Canada’s plan to ease tariffs on Chinese electric vehicles (EVs) is drawing increasing scrutiny, as security experts warn of potential risks ranging from data surveillance to threats against critical infrastructure.
Appearing before a House of Commons industry committee on April 16, former Canadian Security Intelligence Service (CSIS) officer Neil Bisson raised alarm over the growing presence of Chinese-manufactured EVs in Canada. Drawing on his 18 years of experience, Bisson described these vehicles as sophisticated data-collection platforms capable of gathering extensive information about drivers and their surroundings.
He cautioned lawmakers that such vehicles could effectively serve as “eyes and ears” for the People’s Republic of China, particularly given China’s legal framework requiring companies to cooperate with state intelligence efforts. According to Bisson, this creates a scenario where tens of thousands of imported EVs could potentially become tools for large-scale data collection.
The concerns come after Canada reduced tariffs on an initial batch of 49,000 Chinese EVs from 100 percent to just 6.1 percent as part of a broader trade understanding with China. The move aims to diversify trade and make EVs more affordable, but critics argue it may come at a cost.
Bisson also highlighted cybersecurity risks linked to EV charging infrastructure. Since these vehicles connect directly to the electrical grid and often communicate externally, they could provide entry points for cyberattacks. Once compromised, such systems may be difficult to monitor or secure, posing risks to national infrastructure.
Canada has previously acted on similar concerns. The government barred Chinese tech firms Huawei and ZTE from participating in 5G networks and ordered surveillance firm Hikvision to cease operations in the country, citing national security risks.
Despite these precedents, Public Safety Minister Gary Anandasangaree has stated that incoming EVs will be required to comply with Canada’s privacy laws. However, Privacy Commissioner Philippe Dufresne told the same committee he had not been consulted on the policy shift and urged stronger legislation governing private-sector data sharing.
Internationally, some countries have taken precautionary measures. Nations including Poland, the United Kingdom, and Israel have restricted Chinese EVs from entering sensitive sites such as military bases.
The policy shift also intersects with broader geopolitical and economic debates. Prime Minister Mark Carney reached the EV agreement during a January visit to Beijing, aiming to secure reduced Chinese tariffs on Canadian agricultural and seafood exports. However, critics argue the move could deepen Canada’s dependence on China at a time of rising global tensions.
Former diplomat Michael Kovrig described the strategy as a “tactical gamble,” warning it risks entangling Canada with an increasingly authoritarian system. Kovrig, along with Michael Spavor, was previously detained in China following Canada’s arrest of Huawei executive Meng Wanzhou in 2018.
Another contentious issue is the possibility of forced labour in EV supply chains. Experts have pointed to evidence that materials such as aluminum used in EV manufacturing may be linked to Uyghur forced labour in China’s Xinjiang region. Canadian authorities have already intercepted shipments of auto parts suspected of being produced under such conditions.
Government officials, including International Trade Minister Maninder Sidhu and Finance Minister François-Philippe Champagne, have engaged with Chinese EV manufacturers, including industry leader BYD, to explore market entry and regulatory compliance. While officials say supply chain integrity has been discussed, critics argue stronger safeguards are needed.
As Canada balances economic goals with national security considerations, the debate over Chinese EVs underscores a broader challenge: how to engage in global trade without compromising sovereignty, privacy, or ethical standards.
