在马来西亚的SUV市场，很多买家在选车的时候都会拿 Proton X70 和 Mazda CX-5 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。

价钱和版本

Proton X70 在马来西亚的 OTR 售价是 RM 106,800 - 122,300，一共有 3 个版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300） 等。

Mazda CX-5 在马来西亚的 OTR 售价是 RM 135,469 - 166,760，一共有 3 个版本，包括 2025 2.0L AT 35th Anniversary（RM 316,154）、2025 2.0L AT（RM 296,154）、2025 2.0L MT（RM 294,154） 等。

从价钱来看，Proton X70 的起步价确实比 Mazda CX-5 便宜了 RM 28,669。如果你预算有限，Proton 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。

动力和油耗

Proton X70 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。

Mazda CX-5 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。

两款车用的是同一套动力系统，日常开起来的感受基本没有差别。油耗方面也差不多，不用太纠结这一点。

安全配备

Proton X70 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。

Mazda CX-5 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 。

两款车的安全评级一样，在这个级别里面安全配备都算给得很齐全了。现在的新车安全性都不差，不用太担心这一点。

配置和科技

Proton X70 采用 FWD 驱动方式。

Mazda CX-5 采用 FWD 驱动方式。

两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。

总结

总的来说，Proton X70 和 Mazda CX-5 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。

在马来西亚的SUV市场，很多买家在选车的时候都会拿 Perodua Aruz 和 MG MG HS 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。

价钱和版本

Perodua Aruz 在马来西亚的 OTR 售价是 RM 72,900 - 77,900，一共有 2 个版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。

MG MG HS 在马来西亚的 OTR 售价是 RM 130,450 - 146,450，一共有 2 个版本，包括 1.5L Standard（RM 105,000）、1.5L Executive（RM 115,000） 等。

从价钱来看，Perodua Aruz 的起步价确实比 MG MG HS 便宜了 RM 57,550。如果你预算有限，Perodua 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。

动力和油耗

Perodua Aruz 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。

MG MG HS 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。

动力方面，MG MG HS 的 1.5L Turbo 比 Perodua Aruz 的 1.5L 4-cyl 多了 35 匹马力。不过日常在市区开，两款车的动力都够用，不会觉得不够力。

空间和舒适度

Perodua Aruz 车身长 4400 mm，后备箱 400 L。

MG MG HS 车身长 4400 mm，后备箱 400 L。

两款车的尺寸几乎一样，车内空间差别不大。这个级别的车，日常使用完全够用。

配置和科技

Perodua Aruz 采用 FWD 驱动方式。

MG MG HS 采用 FWD 驱动方式。

两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。

总结

总的来说，Perodua Aruz 和 MG MG HS 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。

在马来西亚的SUV市场，很多买家在选车的时候都会拿 Perodua Aruz 和 Honda HR-V 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。

价钱和版本

Perodua Aruz 在马来西亚的 OTR 售价是 RM 72,900 - 77,900，一共有 2 个版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。

Honda HR-V 在马来西亚的 OTR 售价是 RM 115,900 - 143,900，一共有 4 个版本，包括 2026 e:HEV 1.5L RS（RM 143,900）、2026 1.5T V（RM 137,900）、2026 1.5T E（RM 130,900） 等。

从价钱来看，Perodua Aruz 的起步价确实比 Honda HR-V 便宜了 RM 43,000。如果你预算有限，Perodua 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。

配置和科技

Perodua Aruz 采用 FWD 驱动方式。

Honda HR-V 采用 FWD 驱动方式。

两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。

保养和维护

Perodua Aruz 保修 5年/150,000km，保养间隔 每10,000km或6个月。

Honda HR-V 保修 5年/无限制里程，保养间隔 每10,000km或6个月。

适合什么样的人

Perodua Aruz 和 Honda HR-V 都是马来西亚市场的主流选择，适合家庭使用、日常通勤。如果你更看重品牌口碑和二手价，可以优先考虑口碑更好的那一款；如果你更在意性价比和配备，那就选配置更丰富的那款。最终还是建议两款都去试驾，亲身体验才是最重要的。

总结

总的来说，Perodua Aruz 和 Honda HR-V 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。

在马来西亚的SUV市场，很多买家在选车的时候都会拿 Perodua Aruz 和 Proton X90 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。

价钱和版本

Perodua Aruz 在马来西亚的 OTR 售价是 RM 72,900 - 77,900，一共有 2 个版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。

Proton X90 在马来西亚的 OTR 售价是 RM 106,800 - 122,800，一共有 4 个版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800） 等。

从价钱来看，Perodua Aruz 的起步价确实比 Proton X90 便宜了 RM 33,900。如果你预算有限，Perodua 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。

动力和油耗

Perodua Aruz 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。

Proton X90 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。

动力方面，Proton X90 的 1.5L Turbo 比 Perodua Aruz 的 1.5L 4-cyl 多了 35 匹马力。不过日常在市区开，两款车的动力都够用，不会觉得不够力。

安全配备

Perodua Aruz 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 。

Proton X90 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。

两款车的安全评级一样，在这个级别里面安全配备都算给得很齐全了。现在的新车安全性都不差，不用太担心这一点。

空间和舒适度

Perodua Aruz 车身长 4400 mm，后备箱 400 L。

Proton X90 车身长 4400 mm，后备箱 400 L。

两款车的尺寸几乎一样，车内空间差别不大。这个级别的车，日常使用完全够用。

配置和科技

Perodua Aruz 采用 FWD 驱动方式。

Proton X90 采用 FWD 驱动方式。

两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。

总结

总的来说，Perodua Aruz 和 Proton X90 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。

在马来西亚的SUV市场，很多买家在选车的时候都会拿 Perodua Ativa 和 Proton X90 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。

价钱和版本

Perodua Ativa 在马来西亚的 OTR 售价是 RM 62,500 - 73,400，一共有 3 个版本，包括 1.0L Turbo X（RM 62,500）、1.0L Turbo H（RM 67,300）、1.0L Turbo AV（RM 73,400） 等。

Proton X90 在马来西亚的 OTR 售价是 RM 106,800 - 122,800，一共有 4 个版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800） 等。

从价钱来看，Perodua Ativa 的起步价确实比 Proton X90 便宜了 RM 44,300。如果你预算有限，Perodua 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。

动力和油耗

Perodua Ativa 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。

Proton X90 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。

动力方面，Proton X90 的 1.5L Turbo 比 Perodua Ativa 的 1.5L 4-cyl 多了 35 匹马力。不过日常在市区开，两款车的动力都够用，不会觉得不够力。

安全配备

Perodua Ativa 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 ASA 3.0 + ACC + LDA + LKA + BSM + RCTA。

Proton X90 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。

两款车的安全评级一样，在这个级别里面安全配备都算给得很齐全了。现在的新车安全性都不差，不用太担心这一点。

保养和维护

Perodua Ativa 保修 5年/150,000km，保养间隔 每10,000km或6个月。

Proton X90 保修 5年/150,000km，保养间隔 每10,000km或6个月。

两款车的保修条件一样，这方面不用纠结。实际保养成本还要看品牌的服务网络和零件价格，建议去车友群问问真实车主的经验。

总结

总的来说，Perodua Ativa 和 Proton X90 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。

在马来西亚的SUV市场，很多买家在选车的时候都会拿 Perodua Ativa 和 Proton X70 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。

价钱和版本

Perodua Ativa 在马来西亚的 OTR 售价是 RM 62,500 - 73,400，一共有 3 个版本，包括 1.0L Turbo X（RM 62,500）、1.0L Turbo H（RM 67,300）、1.0L Turbo AV（RM 73,400） 等。

Proton X70 在马来西亚的 OTR 售价是 RM 106,800 - 122,300，一共有 3 个版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300） 等。

