Growth Without a Stampede: How Automotive Nearshoring Moves in Mexico

Few industries say as much about a country as its car-building ability. And few geographies do it with the speed, complexity, and ambition with which Mexico has inserted itself into global supply chains. However, automotive expansion in the industrial real estate market didn’t roar over the past year—it whispered. And in 2025, although tariffs are tightening trade in North America, the blow lands farther than closer, hitting Asia and Europe more than Mexico, whose commercial relationship with the United States remains a competitive advantage that, while not enough to spark an investment wave, will help sustain moderate growth.

Since 2023, the vehicle and parts industry has shown contained but meaningful movements. Since then, around 60 companies have expanded operations, and less than 40 new brands have entered the country, mainly concentrated in the north and the Bajío region. Still, momentum was limited relative to the sector’s size, with only 8.5% of automotive companies registering expansion or entry, while 85% remained unchanged and 1.5% downsized or reconfigured their space, according to data from SiiLA. 

In terms of area, this business expansion drove a 6.2% increase in the sector’s industrial gross leasable area. That’s nearly three percentage points below the growth of the broader industrial market over the same period—a gap that’s not only numerical but also evident in operational activity.

By the first quarter of 2025, total vehicle production—light and heavy—stood at just over one million units, representing 3.4% year-over-year growth, according to figures from INEGI (RAIAVL and RAIAVP). Exports, meanwhile, fell by 6.7%, and domestic sales grew by only 1.2%.

This mixed performance points to a sluggish start to the year for the automotive sector, marked by advancing production but weak exports and barely moving internal demand.

While this doesn’t suggest paralysis, it does reflect investor caution amid economic and commercial uncertainty. Companies betting on Mexico aren’t seeking immediate volume—they’re making selective investments and calculated moves, more in line with a strategy of consolidation than a widespread boom. Thus, automotive nearshoring is no longer moving like a wave, but as a series of pinpoint decisions.

Some of the most recent transactions clearly illustrate that logic.

On the one hand, new arrivals have been led by component firms—not assemblers—looking to position themselves near major manufacturers. According to SiiLA Market Analytics, five new brands—four from Asia and one from the U.S.—that entered the country in the past year stand out: interior parts firms MATA Automotive and Grand Top Sun; exhaust and steering systems suppliers Suzhou Shida Tongtai and Rane; and tire specialist Blacksmith OTR. Together, these companies added roughly 45,000 square meters of gross leasable area in Aguascalientes, Guanajuato, and Nuevo León. 

On the other hand, most of the real estate growth came from companies already operating in Mexico that chose to expand their industrial footprint. These firms added nearly 1.4 million square meters across 58 industrial spaces, mainly distributed across the north—particularly in Baja California, Coahuila, Nuevo León, and Tamaulipas—and in the Bajío region, in states like Guanajuato, Jalisco, Querétaro, and San Luis Potosí.