Canada’s auto sector is deeply intertwined with the U.S., and looming tariffs could threaten production at dozens of major plants. From engine factories to full assembly lines, Canadian auto facilities are vulnerable if cross-border trade deteriorates. Tariffs would increase part costs, squeeze margins, and disrupt supply chains, forcing automakers to re-evaluate operations. Here are 25 Canadian auto plants that could be shuttered if the tariff war escalates:
Ford Oakville Assembly Complex (Ontario)
The Oakville Assembly Complex builds Ford Edge, Flex, and Lincoln Nautilus SUVs, along with F-150 Lightning e-trucks. With over 3,500 hourly employees, the plant also manufactures hybrid and electric powertrains; however, tariffs on U.S.-bound components or cross-border shipments could disrupt production or render the operation unprofitable. Higher costs for steel, aluminum, or parts would erode the tight margins on SUVs, a segment vital to the plant. If tariffs persist, Ford could shift assembly south or reduce capacity.
General Motors CAMI Assembly (Ingersoll, Ontario)
GM’s CAMI facility, jointly operated with Toyota, produces Chevrolet Equinox and GMC Terrain compact SUVs. The plant employs around 1,800 people and relies heavily on U.S.-sourced components. Tariffs on parts or vehicles could force GM to reconsider local output, particularly since assembly is marginally profitable. With competitors tightening their supply and cheaper imports from Mexico and Europe available, high import duties could push CAMI into a loss-making territory. A shutdown or shift of production would send shockwaves through Ontario’s supply base.
Stellantis Windsor Assembly Plant (Ontario)
Windsor Assembly produces Chrysler Pacifica minivans and Dodge Grand Caravan, and with over 2,000 employees, it is a key producer of fuel-efficient hybrids built for the North American market. Tariffs on transmissions, electronics, or finished vehicles would hurt incentives tied to such components, undermining the plant’s margins. Pacifica’s competitive lease and pricing rely on cost efficiencies, and any trade penalty threatens viability.
Toyota Cambridge Engine Plant (Ontario)
Located near the No. 1 Toyota plant, the Cambridge Engine Plant produces hybrid transaxles and gasoline engines for the Prius, RAV4, and Lexus models, employing over 1,000 employees in high-tech manufacturing. Tariffs on advanced drivetrain components or powertrain modules would significantly increase costs, undermining the plant’s specialized output. Toyota might shift production to more strategically insulated facilities in Japan or the U.S. to avoid trade volatility. Without incentives or cost relief, the Cambridge Engine Plant’s future could be in jeopardy if trade tensions escalate further north.
Honda Alliston Plant (Ontario)
The Alliston, Ontario complex includes engine, transmission, and assembly plants producing CR-Vs, Civics, and Insight hybrids. With more than 5,000 employees, it’s one of Canada’s largest auto facilities; however, its supply chains span the U.S. and Mexico. Tariffs on components, electronics, or engines would significantly impact margins, particularly on electric and hybrid variants. Honda may choose to downsize production, delay new-model investments, or shift capacity, reducing its Canadian footprint.
Toyota Woodstock Plant (Ontario)
Located near Cambridge, the Toyota Woodstock plant produces RAV4 hybrids and electrified components for global distribution. With around 1,200 employees, it is a key node in North America’s EV network. However, tariffs on hybrid modules, battery systems, or cross-border shipments would significantly raise production costs, and Toyota might respond by scaling back hybrid investment in Canada or reallocating output to U.S. or Japanese facilities, which could undercut Canada’s push toward green automotive jobs.
Ford St. Thomas Engine Plant (Ontario)
The St. Thomas Engine Plant builds the 5.0L Coyote V‑8 and other gas engines for the Ford F‑150 and Mustang, and its 1,500 workers supply both domestic and U.S. assembly plants. Tariffs on engines or cast components cross-border could hit profit margins hard, especially as Ford shifts toward electrification. Faced with inflated component costs, Ford may consider relocating engine production to U.S. plants with better tariff protection. A shutdown or capacity reduction would threaten regional suppliers and impact job security.
Honda Transmission Plant (Alliston, Ontario)
Part of the Alliston complex, this facility supplies transmissions for Honda vehicles assembled in Canada and the U.S. With around 800 employees, it relies on a cross-border flow of materials and subassemblies. Tariffs on steel, aluminum, or electronic transmission parts would erode competitiveness and cost efficiency, forcing Honda to shift production to its U.S. transmission plants. This would consolidate operations for protection against trade uncertainty, and a closure or reduced output would ripple through regional suppliers and workers.