从价钱来看，Perodua Ativa 的起步价确实比 Proton X70 便宜了 RM 44,300。如果你预算有限，Perodua 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。

动力和油耗

Perodua Ativa 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。

Proton X70 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。

动力方面，Proton X70 的 1.5L Turbo 比 Perodua Ativa 的 1.5L 4-cyl 多了 35 匹马力。不过日常在市区开，两款车的动力都够用，不会觉得不够力。

配置和科技

Perodua Ativa 采用 FWD 驱动方式。

Proton X70 采用 FWD 驱动方式。

两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。

保养和维护

Perodua Ativa 保修 5年/150,000km，保养间隔 每10,000km或6个月。

Proton X70 保修 5年/150,000km，保养间隔 每10,000km或6个月。

两款车的保修条件一样，这方面不用纠结。实际保养成本还要看品牌的服务网络和零件价格，建议去车友群问问真实车主的经验。

适合什么样的人

Perodua Ativa 和 Proton X70 都是马来西亚市场的主流选择，适合家庭使用、日常通勤。如果你更看重品牌口碑和二手价，可以优先考虑口碑更好的那一款；如果你更在意性价比和配备，那就选配置更丰富的那款。最终还是建议两款都去试驾，亲身体验才是最重要的。

总结

总的来说，Perodua Ativa 和 Proton X70 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。

车型概览

Subaru WRX 值不值得买，关键不是它看起来有多吸引，而是它能不能解决你的真实用车需求。这篇文章会把重点放在市区驾驶、停车和日常灵活性。

价格落在 RM 284,695 - 290,695，买家可以先用它判断预算压力和同级定位。

购车价格指南

Subaru WRX 的购车预算可以先从 RM 284,695 - 290,695 开始衡量。这个数字真正影响的是月供、保险和现金流，而不只是展厅里的标价。

如果你在几个版本之间犹豫，可以把 2025 Sedan 2.4T CVT EyeSight（RM 290,695）、2025 Wagon 2.4T CVT GT-S EyeSight（RM 287,695）、2025 Sedan 2.4T MT Standard（RM 284,695）、2025 Wagon 2.4T CVT tS EyeSight 放在同一张清单里比较。日常通勤买家优先看舒适与安全，常跑高速的买家则更应重视动力、辅助驾驶和座舱便利。

核心参数汇总

看 Subaru WRX 的核心规格，最重要是把数字翻译成生活里的感受。

涡轮增压、4缸的动力底子，适合拿来判断市区跟车和高速巡航是否轻松。 275 Ps、350 N·m的输出，真正意义在于满载、上坡和超车时不会太吃力。 8.5 L/100km的油耗，对每天通勤的人来说会直接影响加油频率。 车长 4670 mm、车宽 1825 mm、车高 1465 mm、轴距 2675 mm，可以帮助你预判停车难度和后排乘坐空间。

优缺点分析

Subaru WRX 的优点不必夸张，真正有价值的是它能不能让日常使用更省心：预算位置清楚，方便和同级车直接比较、日常能源成本有明确参考、动力输出能支撑高速和超车需求。

需要留意的是，市区停车和狭窄路段仍要看个人驾驶习惯。这些不是扣分项，而是下订前应该先想清楚的生活细节。

购车常见问题解答

购买 Subaru WRX 前，买家最常问的不是单一规格，而是它能不能融入自己的生活。

这辆车适合谁？适合把市区驾驶、停车和日常灵活性放在首位的买家。 家庭用户要看什么？优先看后排乘坐、儿童座椅、行李和日常上下车是否顺手。 每天开会不会麻烦？8.5 L/100km 的油耗参考让通勤成本更容易预估。

竞品对比内容

把 Subaru WRX 放进同级车名单时，不建议只看品牌或外形。真正有用的比较顺序是：先用 RM 284,695 - 290,695 锁定预算圈、再看动力是否足够应付高速和满载、接着比较能源成本和补能便利、最后看空间是否适合家人和行李。

这样筛选出来的结果更贴近日常生活。你会更清楚它是适合城市通勤、家庭代步、长途巡航，还是更适合作为一辆讲求个性的选择。

用车全周期指南

拥有 Subaru WRX 的日常成本，最直接会反映在燃油、保险、轮胎和定期保养上。8.5 L/100km 的油耗让通勤预算更容易掌握。

如果你常跑南北大道，动力和座舱舒适度会比单纯低价更重要；如果主要在市区，停车灵活性、视野和低速顺滑度会更影响心情。

车型概览

Forthing V9 PHEV 值不值得买，关键不是它看起来有多吸引，而是它能不能解决你的真实用车需求。这篇文章会把重点放在长途稳定感和乘客舒适度。

版本方面，Forthing V9 PHEV 目前可围绕 2025 1.5T 160km Standard 来比较。

购车价格指南

评估 Forthing V9 PHEV 的购车预算时，建议先从版本定位和后续拥车成本下手。价格不是唯一重点，真正决定是否划算的是每天会不会用到那些配置。

如果你在几个版本之间犹豫，可以把 2025 1.5T 160km Standard 放在同一张清单里比较。日常通勤买家优先看舒适与安全，常跑高速的买家则更应重视动力、辅助驾驶和座舱便利。

核心参数汇总

看 Forthing V9 PHEV 的核心规格，最重要是把数字翻译成生活里的感受。

34.9 kWh的电池容量，重点是能不能支撑一周通勤和周末出门。 车长 5251 mm、车宽 1920 mm、车高 1820 mm、轴距 3018 mm，可以帮助你预判停车难度和后排乘坐空间。 固定齿比 变速箱、前轮驱动布局 的设定，会影响起步顺滑度、湿地稳定感和长途巡航感。

优缺点分析

Forthing V9 PHEV 的优点不必夸张，真正有价值的是它能不能让日常使用更省心：空间和车身尺寸便于家庭买家预判实用性。

需要留意的是，需要先确认家里、公司或常去商场的充电条件、市区停车和狭窄路段仍要看个人驾驶习惯。这些不是扣分项，而是下订前应该先想清楚的生活细节。

购车常见问题解答

购买 Forthing V9 PHEV 前，买家最常问的不是单一规格，而是它能不能融入自己的生活。

这辆车适合谁？适合把长途稳定感和乘客舒适度放在首位的买家。 家庭用户要看什么？优先看后排乘坐、儿童座椅、行李和日常上下车是否顺手。 每天开会不会麻烦？只要充电条件稳定，电动车的通勤体验通常更安静，也更容易控制日常能源成本。

竞品对比内容

把 Forthing V9 PHEV 放进同级车名单时，不建议只看品牌或外形。真正有用的比较顺序是：接着比较能源成本和补能便利、最后看空间是否适合家人和行李。

这样筛选出来的结果更贴近日常生活。你会更清楚它是适合城市通勤、家庭代步、长途巡航，还是更适合作为一辆讲求个性的选择。

用车全周期指南

拥有 Forthing V9 PHEV 的关键，是先把充电安排想清楚。家充、公司充电或商场快充只要其中一项稳定，日常体验就会轻松很多。

如果你常跑南北大道，动力和座舱舒适度会比单纯低价更重要；如果主要在市区，停车灵活性、视野和低速顺滑度会更影响心情。

车型概览

ARCFOX αT 值不值得买，关键不是它看起来有多吸引，而是它能不能解决你的真实用车需求。这篇文章会把重点放在乘坐空间、行李安排和家人舒适度。

版本方面，ARCFOX αT 目前可围绕 2025 Standard 来比较。

购车价格指南

评估 ARCFOX αT 的购车预算时，建议先从版本定位和后续拥车成本下手。价格不是唯一重点，真正决定是否划算的是每天会不会用到那些配置。

如果你在几个版本之间犹豫，可以把 2025 Standard 放在同一张清单里比较。日常通勤买家优先看舒适与安全，常跑高速的买家则更应重视动力、辅助驾驶和座舱便利。

