The debate over the European Commission’s Industrial Accelerator Act (IAA) has taken a fresh turn as experts and industry voices urged Brussels not to exclude Türkiye from any future “Made in Europe” rules — a development that matters for carmakers and suppliers with deep ties across Central and Eastern Europe.

What's at stake

Analysts speaking to Anadolu Agency said the IAA aims to boost manufacturing’s share of EU GDP from 14.3% to 20% by 2035, and that restricting the definition of “Made in Europe” to strict EU‑only content could disrupt existing, highly integrated production networks.

Noah Gordon, senior policy fellow at the European Council on Foreign Relations, told Anadolu that “Türkiye as a major industrial player in the EU Customs Union on EU borders should be considered among the countries eligible for the framework.” The argument rests on Türkiye’s customs‑union relationship, geographic proximity and the extent of industrial integration with the EU.

ACEA’s Maria Linkova‑Nijs warned Brussels the industry needs a balance between strengthening domestic production and preserving investments already made by European manufacturers in neighbouring countries. “It would also be unwise to completely exclude the investment already made by ACEA members in other countries, of course, including Türkiye,” she told Anadolu. ACEA figures cited by Anadolu show bilateral EU–Türkiye trade reached $233 billion in 2025 and that the automotive sector accounts for roughly $62 billion of that figure; Ankara also became the third‑largest market for EU vehicle exports in 2025, receiving 11.1% of exports versus 8.3% in 2024.

Next steps in Brussels

Ankara’s lobbying push is continuing: Hürriyet reported Ankara planned intensified talks with Italy and Spain and that Trade Minister Ömer Bolat met industry representatives in October to press Turkey’s case for inclusion in the rules. Hürriyet also noted the Franco‑German compromise on the automotive package remains a joint position rather than an adopted EU decision, and that a European Parliament vote on the draft was expected in December with inter‑institutional talks to follow.

What this means for the market

If Brussels approves a narrow, EU‑only definition for “Made in Europe”, public procurement and subsidy programmes tied to the IAA could favour vehicles and components produced wholly within member‑state supply chains. That would raise costs and reshuffle sourcing decisions for firms that currently rely on Turkish plants and suppliers — an outcome that could force assembly or supplier relocation choices affecting Central and Eastern Europe’s auto hubs. Conversely, a broader “made with” approach that treats customs‑union partners as eligible would preserve existing cross‑border supply links and maintain the commercial logic many OEMs and Tier‑1 suppliers use today.

For CEE economies that host large assembly and supplier footprints, the immediate risk is policy uncertainty rather than sudden relocations: manufacturers will likely pause new capital‑intensive projects until the IAA’s final scope and the European Parliament’s amendments are clear. The December parliamentary timetable and subsequent inter‑institutional talks mean the next six months will be decisive for investment choices and for how public support is awarded across the region.

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Sources: Anadolu Agency, Hürriyet Daily News