance with agreements, and productive integration based on real competitive advantages.

Beyond the treaty, he argued that the Mexican automotive industry must rethink its long-term strategy. Relying exclusively on the U.S. market increases the sector’s vulnerability to political shocks and unilateral decisions. Therefore, he emphasized the need to strengthen domestic production capacity, diversify markets, and move toward a model that reduces exposure to external volatility.

In that sense, the Mexico Plan was identified as a tool that, although it has fallen short of initial expectations, remains the only available strategy to promote national content , productive investment, and the development of stronger value chains within the country.

In 2026, the Mexican automotive industry will move between caution and adaptation , Tello considered.

“I believe that the path the Mexican government will follow is to align itself with the United States’ decision to build a wall against Chinese imports in order to strengthen regional economic integration,” he stressed.

Exporting companies will maintain reasonable operations and profitability levels, but expansion and investment decisions will continue to be contingent on the outcome of the USMCA and the political environment in the United States. For Mexico, he said, the challenge will be to use this year not only to withstand external pressure, but also to redefine the course of one of its strategic sectors.

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El cargo Mexican automotive industry: between uncertainty and redefining its course in 2026 apareció primero en T21.

In 2025, marked by trade uncertainty stemming from tariffs imposed by the United States, imported light vehicles of Chinese origin consolidated a 20.1% share of the Mexican market , with 306,351 units sold

With these figures, China reaffirmed its position as the main source of light vehicles in Mexico , surpassing its competitors such as the United States, which only reached 8.3% market share in Mexico with 126,204 units sold.

Brazil ranked third with 7.7% , selling 117,806 units; followed by India, with a 7.3% share , totaling 111,174 units, according to data from the National Institute of Statistics and Geography (Inegi) .

An analysis by T21 Business Intelligence identified that brands with units imported from China to Mexico had mixed performance in 2025. General Motors (GM) showed its leadership in the sector, despite a slight annual decline of 3.6% , registering 126,946 units sold.

MG Motor positioned itself in second place, although it registered the steepest drop with a negative variation of 18.8% , placing 48,816 units in Mexico in 2025.

Meanwhile, KIA and Geely stood out for their dynamism last year. KIA registered a 9.1% increase , selling 29,541 Chinese-made vehicles in the country; while Geely had the most significant increase, at 237.4% , reaching 22,258 units.

Regarding models imported from China, the best-selling in 2025 was the Chevrolet Aveo, from GM, with 61,066 units . It was followed by the MG5, from MG Motor, with 21,132 units sold, and the Chevrolet Tornado Van, also from GM, with 18,982 units sold.

In Mexico , 1,524,722 light vehicles were sold in 2025 , of which 925,736 units were imported , a slight growth of 0.1% compared to 2024.

In this context, China reaffirmed its central role in the sector, despite a 1.3% contraction compared to 2014, when it registered 310,662 units. This performance anticipates a competitive realignment in the Mexican market , where it is estimated that Chinese-made vehicles will continue to expand their presence, despite a complex trade environment.

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El cargo China consolidates its dominance in light vehicle imports in Mexico apareció primero en T21.

After a year impacted by tariffs imposed by the U.S. government, which significantly affected the automotive sector, this industry in Mexico closed 2025 with a significant milestone. The segment of light vehicles of Chinese origin achieved record market penetration, consolidating its presence in the national market with an 8.7 percent share .

The national automotive sector grew 1.31% annually in 2025, with 1,523,959 units sold, while Chinese brands advanced 7.09% in the same period , with a total of 132,265 units sold, according to data from the National Institute of Statistics and Geography (Inegi) and the Mexican Association of Automotive Distributors (AMDA) .

According to an analysis by  T21 Business Intelligence , this growth reflects a sustained trend over the past four years. In 2022, Chinese brands represented just 5.7% of the market, with 62,629 units sold. This figure climbed to 8.0% in 2023, with 109,358 units, and to 8.2% in 2024, with 123,507 units , reaching a record high in 2025.

In terms of brands, MG Motor consolidated its position as the volume leader, with 48,816 units sold in 2025 and a 3.2% share of the total market ; followed by JAC with 24,445 units, equivalent to 1.6% of the market; while Great Wall Motor sold a total of 15,336 units, 1.0% of the market.

The biggest growth surprises came from Geely, which increased its sales by 237.4%, from 6,596 units in 2024 to 22,258 in 2025 , achieving a 1.5% market share. Changan also showed strong performance, selling 19,308 vehicles in 2025, equivalent to 1.3% of the market, representing a 184.4% increase compared to the 6,788 units registered in 2024.

In just three years, sales of light vehicles of Chinese origin increased by 111.1%, going from 62,629 units in 2022 to 132,265 in 2025 , which could be interpreted as the “Asian wave” on the country’s roads.

The tariffs imposed by the U.S. government created a challenging environment for the automotive industry in the region. However, far from hindering their progress, Chinese brands found fertile ground for expansion in Mexico . Sustained growth and diversification of their product offerings demonstrate that, despite external pressures, the Mexican market has become a strategic haven for these companies.

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El cargo Mexico closes 2025 with a historic record in sales of light vehicles of Chinese origin apareció primero en T21.