核心参数汇总

看 ARCFOX αT 的核心规格，最重要是把数字翻译成生活里的感受。

ARCFOX αT 的核心价值应回到日常场景判断：你要它负责通勤、家庭出行、长途，还是作为更有个性的选择。

优缺点分析

ARCFOX αT 的优点不必夸张，真正有价值的是它能不能让日常使用更省心：车型定位清楚，适合先作为同级比较对象。

需要留意的是，最终取舍会落在版本配置、保险和长期保养成本。这些不是扣分项，而是下订前应该先想清楚的生活细节。

购车常见问题解答

购买 ARCFOX αT 前，买家最常问的不是单一规格，而是它能不能融入自己的生活。

这辆车适合谁？适合把乘坐空间、行李安排和家人舒适度放在首位的买家。 家庭用户要看什么？优先看后排乘坐、儿童座椅、行李和日常上下车是否顺手。 每天开会不会麻烦？如果能源成本、停车便利和版本配置都符合你的生活节奏，它会比较容易相处。

竞品对比内容

把 ARCFOX αT 放进同级车名单时，不建议只看品牌或外形。真正有用的比较顺序是：先从版本定位、品牌售后和日常用途开始比较。

这样筛选出来的结果更贴近日常生活。你会更清楚它是适合城市通勤、家庭代步、长途巡航，还是更适合作为一辆讲求个性的选择。

用车全周期指南

拥有 ARCFOX αT 的重点，是确认保险、路税、保养和轮胎成本都在可接受范围内。买车不是一次付款结束，而是每天都要相处。

如果你常跑南北大道，动力和座舱舒适度会比单纯低价更重要；如果主要在市区，停车灵活性、视野和低速顺滑度会更影响心情。

Tahun ini pasaran kenderaan China agak terpecah, satu sisi hawa sejuk menusuk, sisi lain gelombang panas membakar.

Data dari Persatuan Jualan Kenderaan menunjukkan, Januari hingga Mei tahun ini, pasaran kenderaan penumpang di seluruh negara jumlah jualan terkumpul 7.099 juta unit, turun berbanding tahun lalu 19.5%, pasaran dalam negara terus tertekan. Tetapi eksport pula gambaran lain, Januari hingga Mei tahun ini, eksport kenderaan terkumpul 4.25 juta unit, kadar pertumbuhan berbanding tahun lalu 49%, nilai eksport mencapai 73.6 bilion Dolar AS, meningkat berbanding tahun lalu 50%, jumlah jualan eksport terus naik.

Bagi jelas kini keseluruhan pasaran kenderaan China menunjukkan satu gambaran 'dalam sejuk luar panas', jualan kenderaan pergi luar cantik tak terkira. Tetapi jual banyak tak bermaksud jual stabil, angkut kereta keluar jual satu hal, berakar di lokasi itu satu hal. Pengerusi Great Wall Motor Wei Jianjun pernah beri markah pada keadaan semasa eksport kenderaan China, dalam skala penuh 10 markah beliau hanya beri 3 markah, markah ini sehingga kini masih menggembirakan pemikiran.

Eksport kenderaan China, jauh sekali masa nak buat pesta champagne. Prestasi masa ini, lebih banyak kejayaan 'keluar' — bawa kenderaan penuhi kapal bawa pergi, jual di tanah asing. Tetapi globalisasi sebenar dan kelestaran jangka panjang, jauh sekali hanya pada ini. Ia memerlukan kita beralih daripada 'keluar' ke 'masuk', berakar di lokasi, barulah ini kunci sama ada eksport kenderaan China boleh berbuah di tanah luar.

• Eksport berbuah, tetapi penuh rintangan

Tahun-tahun lepas, keluk pertumbuhan eksport kenderaan China agak cekar. Dari 3.33 juta unit tahun 2022, ke 8.32 juta unit tahun 2025, dalam empat tahun antara pertumbuhan kira-kira 2.5 kali ganda. Lima bulan awal tahun ini teruskan tenaga ini, jualan eksport sebulan secara berterusan pecahkan puncak, Mei eksport kenderaan penuh mencapai 0.988 juta unit, sudah sangat dekat dengan satu juta sebulan.

Lebih berminat, dari data jualan jenama bebas terkemuka, pasaran luar sedang menjadi enjin utama tarik mereka jualan meningkat. Dalam susun atur dalam sejuk luar panas, lonjakan eksport bukan sahaja mengimbangi kelemahan permintaan dalam negara, malah mengubah struktur jualan semua kereta besar. Chery, BYD, SAIC, Geely, Great Wall dan lain-lain eksport besar, semuanya berkat laju pasaran luar, kekalkan keseluruhan pasar keseluruhan.

Chery Januari hingga Mei tahun ini jumlah eksport 753,000 unit, meningkat berbanding tahun lalu 69.5%, cipta rekod baru eksport kenderaan China 'lima bulan melebihi 700,000 unit'. Tahukah anda tahun 2025 pendapatan luar Chery 157.4 bilion Yuan, pertama kali melebihi pasaran dalam negara, jumlahnya 52.4% daripada hasil pendapatan. Ini bermaksud eksport untuk dia bukan lagi item tambahan, tetapi penyokong struktur keuntungan.

Bila ada BYD, lima bulan awal tahun ini eksport 617,000 unit, duduk tempat kedua. Lima tahun lepas, jualan luarnya dari 50,000 unit naik ke 1.0496 juta unit, pertumbuhan hampir 21 kali ganda. BYD Mei tahun ini jual 383,453 unit kereta, naik sedikit berbanding tahun lalu 0.3%,其中 luar jual sebanyak 160,177 unit, meningkat berbanding tahun lalu 80.7%, nisbah eksport sudah melebihi 40%.

Geely, SAIC, Changan follow di belakang, malah Tesla pula berpaut pada kelebihan buatan China dan pelabuhan Timur China, buat kilang China jadi menara eksport global. Namun, di sebalik angka eksport cantik, cabaran sebenar baru muncul. Kadar pertumbuhan tak bermaksud semua, saiz eksport membesar, rintangan juga terkumpul serentak.

Pertama cukai import dan halangan perdagangan. Cukai anti-subsidi Eropah tertinggi naik ke 45.3%, memberi kesan langsung eksport model kenderaan elektrik penuh ke Eropah. Januari 2026, China-Eropah capai konsensus mengenai mekanisme 'Janji Harga', mengurangkan geseran secara tahap, tetapi ketidakpastian dasar masih tak hilang. Serentak itu, Turki naikkan syarat nisbah pengeluaran tempatan, Brazil naikkan cukai import, Indonesia naikkan ambang tempatan bateri. Permintaan seperti ini semakin lama semakin biasa.

Kedua kos kepatuhan. Kini sudah 144 negara buat undang-undang privasi data, GDPR jumlah hukuman terkumpul lebih 7.1 bilion Euro. Kereta pintar melibatkan banyak pengumpulan data, pemindahan dan penyimpanan, sekali masuk pasar pentadbiran ketat, kos kepatuhan tak boleh dianggap remeh.

Tiga isu penyesuaian jenama dan produk. Kenderaan China di pasaran luar, kini lebih banyak jual produk, bukan bina jenama. Nilai kos kelebihan utama, tetapi kekuatan premium terhad, kesedaran jenama dan kesetiaan pengguna masih dalam fasa pengumpulan awal. Fikir produk biasa pasaran dalam negara — banyak cantumkan spesifikasi, persaingan berbasis parameter, di luar juga belum tentu betul.

