By 2020, the US will be importing almost a third of its cars, and a third will be built with the same technology.
This will leave the remaining two thirds to be built in Europe and Asia, and there are two main ways to do it.
One of the first ways is to import machinery parts from the US.
In fact, almost all the equipment that goes into a modern car will come from US companies.
But this is expensive, and some of the most famous and popular electric car models come from other parts of the world.
These include the Tesla Model S, BMW i3 and the Porsche 918 Spyder, which are built in Germany.
So what can you do with a car that’s built from parts from Europe and Japan?
One way is to buy it from a Japanese manufacturer, like Toyota or Nissan.
But that’s a bit of a challenge.
You can’t just buy it in a dealer.
You need to buy the parts directly from the manufacturer, which is a little more complicated.
There are several methods of doing this, including the Tesla factory in Fremont, California, or the factory that builds the electric vehicles in Chattanooga, Tennessee.
These factories are part of Toyota’s joint venture with Nissan.
In the US, these plants are run by the US government, which buys the parts for the cars.
But there are also other ways to make a car from parts in other countries.
For instance, in 2015, a US company called iAuto made a prototype electric car called the S-100.
This car uses a new form of batteries called nickel-hydroxide-tritanide (Ni-MH) and uses magnets to steer the wheels.
This is different from the lithium-ion batteries that power electric cars in the US and other parts in Europe.
In theory, the S100 should be able to go 500 kilometres (310 miles) on a single charge, and it has the potential to be cheaper than an electric vehicle like the Chevrolet Volt.
But there’s a catch.
In China, this kind of battery is more expensive than in Europe, and that’s where iAuto will have to sell its cars.
This has made the company, which was founded in the United States by American billionaire Mark Cuban, very worried about the sustainability of its business.
Its sales are in danger.
“The only reason why we can survive is because the Chinese government doesn’t have the capacity to make these batteries,” says Scott McBride, a former executive vice-president of iAuto and a director at Goldman Sachs.
“They’re a much bigger market in China than the US.”
The solution is to export electric vehicles.
A Chinese company called Zhenghai Electric has set up a factory in Taipei.
Its aim is to produce enough electric vehicles to fill an electric-car-making quota in China.
The company’s CEO, Lei Jianping, is also a former head of the US National Highway Traffic Safety Administration.
This makes sense if you think about the US’s large electric-vehicle market.
The US is already a major market for electric cars, partly because of the large subsidies the US provides for electric vehicles, but also because China has a much lower car market than the United Kingdom, which has more than 70% of its car market in electric vehicles and the UK has a far larger market than China.
Zhenghai, which does not disclose sales figures, says it will be selling a total of about 10,000 electric vehicles by 2020, which will come with a range of about 220 kilometres on a charge.
Its total capacity will be about 1,000 cars.
Zenghemei Cheng, an executive at the company who heads up the Chinese EV manufacturing, says that the US is still a large market, but the country has become a much more efficient market over the past five years.
China has become much more innovative, more efficient, and less reliant on government subsidies, Cheng says.
In 2015, China exported more than 6,000 EVs, more than all of Europe, China and Japan combined.
This number has been increasing steadily since.
The Chinese EV industry is one of the few remaining ones left in the world, and the Chinese governments are trying to boost the sector.
Last year, the government set up the Ministry of Industry and Information Technology to encourage the development of electric vehicles across China.
Last week, it announced a new national strategy to encourage EVs in China, and set up an EV manufacturing program.
So far, Zhenghui’s factory has managed to increase its sales by about 40% compared to last year.
But the company’s success is dependent on the continued demand for EVs from the Chinese market.
In Europe, electric cars are a little easier to build, but it’s still a very expensive way of making a car.
In Germany, electric vehicles are cheaper, but still not cheap enough to make much of a dent in the car