Stellantis Brampton Assembly (Ontario)
Brampton Assembly builds the Dodge Charger, Challenger, and Chrysler 300, which are iconic rear-wheel-drive vehicles, and employs more than 2,500 staff members. Although primarily serving North American markets, the plant relies on U.S.-sourced engines and body panels. Tariffs on these components could force Stellantis to reconsider future investment or extend production cycles elsewhere. Unlike trucks or SUVs, platform consolidation for cars makes Brampton vulnerable. Without reassurances on trade policy stability, Stellantis may defer new-model production here or shift builds to tariff-safe locations.
GM Oshawa Assembly (Ontario)
After reopening in 2022 to produce Silverado and Sierra variants, the Oshawa Assembly now employs around 1,800 workers. It depends on U.S.-sourced parts and ship‑in engines, but tariffs on full-size trucks or bed components could rapidly erode margins in the highly competitive pickup segment. With U.S. plants offering greater tariff insulation, GM might consider mothballing or repurposing Oshawa for less-profitable models. The loss would threaten jobs and would reduce Canadian control over a key segment in GM’s North American truck strategy.
Linamar Powertrain Plant (Guelph, Ontario)
Linamar’s Guelph facility produces drivetrains, engine blocks, and transmissions for major automakers across North America. With over 1,200 employees, its business relies on seamless trade with the U.S. Tariffs on castings or raw materials, such as steel and aluminum, could render production unsustainable, forcing clients to look elsewhere. Linamar’s margins rely on volume contracts with U.S. assembly plants, and any disruption could lead to rapid downsizing or plant idling. If automakers shift sourcing south of the border, this highly specialized plant could face shutdown.
Nemak Aluminum Plant (Windsor, Ontario)
This plant supplies lightweight aluminum components and cylinder heads for GM, Ford, and Stellantis, making it key to fuel efficiency mandates. A tariff hike on metals or precision-cast parts could decimate Nemak’s cost competitiveness. Employing over 1,000 workers, the facility is integrated into multiple U.S. vehicle programs. If automakers are forced to source locally to avoid duties, Nemak could lose long-term contracts overnight, as Windsor’s reliance on auto sector jobs makes this plant’s future even more fragile.
Martinrea International (Vaughan, Ontario)
Martinrea supplies structural components, fuel systems, and body parts to nearly every major automaker operating in North America. Its Vaughan operation serves as a Tier 1 supplier and hub for cross-border shipments. Tariffs on subassemblies or sheet metal would put the company in a bind, as cost overruns could force automakers to cancel Canadian contracts. With around 1,500 employees in the region, a loss of American clients could trigger mass layoffs or relocation. Martinrea’s plant may not be a household name, but it is the backbone of Canada’s auto sector and one tariff shock away from collapse.
Magna Powertrain (Newmarket, Ontario)
This Magna facility builds all-wheel drive and transmission systems for luxury and high-performance vehicles sold throughout North America. Its engineering-driven output requires consistent export routes to the U.S. and beyond. Should tariffs target driveline parts or high-tech modules, the company could pull production into its U.S. or European sites. The Newmarket plant, employing 1,200 workers, would become less viable almost overnight. Even a temporary disruption could shake investor confidence and slow future innovation at the site.
Blue Solutions Battery Facility (Boucherville, Quebec)
This Quebec-based plant, owned by Bolloré Group, manufactures solid-state battery modules for electric vehicles. While relatively small in scale, its strategic role in Canada’s EV ambitions is outsized. A tariff war involving lithium imports, battery modules, or EV tech licensing could push costs above feasibility. U.S. customers may opt for more stable domestic sources, freezing out Blue Solutions. Though heavily backed by federal green incentives, the plant’s commercial viability still hinges on predictable trade policy.
Multimatic Manufacturing (Markham, Ontario)
Multimatic may not be a household name, but its advanced chassis systems and carbon fiber parts power vehicles like the Ford GT and Aston Martin Valkyrie. Its Markham facility specializes in precision performance components shipped worldwide, particularly to U.S. luxury OEMs. If tariffs disrupt the flow of composites, electronics, or fabricated metals, high-end automakers may switch to domestic or European suppliers. That would strip Canada of one of its few elite motorsport-grade production centers. Despite its prestige, this low-volume, high-tech facility could vanish quickly in a tariff squeeze, costing dozens of expert-level manufacturing jobs.
Dana Incorporated (Oakville, Ontario)
Dana’s Oakville operation supplies thermal, sealing, and drivetrain products to major automakers, especially for trucks and off-road vehicles. The facility is deeply integrated into U.S. production lines through just-in-time logistics. Still, tariffs on specialty components or semi-finished assemblies would destroy the cost efficiency Dana relies on. Automakers could redirect contracts to U.S. sites instantly, leaving Oakville out in the cold. With over 800 employees, the plant supports a network of smaller machine shops in the GTA. If tariff escalation continues, Dana’s Oakville hub could be one of the first casualties in the supply chain collapse.