Keempat penyesuaian pada tahap budaya. Ini lain dengan penyesuaian produk, melibatkan cara pengurusan dan operasi harian. Adat agama, irama kerja, logik komunikasi, sistem cuti pasar berbeza, perbezaan jauh lebih besar dari yang difikirkan.

• Bagaimana baru dianggap 'masuk'?

Tentang isu pergi luar, dalam industri ada pembahagian fasa yang agak jelas.

Paling awal fasa eksport perdagangan, iaitu semata-mata jual kenderaan penuh pergi, capai dari 0 ke 1. Fasa kedua eksport jenama, di luar secara beransur-ansur bina sistem pemasaran dan perkhidmatan, melalui gabungan agensi utama dan jualan sendiri promosi jenama sendiri. Fasa ketiga eksport kapasiti dan perindustrian, di lokasi bina kilang KD, atur rantai bekalan, berpaut pada pusat penyelidikan wilayah untuk kembangkan model khusus untuk pasaran luar, serentak capai perkhidmatan tempatan. Fasa keempat eksport ekosistem, kewangan, insurans, kereta second-hand dan lain-lain perkhidmatan sokongan ikut masuk, dan mula terlibat dalam penyediaan piawaian teknikal di lokasi dalam bidang keselamatan, pintar, tenaga.

Kini, majoriti syarikat kenderaan China berada dalam fasa kedua, beberapa terkemula cuba beralih ke fasa ketiga. 'Masuk' sebenar, padan fasa ketiga dan seterusnya. Lantas bagaimana nak masuk?

Pertama perlu sesuaikan dengan keadaan tempatan, ini bukan sekadar slogan, Chery Tiggo 7 kes contoh biasa. Kereta ini walaupun lahir di China, namun untuk semua keadaan penggunaan, keadaan jalan, perundangan dan piawaian lebih 100 negara global sudah lakukan pembangunan mendalam. Jalan turun curam kawasan tinggi Brazil ketinggian 300-1500 meter, kelembapan tinggi Indonesia 75%, jalan padang pasir Timur Tengah purata 46.9°C, jalan bebas laju Jerman, setiap keadaan ekstrem semua dalam pertimbangan reka. Ia tidak puas hati 'mematuhi piawaian China sambil eksport', tetapi 'sejak lahir sudah mematuhi piawaian global'. Fikir seperti ini, inilah lonjakan daripada keluar ke masuk.

Kedua tempatan kapasiti dan ekosistem, adalah penanaman yang lebih mendalam. BYD, SAIC, Chery dan lain-lain syarikat terkemula, sudah lama tidak puas hati eksport kenderaan penuh. Eksport CKD Great Wall Motor nisbah 43.3%, SAIC GMW 40.9%, SAIC Passenger 10.5%. Eksport komponen terpisah, pemasangan tempatan, boleh mengelakkan halangan cukai import, serentak picu pekerjaan tempatan, dapat sokongan dasar.

Lebih lanjut, membina kilang di luar. Jenama kenderaan China melalui membina kilang di luar nak pecahkan 'masuk', antara SAIC, BYD, Chery strategi ada fokus berbeza.

BYD banyak akar di global, kilang di Kota Camaçari, Wilayah Bahia, Brazil sudah operasi Julai 2025, kapasiti pengeluaran tahunan 150,000 unit; kilang Szeged, Hungary dijangka Suku Keempat 2026 mulakan pemasangan, juga merancang 150,000 unit kapasiti tahunan; kilang Thailand sudah operasi, kilang Indonesia rancangan operasi 2026, selain itu sedang rancang kilang di Sepanyol dan Mexico.

Kumpulan SAIC pilih Pelabuhan Ferrol, Wilayah Galicia, Sepanyol bina sendiri pusat pengeluaran pertama Eropah mereka, pelaburan awal kira-kira 200 juta Euro, merancang kapasiti 120,000 unit, rancangan operasi akhir 2028. Chery lebih suka 'model aset ringan'. Di Barcelona, Sepanyol, ia bersama Kumpulan Ebro bersama, guna kilang Nissan terdahulu. Serentak itu, Chery juga bersama Nissan kilang Sunderland, England tandatangankan memorandum kerja sama pengilangan kontrak, rancangan tercepat operasi tahun kewangan 2027.

Sebagai syarikat kenderaan, nak keluar negeri, bukan sekadar pengeluaran produk mudah, tetapi berakar di tempatan, keluarkan teknologi dan sistem, mematuhi undang-undang tempatan, fahami keperluan pengguna, dengar suara mereka, usahakan berikan produk paling sesuai untuk pengguna tempatan, capai daripada keluar ke masuk.

• Ulasan Qingdong

Hasil tahap eksport kenderaan China boleh berbangga, tetapi sekali sekali jangan terlalu besar muka. Kembali ke penilaian 3 mata Wei Jianjun itu, dia bukan nafikan pencapaian keluar China, tetapi ingatkan semua orang: jual kereta hanya langkah pertama, globalisasi sebenar perang berpanjangan. Eksport kenderaan China nak berkembang jauh, mesti ada kekuatan berakar dan penyesuaian, mesti benar-benar masuk.

Hello everyone, I am the editor from Electric Vehicle Commune.

Not long ago, the 2026 model Onvo L60 officially launched.

Compared to the old model, not only is the starting price reduced by as much as 14,000 yuan, but it also brings up to 106 comprehensive upgrades.

Including Max+ and Ultra+ versions, it is the first time equipped with NIO self-developed 5nm smart driving chip Shenji NX9031, aiming directly at NIO flagship Series 9. At its launch event, smart driving with zero handover traversed a very narrow natural cave, the promotional effect can be said to be fully maximized.

At the same time, new configurations include a 17.3-inch rear foldable entertainment screen, new small table boards on rear seats, intelligent driving small blue lights on exterior rearview mirrors, as well as more extreme vehicle lightweighting, lower energy consumption, more comfortable driving quality, etc.

In summary, this round of upgrades for the new Onvo L60 is completely more value without price increase. In today's environment where supply chain costs have generally surged significantly, achieving this is enough to show Onvo's sincerity.

The day after the press conference, Onvo organized an internal communication meeting for media face-to-face. NIO Founder and CEO Li Bin and Onvo President Shen Fei participated in the group interview. The editor had the honor to attend this meeting. Based on the meeting content, 8 major questions and answers were summarized to share with everyone:

Q1: Yesterday, NIO just participated in setting the battery swap standard for Singapore. How do you view the future market prospects of battery swap overseas?

Li Bin: We already have over 60 battery swap stations in Europe, mainly in 5 Nordic countries. Germany and a few Nordic countries already have over 60, including over 20 in Norway. For the Singapore market, Firefly is already selling there. We, like with European countries or Singapore, have been having very active exchanges with relevant departments regarding battery swap station standards.

At that time when Shen Fei was still responsible for NIO Energy, we started pushing battery swap standards with relevant national departments very early, we participated in many standards. We are definitely going all out to promote the standardization of battery swaps, not only domestically but also internationally, because it really solves many routes where EVs can only charge but not swap now, it solves many problems like vehicle and battery having different lifespans, etc.

Q2: At this point in time, how do you view the market prospects for powertrain forms such as BEV/EREV/PHEV/ICE?

Li Bin: The latest market data in this industry shows ICE vehicles dropped by over 40%. The whole market is challenging, but relatively speaking, BEV is still growing. Shen Fei just spoke about our user sources. BBA, joint venture ICE share, NIO system user repurchase share, together add up to about 85%. That means new purchases are relatively few. The whole market has entered an existing stock era. Many families have more than one car. True new purchases have become fewer, most are trade-ins.

From a user perspective, in previous years because infrastructure was not developed enough, charging and swapping conditions were not that good. At that time, choosing EREV or PHEV was reasonable. Today I believe users starting to choose BEV or smart EVs, I think this is a matter of things developing naturally.

