In 2025, Terminal Marítima Mazatlán (TMAZ) operated in an environment marked by tariff threats, logistical volatility, and an automotive industry under pressure from costs. However, the terminal—part of  Hanseatic Global Terminals , the port arm of Hapag-Lloyd —closed the year with an atypical result in the face of the adverse climate: growth . “Despite all the uncertainty and volatility, we at the Port of Mazatlán have been resilient,” stated Mauricio Ortiz, CEO of TMAZ, in an interview, predicting a year-end result that would exceed the total volume handled in 2024 by between 8% and 10%. 

The increased activity in the automotive sector is due to a current situation: the race to bring forward imports before Mexico imposes tariffs on Chinese cars . “Imports of 2026 models were brought forward in larger quantities,” explains Ortiz. At the time of this writing, the Chamber of Deputies was preparing to vote on the initiative from Claudia Sheinbaum’s government that imposes tariffs on economies with which Mexico does not have trade agreements, such as China and other Asian nations, where an adjustment to export volumes is already anticipated in the near future. Mexican ports will be the first to feel the effects. 

Meanwhile,  Mazatlán and Lázaro Cárdenas experienced a surge in new car imports from Asia in December,  putting pressure on yards, bonded warehouses, and the coordination of rail and car carrier services. Even so, Mazatlán managed the demand thanks to an ecosystem of external yards that has grown in recent years in both size and capacity, allowing it to absorb peak demand without compromising operations. This infrastructure has facilitated the arrival of new ships and increased vehicle turnover.  From January to October 2025, the Sinaloa port handled a total of 135,142 vehicles , 7.2% less than in the same period of 2024, according to the most recent official statistics at the time of publication. 

STRATEGY: MODERNIZATION 

2025 was also marked by an investment strategy focused not only on growth but also on modernization. TMAZ renewed its fleet of tractor-trailer trucks,  reach stackers , forklifts, and platforms, in addition to incorporating  automated spreaders  for 20, 40, and 53-foot containers . This infrastructure was key to consolidating one of the year’s most significant projects: the TMAZ- Ferromex – Baja Ferries intermodal service . Since February 2025, 53-foot containers have been arriving by rail as coastal cargo, unloaded at the terminal, and shipped to Baja California Sur—a service that strengthens regional connectivity and opens new avenues for efficiency for customers. 

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El cargo TMAZ: Resilience in times of pressure apareció primero en T21.

19.7% corresponded to vehicles made in China or 115,408 units.

This last volume represented a growth of 17,565 units compared to the same period in 2023, according to data from the Administrative Registry of the light vehicle automotive industry of the National Institute of Statistics and Geography (Inegi) .

By 2024, it is expected that Chinese manufacturers will bet on the commercialization of pick-ups in Mexico. To date, various brands are betting on launching at least one model of this type of unit, which would change the proportion of sales of the brands with the longest history in Mexico.

Eric Ramírez, Latam regional director of Urban Science , commented that the business model of Chinese vehicle producers is exporting to the largest number of countries in the world, with the exception of the United States and Canada. He explained that to date China has an availability of approximately three million vehicles that are destined for foreign markets.

“The strategy of Chinese original equipment manufacturers (OEM) is based on the design of new products with attractive commercial offers that add value to the product, whether with equipment, guarantees or acquisition facilities. Likewise, the versatility of fuel types,” he commented.

However, the learning curve of Chinese brands in terms of service and availability of spare parts has represented a challenge. In Ramírez’s opinion, this has been due to the rapid growth in vehicle sales that has experienced a crisis and certain shortages, however, to date many companies that manufacture parts for Chinese vehicles are already installed in Mexico and Latin America, which that offers supply capacity at the local level.

According to data from the consultancy AlixPartners, by 2030 the displacement of units of Chinese origin in the world will have a penetration of 20% in Mexico , 28% in the rest of Latin America, 12% in Europe and 39% in Africa.

This revealed that China continues to strengthen its position in the global automotive market. By 2030, it is projected that 72% of products made in China will be consumed by the Chinese themselves, while 33% of the global market will be absorbed by China. This trend reflects the country’s growing self-sufficiency and domestic consumption capacity.

In terms of production costs, China is the most competitive country in the world. “I doubt that any country can reach the costs of Chinese manufacturing , in the case of Mexico it is more competitive than the United States, Canada and Germany, and is probably on par with Brazil. However, it is behind India, Thailand, Korea or China. Although Mexico has extensive experience in vehicle production and the workforce in the automotive industry is recognized worldwide, today it is no longer such a globally competitive country,” Ramírez determined.

The specialist explained that a few years ago Mexico was a leader in competitiveness due to the cost of labor , however, this index has changed over the last decade; today this index is based on productivity. “There may be countries with higher labor costs, however, they may be more productive,” he indicated.

For example, in 2016, 56% of what  GM sold in Mexico was produced in Mexico, contrary to what happened at the end of 2023 when unit sales were concentrated 75% in automobiles made in China , leaving Mexico with 11% of the production. Ford  went from zero production in China in 2016 to 26% by last year. In turn, Stellantis closed last year with 8% of its sales with units of Chinese origin.

In conclusion, the Latam regional director of Urban Science indicated that the greatest beneficiary of commercial opening is the Mexican consumer, “he is the one who has everything to gain, because he is the one who will be stimulated with a new model, design, guarantee , competitive prices, availability of spare parts, etc.”

With information from Karina Quintero and Elizabeth Díaz.

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El cargo “Made in China” Vehicles, Here to Stay? apareció primero en T21.