Martinrea Structural Components Plant (Chatham, Ontario)
This facility manufactures structural underbodies and crumple zones for passenger vehicles and light trucks, supplying them directly to U.S. assembly plants. This means that even small increases in tariffs on raw steel or formed metal parts could price Martinrea out of its key contracts. With about 500 jobs on the line, the Chatham facility’s fate hinges on maintaining tariff-free trade corridors. American OEMs seeking to reduce costs could pressure Martinrea to shift production to the United States. Unlike larger suppliers with multiple sites, the Chatham plant has little buffer. If a tariff war escalates, this plant could shut down with little warning.
Aisin Seiki Plant (Stratford, Ontario)
Aisin’s Stratford plant produces automotive components, including oil pumps, water pumps, and small drive assemblies, for Toyota and other Japanese brands with North American operations. These low-cost parts move across borders constantly, and a tariff would turn slim margins into liabilities, allowing Aisin to redirect output to U.S. or Mexican facilities easily. This plant’s 400 workers and regional economic spinoffs would be at risk, and if tariffs target engine accessories, this efficient operation could become a financial burden overnight.
Flex-N-Gate Windsor Facility (Ontario)
Flex-N-Gate’s Windsor plant produces metal bumpers and exterior parts for Ford, GM, and Stellantis. Windsor’s location makes it a vital supplier to Detroit’s auto belt, with daily shipments rolling over the Ambassador Bridge. But tariff uncertainty on structural components or molded plastics could prompt U.S. automakers to re-source parts domestically. The plant’s 1,000+ employees could face immediate reductions or even a shutdown if contracts dry up, and a sustained tariff fight could erase years of binational integration, and with it, hundreds of stable jobs.
Tenneco Ride Performance Plant (Cambridge, Ontario)
Tenneco’s Cambridge facility manufactures suspension systems and shock absorbers for vehicles sold across North America. These components are mission-critical for comfort and safety, but the plant’s survival hinges on affordable, tariff-free exports. If tariffs are imposed on finished parts or steel coil imports, the added cost could prompt contracts to be shifted back to U.S. facilities. With nearly 700 workers in a city reliant on auto manufacturing, any production loss would ripple through the community. If trade talks falter, Tenneco could quietly downsize or shutter its Canadian operation to avoid a mounting pricing disadvantage.
Denso Manufacturing Plant (Guelph, Ontario)
As a major supplier of electronic controls, radiators, and HVAC systems, Denso’s Guelph facility is deeply tied to U.S. assembly lines, especially for Toyota and Honda. The plant relies on the complex and tariff-free movement of parts between Canada, the U.S., and Japan. If tariffs disrupt this balance, Denso may shift its focus to its U.S. hubs to remain competitive. That could spell closure for Guelph’s 400-person operation, especially given its proximity to U.S. supply routes. Denso’s specialization in thermal management systems may not be enough to survive a full-scale tariff conflict, putting another key supplier at risk.
Unifor-Represented GM Supplier Park (Oshawa, Ontario)
Adjacent to GM’s revitalized Oshawa plant is a cluster of feeder operations supplying body panels, stamping, and interior modules. These jobs were a bright spot in Canada’s post-pandemic auto recovery. However, if tariffs increase the costs of input materials or finished modules destined for the U.S., GM may scale back or even relocate future supply deals. The supplier park’s viability is closely tied to GM’s export strategy. If the automaker feels squeezed by new trade costs, it could unwind contracts with Canadian partners, costing hundreds of union jobs and undermining a hard-won manufacturing rebound.
Pacific Insight Electronics (Nelson, British Columbia)
Located in a remote corner of B.C., Pacific Insight produces custom lighting and electronic components for luxury and electric vehicles. Although it’s far from the auto heartland, it supplies brands like BMW and Tesla through complex cross-border logistics. However, a targeted tariff on EV components or tech-integrated lighting could eliminate the cost advantage this plant offers. Its isolation makes it particularly vulnerable, and if U.S. companies drop Canadian contracts, the plant has no local automotive fallback.
Martinrea JIT Plant (Edmonton, Alberta)
This Just-In-Time Martinrea facility provides subassemblies for truck frames and chassis components, serving cross-border OEMs like Navistar and PACCAR. It’s a key node in the North American heavy-duty vehicle supply chain, but it depends on fast, cost-neutral movement over the U.S. border. Tariffs on structural steel or cross-border deliveries could make its Alberta location unviable compared to American competitors. With a lean workforce and high throughput, even minor disruptions could force Martinrea to consolidate operations.
21 Products Canadians Should Stockpile Before Tariffs Hit
If trade tensions escalate between Canada and the U.S., everyday essentials can suddenly disappear or skyrocket in price. Products like pantry basics and tech must-haves that depend on are deeply tied to cross-border supply chains and are likely to face various kinds of disruptions
21 Products Canadians Should Stockpile Before Tariffs Hit