This is why everyone sees that although the total car market volume decreased by about 20% year-on-year for January-May this year, BEV overall is still growing. Especially in May, ICE dropped by 40%, but BEV is still growing, deeply reflecting the car market has entered an existing stock era. Incremental purchase, repurchase, trade-in have become mainstream. Under this situation, the smart EV BEV technical route, I believe will definitely get more user choices.

Q3: How do you view the competition pressure in the second half of the year?

Li Bin: I think the pressure is okay, because every car of ours has strong competitiveness. Like Onvo L60 was released in 2024, today it still has very strong competitiveness. We still have confidence in the leadership of technology. These cars we recently released, I believe within a relatively long time, they will still have very strong competitiveness.

Like our ET7 released in 2022, today our smart driving is still continuously improving, still very competitive. Its hardware capabilities haven't been fully explored. In technology layout we have always been slightly ahead. We are still very confident in the competitiveness of future products in the market. Do we worry that if no new cars in second half orders will be bad? No. For us, it instead allows us to sell cars down-to-earth, serve users down-to-earth. Firefly is a good example. Firefly order wait cycle has become longer again. More than a year since launch, some small iterations in between, not particularly big iterations, but now Firefly orders again need to wait a month.

Q4: The cave smart driving effect of Onvo L60 is very explosive, how does it compare to Tesla FSD level currently?

Li Bin: I haven't experienced the latest version of Tesla FSD yet. If officially released I will go experience and learn from them. Of course Tesla's smart driving, including its model and computing power in many aspects are definitely very leading, many things worthy of our learning. But we NIO from self-developed chips to sensors, to the whole world model + reinforcement learning route, I believe everyone has seen our capabilities. Yesterday through the very narrow cave traversal let everyone see we possess such capabilities. Of course subsequently there are still many tasks to do. Like this year we will also increase investment in computing power, train the data in our data closed loop, continuously improve our entire smart driving experience ceiling. We are still very confident in our continuous progress subsequently.

Of course smart driving now indeed fully reflects each company's comprehensive technical capabilities. This chase and catch situation is also good. Hope everyone also experiences it. Also experience our new Onvo L60 smart driving, including NIO smart driving. I believe compared to peers, we are still very confident its experience is very good.

Q5: Currently automotive-grade memory prices are rising significantly, how much impact has this had on overall vehicle cost?

Li Bin: This round of price hikes has a big impact. Taking Onvo as an example, cost per car rose by over 10,000 yuan. If calculated to final selling price including tax increases etc., the impact on selling price is around 15,000. This includes non-chip parts. Like battery raw material lithium price also rose a lot. So this year indeed cost pressure is very big.

Q6: Where do Onvo users come from respectively?

Li Bin: Now coming from BBA, and traditional luxury brand users account for about 35% of our users. Joint venture ICE vehicle users account for 30%. Also previous new energy vehicle repurchases, especially early BEV repurchases, also include EREV trade-ins, about 10%. Others come from other sources, also including some new purchases and other users.

Q1 Onvo average selling price is 240,000 yuan, slightly higher than some traditional luxury brands. So Onvo is indeed a high-quality brand for families. If everyone looks, yesterday new Onvo L60 main selling version Max+ starting price is 202,800 yuan. Looked at last night's order situation, over 90% are our Max+ and Ultra+, over 90% chose our Coconut+, Shenji NX9031+ LiDAR versions. Onvo as layout for 200,000-300,000 yuan interval products, brand positioning is still quite fitting for our target users and their consumption trends.

Q7: How to view the increasingly popular BYD Flash Charge? Will it impact battery swapping?

Li Bin: We are very happy to see more and more auto companies investing in charging/swapping infrastructure. Flash Charge coming out is quite good, gave good impetus to the whole industry, let more focus on infrastructure investment, no longer simply relying on public charging piles.

NIO has always done this most resolutely. Actually NIO in charging pile construction aspect is also very proactive. We have always been chargeable, swappable, upgradeable. Of course our construction thinking has differences with others. We now already have 86 charging scenic routes. Build charging piles where others are unwilling to build. Earliest Inner Mongolia highway, Jilin highway charging piles, were all built by us first. Our starting point very simple. Where our users go, if there is no infrastructure, at least need guarantee. We earliest had mobile charging vehicles. Of course now dispatch rate is lower and lower, mainly for rescue. Like Xinjiang, Tibet some very remote places still need such an emergency means.

I also want to emphasize, swap and charge are not oppositional. This point very important. We never put charge and swap in opposition. We early on had such requirement, that users no matter at home or work, as long as can install charging pile, we definitely help install it. So our user charging pile installation ratio in industry definitely is top tier, because we have our own national energy service team, pushing more efficiently. Underlying thinking also simple. Because this way experience is best. You at home able to install charging pile, charge at night, go to work day charge, that is best experience. So this is our starting point.

Our swap entire process no need to get off car, experience still better. Including swap stations indeed have some other dimension values.

First is can thoroughly solve vehicle battery different lifespan problem. Decouple car and battery. For user interests and social interests long term is beneficial. Buy a battery not only look short term experience, need see 8 years, 10 years, even 15 years. It not say reached this time car must be scrapped. So put vehicle battery different lifespan, through swap system solve. I think very important. We inside swap stations will intelligently target every battery to give best charging strategy. This for battery lifespan very important. So we through operation extend lifespan, basically every battery lifespan, through operation extend lifespan can improve see 1.5 years or more. At least improve 1.5 years. Compared to its conventional lifespan, these are very big advantages.

Second is energy attribute. Swap station itself is a natural energy storage facility. We over 3,900 swap stations, equivalent to 7GW/h energy storage. In China more and more electricity is new energy generation background its value will gradually reflect. We already have many swap stations participated in grid response. Every day do energy storage things. These as energy infrastructure efficiency is very high.

So overall, supercharge, flash charge and swap are not oppositional. Swap indeed can solve many problems flash charge cannot solve. What everyone sees now is fast is shallow fast. Fast charge thing actually to certain speed and time after, your marginal benefit is not that big. And like I said, sometimes slow is okay. Charge home slow is slow, or work building down side charge conveniently. After reach certain rate marginal benefit lowers. More important is just spoke, it for vehicle battery different lifespan solution significance. For battery lifespan, safety significance. Also energy efficiency. As distributed energy storage facility new power system part of revenue. This thing hard to use charge to solve.

Q8: How to view more and more brands releasing smart driving chips? What specific advantages do self-developed chips have?

Li Bin: If from making a smart driving chip angle speak many ways. Let others help define design, this is not any difficulty. Industry many people doing. But important is this chip not that chip. Like a car you find engineering design company to make, or through yourself full stack self-develop, this involves your enterprise own complete engineering capability. Many core parts need self-develop. Investment bigger, difficulty bigger.

NIO Shenji NX9031 team has over 600 people. From front end to back end, complete a design capability. To build this capability still very not easy. Compared to us simply define good parameters let others do method difference still very very big. Including smart driving chips also not simple compare one point. Need from 3 dimensions or 4 dimensions evaluate its performance. Inference compute power is one aspect. Second is memory bandwidth. This for supporting model size and including model running speed very important. Our memory bandwidth compared to industry actually basically is their 2 times. Third is multi-modal signal processing capability. This is a need particularly detailed do work. We in many occasions demonstrated. Yesterday for cave crossing why can have so good performance, with this also has relation.

Smart driving foundation is vision. Cannot only look good light time. Many scenes light not good. This tests you truly can good handle. Also when have chip redundancy backup, need achieve millisecond level hot switch. Two chips between chip interconnect its interface and capability very strong. Can achieve millisecond hot cut. This for future L4, L3 level smart driving very important.

June 13, the 2026 Chongqing Auto Show grandly opened. Changan Mazda, with the theme "Still Mazda", brought the classic legendary sports car MX-5, global strategic new energy models MAZDA EZ-6, MAZDA EZ-60, and EZ-60 Year of the Horse Edition to the N8 Hall booth, fully showcasing the latest results of the enterprise's new energy transformation. Meanwhile, Changan Mazda launched the 618 Mid-Year Mega Sale. Based on up to 20,000 yuan national subsidy and 17,000 yuan factory subsidy, purchasing designated models enjoys a exclusive luxury package worth 7,999 yuan, returning substantial benefits to the vast majority of consumers.

The EZ-6 and EZ-60 participating in this exhibition were built with global standards from the beginning of product development, truly achieving "Made in China, Global Quality". In terms of design, EZ-6 won the "2026 World Car of the Year Design" award, becoming the first Chinese new energy model to receive this honor; EZ-60 became the only SUV globally to win 8 world top design awards simultaneously. The two models, relying on unique Kodo design aesthetics, stood out from the homogenization wave in new energy.

Safety is Changan Mazda's core bottom line. Both models are built strictly according to China-Europe dual five-star standards. EZ-6 secured 5 authoritative safety certifications including C-NCAP, E-NCAP, etc., and EZ-60 battery safety meets new national and European standards in advance. Changan Mazda further solemnly promises all new energy users "lifetime battery spontaneous combustion compensation, no mileage limit, no owner limit", completely dispelling user safety concerns.

Handling is the soul of Mazda. EZ-60 successfully won the China New Energy Vehicle Rally Championship Circuit Category SUV Group Champion and Rally Overall Runner-up. At the auto show site, Changan Mazda owner and champion driver Ji Hao shared his experience driving a factory-stock unmodified pure electric EZ-60 to fight in the rally. In the 6-day 910-kilometer grueling schedule, facing competition from the vast majority of extended-range / plug-in hybrid participating models, EZ-60 relied on ultimate quality stability and "Jinba Ittai" tuning, successfully breaking through from 27 brands and 100 participating cars.

Currently, Changan Mazda has successfully obtained full vehicle certification for the EU, UK, and Australia three major markets, becoming the first domestic joint venture new energy car enterprise to secure all three certifications simultaneously. At the end of May, more than 80 overseas dealers from Europe, Australia, and Thailand specifically visited the Nanjing Factory, giving high praise to the production process and quality control system. Overseas market sales and pre-sale trends continue to be positive. In the domestic market, EZ-60 has been the sales champion of joint venture new energy mid-size SUV for 7 consecutive months. Global quality wins dual recognition from domestic and international markets.

On June 10, 2026, in the May domestic compact SUV sales ranking, Deepal S05 firmly topped the list, successfully achieving three consecutive months of sales from March to May, continuously leading the new energy SUV sub-market under 150,000 RMB. Since its launch, Deepal S05 has maintained a strong momentum of over 10,000 units per month on average. May global sales reached 18,866 units, a year-on-year increase of 102.71%. By the end of May, global cumulative sales had exceeded 220,000 units, becoming an indisputable phenomenon-level "global blockbuster product" in the Chinese new energy vehicle market.

In the domestic market, Deepal S05 established an absolute leading position in the highly competitive sub-segment of compact pure electric SUVs under 150,000 RMB by leading sales for three consecutive months; in the global market, it has successfully entered over 70 countries and regions, and will further expand to 150+ countries in the future, becoming a benchmark for the overseas expansion of Chinese new energy vehicles. This dual-line sales trend of "leading domestically, blooming globally" stands out in the 150,000 RMB pure electric SUV market. Distinguishing from the industry's conventional overseas path, Deepal S05 adheres to global unified standards and unified quality, gaining high recognition from consumers in multiple markets including Europe, Southeast Asia, and Central and South America.

From "Price War" to "Value War": Deepal S05's Way to Break Through

Over the past year, the new energy SUV market under 150,000 RMB fell into fierce price gaming. Facing the prevalent industry involution, Deepal S05 chose a more resilient development path: not participating in simple low-price competition, but relying on technological innovation and product evolution to provide users with an "exceeding expectation class-leading experience", winning broad market recognition.

The success of Deepal S05 lies in accurately grasping the real needs of mainstream family users. For most family users, the core demand for pure electric cars is far from "low price", but rather "whether the range is solid, whether energy replenishment is efficient, whether it is reliable in low temperatures, and whether safety is hardcore". Deepal S05 built comprehensive product power with no weaknesses around these essentials.

In terms of range and energy replenishment, Deepal S05 is equipped with CATL cells + Golden Bell Battery across the range, with CLTC pure electric range up to 620 km, fully meeting daily commute and long-distance travel needs. At the same time, 3C super charging technology is standard across the range, with SOC 30%-80% charging time taking only 15 minutes, truly achieving "charge for 15 minutes, drive 100 km", fundamentally solving the range anxiety of pure electric owners.

Aiming at the low-temperature range issue most concerned by northern users, Deepal S05 adopted the world's first Micro-Core High-Frequency Pulse Heating Technology, which received China Patent Gold Award and recognition by the World Intellectual Property Organization. This technology can increase battery temperature by 20°C in extreme low-temperature environments of -30°C, improve power performance by 50%, and shorten charging time by 15%. Paired with the standard heat pump air conditioning system, efficiency is improved by 1.8 to 2.4 times compared to traditional heating methods, with energy saving up to 38%, effectively guaranteeing the authenticity and stability of winter range.

In terms of safety and body structure, Deepal S05's power battery was the first to pass the 2025 New National Standard safety inspection and obtained CATARC NESTA 6D Electric Safety Certification. At the same time, the high-strength steel and aluminum content of the whole vehicle reaches 78%, with maximum steel strength 1700 MPa. Paired with 7700T large die-casting integrated aluminum technology, body torsional stiffness reaches 35,000 N·m/deg, guarding travel safety comprehensively.

From "Product Overseas" to "Brand Overseas": China's Automotive Globalization New Journey

Deepal S05's global journey is not simple product export, but a comprehensive output of technical standards and brand value. In Europe, the birthplace of the global automotive industry, Deepal S05 demonstrated strong competitiveness, winning first place in Spanish compact pure electric SUV registration continuously in February and March; in the Southeast Asian market, Deepal S05 was a hit immediately upon launch in Pakistan, receiving 2,000+ initial large orders in the first month, with subsequent monthly orders stabilizing at 500+; in May, Deepal S05 officially landed in the Polish market, further perfecting its strategic layout in Europe.

Market recognition and professional awards formed a two-way verification. Domestically, Deepal S05 won first place in compact pure electric SUV in the J.D. Power 2026 China New Energy Vehicle New Car Quality Study, which is the industry's most authoritative endorsement of its product quality; Overseas, it successively won Thailand Annual Best Rear-Wheel Drive Compact Electric SUV, Chile Autocosmos 2026 Best Recommended Model, and FIPA Americas Automotive Journalists Association Annual Hybrid Model Award, proving its product power can adapt to vehicle usage needs and consumer preferences in different countries. At the same time, the awards such as German iF Design Award, Turin Auto Design Award Best Smart Human-Machine Fusion Award, and World Green Design Organization Green Design International Award, further from dimensions such as design aesthetics, smart interaction, and sustainable development, verify that Deepal S05 has reached international first-class product standards, enhancing the global market's perception of Chinese cars.

It is worth mentioning that Deepal Auto recently became the Portuguese National Team's Global Official Partner, leveraging the influence of sports IP to further enhance the brand's global influence. Previously, Deepal S05 was officially delivered to the Portuguese National Team and will join hands with world-class stars such as Cristiano Ronaldo to jointly convey the competitive spirit of "Full Charge On, Global Home Court". This cross-industry collaboration is not only a resonance between top manufacturing intelligence and champion spirit, but also shows the confidence and strength of Chinese car brands to the world.

Conclusion

From continuously leading the domestic market to selling hot in over 70 countries and regions globally, to winning multiple international authoritative awards, Deepal S05 proved with solid results that: Chinese car brands have the capability to create global blockbusters. Its success not only set a value benchmark for China's new energy vehicle industry but also provided a learnable development sample for Chinese brands' high-quality overseas expansion.

Three consecutive titles are not the end, but the starting point of Deepal S05's new journey. In the future, with the continuous deepening of Deepal Auto's global layout, we have reason to believe that Deepal S05 will continue to lead the compact SUV market and write a new chapter for Chinese car brands.

2026 年 5 月 26 日，國家知識產權局公布了一項發明專利——「一種發動機診斷方法、裝置及控制器」，申請人上汽集團，公開號 CN122082896A。兩天後，5 月 28 日，上海北外灘世界會客廳，上汽將第一億輛整車（智己 LS9 Hyper）交付給了 Momenta CEO 曹旭東，上汽也由此成為了中國首家累計產銷量突破一億輛的汽車集團。

值得一提的是，在億輛里程碑達成之前，上汽集團第 99999999 輛整車為上汽大眾 ID. ERA 9X，該車型上市僅一個月交付就破了 7000 輛，4 月更是躋身 30 萬以上增程式大型高端 SUV 前三，是上汽大眾「在中國，為中國」戰略與「全球智慧 + 中國速度」融合的亮眼成果。

專利公布與億輛交付發生在同一周，不完全是巧合。

一億輛意味著什麼？七十餘年，平均每天造出近四千輛車。但更值得關注的，是其中的結構變化：最近幾年新增的數千萬輛，大多搭載了自主電控系統，具備數據采集和上傳能力。它們散落在全球 170 多個國家和地區，在高原、極寒、擁堵、高速等各種真實工況中行駛。每一輛車的發動機運行數據，都是上汽研發體系中的訓練樣本，這是任何實驗室都无法複製的。

而那項發動機診斷專利，恰好提供了一個觀察的窗口，它指向一個正在發生轉變的邏輯：當車企的累計保有量達到億級，規模化就不再只是製造成本的攤薄工具，更會開始反哺技術研發。

01 一億輛的底氣

要理解一億輛的技術含義，得先看這一億輛是怎么積累起來的。

1958 年，上海工人用榔頭敲出第一輛「鳳凰牌」轎車，實現了上海轎車製造零的突破。1983 年，第一輛桑塔納手工組裝下線，開啟了合資合作，也帶動建立了現代化零部件體系。此後幾十年，上汽先後與大眾、通用等深度綁定，在「市場換技術」的浪潮中完成了製造體系、供應鏈管理和人才資源的原始積累。

真正的轉折發生在自主品牌崛起之後，2006 年榮威品牌誕生，2016 年全球首款互聯網汽車榮威 RX5 問世，2020 年高端智能電動品牌智己汽車成立。到 2026 年 1 至 4 月，上汽已累計銷售 130.2 萬輛，連續四個月位居中國車企銷量第一，自主品牌銷量占比已接近 70%，扭轉了過去長期依賴合資的格局。

與此同時，上汽產品和服務已經進入了 170 多個國家和地區，海外累計交付超過了 700 萬輛。從英國到印尼，從泰國到巴基斯坦，上汽建有 4 個海外生產製造中心和 3 個研發創新中心。安吉物流擁有 42 艘滾裝船，8 條國際航線覆蓋了東南亞、歐洲和美洲。

實際上，比這一億輛的數字本身更有說服力的，是其結構變化。2015 年時，上汽自主品牌占比僅約 38%，新能源占比幾乎可以忽略不計，海外銷量占比約 10%。而到了 2026 年前四個月，這三個數字分別躍升至近 70%、31.7% 和 35.3%。這意味著，一億輛中近年來新增的數千萬輛，是真正搭載了上汽自主的電控系統、自主的數據采集架構、自主的雲端平台的車。

過去十年，上汽累計投入研發資金超過了 1500 億元，持有近兩萬六千項有效專利。僅 2026 年以來，就新獲得了專利授權近百項。而這些數字背後，是一套正在成型的「數據驅動研發」模式。

可以說，上汽的一億輛車，就是全球規模最大的「流動實驗室」，也是「數據定義技術」的起點。今後，不再是工程師猜測用戶會遇到什麼問題，而是用戶用車的運行數據直接告訴工程師，問題在哪裡、優先級如何、最優解是什麼。

02 發動機診斷專利裡的「數據金礦」

再回到那項專利本身，它的技術方案聽起來並不花哨：在一個預先確定的時間段內，當第一診斷策略和第二診斷策略的條件同時被滿足時，只發送一次斷油請求，在發動機被斷油的同一連續時間段內同時執行兩個診斷策略。

這樣的效果有兩層：一是可以降低發動機被斷油的總次數和總時長，從而節省油耗，二是可以同時將診斷執行過程限制在最短的時間段內，降低單次的斷油時長，避免因斷油過長而可能引發的安全風險。

傳統發動機診斷採用的「分時診斷」邏輯，簡單來說就是一項一項排查。每查一項，就得短暫斷一次油，次數多、且時間長。以前燃油車可能不明顯，但現在混動車頻繁啟停，每次斷油都會感覺車身一頓，動力也會慢半拍。上汽的專利方案，本質上就是把多次檢查合併到一次斷油裡完成。

這套方案之所以能夠成立，需要具備兩個能力：第一，知道哪些診斷項可以安全地並行執行，也就是知道哪些檢查能一起做，並且不會出問題；第二，能為每一種發動機型號、每一種使用場景設定出每次斷油最短、最合適的時間。而這兩個能力都需要依賴足夠廣泛的實際運行數據。實驗室可能模擬不出所有的路況，但一億輛車跑出來的真實數據可以。

這就是所謂的「規模反哺技術」。一億輛車每時每刻都在產生數據，這些數據讓算法工程師不斷地優化診斷策略，而優化後的策略又通過 OTA 推送到車輛上，帶來更低的油耗、更平順的駕駛體驗、以及更精準的故障判斷。用戶幾乎察覺不到診斷的存在，卻也實實在在地享受著診斷優化帶來的便利。

03 混動時代為什麼更需要「懂發動機」

在純電動車型滲透率持續攀升的背景下，一個自然而然的問題是：一家積極轉型電動化的車企，為什麼還要投入資源深耕發動機診斷技術？

2025 年，上汽發布海外「Glocal 戰略」，搭載全新 HEV 混合動力系統的車型將覆蓋全球主流細分市場。今年三月，MG 在德國法蘭克福舉辦技術日，全球首發 SolidCore 半固態電池及 Hybrid+ 混動兩大核心技術。兼顧低油耗和高性能的 MG Hybrid+ 混動技術，海外單月銷量已突破了 2 萬輛。與此同時，上汽 DMH 超級混動系統也已應用於榮威、MG 等多款車型，其混動專用發動機熱效率更是突破了 46.3%。

同樣的，包括增程式車型，上汽大眾 ID. ERA 9X 搭載的 EA211 黃金增程器，本質上就是一套高效的發動機發電系統，它的診斷策略同樣需要精細控制斷油時機和時長。ID. ERA 9X 上市一個月交付超 7000 輛，說明用戶對這套增程方案的接受度並不低，也意味著背後的發動機診斷邏輯正在被大規模地驗證。

而混動車型的核心技術難點之一，正是發動機與電機之間的啟停協調，每一次的啟停都涉及診斷策略的觸發和執行。如果採用傳統的「分時診斷」邏輯，頻繁的斷油診斷會嚴重影響混動駕駛的平順性，用戶會感覺到莫名的頓挫或延遲。同時，每次斷油也意味著那一瞬間發動機不再輸出功率，燃油的經濟性也會打折扣。

上汽專利中「降低斷油次數」「縮短單次斷油時長」的特點，正是為了解決這一大問題。這套邏輯放在增程車型上也同樣成立，當增程器啟動時，診斷效率也直接關係到了發電的平順性。

從更宏觀的視角來看，內燃機並不會因為電動化而徹底退出歷史舞台。無論是歐洲市場對混動車型的需求，還是中國消費者對插混車型的青睞，都指向了同一個結論：發動機不會消失，但會變得更「智能」。而讓發動機變智能的，正是這些數據和診斷。

這也解釋了為什麼上汽的 DMH 混動專用發動機能夠突破 46.3% 的熱效率，單純靠機械層面的優化實際上已經逼近了物理極限，想要進一步突破，就必須依靠精準的診斷和調節，每一項都離不開海量的真實運行的數據支撐。

站在一億輛的新起點上，上汽面臨的問題很直接：這些海量數據資產，能不能轉化成可感知的用戶體驗和技術壁壘？發動機診斷專利只是一個切面，它小，但也足夠深。當技術競爭從硬件實力轉向算法和數據，決定勝負的就可能不再是哪家企業在實驗室裡做出了更好的樣機，而是哪家企業的算法在實際使用過程中更靠譜。

一億輛車更不是終點，它是一億個數據來源，是一億份用戶信任，也是上汽進入新階段的新起點。從 1955 到 2026，上汽能走七十多年，靠的不是某款爆款車型或某項明星技術，而是懂技術、更懂用戶的能力。

Global motorcycle sales volume in 2025 is approximately 65.2 million units, and the market size is expected to approach 180 billion USD by 2030.

Sales VolumeThe largest regions are India (approx. 20.5 million to 20.7 million units), ASEAN Five Countries (Indonesia, Vietnam, Thailand, Philippines, Malaysia, totaling approx. 13.16 million units), China domestic sales (8.602 million units), and Latin America (approx. 5.86 million units).

India and Southeast Asia focus mainly on 100～150cc small-displacement commuter bikes, while Europe and America prefer medium-to-large displacement naked bikes, touring bikes, and cruisers.

Global StockOver 60% of the global stock is concentrated in four countries: India, Indonesia, China, and Vietnam. India's stock is approx. 221 million vehicles, Indonesia approx. 125 million to 130 million vehicles, China registered approx. 100 million vehicles, Vietnam approx. 72 million to 77 million vehicles.

Brand landscape shows "Asia leads sales, Europe & US dominate high-end".

The four Japanese giants (Honda, Yamaha, Suzuki, Kawasaki) account for nearly half of the global share, dominating the commuter bike market in Southeast Asia and Latin America; Indian brands (Hero, Bajaj, TVS) rule the low-end mobility market in South Asia and Africa; European brands (BMW, Ducati, KTM) and American Harley dominate the high-net-worth leisure market.

Characteristics of the Chinese Market and Electrification Impact

China's domestic sales account for 13%～14% globally; accounting for exports, production accounts for approx. 30%, making it the world's largest manufacturing and export country.

Suppressed by motorcycle restrictions in nearly 200 cities, urban commuting is largely replaced by electric two-wheelers (electric two-wheeler penetration rate exceeds 75% in tier-1 and tier-2 cities, national comprehensive electrification rate exceeds 70%), putting pressure on domestic sales of fuel commuter bikes. In 2025, domestic sales of fuel motorcycles were approx. 5.1449 million units, a year-on-year decrease of 6.18%. However, leisure models over 250cc grew against the trend: 2025 sales were 952,300 units, a year-on-year increase of 25.87%, with a 3-year CAGR (Compound Annual Growth Rate) over 20%. Sport replicas, retro, and ADV models are popular; consumption attributes shift towards leisure and socializing.

The markets most significantly impacted by electrification of fuel motorcycles are China and Vietnam. China's urban areas have basically completed the "switch from oil to electric"; Vietnam's proportion of new electric motorcycle registrations has quickly risen to 13%～22%, making it the market with the fastest replacement of fuel motorcycles in Southeast Asia.

Assessment of the True Global Status and Competitiveness of Chinese Enterprises

No Need to Underestimate Themselves

China possesses the most complete motorcycle industry chain globally. In 2025, whole vehicle exports reached 13.3657 million units, export value 8.85 billion USD. Export volume accounts for an important share of global trade, making it the core supplier for small-displacement commuter bikes in Asia, Africa, and Latin America.

Haojue, Loncin, and Zonsen have built a solid foundation in Latin America and Africa with cost-performance and reliability; CFMOTO, QJ Motor (QJMOTO), and Voge continue to catch up in the medium-to-large displacement field. Exports of models over 250cc increased year-on-year by over 50%. Voge's European sales broke through 80,000 units (year-on-year +89.35%). CFMOTO holds a leading position in the European ATV market, and its motorcycle business has also achieved a 5%～10% market share in some European countries. Domestic market share of domestic brands in the medium-to-large displacement market exceeds 80%, significantly squeezing the share of imported large-displacement bikes. In the racing field (WSBK, Dakar), Chinese teams are also starting to appear. Kove team ranked 15th in Dakar 2025, and Zhang Xue Motorcycle achieved five consecutive championships in WSBK.

Average export price continues to rise. Industry estimates suggest the share of independent brands going global is approaching 50%. The industry is transitioning from "OEM for volume" to "Technology + Brand going global".

Nor Should They Be Arrogant

The sum of net profits of the top ten enterprises in China's motorcycle industry still falls short of the profit from just Honda's motorcycle business, and is still in the stage of "large but not strong".

There are three core weaknesses.

First, huge disparity in R&D investment.

Honda's R&D expenses for its motorcycle business in a single year exceed the total R&D investment of China's entire motorcycle industry, resulting in a generational gap in underlying technologies such as engine thermal efficiency, durability, and NVH. The rate of fully independent R&D for large-displacement engines over 250cc is less than 30% (in recent years, new brands like Zhang Xue Motorcycle have achieved 100% independent R&D of core components, but this has not yet changed the overall industry landscape).

Second, core electronic control relies on foreign suppliers

High-end electronic controls such as EFI systems, ABS, TC, IMU still heavily rely on foreign suppliers like Bosch, Denso, etc. The bargaining power over core components is weak.

Third, shallow brand accumulation, imperfect overseas network

Brand premium is far lower than Japanese and European brands. Early low-price vicious competition once caused China's motorcycle market share in Southeast Asia to drop from 90% to approx. 1% (has recovered in recent years, but rebuilding trust still takes time). In Japanese home markets (Japan itself, Thailand) and North American cruiser markets, Chinese brands have almost no presence.

Chinese enterprises are an irreplaceable manufacturing cornerstone and main force for commuter bike exports globally. Medium-to-large displacement is becoming a second growth curve, showing promise in Europe and America. The electric motorcycle industry chain also possesses first-mover advantages. However, compared to Japanese giants, there is still a 5～10 year gap in core technology control, global brand premium, and full-cycle profitability. Whether future breakthroughs in electronic control and large-displacement engine independent R&D, and establishing overseas after-sales service systems, will decide if Chinese motorcycles will be upgraded from "World Factory" to "Global Brands", or remain in a low-margin OEM role for the long term.

When electrification of commuter bikes, large-displacementization of leisure bikes, and intelligent connectivity of products become trends in the motorcycle industry, Chinese motorcycle companies improving R&D capability, leveraging ecosystem advantages, and integrating into the global market is the right path.